Dufferin_Avenue_Study-Final_Report

CITY OF TORONTO / JULY 2014 / FINAL REPORT 

Dufferin Street Avenue Study 

DTAH / R.E. MILLWARD + ASSOCIATES / ARUP / FABIAN PAPA + PARTNERS / NBLC / SWERHUN

PROJECT CREDITS 

CITY OF TORONTO 

ANDRIA SALLESE, COLIN RAMDIAL, AL REZOSKI 

VICTORIA WITOWSKI, ANDREW AU, DEWAN KARIM 

LEO DESORCEY, DAWN HAMILTON, SASHA TERRY 

MARIO GIAMBATTISTA, LORA MAZZOCCA, BRIAN WORSLEY 

DTAH BRENT RAYMOND, ROBERT ALLSOPP, RENÉ BIBERSTEIN 

R.E. MILLWARD + ASSOCIATES LTD MELANIE MELNYK, ROBERT MILLWARD, JOHN BURKE 

ARUP CANADA HILARY HOLDEN, GARY HSEUH, AARSHABH MISRA, MARC-PAUL GAUTHIER 

FABIAN PAPA + PARTNERS FABIAN PAPA, JASON JENKINS 

N. BARRY LYON CONSULTING MARK CONWAY 

SWERHUN BIANCA WYLIE, NICOLE SWERHUN, YULIA PAK, ALEX HEATH

CITY OF TORONTO / JULY 2014 FINAL REPORT 


PREPARED FOR 

THE CITY OF TORONTO 

PREPARED BY 

DTAH PROJECT LEAD, URBAN DESIGN AND LANDSCAPE ARCHITECTURE 

R.E. MILLWARD + ASSOCIATES LTD. LAND USE PLANNING 

ARUP TRANSPORTATION 

FABIAN PAPA & PARTNERS SERVICING INFRASTRUCTURE 

N. BARRY LYON CONSULTING REAL ESTATE AND MARKETING 

SWERHUN ENGAGEMENT AND DECISION SUPPORT

CONTENTS 

Executive Summary 

I 

1. Introduction 1 

2. Study Process 3 

3. Policy Context 7 

3.1 Provincial Policy 7 

3.2 City Of Toronto Policy 7 

4. Existing Conditions 13 

4.1 Character 13 

4.2 Demographic Profile 16 

4.3 Parks And Open Spaces 17 

4.4 Community Services And Facilities (Cs&F) 18 

4.5 Transportation Infrastructure 19 

4.6 Servicing Infrastructure 26 

5. Guiding Principles 29 

6. Option Development And Evaluation 34 

7. Recommended Guidelines + Standards 36 

7.1 Introduction 36 

7.2 Planning And Design Framework Recommendations 37 

7.3 Specific Recommendations For The Typical Avenue Blocks 58 

7.4 Specific Recommendations For The Larger Blocks 61 

7.5 Mobility Strategies 74 

7.6 Sustainability 79 

8. Recommended Streetscape Improvements 81 

8.1 Planning And Policy Context 81 

8.2 Examination Of Right-Of-Way Expansion 82 

8.3 Recommended Streetscape Improvements 82 

9. Demonstration Plan 94 

10. Community Services & Facilities Strategy Summary 96 

11. Transportation Master Plan Summary 103 

12. Infrastructure Master Plan Summary 107 

13. Implementation 108 

13.1 Recommended Actions 108 

13.2 Directions For Future Study 113 

14. Conclusion 116 

Appendices 117 

Community Services And Facilities Strategy 

Community And Stakeholder Consultation Summaries

List of Figures 

Fig. 1. Aerial Photograph, Existing Study Area 2 

Fig. 2. Study Process 3 

Fig. 3. Dufferin Street in the Urban Structure Plan 7 

Fig. 4. Existing Consolidated Land Use Zones 9 

Fig. 5. Existing Consolidated Height Zones 11 

Fig. 6. Existing Land Use 13 

Fig. 7. Community Services and 

Facilities (CS&F) Areas 16 

Fig. 8. Existing Parks and Publicly 

Accessible Open Spaces 17 

Fig. 9. Existing Vehicular Network 20 

Fig. 10. Existing Pedestrian Network 22 

Fig. 11. Planned Cycling Network - Wider Context 24 

Fig. 12. Existing Transit Network - Wider Context 25 

Fig. 13. Existing Servicing Infrastructure 26 

Fig. 14. Process for Testing and Confirming Ideas 

to Define the Preferred Option 35 

Fig. 15. Structure Plan 37 

Fig. 16. Streets and Blocks Framework Plan 38 

Fig. 17. Parks and Open Space Framework Plan 43 

Fig. 18. Grade Related Uses 45 

Fig. 19. Recommended Mandatory 

Minimum Setbacks 48 

Fig. 20. Angular Planes Applied 

Across Dufferin Street 50 

Fig. 21. Special Angular Planes in 

Blocks 6, 7 and 8 50 

Fig. 22. Transition from adjacent Neighbourhood 

Special Angular Planes in Block 1 51 

Fig. 23. Transition from Employment Areas, Typical 51 

Fig. 24. Transition from Employment Areas, 

Blocks 1 and 8 51 

Fig. 26. Maximum Building Height 

(excluding Tall Buildings) 53 

Fig. 25. Permitted Locations for Tall Buildings 53 

Fig. 27. Recommended Maximum Densities 56 

Fig. 28. Typical Avenue Blocks in 

the Study Area (in orange) 58 

Fig. 29. Typical Avenue Blocks 

Demonstration Model View 59 

Fig. 30. Larger Blocks in the Study Area (in orange) 61 

Fig. 31. Block 1 - Demonstration Model View 

looking northwest 62 


looking northwest, illustrating mid-rise 

development throughout. 64 


looking northwest, illustrating mid-rise towards 

Dufferin and townhouse buildings to the west of the block 66 

Fig. 34. Block 8 - Demonstration Model View 68 

Fig. 35. Block 14 - Demonstration Model View 71 

Fig. 36. Recommended Vehicular Strategy 75 

Fig. 37. Recommended Transit Strategy 76 

Fig. 38. Recommended Pedestrian Strategy 77 

Fig. 39. Recommended Cycling Strategy 78 

Fig. 41. Dufferin Streetscape - Existing Condition 

Typical Section 84 

Fig. 42. Dufferin Streetscape - 

Recommended Improvements Typical Section 85 


Green Setback, Typical Section 

Residential Frontage at Grade Typical Section 85 


Green Setback, Typical Section 

Retail Frontage at Grade 85 

Fig. 45. Dufferin Streetscape - Typical Section 

Potential Short Term Improvements 90 

Fig. 46. Orfus Road Streetscape - Typical Section 91 

Fig. 47. Existing Local Street Streetscape - Typical Section 

New Local Street Streetscape - Typical Section (Option 1) 92 

Fig. 48. New Local Street Streetscape 

Typical Section (Option 2) 93 

Fig. 49. Regional travel patterns 103 

Fig. 50. Daily variation in northbound traffic 

on Dufferin Street (2012). 105 

Fig. 51. Daily variation in southbound traffic 

on Dufferin Street (2012). 105 

Fig. 52. Directions for Future Study 113

A VISION FOR DUFFERIN STREET 

The vision for Dufferin Street is the result of extensive 

public consultation and follows the policy direction 

for intensification along the Avenues. New 

development in the form of mid-rise buildings will 

address Dufferin Street and frame the pedestrian 

realm. A new streetscape will transform this vehicledominated 

road into a place with large, healthy trees 

additional opportunities for greening, revitalized 

retail and residential uses, and generous space for 

pedestrians and cyclists.

EXECUTIVE SUMMARY 

BACKGROUND 

Study Area 

This Avenue Study includes Dufferin Street and all 

properties with a Mixed Use Official Plan designation 

fronting onto it, between Highway 401 and just south 

of Lawrence Avenue West. In the case of Yorkdale 

Shopping Centre and the southern corners of the 

intersection of Dufferin Street and Lawrence Avenue 

West, only a part of the properties are included. 

Bounded by Neighbourhoods and Employment 

Areas, the Study Area consists mostly of commercial 

or mixed-use buildings, including a number of car 

dealerships, gas stations and strip malls. 

Lots on the west side of Dufferin Street are generally 

deep and wide, while those on the east side tend to 

be shallow and narrow. 

Purpose 

Recent redevelopment interest has challenged 

Dufferin Street’s built form and public realm 

character, both of which have changed little since the 

1960s. 

In response to this, the Avenue Study was 

commissioned by the City to examine mixed land 

use and built form potential, to develop a planning 

framework and make recommendations to implement 

the vision. 

This Avenue Study seeks to take advantage of this 

crucial opportunity to build a livable, attractive urban 

community on Dufferin Street. 

Create a Green, Safe 

and Attractive Place 

Improve Mobility and 

Balance Movement Priorities 

Create Quality 

Public Spaces 

and Parks 

Dufferin Respecting the Street 

Adjoining Neighbourhoods 

Guiding and Employment Principles 

Lands 

Improve Community Services 

and Facilities through 

Redevelopment 

Make Dufferin Street a Place 

Protect the 

Adjoining Neighbourhoods 

and Employment Lands 

Encourage a Rich and 

Varied Urban Built Form 

Integrate Land Use and 

Redevelopment with 

Supporting Infrastructure 

Redevelop with 

Appropriate Land Uses 

and Densities 

The vision for this segment of Dufferin Street is best summarized in the Guiding Principles, which 

were developed in consultation with the public and informed the process and recommendations. 

i 

DUFFERIN STREET AVENUE STUDY

STUDY PROCESS 

OPTIONS 

The overall project was conducted in four Phases: 

1. The first Phase was to introduce the project to 

the community, understand the local context and 

issues, and develop a vision for the Study Area. 

2. In the second Phase, a range of alternative 

options were explored. 

3. The third Phase was to test and confirm these 

options. 

4. In the fourth and final Phase, the input received 

through the entire process was synthesized. 

Community and Stakeholder Consultation 

Stakeholders and the community were involved in all 

Phases of the Avenue Study process, which included: 

• Four Local Advisory Committee meetings 

• Three public open houses 

• A community design charrette 

• Individual meetings with selected stakeholders 

• Two presentations to the Design Review Panel 

POLICY CONTEXT 

The Study Team considered a range of existing City 

and Provincial policy in making its recommendations. 

The City of Toronto Official Plan provides an Urban 

Structure, in which Dufferin Street is described as 

an Avenue. The lands within the Study Area are 

designated as Mixed Use Areas in its Land Use Plan. 

Zoning in the Study Area is split between the current 

Toronto and former North York bylaw regimes, with 

the latter covering Yorkdale Shopping Centre and the 

large lots on the west side of the street. The Study 

Area is also governed by Schedule ‘D’ of North York 

Bylaw 7625, which limits height based on proximity to 

the Downsview Airport. 

Informed in part by the community design charrette, 

the Study Team first developed a general planning 

framework, which laid out a pattern of streets, 

blocks, and open spaces. 

Within that framework, five design options were 

explored. Each of the options was then demonstrated 

in a digital massing model, which was used to 

generate population estimates. 

All of the options were evaluated and compared 

using a comprehensive matrix of criteria that 

included land use, density, built form, transportation, 

servicing and impacts on the public realm. The 

preferred design was influenced by several of the 

options explored during the evaluation process, the 

project guiding principles, existing policy, the Study 

Team’s professional expertise and community and 

stakeholder consultation. 

GUIDELINES AND STANDARDS 

The Recommended Guidelines and Standards are 

divided into two parts: those that apply to the entire 

Study Area, and those specific to particular blocks. 

They cover the following: 

Streets and Blocks 

The deep blocks within the Study Area should be 

subdivided by a network of new local streets to 

facilitate movement and accessibility. Those streets 

are identified as either Fixed or Flexible in location. 

Additionally, rear laneways are recommended for 

most of the shallow blocks. 

Parks and Open Spaces 

New parks should be included as part of future 

redevelopment of all the deep blocks in the Study 

Area with the exception of Yorkdale Shopping Centre. 

The McAdam turning loop should be converted to a 

public park, and a landmark landscape gateway area 

should be constructed at Highway 401. 

ii 


Smaller privately-owned, publicly accessible urban 

plazas should be added at specific locations. 

Courtyard spaces are recommended, where feasible 

or desirable. 

Land Use 

Residential Mixed Use is promoted for the Study 

Area, with the exception of Yorkdale Shopping 

Centre. This is expected to result in primarily 

residential development, with street-related retail at 

grade. However, retail at grade will only be mandatory 

at key nodes. 

Built Form 

Mid-rise built form is appropriate for all parts of 

the Study Area, with the exception of the Yorkdale 

Shopping Centre property. Tall buildings will be 

permitted at only two nodes: the northwest block at 

Highway 401, and on the northwest corner of Dufferin 

Street and Lawrence Avenue West. They should be 

seen as forming gateways to the Study Area. 

Setbacks 

A system of mandatory setbacks is proposed 

for all blocks within the Study Area to permit 

wider sidewalks, retail amenity spaces, or green 

landscaping in front of ground-level residential uses. 

Angular Planes and Transition 

Angular planes will be applied to all sites within the 

Study Area, in keeping with the standards developed 

in the Avenues and Mid-rise Buildings Study and 

Tall Building Guidelines. These will form a transition 

between existing Neighbourhoods and any new 

development. Angular planes will also be used to 

identify the locations where tall or mid-rise buildings 

will be located on particular blocks. 

A minimum separation distance of 20m will be 

applied between the Employment Areas and any new 

Residential uses. 

Height 

Height restrictions are informed by local context and 

policy direction for the Avenues. Mid-rise buildings 

will be limited to a height equivalent to the width of 

the right-of-way onto which they front. That height 

may be further limited by angular planes (reflecting 

lot depth). Tall buildings will be limited in height 

by Schedule ‘D’ of North York Bylaw 7625, or any 

subsequent airport hazard area height regulations. 

Stepbacks 

A stepback will be required for all mid-rise buildings. 

This is intended to give a consistent appearance to 

the streetscape and allow for light penetration and 

sky views. 

Density 

An average gross density of 2.5 times site area 

is recommended for the Study Area, apportioned 

distinctly by block. This density target is an keeping 

with intensification corridors with similar conditions. 

Mobility 

The Study identifies a number of approaches for 

improving vehicle, transit, pedestrian and bicycle 

linkages including: 

• New public street connections and access lanes; 

• New signalized intersections; 

• A southbound transit priority lane, north of 

Cartwright Avenue; and 

• New cycle tracks, bike lanes and signed cycling 

routes. 

STREETSCAPE 

The Study Team developed recommended 

streetscape sections for Dufferin Street, new local 

side streets, and the segments of Orfus, Samor and 

Apex Roads within the Study Area. Without widening 

the right-of-way, all of these include a substantially 

improved pedestrian realm that features broader 

sidewalks, street tree plantings, a landscaped median 

and bicycle lanes where possible. 

iii 


COMMUNITY SERVICES AND 

FACILITIES STRATEGY 

The Study Team undertook a detailed survey of City 

Divisions and community agencies with follow-up 

interviews as necessary. Questionnaires were 

designed to seek input on priorities for improving 

existing and future community services and facilities 

to serve the Study Area. 

The findings recommend a number of specific 

improvements to be implemented as development 

proceeds, ensuring adequate Parks and Open 

Spaces, Community Recreation Centres, 

Libraries, Child Care, Schools, Human Services, 

and Community Agencies to serve the growing 

population. Ongoing monitoring of CS&F needs and 

priorities is also recommended. 

TRANSPORTATION MASTER PLAN 

INFRASTRUCTURE MASTER PLAN 

In order to enhance the performance of the City’s 

storm drainage infrastructure, particularly in light 

of the basement flooding concerns in and near 

the Study Area, the City’s Wet Weather Flow 

Management Guidelines (WWFMG) will be generally 

implemented for all developments, although the peak 

allowable release rate from each site will be reduced 

substantially from the WWFMG. 

In terms of sanitary sewer infrastructure, several 

upgrades have been identified which include 

in-line storage elements to attenuate peak wet 

weather flows, as well as increased pipe sizes in 

selected locations. It is noted that the existing water 

distribution system is sufficient to provide for future 

needs without upgrades. 

IMPLEMENTATION 

Informed by the problem statement and guiding 

principles, four Transportation Alternative Planning 

Solutions, differing in their components, were 

developed in response to the selection of the 

preferred design. They were evaluated in a matrix 

using a number of criteria. 

Ultimately, a solution that continues to utilize the 30m 

right-of-way and five lane cross-section was selected 

as the preferred choice. It converts the turning lane 

to a median in midblock areas. The median improves 

reliability by preventing disruptive left turns and 

u-turns, while greening the street. Other streetscape 

improvements include street trees, generous 

boulevards and cycling infrastructure. 

The following actions should be undertaken in order 

for this Avenue Study’s recommendations to be 

implemented: 

• Amend the Official Plan to create Site and Area- 

Specific Policies guiding future development for 

this portion of Dufferin Street. 

• Amend the former North York and current Toronto 

Zoning By-laws, including a consolidation of 

all properties into the current City-wide Zoning 

By-law. 

• Enable Holding (‘H’) provisions in the Site and 

Area Specific Policies and Site-Specific Zoning 

By-laws to ensure coordinated development and 

timely delivery of infrastructure. 

• Continue ongoing monitoring of community 

services and facilities needs, as development 

proceeds throughout the corridor. 

• Establish a phasing of streetscape improvements 

and a suggested phasing of block consolidation. 

iv 


HOW TO READ THIS REPORT 

This report loosely follows the chronological format 

that the Study itself took, and should be read in 

order. It begins with an outline of the Process, 

including the key messages received from public 

consultation. The analysis of Policy Context and 

Existing Conditions follow. The Guiding Principles 

broadly describe the Study Team’s vision for Dufferin 

Street, while Option Development and Evaluation 

explains how a preferred design concept was 

reached. 

The key design recommendations are described in 

Recommended Guidelines and Standards, which 

are divided into two parts: those that apply to the 

entire Study Area, and those specific to particular 

blocks. Each individual recommendation is itemized 

and numbered for reference. Where necessary to 

explain and communicate the recommendations, 

diagrams and views of the Demonstration Model are 

included. 

To implement the recommendations, the Study Team 

has also suggested a series of approaches that are 

outlined in Implementation, alongside a list of items 

for future study. 

The Appendices of this report include the full 

Community Services and Facilities Strategy 

Report and detailed reports on the public 

consultation events. 

SUBSEQUENT DOCUMENTS 

In addition to its other parts, this Study will 

include the first two phases of an Environmental 

Assessment (Municipal Engineers’ Association 

Class EA Schedule B) for recommended road and 

servicing improvements. The reports that detail these 

recommendations–the Transportation Master Plan 

and Infrastructure Master Plan–will be submitted 

separately as stand-alone documents. 

Recommended Streetscape Improvements offers 

similarly itemized proposals for the future design of 

Dufferin Street and those side streets falling within 

the Study Area. It also includes several artistic 

renditions, illustrating what Dufferin Street may look 

like it future, if the recommendations are applied. 

The Demonstration Model also presents 

an illustration of built form along Dufferin 

Street, showing one possible outcome of the 

recommendations. The Guidelines and Standards are 

sufficiently open-ended, however, that the eventual 

result may differ, while still following their intent. 

Summaries of the Community Services and 

Facilities Strategy, Transportation Master Plan 

and Infrastructure Master Plan are included for the 

convenience of readers. 

v 


1955: Dufferin Street facing south from Highway 401, 1955 1954: Dufferin at Lawrence Ave. West 

Treviso: Lanterra Development 

Lawrence-Allen Revitalization 

Dream Yorkdale 

Eglinton-Scarborough Crosstown 

Downsview Park 

vi 


1. INTRODUCTION 

1.1 PURPOSE 

Immediately following the Second World War, this 

segment of Dufferin Street was little more than 

farmland. A small airport, Barker Field, existed at the 

northwest corner of Dufferin Street and Lawrence 

Avenue West, while the early inklings of residential 

development could be seen along Ranee Avenue. 

Things changed radically in the 1960’s, with the 

opening of Yorkdale Shopping Centre and the rapid 

construction of neighbourhoods, Employment Areas 

and low density commercial strips, all stimulated 

by the presence of Highway 401. The arrangement 

of streets and land uses was often uncoordinated, 

mostly reflecting the position of the original farm lots. 

Today, Dufferin Street faces what may be its second 

major building boom. Two proposals for mixed use 

development are under construction–the Treviso 

complex at Lawrence Avenue West, and the Dream 

Condos at McAdam Avenue–and other applications 

have been submitted. 

The Study Area sits on the urban-suburban frontier. 

Much of it is immediately surrounded by older, low 

density neighbourhoods, yet the Eglinton Avenue 

West and North York Centre main streets are not far 

away. Most users of the street continue to drive, yet 

it has the City’s busiest bus line, and is only a short 

distance away from the subway. 

With redevelopment in its early stages, we now 

have a crucial opportunity to define Dufferin 

Street’s future. It can follow a path that is urban, 

mixed use, friendly to pedestrians and cyclists, that 

includes parks and open spaces and has improved 

transportation and infrastructure systems. Most 

importantly, Dufferin Street should become a place in 

its own right–not simply a movement corridor. 

With these factors in mind, this Avenue Study 

was commissioned by the City to examine mixed 

land use and built form potential along Dufferin 

Street, to develop a planning framework and make 

recommendations to implement the vision. It seeks 

to resolve confusion and present a coherent direction 

forward. 

This study provides an overall planning framework, 

built form and public realm guidelines, and strategies 

for mobility and community services and facilities, 

and serves as a blueprint for future actions. 

Study Area 

The Study Area includes Dufferin Street and all 

properties fronting onto it, between Highway 401 and 

just south of Lawrence Avenue West. In the case of 

Yorkdale Shopping Centre and the southern corners 

of the intersection of Dufferin Street and Lawrence 

Avenue West, only part of the properties are included 

in the Study Area. 

1 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

HIGHWAY 401 

YORKDALE ROAD 

BRIDGELAND AVENUE 

JANE OSLER BOULEVARD 

CARTWRIGHT AVENUE 

PAUL DAVID STREET 

YORKDALE ROAD 

McADAM AVENUE 

GLEN BELLE CRESCENT 

ALCESTER STREET 

BENTWORTH AVENUE 


RANEE AVENUE 

SPARROW AVENUE 

ORFUS ROAD 

FLEMINGTON ROAD 

DUFFERIN STREET 

KRIEGER CRESCENT 

STOCKTON ROAD 

SAMOR ROAD 

CRESTON ROAD 

CELT AVENUE 

APEX ROAD 

MULHOLLAND AVENUE 

CONLAND AVENUE 

BENALTO ROAD 

HIGHLAND HILL 

DANE AVENUE 

BLOSSUMFIELD DRIVE 

LAWRENCE AVENUE WEST 

EUPHRASIA DRIVE 

CONVENT COURT 

Fig. 1. Aerial Photograph, Existing Study Area 

GOOD SHEPHERD COURT 

CORK AVENUE 

CLAVER AVENUE 

CORONA STREET 

BOLINGBROKE ROAD 

FAIRHOLME AVENUE 

DELL PARK AVENUE 

2 

PLAYFAIR AVENUE 

DUFFERIN STREET AVENUE STUDY 

HAVEN ROAD 

ENNERDALE STREET 

WENDERLY DRIVE 

CAROUSEL COURT 

MAJESTIC COURT 

MARLEE AVENUE 

ELWAY COURT 

LOIS AVENUE 

GLEN LONG AVENUE 

GLENBROOK AVENUE 

COLDSTREAM AVENUE

2. STUDY PROCESS 

This study began in September of 2013 and will 

conclude with the submission of the Transportation 

and Infrastructure Master Plans, later in 2014. 

Extensive and well attended public consultation 

activities were key aspects of this study. Stakeholders 

and the community-at-large contributed to the overall 

vision and helped to inform the outcome. 

The overall project was conducted in four phases. 

The first phase was to introduce the project to the 

community, understand the local context and issues, 

and develop a vision for the Study Area. In the 

second phase, a range of alternative options were 

explored. The third phase was to test and confirm 

these options, while in the fourth and final phase 

the input received through the entire process was 

synthesized. 

1 

Understand 

Dufferin Street / 

Establish a Vision 

2 

Generate 

Ideas 

3 

Test and 

Confirm Ideas 

4 

Synthesis 

and Report 

Sept. to Nov. 2013 

Nov. 2013 to Dec. 2013 

Dec. 2013 to March 2014 March to May 2014 

Project Purpose and 

Schedule 

Local Advisory 

Committee Meeting #2 

November 20 


Committee Meeting #´3 

February 05 2014 

Prepare Draft Report 

Understand Context 

and Existing Conditions 

Design Charrette 

December 11 

Public Meeting #2 

Potential Options 

February 26 2014 



March 26, 2014 



October 23 


Draft Recommendations 

April 23, 2014 


Establish the 

Community Vision 

November 6 

Confirm Actions 

to Follow 

Fig. 2. Study Process 

3 


2.1 COMMUNITY AND 

STAKEHOLDER CONSULTATION 

KEY MESSAGES: LAC AND 

PUBLIC OPEN HOUSE MEETINGS 

Stakeholders and the community were involved in all 

Phases of the Avenue Study process, which included: 

• Four Local Advisory Committee (LAC) meetings 

• Three public open houses 

• A community design charrette 

• Individual meetings with selected stakeholders 

• Two presentations to the Design Review Panel 

The consultation program was designed to ensure 

a meaningful process where all participants saw 

a strong rationale to be involved, understood their 

role, and contributed throughout. At the end of each 

phase, the Study Team meet with the Local Advisory 

Committee and the public to present the purpose 

and scope of the study, discuss the key findings, and 

solicit feedback from participants. 

A full account of all public engagement events and 

the messages received are contained within the 

Appendices of this Report. 

Key messages the Study Team received from the 

public included: 

Transportation and Streetscape: 

• Congestion is by far the biggest issue in the 

community, and managing it is key. There was 

concern that new development in the area would 

increase traffic congestion, on both Dufferin 

Street and the side streets. 

• Create a right of way on Dufferin Street with two 

general traffic lanes and a peak-period bus-only 

lane in each direction. Include left turn lanes 

combined with a landscaped median. 

• Consider wide sidewalks, with slightly wider 

sidewalks on the west side of Dufferin Street. 

• Create new streets; break the blocks into smaller 

ones on the west side of Dufferin Street. 

• Manage/prioritize higher-order transit. 

• Improve access to Yorkdale Shopping Centre. 

• Use setbacks on Dufferin Street to create open 

space. 

Exploring Options with the Physical Model at the Charrette 

Design Charrette Explorations 

4 DUFFERIN STREET AVENUE STUDY

• Create northbound priority lanes for transit 

(buses) on Dufferin Street. 

• Add additional pedestrian crossings. 

• Do not prioritize cycling on Dufferin Street at the 

expense of transit or pedestrian improvements. 

• Consider on-street parking, or other parking 

strategies to support retail. 

Built Form: 

• Concentrate height on the west side of Dufferin 

Street, where development parcels are larger and 

not directly adjacent to low-rise residential areas 

(at least south of Orfus Road). 

• Concentrate the density at the north and south 

ends of the Study Area. 

• Building heights on the west and east sides of 

Dufferin Street do not have to be symmetrical. 

• Concentrate density on the west side of Dufferin 

Street, with some suggesting at the back of the 

land parcels. 

• Use mid-rise heights for buildings that front onto 

Dufferin Street. 

• Balance increases in density with respect for 

the traditional character of the surrounding 

neighbourhoods. 

Neighbourhood Structure, Parks and Open Spaces: 

• Support mixed uses for the neighbourhood. 

• Use setbacks on the west side of Dufferin Street 

to increase and develop the public realm. 

• Strong support for new parks or open spaces. 

• Some preferred that parks be located in the 

middle or rear of large blocks, to avoid the noise 

and danger of traffic. If parks did front directly 

on Dufferin Street, the suggestion was that they 

should have a more ‘urban’ character. 

• Suggested locations for urban plazas were in the 

vicinity of Yorkdale Shopping Centre and at Orfus 

Road. Some proposed that they be staggered 

through the Study Area to stimulate commercial 

activity. 

STAKEHOLDER MEETINGS 

The Study Team met with key stakeholders as part 

of Phase 1 to introduce the project and discuss 

their operations and future plans. Three meetings 

took place over a 5-week period. Two of the 

meetings were with landowners who have current 

redevelopment plans or applications before the City. 

A meeting with Employment Areas businesses was 

held to better understand their needs and operations, 

but was poorly attended. 

DESIGN REVIEW PANEL 

The Avenue Study was presented to the City of 

Toronto Design Review Panel twice during the 

process. The first presentation was in November 

2013, following the first public meeting, and was 

aimed at introducing the project and seeking 

feedback regarding the potential directions the study 

might take. The second presentation was in March 

2014. It sought input regarding the alternative options 

and the recommended preferred option. Feedback 

was highly positive and assisted the team in refining 

the overall outcome. 

In summary, the key messages from the first 

presentation were: 

• Create a Green Character for Dufferin. The 

Panel agreed that this project provides a great 

opportunity to dramatically shift the Study Area 

from a primarily hard grey environment to a green 

and pleasant urban place. 

5 


• Consider East/West Context and 

Connections, not just North/South. The Panel 

commented on the necessity for movement in 

all directions, and that the study should seek to 

find ways to improve the east-west connections 

and relate the larger blocks to the existing 

Neighbourhood to the east, bridging the divide 

that is Dufferin Street. 

• New Arrangement of Built Form and Open 

Spaces. The Panel suggested that given the 

unique opportunity that the large blocks bring 

to this Avenue Study, perhaps a different 

arrangement of buildings and location for park 

spaces is possible. 

• Streetwall Urbanism May Not be Best Model 

for this Part of Dufferin. The Panel suggested 

that buildings that line up along a street, as is 

typically recommended along Avenues, may not 

be best model for this part of Dufferin Street. 

• The 30m Right-of-Way is Not that Large. One 

Panel member in particular cautioned against 

trying to accommodate too much in the planned 

right-of-way, and suggested that the approach 

should be balanced against the other ambitions 

for Dufferin Street. 

• Understand and Connect to Broader Context. 

The Panel recognized that a great deal of change 

is happening in the broader context and that the 

study should consider how to best build upon 

and reinforce planned improvements beyond its 

boundary. 

• Explore/ Embrace Asymmetry. The Panel 

emphatically suggested that the unique condition 

of larger blocks on one side of the street offers 

a special opportunity to make more of the Study 

Area than a typical Avenue. 

The key messages from the second presentation 

were: 

• Build on Traditional Urban Placemaking. The 

focus on creating mixed residential/employment 

use built on neighbourhood traditions was 

identified as a strong concept. 

• Continue to improve the transition between 

areas to east and west of Study Area. The 

Panel commented on the transition with areas 

east and west of the Study Area, and transition 

of existing employment over time. It was also 

suggested that perhaps a linear green space 

would be an appropriate buffer between new 

development and the Employment Area. 

• High Quality Public Space is Essential. Ensure 

that high quality community parks, squares and 

other open spaces are included along Dufferin 

Street and throughout the Study Area. 

• Reduce the Quantity of Retail. The Panel 

suggested that given the regional draw of 

Yorkdale Shopping Centre and the length of the 

corridor, perhaps mandatory retail for the entire 

Study Area was not necessary. This would permit 

other grade-related uses to occur. 


3. POLICY CONTEXT 

3.1 PROVINCIAL POLICY 

3.2 CITY OF TORONTO POLICY 

The Planning Act, R.S.O. 1990 

The Planning Act gives the City of Toronto the 

responsibility to ensure that provincial interests 

are met. Carrying out Avenue Studies, such as the 

Dufferin Street Avenue Study, and developing and 

implementing Official Plan Policies, such as those 

that will result from this Avenue Study, are two of the 

tools the City uses to ensure the above matters are 

adequately addressed. 

The Provincial Policy Statement (PPS) 

Section 3 of the Planning Act requires that decisions 

affecting planning matters “shall be consistent with” 

the PPS. Therefore the Dufferin Street Avenue Study 

is required to be consistent with, and to implement, 

the broad policies of the PPS relating to the efficient 

use and management of land and infrastructure; 

the protection of environment and resources; 

and the provision of appropriate opportunities for 

employment and residential development. 

What is an Avenue? 

The Growth Plan for the Greater Golden 

Horseshoe 

The Growth Plan for the Greater Golden Horseshoe 

(GGH) is a framework for implementing the 

Government of Ontario’s vision for building stronger, 

prosperous communities by better managing growth 

in this region to the year 2031. 

City of Toronto Official Plan 

Urban Structure 

• Dufferin - “Avenues” - Areas of 

Intensification (brown) 

The principles expressed in the GGH were used to 

guide the Dufferin Street Avenue Study. 

• Employment District (blue) 

Official Plan 

Toronto’s Official Plan provides a clear vision for a 

successful city, by directing growth into strategic 

areas, setting infrastructure priorities, and identifying 

implementation strategies. The Plan strives to create 

complete communities that include affordable 

housing, attractive streetscapes, comprehensive 

and affordable transit, green spaces, recreational 

opportunities, and cultural amenities. Through 

the Official Plan, the City expresses its goals and 

objectives through specific policies, which are then 

carried out in more prescriptive documents, such as 

the Zoning By-law and Secondary Plans. 

Urban Structure 

Dufferin Street is designated as an Avenue between 

Wilson Avenue and Eglinton Avenue, which includes 

the Study Area, on Map 2 of the Official Plan 

(see below). The Avenues designation recognizes 

opportunities to intensify and reurbanize existing 

arterial corridors as a means to manage the City’s 

growth. Not all Avenues are expected to develop in 

the same way; each Avenue has a unique character, 

• Entire study area is designated 

Mixed Use in the Official Plan 

• Not all Avenues or parts of 

Avenues need be the same 

Fig. 3. Dufferin Street in the Urban Structure Plan 

7 


physical context and geography, and under the 

Official Plan requires individual study to determine 

appropriate urban design, land use, transit and 

service delivery. Avenue Studies also help to 

determine appropriate scale transition to adjacent 

areas and land uses. Once complete, Avenue studies 

are tools to guide the development of the Avenues as 

‘main streets’ that serve their adjacent communities, 

and also become destinations within the City. 

Official Plan Land Use Designations 

The entire Study Area is designated Mixed Use Areas 

on Map 17 in the City’s Official Plan. Within Mixed 

Use Areas a broad range of uses are encouraged, 

providing opportunities to live, work and shop within 

the same area. Mixed Use Areas are anticipated to 

accommodate growth, with new service, employment 

and residential uses all locating within these diverse 

areas in a manner that is appropriate to their 

surrounding contexts, with adequate transportation 

and infrastructure servicing. 

On either side of the Study Area, there are 

significantly different land uses. To the east 

of Dufferin Street are stable residential areas 

designated Neighbourhoods, while to the west is a 

significant parcel of Employment Areas as well as 

a smaller Neighbourhood pocket. Neighbourhoods 

contain low scale residential buildings, schools, 

parks and a limited number of shops and services 

which serve the local community. Development within 

Neighbourhoods is intended to preserve and enhance 

the existing built form and land use character. 

West of the Study Area, between Dufferin Street and 

the CN Rail Line, is a significant Employment Area. 

Employment Areas are the focus of business and 

economic activity within the City, and consist of a 

variety of office, commercial, and industrial uses. The 

Employment Areas designation is meant to preserve 

and expand jobs in the area and allow for ongoing 

economic growth. Any development of Dufferin 

Street near Employment Areas will need to consider 

adjacent businesses and mitigate any potential 

impact on their operations and viability. 

The City is currently undertaking a Five-Year Review 

of its Official Plan, which includes a review of 

Toronto’s designated Employment Areas. Key to the 

City’s updated Official Plan goals are the growth of 

new and expanded office space near rapid transit, 

the preservation of the City’s Employment Areas 

for business and economic activities and creating 

opportunities for retail and institutional sector growth 

to serve the needs of a growing population. The 

Employment Areas adjacent to Dufferin Street are 

proposed to be designated General Employment 

Areas (fronting onto Orfus Road) and Core 

Employment Areas (throughout the remainder of the 

employment area). Core Employment Areas are to be 

used for business and economic activities including 

offices, manufacturing, warehousing, transportation 

facilities, research and development, utilities, media 

facilities, industrial trade schools and vertical 

agriculture. Within General Employment Areas retail 

uses of all forms, fitness centres, and ice arenas 

are permitted in addition to all those uses permitted 

in Core Employment Areas, to provide amenities to 

these areas and serve the employment population. 

Other key Official Plan Policies relevant to the Study 

Area include the following: 

• Transportation policies to maintain and develop 

the City’s transportation network to help 

manage growth. These include increasing transit 

priority; supporting Travel Demand Management 

measures to reduce auto dependency in targeted 

growth areas; ensuring the safe and efficient 

movement of goods and services; and creating 

an urban environment that encourages and 

supports walking and cycling. 

• Municipal infrastructure policies to maintain 

and develop water, wastewater and stormwater 

management infrastructure, providing adequate 

facilities to support new development. They also 

seek to reduce water consumption, wastewater 

and stormwater flows and improve water quality. 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

• Public Realm policies to enhance the design 

quality, safety and comfort of the urban 

environment, in particular by designing city 

streets to provide connections with adjacent 

neighbourhoods, divide larger sites into smaller 

development blocks, and create adequate 

space for all users and functions. The Plan also 

encourages the creation of plaza walkways and 

mid-block connections to improve pedestrian 

amenity, as well as new parks and open spaces 

fronting onto streets for visibility, access and 

safety. 





McADAM AVENUE 

HIGHWAY 401 

YORKDALE ROAD 

YORKDALE ROAD 




• Parks and Open Space Areas policies to call for 

a system of community parks that are distributed 

throughout the City’s neighbourhoods. Such 

parks should provide linkages to create 

recreational corridors, and be maintained or 

expanded in size to improve usability. 

• Community Services and Facilities policies 

to address the City’s goals and objectives for 

providing adequate and equitable access to a 

full range of community services and facilities in 

established and growing neighbourhoods. These 

functions should be included in all significant 

private sector development, through incentives 

and public initiatives. Strategies for providing 

new social infrastructure or improving existing 

community service facilities should be developed 

in areas experiencing major growth or change. 

ORFUS ROAD 

SAMOR ROAD 

APEX ROAD 




DANE AVENUE 


CRESTON ROAD 

CELT AVENUE 


RANEE AVENUE 


BENALTO ROAD 


HIGHLAND HILL 


STOCKTON ROAD 


• Building New Neighbourhoods policies requiring 

comprehensive planning frameworks help to 

inform the development of areas where new 

infrastructure, streets, parks and local services 

are required to support new development. Such 

neighbourhoods are to be viable communities, 

which integrate with the City’s surrounding fabric, 

such as the existing land uses adjacent to the 

area of the Dufferin Street Avenue Study. 


HAVEN ROAD 

CONVENT COURT 




CORK AVENUE 

CLAVER AVENUE 

Fig. 4. Existing Consolidated Land Use Zones 

Zoning 


Residential 

Apartment Residential 

Mixed-Use 

Commercial 



CORONA STREET 


LOIS AVENUE 



MARLEE AVENUE 



ELWAY COURT 

COLDSTREAM AVENU 

Industrial/Commercial 

Parks 

Other Open Space 

Covered Under Former 

North York Zoning Bylaw 

Study Area Boundary 

9 


Lawrence Allen Secondary Plan 

City Council adopted the Lawrence-Allen Secondary 

Plan in December 2011, following a three-year major 

study exploring opportunities to revitalize the area 

bounded by Lawrence Avenue West on the south, 

Highway 401 on the north, Bathurst Street on the 

east and Dufferin Street on the west. The main goal 

of the plan is to showcase an “innovative approach” 

to revitalization, “that prioritizes the development of 

a complete community through coordinated public 

and private investment in housing, infrastructure and 

the public realm.” This includes the revitalization of 

social housing stock as well as private development 

to complement a range of employment, social and 

recreational options. 

Beyond the centrally located Focus Area for 

redevelopment and intensification, additional areas 

for growth are anticipated in the designated Mixed 

Use Areas, Institutional Areas and Avenues within the 

Secondary Plan area. The plan includes provisions 

in the event of new development on the Yorkdale 

Shopping Centre lands to improve servicing and 

infrastructure related to the site. All new development 

is encouraged to contribute to an environmentally 

sustainable community, such as through the use of 

green building technologies and alternative energy 

generation. 

Zoning 

The lands in the Study Area fall within two different 

zoning regimes that are currently in force for this 

segment: the former City of North York By-law 7625 

and the new Toronto Zoning By-law 569-2013 (see 

Consolidated Land Use Zones figure). On the east 

side, all of the properties with the exception of 

Yorkdale Shopping Centre have mixed commercialresidential 

zoning under the new Toronto By-law. 

On the west side, only the seven properties from 

Jane Osler Boulevard, up to and including the 

southwest corner of Bentworth Avenue, are within 

the new Toronto By-law: five of these are zoned for 

mixed commercial and residential uses; and the two 

properties between Cartwright and McAdam Avenues 

are zoned for residential uses. The remaining 

parcels along the east side are zoned in the North 

York by-law for a broad range of light industrial, 

commercial and institutional uses. 

Current Permitted Height (As of Right) 

Similarly, height permissions within the Study 

Area are drawn from both the Toronto By-law 569- 

2013 and the former North York By-law 7625 (see 

Consolidated Maximum Height Zones figure). On the 

east side south of Yorkdale Road, height permissions 

range from 10.5m to 14m, with the exception of the 

northeast corner of Dufferin Street and Lawrence 

Avenue West, where a site specific by-law permits 

three towers with heights ranging from 15 to 26 

storeys. On the west side of Dufferin Street, from 

Jane Osler Boulevard to Bentworth Avenue, height 

permissions range from 10m to 14m, with the 

exception of 16 McAdam Avenue where there is a 

site specific zoning permission allowing a 27.5m, 

nine-storey building fronting Dufferin Street. At the 

southwest corner of Dufferin Street and Lawrence 

Avenue West, a 10m height permission increases to 

24m further south. 

The employment zone on the west side of Dufferin 

Street carries height restrictions that relate to 

residential proximity. These restrictions stipulate 

that within 20m of an abutting residential zone the 

maximum permitted height is 8.8m, and between 20 

and 70m of an abutting residential zone on the same 

side of the street, the maximum permitted height is 

15m. There is otherwise no maximum building height. 

By-law 7625’s “Schedule D” is an Airport Hazard Map 

relating to the Downsview Airport, restricting height 

based on flight paths and airport proximity. This 

additional overlay limits height in the Study Area to 

either 45.72m or 60.96m, and also limits the height of 

Yorkdale Shopping Centre to 15.24m. 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

HIGHWAY 401 

City of Toronto Guidelines 


YORKDALE ROAD 

Avenues and Mid-Rise Buildings Study 



ORFUS ROAD 

SAMOR ROAD 



McADAM AVENUE 



YORKDALE ROAD 


RANEE AVENUE 



CRESTON ROAD 

STOCKTON ROAD 

The Avenues and Mid-Rise Buildings Study was 

undertaken to determine an appropriate form of 

intensification along the OP’s designated Avenues in 

support of the creation of a main street environment 

that is compatible with adjacent Neighbourhoods. 

The resulting performance standards inform the 

review of development applications for properties 

within an Avenue that have an underlying Mixed 

ALCESTER Use STREETAreas designation. The general premise of the 

guidelines is that maximum building heights should 

be relative to the width of the adjacent road rightof-way. 

On most parts of Dufferin Street within the 

Study Area, where the right-of-way is 30 metres in 

width, the guidelines would permit a maximum height 

of 30m (approximately nine storeys) where made 

possible by sufficient lot depth and specific site 

conditions. 


CELT AVENUE 

City of Toronto Tall Building Design Guidelines 


HAVEN ROAD 

CONVENT COURT 




Fig. 5. Existing Consolidated Height Zones 

Zoning: Maximum Height 


APEX ROAD 

2-3 Storeys 

4-5 Storeys 

8-9 Storeys 

Up to 26 Storeys 

Height Subject to 

Special Permissions 

Covered Under Former 

North York Zoning Bylaw 


CORK AVENUE 

CLAVER AVENUE 




DANE AVENUE 

CORONA STREET 


BENALTO ROAD 



LOIS AVENUE 


HIGHLAND HILL 



Tall Buildings are defined as those with a height 

greater than the width of the right-of-way on which 

they are located. The guidelines promote design 

excellence in buildings that respect the existing and 

planned context, and provide a high-quality public 

realm. As Dufferin Street has a 30m right of way, 

buildings exceeding 30m in height will be subject to 

review under the Tall Building Guidelines. 


City of Toronto Infill Townhouse Design Guidelines 


Townhouses are defined as low-rise, grade-related, 

attached residential units which are constructed 

in rows or blocks. Such developments offer the 

opportunity to provide infill housing at densities 

ELWAY COURT 

appropriate for existing stable neighbourhoods, and 

offer COLDSTREAM the AVENUE opportunity to develop new neighbourhoods 

which provide a strong relationship between new 

housing and public streets and open spaces. The 

Infill Townhouse Design Guidelines are applicable 

City-wide and will be considered in relation to any 

new townhouse development within the Dufferin 

Street Avenue Study. 

MARLEE AVENUE 

11 


Dufferin Street north by Highway 401 

Long time local businesses 

Regional destination 

New mixed-use development 

Auto-dominated streetscape 

Early development on Dufferin Street 

Existing Neigbourhoods 


4. EXISTING CONDITIONS 

This segment of Dufferin Street is 

undergoing a process of evolution, 

from a rural road, to an autodominated 

retail environment to a 

future urban place. 

4.1 CHARACTER 

Built form along this portion of Dufferin Street mostly 

dates from the 1950s, 60s and 70s. 

The Study Area is overwhelmingly auto-oriented, 

including shopping plazas, strip malls, car 

dealerships and commercial buildings, all set well 

back from the road and typically limited to two 

storeys in height. Several house form structures also 

appear on Dufferin Street between Sparrow and Celt 

Avenues (some now converted to commercial uses). 

The few taller buildings in the Study Area are the 

Holiday Inn at Bridgeland Avenue, the small office 

building at Samor Road and residential slab towers 

around the Columbus Centre. 

Immediately outside of the Study Area, house 

form and large single-storey industrial buildings 

predominate. 

Built form is shaped in part by lot size, and is 

affected by the radically differing lot depths on each 

side of Dufferin Street. For example, on the east 

side, where lots are relatively narrow and shallow, 

house forms, older strip malls and commercial pads 

predominate. On the west side, wide and deep lots 

allow for substantial setbacks and large front parking 

lots, and have produced warehouse and medium to 

large format retail structures. 

Current land uses along Dufferin Street are varied 

throughout the Study Area, ranging from small retail 

stores to larger commercial centres, offices, autorelated 

uses and a hotel. There are a number of 

low-scale residential properties, as well as two higher 

density, primarily residential buildings permitted or 

under construction. 

Fig. 6. Existing Land Use 

Existing Land Use 

Residential 

Mixed-Use 

Commercial 

Community/Institituonal 

Vacant/Other 


13 


Dufferin Street is primarily commercial in nature, with 

approximately 80 per cent of properties including 

some form of retail, commercial, service or office 

use. Of this total, 38 per cent of the properties along 

Dufferin Street are comprised of a mix of uses, most 

commonly grade-related retail or office uses with 

residential units above. Only 15 per cent of properties 

in the Study Area are purely residential. Auto-related 

uses comprise 12 per cent of properties including 

dealerships, gas stations and service centres. Only 3 

per cent contain office uses exclusively. 

The City of Toronto Official Plan identifies this 

segment of Dufferin Street as a 30m public rightof-way 

(27m south of Lawrence Avenue West). In 

fact, it currently varies from 25 to 31m, getting wider 

at the Lawrence Avenue West intersection and 

towards Yorkdale Road and Highway 401. A series of 

widenings, already planned, will increase the rightof-way 

up to a minimum of 30m, north of Lawrence 

Avenue West. 

The sidewalks are currently quite narrow (1.5 to 

2.0m) with paved boulevards between the curb and 

sidewalk. For a 30m road like Dufferin Street, the 

Avenues overlay anticipates a minimum boulevard 

dimension ranging from 4.8 to 6.0m. The current 

boulevard dimension on Dufferin Street is 7m on 

average, although this is often partly occupied by 

private parking within the right-of-way. 

Some paved portions of the boulevard are coloured 

and stamped, particularly in the southern half of the 

site, but their patterns are inconsistent and add little 

to the pedestrian experience. 

There are only three street trees within the Study 

Area, apparently recently planted. Some bus stops 

provide shelters and benches. However, away from 

bus stops, only one bench and one bicycle ring exist 

within the entire site. The street lights are standard 

roadway quality, and power lines are above grade on 

the entire east side and part of the west side. 

Setback 

Boulevard 

Boulevard 

+/-7m 

Setback 

Back of 

Sidewalk 

Travel Lanes 

Travel Lanes 

Shared Turning Lane 

Dufferin Street Existing Streetscape Character 


Highway 401 

Dufferin Street 

Lawrence Avenue 

Digital model of the Study Area, showing existing and currently approved built form. 

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

15 


4.2 DEMOGRAPHIC PROFILE 

A Community Services and Facilities (CS&F) Study 

Area and Context Area have been identified to 

encompass the broader neighbourhood, which 

includes the Lawrence-Allen Secondary Plan (see Fig. 

7 below). 

The following excerpt from the 2013 CS&F Profile 

highlights the Study’s main findings from its 

demographic analysis. A more detailed Demographic 

Profile is found in the 2013 CS&F Profile. 

The existing demographic profile shows the following 

trends for the Study Area, as compared to the City of 

Toronto as a whole: 

• higher proportion of seniors; 

• fewer couple families; 

• more single-family and multiple-family 

households; 

• more families with children 25 years of age and 

over at home; 

• more lone-parent families with 3 or more children; 

• more private households with 4 or more persons; 

• more single detached homes and row houses; 

• lower levels of education; 

• lower incomes; and 

• higher levels of unemployment. 

BATHURST ST. 

HIGHWAY 401 

LAWRENCE AVE. W. 

ALLEN RD. 

CNR RAIL LINE 

WINGOLD AVE. 

STAYNER AVE. 

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

Dufferin Street Avenue Study Area 

Dufferin Street CS&F Study Area 

Context Area 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

4.3 PARKS AND OPEN SPACES 

HIGHWAY 401 

YORKDALE ROAD 

There are no public open spaces within the Study 

Area. The small Ranee, Conlands and Dane parks 

are located immediately to the east. Caledonia and 

Glen Long parks, further to the west and south, offer 

more substantial recreational facilities. The closest 

naturalized open spaces are North Park, west of the 

railway tracks, and Downsview Dells (as well as parts 

of Downsview Park in future), north of Highway 401. 

The Sterling 

Hall School 

Dane Park is being significantly reconfigured and 


expanded, as part of the Treviso development. 

Similarly, a new child care facility will be constructed 

on Dane Avenue at the intersection with the proposed 

road Via Bagnato. 



Yorkdale Adult 

Learning Centre 

ORFUS ROAD 



McADAM AVENUE 


Bethany 

Chapel 

Yorkdale 

Shopping Centre 

YORKDALE ROAD 


Ranee Park 

RANEE AVENUE 



Congregation 

Melech Yisrael 

In support of the CS&F Profile, the City of Toronto 

Parks, Forestry and Recreation Division provided 

an inventory of parks and open space within the 

CS&F Study Area. Staff identified approximately 26.7 

hectares of parkland spread over 22 parkettes, local 

parks, City parks and beltline parks. 

SAMOR ROAD 


CRESTON ROAD 

CELT AVENUE 


Lawrence Heights 

Middle School 

STOCKTON ROAD 


The Study Area is identified in the City of Toronto 

Official Plan as being within a Parkland Acquisition 

Priority Area. Within these priority areas development 

is subject to an Alternative Parkland Dedication Rate 

which is higher than the dedication rate in nonpriority 

areas, and requires the contribution of new 

parkland, or cash-in-lieu of parkland. Cash-in-lieu 

may be used for the acquisition new parkland of 

or for the improvement of existing parks within the 

vicinity of the development. No parks are located 

within the Dufferin Street Avenue Study Area. 


HAVEN ROAD 

CONVENT COURT 




Convent of the 

Good Shepherd 

Regina Mundi Dante Alighieri 

Catholic School Academy 


Villa Colombo 

APEX ROAD 

Columbus Centre 

St. Charles 

Borromeo 

Church 

CORK AVENUE 

CLAVER AVENUE 



DANE AVENUE 

Dane 

Parkette 

Expansion 

San Lorenzo 

Church 

San Lorenzo Latin American 

Community Centre 

CORONA STREET 


Conland 

Parkette 


St. Charles 

Catholic School 

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

Day School 

Publicly Accessible Open Spaces 

Public Park 

Other Open Space 



BENALTO ROAD 

LOIS AVENUE 


HIGHLAND HILL 



Wenderly Park 

Lawrence Square 

Shopping Centre 

MARLEE AVENUE 



ELWAY COURT 

Glen Long Park and Rink 


Beth Torah 

Congregation 

COLDSTREAM AVENUE 

17 


4.4 COMMUNITY SERVICES AND 

FACILITIES (CS&F) 

Community Recreation Facilities 

There are a variety of facilities which offer 

recreational opportunities for local residents in the 

Study Area. A 3.2 km radius was applied around 

the Dufferin Street Avenue Study Area, as this is the 

distance that people are typically willing to travel to 

utilize such facilities. Within this radius, there are 40 

locations where the Parks, Forestry and Recreation 

Division have offered programming at some time, 

30 of which were utilized in 2012. The three primary 

recreation facilities, which are owned by the City 

and where programming is available year round, 

are the Barbara Frum Recreation Centre, Glen 

Long Community Centre and the Lawrence Heights 

Community Centre. No recreation facilities are 

located within the Dufferin Street Avenue Study Area 

itself. 

Libraries 

There is only one branch of the Toronto Public Library 

located within the CS&F Study Area, which is the 

Barbara Frum District Branch; however, the Maria 

A. Shchuka District Branch and the Evelyn Gregory 

Neighbourhood Branch also fall within the Context 

Area boundaries. District Branches such as Barbara 

Frum and Maria A. Shchuka have 2.5km service 

areas and are of suitable size to serve areas with 

populations over 100,000. The service area of the 

Barbara Frum District Branch includes the entirety 

of the Dufferin Street Avenue Study Area and is 

currently serving a population of 62,000. The Evelyn 

Gregory Library serves only the southwest corner 

of the Context Area, and has been identified as 

being undersized. No libraries are located within the 

Dufferin Street Avenue Study Area. 

Child Care 

The Dufferin Street CS&F Study Area contains 10 

child care centres, eight of which are non-profit and 

two of which are commercial. As compared to the 

City of Toronto as a whole, the CS&F Study Area 

is not receiving an equitable amount of child care 

fee subsidy. This is particularly problematic in the 

south and east parts of the CS&F Study Area, as 

these areas also have high rates of child poverty. In 

January 2014, there were over 450 children on the 

waiting list for fee subsidy child care within the CS&F 

Study Area. The ongoing implementation of Full-Day 

Kindergarten is expected to curb the demand for 

licensed child care, opening up more of the current 

spaces for four and five year olds to younger children. 

Schools 

The Toronto District School Board (TDSB) is currently 

operating five schools within the Context Area, two of 

which fall within the CS&F Study Area – the Lawrence 

Heights Middle School, and the John Polanyi 

Collegiate Institute/Bathurst Heights Learning Centre. 

The four elementary schools have a total capacity 

of 1,229 students, and as of January 2014, had a 

utilization rate of only 58 percent (943 students). 

Likewise, the lone TDSB secondary school in the 

area, with a capacity of 1,302 students, had a 48 

percent utilization rate (621 students) in 2014. 

While the TDSB is under capacity, Toronto Catholic 

District School Board (TCDSB) is over capacity. 

The TCDSB is operating four schools within the 

Context Area, three elementary schools and one 

secondary school. The three elementary schools 

have a combined pupil capacity of 1,078, and with 

1,083 students enrolled are currently over capacity 

at 101 per cent. The secondary school, Dante 

Alighieri Academy, had 1100 students enrolled in 

2014. With a capacity of 651 students the school has 


a utilization rate of 169 percent. There are currently 

plans underway to increase the TCDSB capacity in 

the area, with a new elementary school planned east 

of the Allen Expressway, and a replacement facility 

with a capacity of 1,300 students for Dante Alighieri 

Academy. No schools are located within the Dufferin 

Street Avenue Study Area. 

Human Services/Community Agencies 

There are 42 Human Services Agencies within the 

CS&F Study Area, which provide a range of support 

services to individuals and families. Services 

provided include community health, self-employment 

training for youths and immigrants, language 

interpretation, immigrant settlement services and 

legal services. Employment support programs are 

deemed to be of particular importance to residents 

in the CS&F Study Area because of its concentration 

of new immigrants and higher than average poverty 

rates. Also, the Lawrence-Allen CS&F Study cited 

a need for additional sharable program space for 

increased service provision. 

4.5 TRANSPORTATION 

INFRASTRUCTURE 

Both transit and vehicular travel along Dufferin Street 

are subject to frequent congestion. There are limited 

east-west connections across the street and the 

network does not operate as efficiently as it could. 

The transportation use of Dufferin Street is highly 

diverse. Trips of all modes that utilise the Dufferin 

Street study corridor originate from and end in all 

parts of the Greater Toronto Area. In the southbound 

morning peak period, it is estimated that almost half 

(47 percent) of all trips using the Dufferin Street study 

corridor originate or end in travel analysis zones 

beyond the study corridor. 

Following is a discussion of the existing condition for 

the various component transportation networks. 

See the Chapter 4 of the Transportation Master Plan 

for a more detailed analysis of existing transportation 

infrastructure. 

19 


Dufflaw Road 

Astral Street 

Groton Street 

VEHICULAR NETWORK 

Highway 401 

Dufferin Street is a major arterial that facilitates 

access to the Yorkdale Shopping Centre with 

dedicated ramps and right turns. The Lawrence 

Avenue West and Bridgeland Avenue-Yorkdale Road 

intersections with Dufferin Street experience the 

highest traffic volumes in the Study Area, with 40,000 

and 35,000 vehicles passing through in a weekday 

8-hour period, respectively. Intersection performance 

is largely influenced by traffic from Highway 401. 

Paul David Street 

Bridgeland Avenue 

Jane Osler Boulevard 

Cartwright Avenue 

Mcadam Avenue 

B 

D 

Jane Osler 

Yorkdale Road 

Yorkdale Road 

Bridgeland/Yorkdale 

Dufferin Street generally has two lanes in each 

direction and an alternating centre turn lane. In 

the southern portion of the Study Area, Dufferin 

Street is narrower with two lanes in each direction 

and occasional bus bays. There are few turning 

restrictions along Dufferin Street. 

Bentworth Avenue 

Parking is not allowed on Dufferin Street, nor is it on 

most side streets. There is a significant amount of 

off-street private parking throughout the corridor. 

Samor Road 

Orfus Road 

Bentworth Avenue 

Samor 

Orfus 


A 

E 

B 

Glen Belle Crescent 

Bentworth/Ranee 

Ranee Avenue 

Sparrow Avenue 

Krieger Crescent 

Creston Road 

Stockton Road 

Alcester Street 

Flemington Road 

Celt Avenue 

The entrance and exit ramps to Yorkdale Shopping 

Centre lack marked crossings along Dufferin 

Street. While sidewalks exist along the length of the 

street, they are missing on some side streets. The 

areas with the highest current pedestrian demand 

include the neighbourhood east of Dufferin Street, 

between Ranee Avenue and Dane Avenue, and the 

neighbourhood west of Dufferin Street, south of 

Lawrence Avenue West. 

Planned Improvements 

The provincial Ministry of Transportation intends to 

replace and modify the Highway 401 access ramp 

and flyover, but not substantially reconfigure it. 

Euphrasia Drive 

Haven Road 

Convent Court 

Playfair Avenue 

Glen Long Avenue 

Fig. 9. Existing Vehicular Network 

Level of Service (LOS) and 

Control Delay per Vehicle: 

Weekday PM Peak Hour 

A 

B 

Good Shepherd Court 

Ennerdale Street 

Apex Road 

> 10 seconds 

> 10 to 20 seconds 

D 

A 

Lawrence West B 

Cork Avenue 

Claver Avenue 

Wenderly Drive 

Glenbrook Avenue 

Dane Avenue 

Level of Service (LOS) and 

Control Delay per Vehicle: 

Weekday PM Peak Hour 

Mulholland Avenue 

Corona Street 

C 

D 

E 

F 

Conland Avenue 

> 10 seconds 



Lawrence Avenue West 

Carousel Court 



> 80 seconds 

Street Classification 

Benalto Road 

Arterial: Major 

Arterial: Minor 

Collector 

Lois Avenue 

Bolingbroke Road 

Highland Hill 

Blossumfield Drive 

Majestic Court 

Marlee Avenue 

Fairholme Avenue 

Dell Park Avenue 

Elway Court 

Coldstream Avenue 

C 

D 

E 

F 




> 80 seconds 


20 DUFFERIN STREET AVENUE STUDY 

Street Classification 

Arterial: Major 

Arterial: Minor 

Collector

Traffic congestion north of Lawrence 

Passengers waiting for the TTC 

Pedestrian and northbound queues 

TTC Route 29: Dufferin Bus 

Northbound queues between Ranee and Jane Osler 

Queues on Orfus Road 

21 


PEDESTRIAN NETWORK 

Orfus Road and Lawrence Avenue West are the 

busiest intersections for pedestrians in the Study 

Area. 

The highest one-day pedestrian count on record was 

2,300 pedestrians at the Lawrence Avenue West and 

Dufferin Street intersection (February weekday) which 

indicates a fairly busy level of pedestrian activity. 

There are six signalized crossings on Dufferin 

Street with large distances between intersections 

(see Pedestrian Movement figure). The average 

distance is 300m, with the longest being the 500m 

between Lawrence Avenue West and Samor Road, 

and the shortest the 150m between Orfus Road and 

Bentworth Avenue-Ranee Avenue. Entrance and exit 

ramps to Yorkdale Shopping Centre lack marked 

crossings along Dufferin Street. Walking through the 

Bridgeland Avenue/Yorkdale Road intersections is 

uncomfortable. 

Sidewalks exist along the length of Dufferin Street, 

but are missing on some side streets (both sides of 

Jane Osler Boulevard; one side of McAdam Avenue, 

Glen Belle Crescent, Bentworth Avenue, Sparrow 

Avenue, Samor Road, Celt Avenue, Dane Avenue 

and Cork Avenue) and in some cases are in poor 

condition. 

Samor 

822 pedestrians 

Orfus 


500m 240m 

150m 350m 250m 

Bentworth/Ranee 


Bridgeland/Yorkdale 


Jane Osler 

no counts available 

The McAdam Turning Loop has a negative physical 

and visual impact on the pedestrian realm, and 

represents a substantial barrier to cross. 

Lawrence 


Fig. Existing 10. Existing Pedestrian Pedestrian Facilities Network + 

Average Pedestrian Volumes Per Day 

Signalized Pedestrian 

Crossing at Intersection 

Intersection Spacing 



Encroachment on the pedestrian boulevard 

Inadequate pedestrian environment for an Avenue 

Few amenities along the street from pedestrians 

Dufferin Street and Orfus Road: High pedestrian intersection 

with ladder markings 

Some of the local streets have discontinuous or no sidewalks 

23 


CYCLING NETWORK 

Currently, there is no bike network in the immediate 

Study Area. The only existing nearby lanes are 

located on Marlee Avenue south of Lawrence Avenue 

West. 

Downview Dells 

Earl 

Bales 

Park 

The City of Toronto Bike Plan and Lawrence Allen 

Secondary Plan propose a network of on-street and 

off-street cycling facilities in the greater area (see 

Planning Cycling Network figure). Dufferin Street, 

Lawrence Avenue West, Ranee Avenue/Samor and 

Bentworth Avenue/Yorkdale Road are identified in the 

Lawrence Allen Secondary Plan as Major On-Street 

Cycle Routes (bike lanes), with proposed signed 

routes along Sparrow Avenue/Orfus Road and Dane 

Avenue. Dufferin Street, Lawrence Avenue West, 

Ranee Avenue/Samor Road and Bentworth Avenue/ 

Yorkdale Road are identified in the Lawrence Allen 

Secondary Plan as Major On-Street Cycle Routes 

(bike lanes), with proposed signed routes along 

Sparrow Avenue/Orfus Road and Dane Avenue. 

Rustic 

North 

Park 

Queen’s 

Greenbelt 

Rail Corridor 

Bentworth 

Plewes 

Dufferin 

Ranee 

Marlee 

Wilson 

Englemount 

Ridgevale 

Glencairn 

Roselawn 

York Beltline Trail 

Kay Gardner Beltline Trail 

Cyclist on Dufferin Street 

Proposed 

Fig. 11. Planned 

Bike Network 

Cycling Network - Wider Context 

Structure Plan 

Existing Bike Lane 

Possible Building Edge 

Proposed Bike Lane 

New Public Streets 

Existing Signed Route 

Public Park 

Proposed Signed Route 

Urban Plazas 

Existing Off-Road 

Dufferin Gateway 

Proposed Off-Road 

Dufferin Promenade 


Development Block 

Property Line 

Study Boundary 


Marlee 

TRANSIT NETWORK 

Downsview Station 

The Dufferin Bus (TTC Route 29) carries around 

40,000 bus passengers per day, and continues to be 

one of the busiest and most crowded in the entire 

city. 

The TTC has increased service frequency (every 2 

minutes during peak hours) and upgraded to the new 

higher occupancy 18.0m articulated bus. 

Wilson 

Wilson Station 

The most used stops in the Study Area are at 

Yorkdale Shopping Centre, Orfus Road and Lawrence 

Avenue West. TTC bus routes that travel through 

the Study Area provide connections to the Yonge- 

University-Spadina subway line. 

Barrie GO Line 

Bridgeland 

10,000-20,000 riders 


40,000+ riders 

Ranee 

Yorkdale Station 

and GO Bus Terminal 

Orfus 

10,000-20,000 riders 

Flemingdon 

Caledonia 

Lawrence 

40,000+ riders 

Lawrence West Station 

Glencairn 

Glencairn Station 

Spadina Subway 

Eglinton LRT 

Eglinton Station 

Fig. 12. Existing Transit Network - Wider Context 

Transit 

TTC: Subway 

TTC: Bus Routes 

GO Transit Rail Corridor 

Area with Elevated 

Transit Passenger Activity 


Southbound TTC bus on Dufferin Street 

Levels of Service on TTC Routes 

25 

DUFFERIN STREET AVENUE STUDY 

Route 

Wkday Peak Wkday Mid Sat Mid 

29 Dufferin 5 min*** 

3 min 

4 min 

47 Lansdowne B**** 15-25 min 15 min 18 min 

47 Lansdowne C**** 20-26 min none 

none 

52 Lawrence West 5 min 

7.5 min 7-10 min 

58 Malton 6 min 

7.5 min 11 min 

59 Maple Leaf 12.5-14 min 30 min 30 min 

**** In 2014, TTC plans to carry out detailed evaluations to potentially 

increase service on 29 Dufferin to 2.5 minutes during peak hours, and 

collapsing 47 Lansdowne branches B and C into one route, possibly 

increasing service on Dufferin between Yorkdale Road and Bridgeland 

Ave.

DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

4.6 SERVICING INFRASTRUCTURE 

HIGHWAY 401 

YORKDALE ROAD 

See the Infrastructure Master Plan for a more detailed 

analysis of existing sewer and water infrastructure. 


Sanitary Servicing 

Sanitary sewers located in the municipal roadways 

collect domestic wastewater from the existing 

developments and convey them to downstream 

trunk sewers and ultimately to treatment plants prior 

to discharge back into the environment. There is a 

stretch of Dufferin Street, between Highway 401 and 


McAdam Avenue, where existing buildings discharge 

wastewater to sewers located in the side streets. 

Existing developments on the west side of Dufferin 

Street within the Study Area discharge wastewater to 

sanitary sewers located on Bridgeland Avenue, Jane 

Osler Boulevard and Cartwright Avenue. 


ORFUS ROAD 



McADAM AVENUE 


YORKDALE ROAD 


RANEE AVENUE 



STOCKTON ROAD 



Basement Flooding Study 

The Study Area straddles two of the City’s Basement 

Flooding Study Areas (numbers 16 and 17). The 

Environmental Assessment for Area 16 has been 

completed while that for Area 17 is ongoing. The final 

results of the former and interim results of the latter 

will assist in the assessment of existing infrastructure 

capacities and any needs for improvements in order 

to support the planned redevelopment within the 

Dufferin Street Avenue Study Area. 

SAMOR ROAD 

APEX ROAD 



DANE AVENUE 

CRESTON ROAD 

CELT AVENUE 


BENALTO ROAD 

HIGHLAND HILL 


Storm Servicing 

The storm drainage system is comprised of sewers 

ranging in size from 600 mm to 1350 mm in diameter. 

The existing developments were generally established 

in an era prior to when the implementation of any 

stormwater management controls became customary 

or mandated, accordingly, opportunities to improve 

this condition exist and will be explored. 

As noted above, the Study Area is located within 

two Basement Flooding Study Areas whose 

Environmental Assessments are either underway or 

complete and, accordingly, the work for this project 

will be guided by the interim or final results of those 

exercises, as the case may be. Within the Study Area, 


HAVEN ROAD 

CONVENT COURT 





CORK AVENUE 

CLAVER AVENUE 

Fig. 13. Existing Servicing Infrastructure 

Servicing Infrastructure 

Storm Sewer 

Sanitary Sewer 

Watermain 




CORONA STREET 



LOIS AVENUE 



MARLEE AVENUE 

FAIRHOL;ME AVENUE 


ELWAY COURT 


26 DUFFERIN STREET AVENUE STUDY / FINAL REPORT / DTAH

a planned upgrade to a storm sewer on Jane Osler 

Boulevard is scheduled to occur in 2014, being one 

of the recommendations of the Basement Flooding 

Study Area 16 work. 

Water Distribution 

The water supply and distribution system is 

composed of a network of watermains located in 

each of the municipal roads within the Study Area 

and ranging in diameter from 150 mm to 300 mm. 

Local pressures generally lie in the 55 to 70 psi 

range, depending on elevation. 

The City of Toronto has identified several upgrades to 

the local water distribution system: 

• Cork Avenue – Watermain Replacement in 2014 

• Glen Belle Crescent – Watermain Replacement in 

2014 

• Orfus Road – Watermain Replacement in 2014 

• Apex Road – Watermain Cathodic Protection in 

2017 

• Samor Road – Watermain Structural Relining in 

2018 

The upgrades involving watermain replacement and 

structural relining are expected to improve hydraulic 

performance of the system. Cathodic protection and 

structural relining efforts will extend the service life of 

the existing infrastructure. 

27 


Making Dufferin Street a place will require many different components 


5. GUIDING PRINCIPLES 

The following nine principles 

were developed based on public 

consultation, planning policy and the 

research conducted during Phase 1. 

The Guiding Principles significantly 

informed all of the Avenue Study’s 

recommendations. 

1. Make Dufferin Street a Place 

Principle: The components of city building should 

together compose a physical environment that 

supports an active, healthy, vibrant, and dynamic 

community. 

Beyond their utilitarian purpose as corridors for 

movement, streets can have many other, equally 

important, qualities. They are highly valued civic 

spaces as settings for public social life and activity. 

This segment of Dufferin Street should develop its 

own identity as a neighbourhood—an identity initially 

shaped by built form and public realm elements, but 

filled out by the particular character of its residents 

and businesses. 

The best urban main streets are where there are 

narrow-fronted shops, with transparent display 

windows and entrances, set back sufficiently from 

the roadway to allow for canopies, street trees and 

furniture, and room for boulevard window shopping, 

outdoor eating and merchandising, as well as the 

circulation of passing pedestrians. 

Where residential uses meet the ground floor, and 

street activity is less intensive, the condition should 

become greener and park-like, buffering homes from 

the noise of traffic. Bicycle facilities would further 

promote a healthy lifestyle. 

The best residential streets are more intimate in scale 

and detail, allowing residents to live at a slower pace. 

Buildings are appropriately designed and set back 

further from the roadway with lushly planted and wellmaintained 

front yards. 

Streets can be destinations and communities in their own right. 

29 


Surrounding Neighbourhoods. 

The entire Study Area is designated Mixed Use, but retail uses 

may only be essential at grade in certain areas. 

2. Protect the Adjoining Neighbourhoods 

and Employment Areas 

Principle: The interface between the 

redevelopment sites and the adjoining 

Neighbourhoods and Employment Areas 

should minimize adverse impact by creating a 

comfortable transition. 

Built-form and public realm design guidelines are 

required to minimize the visual and traffic impacts of 

higher density development on the adjacent lowdensity 

residential Neighbourhoods and Employment 

Areas. 

Specifically, negative visual and shadow impacts of 

tall buildings on Neighbourhoods should be avoided. 

Building heights should be stepped down towards 

the side of the properties furthest away from Dufferin 

Street. Any new tall buildings in the Study Area 

should be sited away from Neighbourhoods. 

3. Redevelop with Appropriate Land Uses 

and Densities 

Principle: Land uses and densities in the Study 

Area should be part of a coherent strategy, while 

responding appropriately to existing conditions. 

Although the entire Study Area is designated Mixed 

Use in the Official Plan, intensive ground level retail 

uses may be more appropriate for some parts of it 

than others. 

Density controls are required to help guide the 

intensity and location of redevelopment within the 

Study Area. These controls will work in concert with 

the built form guidelines to minimize stress on the 

local transportation capacity and achieve appropriate 

transition to the surrounding context. 

On the west side of Dufferin Street the existing 

context includes an established Employment Area 

which should be protected and appropriately 

buffered from any new sensitive uses such as 

residential development. 


New side streets should divide the larger blocks. 

The local street network should expand and accomodate all 

users in a safe and efficient manner. 

4. Integrate Land Use and Redevelopment 

with Supporting Infrastructure 

Principle: Redevelopment provides an opportunity 

to improve transportation and servicing 

infrastructure to support the existing and future 

community. 

Grid patterns allow municipalities to guide future 

growth in a manner that supports incremental 

development of varied scales and facilitates 

connectivity for all modes. The grid permits the 

distribution of traffic, and provides a variety of routes 

to all parts of the community for all users. 

In the large parcels, where the frontage on Dufferin 

Street is much greater than the traditional urban 

block, publicly accessible streets should be 

introduced, both in north-south and east-west 

directions. These streets will segment the block to 

better relate to the surrounding context, improve 

pedestrian connectivity, and provide a street address 

for development internal to the super-block. 

Servicing infrastructure may also need to be 

upgraded to meet the needs of new development. 

This should be coordinated with the installation of 

streetscape upgrades and permeable surfaces of the 

aforementioned new streets. 

5. Improve Mobility and 

Balance Movement Priorities 

Principle: Enhance movement through the Study 

Area by providing greater access to walking, 

cycling and public transit use, as well as 

creating new streets and connections through 

redevelopment parcels. 

Existing street uses and community input points to 

heavy traffic as one of the most significant problems 

in the Study Area. 

With intensification, a finer mix of land uses that 

places residents closer to their work and transitoriented 

redevelopment comes with the opportunity 

to provide rebalanced modes of transportation and 

create a shift in mobility. Improvement to the quality 

of sidewalks, and the addition of bicycle facilities will 

encourage walking and cycling in the community. 

Priority treatments, where possible, will improve the 

speed and attractiveness of public transit. 

A network of local streets, to be introduced into 

larger redevelopment parcels, will provide better 

connectivity, while safer access control measures– 

such as medians–will be considered to facilitate 

turning vehicles and improve overall flow. 

See the Transportation Master Plan for more details. 

31 


New public spaces can be green or hardscape in character, 

fully public or semi-public in ownership. 

A vibrant public realm includes both buffered and interactive 

ground level uses. 

6. Create Quality Public Spaces and Parks 

Principle: New public parks, promenades, 

streetscape improvements and privately owned 

open spaces should create a connected and 

coherent system that enhances and provides an 

identify for the Study Area. 

The Study Area is located within a parkland 

acquisition priority area and is subject to the 

City’s Alternative Parkland Dedication By-law. 

Redevelopment and intensification to Residential and 

Mixed Use presents an opportunity to create new 

public parks that are safe, visible and accessible and 

that can be enjoyed year-round. 

7. Create a Green, Safe and Attractive Place 

Principle: A vibrant and actively used public realm 

should be established, framed by redevelopment. 

Streets, parks and publicly accessible open 

spaces will support a range of local social and 

recreation activities. 

The pedestrian realm is the primary setting for 

public life in cities. Pedestrian space that is well 

proportioned, connected, comfortable, safe and 

attractive contributes to the quality of life of all 

citizens. Improvements for pedestrians should focus 

on increasing space to support social and retail 

activities, providing visual relief in an urban setting, 

and elevating environmental quality. Streets, the 

foremost open spaces in the Study Area, should be 

the primary address for all new buildings. 

There are two approaches to treating the transition 

space between the private and public realms. The 

first promotes interaction between the ground floor 

uses and the public sidewalk, which has a primarily 

paved character to accommodate commercial/ 

pedestrian activities. The second approach provides 

privacy for the ground floor uses and usually has a 

soft planted character for residential activities. 


Tall buildings and townhouses may both be appropriate in 

particular locations. 

Redevelopment should bring with it new schools, community 

centres and other facilities, if necessary to meet demands. 

8. Encourage a Rich and Varied Urban Form 

Principle: Redevelopment should include a mix of 

residential and commercial uses at various scales, 

with mid-rise buildings as the dominant built form. 

With redevelopment comes the opportunity to define 

a vibrant, mixed use, high-quality, transit-oriented 

built form—and to create places where people will 

want to live, work, recreate, shop and spend time. 

Redevelopment should incorporate mixed-use 

projects, new housing, neighbourhood and cityserving 

retail, as well as schools, parks and other 

amenities to serve the local community. 

Mid-rise buildings should predominate, in keeping 

with the recommendations of the Avenues and Midrise 

Buildings Study. However, taller buildings may 

be appropriate in certain sites and townhouses may 

provide a transition to adjacent neighbourhoods and 

employment areas. All buildings should be green, 

accessible and safe. 

Setbacks can enhance the public realm experience or 

buffer ground level uses from the street. Stepbacks at 

a particular height can be used to define a consistent 

streetwall. 

9. Improve Community Services and Facilities 

through Redevelopment 

Principle: The City should support redevelopment 

and improve the quality and supply of community 

services and facilities within the Study Area. 

One of the aspects most impacted by an increase 

in population is the provision of community services 

and facilities. As redevelopment occurs, the City and 

school boards are required to maintain an adequate 

level of service provision, as outlined in Section 3.2.2 

in the Official Plan. 

While Dufferin Street is already served by a strong 

and growing network of community services and 

facilities, additional investment may be required. 

Potential priorities for planning a livable and 

complete community could include the acquisition 

of land for parks and the enhancement of existing 

libraries, community centres, schools, child care 

facilities, human agency space and streetscape 

improvements. 

Development should play a role in funding any new 

facilities needed to serve the future population. 

33 


6. OPTION DEVELOPMENT AND EVALUATION 

Treviso condominium, which inspired 

Option 1. 

Dream condominium at McAdam 

Avenue, which inspired Option 2. 

Queen and Portland complex, which 

inspired Option 3. 

6.1 OPTION DEVELOPMENT 

Planning Framework 

Informed in part by the community design charrette, 

the Study Team first developed a general planning 

framework, which would be applied to all land use 

and built form options. This framework laid out a 

pattern of streets, blocks, and open spaces. 

Initial Land Use and Built Form Options 

Within this framework, three initial design options 

were proposed: 

1. The ‘Treviso’ Option used the precedent of the 

Treviso high-rise mixed use development at the 

corner of Dufferin Street and Lawrence Avenue 

West. 

2. The ‘McAdam’ Option was based on the recently 

approved mid-rise development at the corner of 

Dufferin Street and McAdam Avenue. 

3. The ‘Queen and Portland’ Option placed greater 

emphasis on commercial uses. It mixed mid-rise 

buildings with urban-format big box retail, similar 

to the complex at the corner of Queen Street 

West and Portland Street. 

Demonstration 

Each of the options was then demonstrated in a 

digital massing model. From the digital models the 

gross floor area was calculated, the land use mix was 

determined, and the potential future population and 

number of jobs was calculated. 

6.2 EVALUATION 

The options were evaluated using a comprehensive 

matrix of qualitative criteria that included: 

• Land use and density 

• Building new neighbourhoods 

• Built form 

• Public realm 

• Public art 

• Transportation 

• Servicing 

• Community services and facilities 

In terms of mobility, residential land uses generate 

fewer trips per unit area compared to other uses, 

while retail generates few morning peak trips, but 

many more afternoon peak trips. This understanding 

led the Study Team to favour residential mixed use, 

a conclusion that reinforces existing Official Plan 


Phase 3 - Test and Confirm Ideas Phase 4 

Develop 

Planning 

Framework 

Develop 

Land Use 

Options 

Demonstrate 

Built Form 

Evaluate 

and Test 

Options 

Define 

Preferred 

Option 

Refine and Further Explore Alternative Designs 

Fig. 14. Process for Testing and Confirming Ideas to 

Define the Preferred Option 

Ideas Informed by Guiding Principles and Charrette Input 

More Detailed Analysis of Transportation, Servicing, and 

policy. Community A detailed Services analysis and of Facilities the transportation 

Infrastructure will Continue The Study Team gained considerable insight 

implications with Preferred of the Option options is included in Chapter 8 of through the iterative process of identifying and 

the Transportation Master Plan. 

evaluating options. The preferred design described 

in the Recommended Guidelines and Standards 

Refining and Further Exploring Alternative 

ultimately represents a more advanced and detailed 

Designs 

development of the options, but is particularly 

Two additional options were later added, to test 

influenced by the mid-rise mixed use character 

issues raised during the evaluation of the initial 

of ‘McAdam’ and ‘McAdam Reduced.’ Like these 

options. These reflect the highly iterative and broadly 

options, it also limits tall buildings to the north and 

explorative process that the Study Team engaged in. 

south gateways to the Study Area. 

4. The ‘McAdam Reduced’ Option responded to 

concerns about the intensity of built form in the 

initial ‘McAdam’ model. 

5. The ‘Mid-rise or Big Box’ Option investigated 

development that was more varied in form, a 

possibility raised at the design charrette. 

Defining the Preferred Option 

In the initial round of three options, the ‘McAdam’ 

Option appeared to fare best. In this second round of 

evaluation, which included Options 4 and 5, ‘McAdam 

Reduced’ and ‘Mid-rise or Big Box’ at least partially 

met all the criteria, including those in the area of 

Transportation. The ‘McAdam Reduced’ Option 

ultimately fared best. 

Arriving at Recommendations 

Recommended Guidelines and Standards that the 

Study Team arrived at reflect the following: 

• The Study Team’s analysis of existing conditions 

and policies. 

• Suggestions and feedback obtained during the 

public and stakeholder consultations, including 

public open houses, meetings with a local 

advisory committee, interviews with individual 

stakeholders, the community design charrette 

session and the design review panel. 

• Ongoing reference to the Guiding Principles. 

• The testing, evaluation and iterative development 

of the options, as outlined in this chapter. 

35 


7. RECOMMENDED GUIDELINES + STANDARDS 

Dufferin Street has begun a process to 

transform from an auto-oriented retail focused 

environment to an urban setting. The intent 

of this Study is to ensure that all development 

contributes to making a special place. 

7.1 INTRODUCTION 

The Study seeks to capitalize on current development 

interest and ensure that proposed higher density 

forms provide the qualities and amenities that will 

create an attractive, liveable community with a mix of 

uses, walkable streets, distinctive neighbourhoods, 

and access to open spaces. 

These goals were strongly articulated by the 

community and stakeholders during the public 

consultation process. Implementation of the 

recommendations will take place concurrently 

with the actions outlined in the Transportation and 

Infrastructure Master Plans. 

The Planning and Design Framework 

Recommendations in this Chapter provide a clear 

pattern of development blocks connected by a 

system of public streets, parks and open spaces 

that are scaled to pedestrian activity and movement. 

Together with the built form, mobility and streetscape 

guidelines, the framework will support ongoing 

implementation, provide a broad perspective for 

incremental change and present the metrics for 

assessing development proposals as they come 

forward. The Planning and Design Framework 

Recommendations illustrate, at the Study Area scale, 

the essential elements and important relationships 

that will shape the emerging community. 

Where appropriate, a demonstration model view is 

provided for each block to illustrate one possible 

outcome when the framework, guidelines and 

standards are implemented. 

The recommended development scenario of primarily 

residential mixed use was modelled based on a 

land use mix of 95% residential uses and 5% nonresidential 

uses for each of the blocks, with the 

exception of Block 1 (which assumes the retention 

of the hotel use) and Block 14 (Yorkdale Mall). This 

assumes the primarily residential redevelopment of 

each site with some residential-related gross floor 

area (e.g. lobby, amenity space) and retail use at 

grade level. 

This Study provides a planning and design framework 

to guide and direct development towards a coherent 

collective future. It will give City staff, decisionmakers, 

and private interests a common basis for the 

evaluation of design and development issues during 

the design review and approval process for individual 

private development proposals. 

In the following sections, each of the blocks is 

described in more specific detail, with guidelines and 

standards for streets and blocks, parks and open 

space, land use, built form and height, and density. 


7.2 PLANNING AND DESIGN 

FRAMEWORK RECOMMENDATIONS 

The following recommendations describe the intent 

of the planning and design framework, including the 

overall vision for the physical form and character of 

the entire Study Area. 

Fig. 15. Structure Plan 

Structure Plan 

Possible Building Edge 

New Public Streets 

Public Park 

Urban Plazas 

Dufferin Gateway 

Dufferin Promenade 


Property Line 


37 


STREETS AND BLOCKS 

Background 

The Study Area contains a number of large blocks 

that will require new local streets to facilitate 

redevelopment and improve permeability, especially 

for pedestrians. A finer grid-form network of streets 

is desirable for a number of reasons, including 

safety, visibility, legibility, and better street access to 

individual buildings. These goals were articulated by 

the public during the consultation process. 

Currently, Dufferin Street is interrupted with frequent 

curb cuts, which provide direct vehicle access to 

individual properties. This system results in traffic 

delays due to turning vehicles, and is unfriendly and 

unsafe for pedestrians, who must contend with cars 

moving across their path. Future redevelopment, 

likely to increase the number of cars accessing these 

properties, will make the situation untenable. 

6 

1 

14 

2 

3 

14a 

4 13 

5 12 

11 

A truly pedestrian place will only come to fruition 

through a commitment to a more fine-grained 

network of streets and pedestrian routes that are 

lined with richly varied building frontages that 

support and are supported by active public spaces. 

The proposed Streets and Blocks framework plan 

is scaled to achieve this pedestrian purpose. Its 

impacts are documented in the Transportation Master 

Plan. 

7 

8 

10 

9a 

9 

The need to impose a finer grid onto large 

redevelopment blocks is indicated in Official Plan 

Policy 3.1.1 (14). The desire to extend the laneway 

network to provide better access to off-street parking 

is indicated in Official Plan Policy 2.4 (5b). 

For the larger blocks that front Dufferin Street, the 

block size model is similar to the recent Treviso 

development at Dufferin Street and Lawrence 

Avenue West. Treviso’s blocks of approximately 75m 

by 75m align to the width of those in the adjacent 

Neighbourhoods and so can be considered “typical” 

development blocks for this area. 

Fig. 16. Streets and Blocks Framework Plan 

Streets and Blocks Strategy 

New Public Street: 

Fixed Location 

New Public Street: 

Flexible Location 




Guidelines and Standards 

R1 

R2 

R3 

R4 

Divide large land parcels with street rights-ofway 

to ensure a high level of permeability for 

public circulation and to encourage a scale of 

redevelopment similar to that of traditionally 

sized blocks. 

A system of public or publicly accessible 

laneways and mews should be introduced to 

ensure service vehicle and parking access, 

and to facilitate internal block circulation for 

vehicles and pedestrians. 

New streets and laneways should be in public 

ownership with 20m and 7.5m right-of-way 

widths, respectively. A standard street width of 

20m provides maximum flexibility for present 

and future streetscape configurations. The 

7.5m lane width permits two directional traffic 

and a minimal sidewalk space. In special 

circumstances where public dedication is not 

feasible, private streets and lanes may be 

permitted if full public access is guaranteed 

and design standards match those of public 

streets. 

The City should adopt the Streets and Blocks 

Framework Plan that illustrates the pattern of 

streets that is recommended as development 

proceeds. The Streets and Blocks Framework 

Plan includes Fixed Location Streets, 

Flexible Location Streets, and Laneways. 

Fixed Locations Streets are those which, for 

particular reasons, must be placed in a specific 

location. Flexible Location Streets are required 

to be oriented in a particular direction, but the 

exact locations of which can be determined 

through the development approval process. 

A network of varied streets, lanes and mews to 

support a wide range of uses and activities 

39 


PARKS AND OPEN SPACES 

Background 

Projects shall include urban open space wherever 

possible as part of a larger functional and animated 

pedestrian environment, and exhibit a positive sense 

of place, not to simply serve as the setting for a 

building. 

There are currently no parks or open spaces within 

the Study Area. Redevelopment and intensification 

presents the opportunity to contribute to a range of 

high-quality parks and public spaces that contribute 

to an intense urban setting. 

New public parks, promenades, streetscapes, and 

other publicly accessible open spaces should be 

combined to form a coherent and accessible green 

space system. New public spaces should have 

individual identities but contribute to the whole. New 

public spaces should be high quality environments 

that support a wide range of roles, allow for a variety 

of pedestrian uses, and are distinct yet visually 

connected through the use of contemporary materials 

and details. 

The greening strategy and overall parks and 

open space framework includes the following key 

components: 

Landscape Gateway. Dufferin Street is one of the 

major exits from Highway 401, and is the first urban 

experience of the City that many motorists have 

as they head toward Yorkdale Shopping Centre 

or downtown destinations. As such, it should be 

considered as a ‘higher order’ gateway and given an 

appropriate landscape treatment in recognition of 

this. The landscape gateway will occupy the lands 

between the ramps and required setbacks for the 

blocks at the northern end of the Study Area. The 

gateway could include special planted features, 

landmark signage or large public art installations. 

• Streetscape Greening. The Study Area is almost 

entirely absent of street trees. While finding room 

for healthy tree growth is challenging on some 

city streets, Dufferin Street’s planned 30.0m 

right-of-way and the scope of redevelopment 

potential mean that ample space can be made 

available for streetscape improvements. More 

detail regarding Streetscape follows later in this 

chapter. 

• Parks and Urban Plazas. The entire Study 

Area falls into a Parkland Acquisition Priority 

Area, as identified in the Official Plan, in which 

a greater parkland dedication requirement is in 

place for higher density residential and mixeduse 

redevelopments. Parks and/or urban plazas 

are required in each of the larger blocks. For a 

more detailed discussion on rates of parkland 

dedication and recommended programming, see 

the Community Services and Facilities Strategy 

appended to this Report. Urban Plazas are small, 

privately-owned, publicly-accessible areas with 

a predominantly hardscape character. This study 

recommends that they be located at key nodes 

where pedestrian and retail activity is anticipated 

to be the most intense. 

• Courtyards. Through this study’s explorations 

and input from the public and Design Review 

Panel, it was discussed that a different 

arrangement of built form and open space is 

both possible and welcome. Courtyard buildings, 

where a u-shaped building is open to a street, 

are recommended as a means to introduce more 

greening and provide relief along Dufferin Street 

from the typical “street-wall urbanism” promoted 

along the Avenues. The courtyards would 

be privately owned and in most cases semipublicly 

accessible. This study recommends that 

courtyards be further explored as part of new 

development, particularly in the larger blocks. 


Landscape Gateway 

Landscape Gateway 

Urban Plazas 

Parks and Parkettes 

Urban Plazas 

Courtyards 

Parks and Parkettes 

41 



R5 

R6 

R7 

R8 

R9 

The Dufferin Landscape Gateway shall 

establish a green vegetated entrance to the 

City from Highway 401 and as one approaches 

from the north. The gateway shall occupy 

the lands between the Highway 401 ramps, 

the minimum mandatory 14.0m setback from 

the Dufferin off-ramp, and the minimum 7.0m 

setback for the portions of Blocks 1 and 14 as 

identified. 

Parks should be located on each of the 

larger blocks (with the exception of Yorkdale 

Shopping Centre), and at the present site of the 

McAdam turning loop. 

On smaller lots, where the size or configuration 

of the required parkland conveyance would 

prove unusable or undesirable, developments 

should provide cash-in-lieu funds, as directed 

by the Toronto Municipal Code - Development 

of Land, Chapter 415, Article IV, to contribute 

toward the development of parks in the Study 

Area. 

Parks should provide a high quality design, be 

sustainable and provide a sense of place for 

residents. 

Public parks and open spaces should be 

considered as a network, always front onto 

public streets, provide appropriate space for 

recreational needs and ensure good visibility, 

access and safety. 

R10 Parks should be visible and accessible from 

adjacent public streets, and be of a usable 

shape, topography and size that reflect their 

intended use (Official Plan 3.2.3 (8 b-c)). 

R11 All parks shall front onto public streets (Official 

Plan 3.1.1 (18)). 

R12 Prior to the redevelopment of any parcel on a 

larger block (blocks 1,6,7,8,14) the proponent 

must submit a conceptual Block Plan for the 

comprehensive redevelopment of the entire 

block. Proposed parkland provided through 

dedication requirements should be located at 

the mutual property line, in order to permit its 

eventual expansion to the second parcel. 

R13 Urban plazas are required at the following 

locations: Dufferin Street and Orfus Road, 

southwest corner (Block 6); Dufferin Street 

and Lawrence Avenue West, northwest corner 

(Block 8); Yorkdale Mall. 

R14 Urban plazas and publicly accessible privately 

owned public spaces are subject to the City 

of Toronto’s guidelines for Privately-Owned 

Publicly-Accessible Space. 

R15 New buildings should be positioned to 

positively define the shape and function of 

open space. 

R16 Projects should contribute to a hierarchy of 

open spaces and outdoor environments in a 

range of publicly accessible, communal, and 

private open space types. 

R17 New parks and open space should provide for a 

range of uses and amenities. 

R18 Avoid ambiguous, un-programmed or residual 

orphaned spaces. 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

R19 Encourage courtyard building arrangements 

facing Dufferin Street. Where private courtyards 

and outdoor spaces are visible from the public 

realm, they should enrich the pedestrian 

experience. 


1 

HIGHWAY 401 

YORKDALE ROAD 

R20 Encourage the development of publiclyaccessible 

open spaces at ground level. Where 

feasible, design these open spaces in relation 

to local serving retail uses such as cafes and to 

the public open space network. 

R21 Integrate outdoor amenity spaces such as 

roof gardens, terraces or balconies into the 

architecture of the building. 


R22 A 5.0m boulevard setback is required for the 

larger blocks to allow for the recommended 

Dufferin Promenade streetscape improvements. 

See R5 for areas of broader setbacks in Blocks 

1 and 14. No below grade uses or structures 

are permitted within the setback. 


ORFUS ROAD 

SAMOR ROAD 



McADAM AVENUE 


6 

2 

3 

4 

5 12 


11 

14 

14a 

13 

YORKDALE ROAD 


RANEE AVENUE 



CRESTON ROAD 

STOCKTON ROAD 



R23 Street trees should be planted on both sides 

of all streets in the Study Area, existing or 

proposed, wherever possible. 

APEX ROAD 

7 

10 


CELT AVENUE 


BENALTO ROAD 

HIGHLAND HILL 

R24 Public art is encouraged for, open spaces, and 

boulevards. 

8 

9 

9a 

DANE AVENUE 




CONVENT COURT 

CORK AVENUE 


CLAVER AVENUE 

Greening Strategy 

Fig. 17. Parks and Open Space Framework Plan 

CORONA STREET 





Conceptual Location 

for Potential New Public Park 



MARLEE AVENUE 

HAVEN ROAD 


Urban Plaza 


ELWAY COURT 

LOIS AVENUE 


Street Greening 



Dufferin Landscape Gateway 

Public Park - New or Existing 

Other Open Space - Existing 


43 


LAND USE 

Background 

Grade-Related Uses 

The Official Plan encourages pedestrian-oriented 

retail uses at grade along Avenues (see Section 

3.5.3). This Avenue Study supports this policy, but 

also acknowledges that the Study Area presently 

lacks a pedestrian-oriented retail character and is 

adjacent to an existing regional shopping centre, 

which may generate competition and challenge 

the health of retail along Dufferin Street. For these 

reasons, the Study Team recommends mandatory 

retail at grade only at key nodes. 

The setbacks proposed in the Built Form and Height 

section are designed to provide the option for retail 

and pedestrian amenity space (e.g. café seating, 

open-air display of goods) where needed. In areas 

where residential uses occur at grade, the setbacks 

will allow the street to take on a ‘green’ character, 

with additional landscape space to provide the 

appropriate transition from the public sidewalk to 

private space. 

Mixed Use Areas 

The entire Study Area is designated Mixed Use Areas 

on Map 17 in the City’s Official Plan. Within Mixed 

Use Areas a broad range of uses are encouraged, 

providing opportunities to live, work and shop within 

the same area. Mixed Use Areas are anticipated to 

accommodate growth, with new service, employment 

and residential uses all locating within these diverse 

areas in a manner that is appropriate to their 

surrounding contexts, with adequate transportation 

and infrastructure servicing. The recommended 

redevelopment scheme meets the goals of the Mixed 

Use Areas designation. 

Employment Uses 

Toronto City Council has recently adopted clear 

policy directions which prioritize the conservation 

of existing Employment Areas, in support of 

existing businesses and in order to incubate and 

welcome new businesses which will provide longterm 

employment prospects. This objective may 

be compromised when sensitive land uses are 

introduced within, or in proximity to, designated 

Employment Areas, as such uses may affect 

environmental certificates under which industries 

operate, or complaints may be filed about adverse 

effects from industrial operations. Sensitive uses, 

including residences, parks, and community facilities, 

are anticipated to result from the redevelopment 

of the Study Area, and as such are required to be 

designed and constructed to prevent residents or 

users from being affected by noise, traffic, odours or 

other contaminants from nearby industry. 

Auto-oriented and large format retail uses are 

discouraged, in keeping with the Official Plan policy 

for Avenues and with consideration for mitigating 

negative transportation impacts. Compatibility 

with adjacent land uses has also been considered, 

including the provision of appropriate separation 

distances from Employment Areas, as outlined in 

the Ontario Ministry of the Environment’s Land Use 

Compatibility Guidelines. A review of permitted 

uses allowed in the current underlying zoning for 

the adjacent Employment Areas indicates that they 

would be categorized as Class I industries, where 

a minimum 20m separation distance from sensitive 

uses is recommended. That distance is reflected in 

this Study’s recommendations (see Transition, under 

Built Form and Height). In addition, the City’s new 

policy directions which support the maintenance of 

existing, and the development of new, office space 

have been considered through this study. 

City policies specifically direct the development and/ 

or replacement of office space to the Downtown 

and Central Waterfront, the Centres, and locations 

within 500 metres of existing or approved and funded 

subway, light rapid transit or GO transit stations. As 

properties within the Study Area do not meet these 

locational criteria, they are not prioritized for office 

development, though they would not be precluded 

from developing with office uses as contemplated by 

the Mixed Use Areas designation. 



R25 No changes are recommended to City of 

Toronto Official Plan Map 17 (Land Use), on 

which the Mixed Use Areas designation is 

currently applied to all properties within the 

Study Area. 

R26 A mixed use condition is recommended for 

the Study Area, in which residential uses 

predominate. 

R27 A policy of mandatory retail at grade 

is recommended, to be applied only to 

selective sites within the Study Area through 

implementing zoning. At all other sites, retail 

will be encouraged at grade, but not required. 

1 

2 

3 

4 

5 

14 

14a 

13 

12 

R28 In order to satisfy the Ministry of the 

Environment’s Land Use Compatibility 

Guidelines, a minimum 20m separation 

distance is required for uses that abut 

Employment Areas to ensure that the proposed 

development of sensitive uses does not 

compromise the ongoing vitality of their 

operations. 

7 

8 

6 

11 

10 

9a 

9 

Fig. 18. Grade Related Uses 

Grade Related Uses 

Retail at Grade: Mandatory 

Retail at Grade: 

Encouraged but not Requried 

Park Frontage 


45 


BUILT FORM 

Background 

Good urban places are composed of many buildings, 

varied in type and size. New buildings should help 

shape the pedestrian realm, respect existing land 

uses and incorporate the most recent advances 

in sustainable building and sound community 

development principles. 

The scale of new development must balance 

the transit supportive intensification objectives 

with the protection of adjacent stable residential 

neighbourhoods. Intensification can and should 

improve overall environmental and community 

sustainability. 

Built form analyses conducted through this study 

conclude that the policy context, guiding principles, 

and direction received from the public consultation 

activities can be satisfied if mid-rise development is 

the primary form of intensification, with tall buildings 

sited strategically at the northern and southern 

extents of the Study Area, and if new development is 

concentrated towards Dufferin Street, transitioning 

to lower development closer to the adjacent 

Neighbourhoods and Employment Areas. 

This pattern of built form is entirely consistent with 

the overall study objectives of having substantial built 

up edges and mixed uses towards the Dufferin Street 

corridor to give shape and a sense of enclosure as 

well as reinforcing the pedestrian realm of the main 

street. 

The built form guidelines are intentionally nondescriptive 

regarding architectural style and 

detailing to allow for the widest range of possible 

development. 


R29 Mid-rise buildings shall define the Dufferin 

Street frontages of the redevelopment blocks 

and provide a transition towards the low-rise 

buildings adjacent to the existing residential 


R30 The differing lot depths on Dufferin Street will 

produce midrise buildings of asymmetrical 

height–taller ones on the west and shorter ones 

on the east. However, they will be unified by a 

common streetwall height of 20.0m maximum. 

R31 Courtyard buildings of mid-rise height—those 

that have an open end towards a public street 

or network—are encouraged along Dufferin 

Street in places where ground level retail is 

not required to further the sense of green and 

openness along the corridor. 

R32 Tall buildings will be limited to the northern 

and southern extents of the Study Area, acting 

as gateways and separated a considerable 

distance from the existing low-rise buildings. 

R33 Townhouses or street-related units are 

encouraged to create a finer residential scale 

within the larger blocks and as a transition from 

the taller, more intense building types that are 

massed towards Dufferin Street. 

R34 All new mid-rise buildings shall adhere to the 

City of Toronto Mid Rise Building Performance 

Standards. 

R35 All new tall buildings shall adhere to the City of 

Toronto Tall Building Design Guidelines. 

R36 All new townhouse development shall adhere 

to the City of Toronto Infill Townhouse Urban 

Design Guidelines. 


Examples of Tall Buildings 

Examples of Mid-Rise Buildings along Avenues 

Example of Mid-Rise Buildings along Avenues 

Example of Townhouse Buildings 

Examples of Townhouse Buildings 

Examples of Courtyard Building 

47 


SETBACKS 

Background 

Setbacks are not required on Avenues, however they 

will assist in achieving one of the goals of the Official 

Plan’s policy for streets—to improve the civic and 

pedestrian experience (see Official Plan 3.1.1 (5-6)). 

They also reinforce the goals of the Transportation 

Master Plan, which encourages walking and cycling. 

Landscaped setbacks will enhance retail uses, 

allowing shops and patio space to flourish. Green 

setbacks will buffer residential uses at grade, offering 

greater privacy and separation from the street. 

The programming of these setback areas will vary. 

Where grade-related retail is developed, setbacks 

will take on a hardscape character, extending the 

sidewalk, adding a second row of trees and allowing 

room for cafe patios and other retail amenity space. 

Where residential uses occur at grade, their character 

will be green in nature. Building projections, such as 

small balconies, awnings, canopies and overhangs 

may extend into the setback area. 


R37 A minimum 3.0m setback is required for all 

shallow blocks fronting on Dufferin Street. 

R38 A minimum 3.0m setback is required for all 

new development on local streets, existing or 

proposed. 

7 

8 

6 

1 

14 

2 

3 

14a 

4 13 

5 12 

11 

10 

9a 

9 

R39 A 5.0m setback is required on all larger blocks 

that front on Dufferin Street between Lawrence 

Avenue West and Orfus Road and all existing 

east-west local streets (Orfus Road, Samor 

Road and Apex Road). 

R40 In Block 1, a minimum 14.0m setback is 

required by the Ministry of Transportation 

adjacent to the Dufferin off-ramp. 

R41 A minimum 7.0m setback is required to 

implement the Dufferin Landscape Gateway 

on Blocks 1 and 14 at the northern end of the 


Fig. 19. Recommended Mandatory Minimum Setbacks 

Setbacks* 

14.0m: Setback from MTO Ramp 

7.0m: Dufferin Landscape Gateway 

5.0m: Green Setbacks and 

Existing East West Streets 

3.0m: Local Streets 

3.0m: Typical Avenue Setbacks 

No Setbacks Required: 

Park or Recent Redevelopment 


* Not to Scale: setbacks illustrated are conceptual only 


ANGULAR PLANES AND 

TRANSITIONS 

Background 

This study applies and adheres to the front and rear 

angular planes defined in the Avenues and Mid- 

Rise Buildings Performance Standards. Where new 

development backs onto existing Neighbourhoods, 

the angular planes and setbacks outlined in that 

document will serve as the required transitions. 

In some of the larger blocks (Blocks 1, 6, 7), angular 

planes are also used to determine the location of 

tall buildings (taller than the height suggested by 

the right-of-way width), and mid-rise buildings. The 

intent of this approach is to avoid overwhelming the 

narrower rights-of-way and adjacent Neighbourhoods 

with buildings of substantial height. 

Light manufacturing is permitted in the zoning of the 

adjacent Employment Areas. Provincial guidelines 

require a separation distance between industrial and 

residential uses, to limit resident exposure to noxious 

conditions and avoid conflicts that may affect 

industrial operations. 

In this case, due to the low intensity of manufacturing 

activity permitted in the current zoning, a minimum 

20m separation is considered appropriate (regardless 

of whether manufacturing is currently taking place or 

not). 

Under the City’s newly-adopted policies, new 

development in Mixed Use Areas will not interfere 

with the function of existing employment uses in 

Employment Areas by affecting Environmental 

Compliance Certificates of industries and their 

renewal, or complaints of adverse effects to the 

Ministry of the Environment under the Environmental 

Protection Act which could require changes to 

industrial operations or restrict operating hours. 

In addition, new development in Mixed Use 

Areas shall not preclude the ability to provide 

appropriate buffering of employment uses from 

sensitive residential and institutional uses or the 

implementation of the Ontario Ministry of the 

Environment D series guidelines for compatibility 

between industry and sensitive uses or any 

successor guidelines. 


R42 All new buildings in the Study Area will 

be subject to angular plane performance 

standards. These planes will apply to both midrise 

buildings and the bases of tall buildings, as 

well as to establish the height and location of 

tall buildings. 

R43 Throughout the Study Area, the following 

angular planes will be applied: 

• Front angular planes extending at a 45 

degree angle from the front property line, 

beginning at a height 80 percent of the width 

of the adjacent right-of-way. 

• Rear angular planes for deep properties 

(over 44.6m in depth) backing onto 

Neighbourhoods extending at a 45 degree 

angle from the rear property line. A 7.5m 

rear setback from the residential zone is also 

required. 

• Rear angular planes for shallow properties 

backing onto Neighbourhoods, extending at a 

45 degree angle, beginning 10.5m above the 

ground, 7.5m from the rear property line. 

• For properties backing onto Employment 

Areas, a setback distance of 20m should be 

required between any building containing 

sensitive land uses and the rear property 

line. The resulting 20m transition area may 

include: a street (required in Blocks 1 and 8); 

a laneway; landscaped space, either private 

or publicly accessible; or surface parking, as 

a least preferred alternative. 

49 


Fig. 20. Angular Planes Applied Across Dufferin Street, 

illustrating the maximum streetwall height and how it is 

applied to both shallow and deep sites. 

30.0m (approx. 9 storeys) 

Maximum Mid-Rise Building Height 

3.0m 

stepback 

45° 

24.0m 24.0m 45° 

45-degree angular planes 

define maximum building envelope 


The deep sites in 

the study area can support 

a maximum 30 m building 

(9 storeys) with a 20m 

streetwall (6 storeys) 

to relate to the east 

side Dufferin 

4.5min 

ground floor 

Retail Commercial or 

Residential Uses at Grade 

Maximum streetwall 

The most shallow site 

in the study area can 

support a maximum 

20m building 

(6 storeys) 

Retail Commercial or 

Residential Uses at Grade 

45° 

10.5m 

Existing 

Neighbourhood 

Deep Site 

5.0m 

Setback 

Front 

Property 

Line 


(30m Right-of-Way) 

Front 

Property 

Line 

3.0m 

Setback 

Shallow Site 

As sites increase in depth 

they may support 

additional height up to 

the maximum of 30m 

(9 storeys) 

7.5m 

Setback 

and 

Public Lane 

Dedication 

Rear Property 

Line 

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

existing and new east-west streets 

Maximum Mid-Rise 

Building Height 

Where Permitted 

per Height Schedule 


Minimum Setback 

of Maximum 

Mid-Rise Building 

where Permitted 

14.0m 

3.0m 

stepback 

45° 


Maximum Height 

16.0m 

16.0 (approx. 4 storeys) 


4.5min 

ground floor 

Retail Commercial 

or Residential Uses at Grade 

3m/5m 

Setback 

Front 

Property Line 

Typical Local or 

Collector Street 


Front 

Property Line 

3m/5m 

Setback 


Building Envelope on the South Side of Block 1 

Fig. 22. Transition from adjacent Neighbourhood 

Special Angular Planes in Block 1 

Minumum Separation Distance 

Between Tall Buildings 

and new Right-of-Way 

30.0m 

Maximum 

Tall Building Height 

45.0m 

(approx. 14 storeys) 

Minumum Distance 

Between Maximum 

Mid-Rise Building 

and new Right-of-way 

14.0m 

30.0m 

(approx. 9 storeys) 

Maximum Mid-Rise 

Building Height 

Tall Buildings 

Permitted 

(Subject to 

Tall Building 

Design Guidelines) 


Maximum Tall Building Base Height 

16.0m 

16.0 (approx. 4 storeys) 


45° 

3.0m 

stepback 

4.5min 

ground floor 

Retail or 

Residential 

at Grade 

Existing 

Neighbourhood 

Rear 

Property 

Line 

New Local Street 


3.0m 

Setback 

Fig. 23. Transition from Employment Areas, Typical Fig. 24. Transition from Employment Areas, Blocks 1 and 8 

Separation from Employment Lands-Block 8 

Separation from Employment Lands 


Maximum Height where Permitted 



Maximum Height 


Maximum Height where Permitted 


3.0m 

stepback 

20.0m 

No-Build Area 

Permitted: 

Public Streets, Lanes, 

Landscaped Buffer, 

Surface Parking 

4.5min 

ground floor 

Retail or 

Residential 

at Grade 

4.5min 

ground floor 

Retail or 

Residential 

at Grade 

Employment 

Lands 

Rear 

Property 

Line 

Employment 

Lands 

Rear Property 

Line 

20.0m 

Mandatory Public 

Street Dedication 

3.0m 

Setback 

51 


HEIGHTS 

Background 

The City of Toronto’s Avenues and Mid-rise Buildings 

Study defines mid-rise buildings as being between 

three storeys and a height equivalent to the width 

of the right-of-way on which the building fronts. 

In the Study Area, this means minimum heights of 

10.5m and maximum heights of 20m, 27m, and 30m 

depending on the site location. 

Tall buildings are only permitted at specific sites at 

the north and south ends of the Study Area. This 

reflects: 

• The status of those locations as nodes, at the 

intersection of major east-west movement 

corridors (Highway 401 and Lawrence Avenue 

West), as well as their closer proximity to subway 

stations. 

Tall Buildings are recommended for the special gateways. 

• The adjacency of Block 8 to existing and 

approved tall buildings in the ‘Treviso’ 

development on Block 9 and the Villa Charities 

buildings south of Lawrence Avenue West. 

• The complexity of redeveloping Block 1, 

recognizing that due to required setbacks, roads 

and parkland conveyances, a density that could 

be achieved with mid-rise buildings alone on the 

other large blocks cannot be achieved without tall 

buildings here. 

Any future tall buildings will be evaluated against 

the City’s Tall Building Design Guidelines. Building 

heights are restricted to 45.72m (Block 1) and 

60.96m (Block 8) pursuant to Schedule ‘D’ of North 

York Bylaw 7625, which relates to the flight paths 

of Downsview Airport. In the event that airport 

operations change such that those flight paths may 

be altered, the maximum heights of tall buildings in 

the Study Area will be reviewed. 

Mid-Rise Buildings are recommended for the majority of the 


Townhouses are appropriate for transition towards the 

Neighbourhoods the Employment Areas. 


DUFFLAW ROAD 

ASTRAL STREET 

DUFFLAW ROAD 

GROTON STREET 

ASTRAL STREET 

GROTON STREET 

HIGHWAY 401 

HIGHWAY 401 

YORKDALE ROAD 

YORKDALE ROAD 



1 

Block 1 

Maximum 


45m (14 storeys) 

1 

14 

14 



2 

2 





McADAM AVENUE 


3 

4 

14a 

13 

YORKDALE ROAD 





McADAM AVENUE 


3 

4 

14a 

13 

YORKDALE ROAD 



5 

12 

RANEE AVENUE 

5 

12 

RANEE AVENUE 



ORFUS ROAD 

ORFUS ROAD 

6 


11 


STOCKTON ROAD 


6 


11 


STOCKTON ROAD 


SAMOR ROAD 

CRESTON ROAD 

SAMOR ROAD 

CRESTON ROAD 

7 

CELT AVENUE 

7 

CELT AVENUE 

APEX ROAD 

10 



BENALTO ROAD 

HIGHLAND HILL 

APEX ROAD 

10 



BENALTO ROAD 

HIGHLAND HILL 

8 

9 

9a 

DANE AVENUE 


8 

Block 8 

Maximum 

Tall Building 


21st 

26st 

9 

9a 

DANE AVENUE 

15st 

Block 9 

Existing 






CONVENT COURT 

CORK AVENUE 


CLAVER AVENUE 

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

Maximum Mid-Rise Heights 

CORONA STREET 



CONVENT COURT 




CORK AVENUE 

CLAVER AVENUE 

Fig. 25. Permitted Locations for Tall Buildings 

Locations for Tall Buildings 

CORONA STREET 




HAVEN ROAD 



Existing Mid-Rise or 

Base Buildings: 30m 




HAVEN ROAD 



MARLEE AVENUE 


ELWAY COURT 

Existing Tall Buildings 

Area within which 

New Tall Buildings are permitted 




MARLEE AVENUE 

ELWAY COURT 

LOIS AVENUE 

LOIS AVENUE 











Defined No Build Zones: 

i.e., Buffers, Future Streets 

or Parks 


53 


Similarly, the 15m maximum height imposed on 

Block 14 reflects the 15.24m restriction for that site 

contained within Schedule ‘D’ of North York Bylaw 

7625. It is also roughly consistent with the height of 

the existing shopping mall. 

The 20m maximum base building height matches the 

stepback that this Avenue Study recommends for 

mid-rise buildings on 27m and 30m rights-of-way. 


R44 Buildings with greater heights are 

recommended closer to the Dufferin Street 

frontage. Smaller buildings are recommended 

to the rear of the larger and deeper blocks. This 

recommendation supports the Avenues policies 

regarding appropriate transition and the guiding 

principles for this study. Absolute height limits 

and angular planes will regulate the heights of 

buildings in various locations. 

• 20m (approximately 6 storeys) for buildings 

fronting onto side streets, existing and 

proposed, which have a 20m right-of-way. 

This 1:1 ratio of building height to rightof-way 

is drawn from the City of Toronto’s 

Avenues and Mid-Rise Buildings Study. 

R46 The minimum height for all buildings will be 

10.5m (approximately 3 storeys). 

R47 Tall buildings are only recommended for the 

northern and southern ends of the site, where 

they can serve as gateways to the Study Area. 

The location for Tall Building Placement is 

illustrated in the Permitted Locations for Tall 

Buildings figure. 

R48 In all cases, the bases of tall buildings shall be 

no greater than 20.0m (approximately 6 storeys) 

in height and no less than 10.5m (3 storeys) 

R45 Mid-rise buildings are appropriate for the entire 

Study Area, with the exception of Block 14. The 

maximum height of mid-rise buildings should 

vary depending on the width of the adjacent 

right-of-way. They should be: 

• 30m (approximately nine storeys) on Dufferin 

Street north of Lawrence Avenue West 

and 27m (approximately 8 storeys) south 

of Lawrence Avenue West, based on the 

rights-of-way. This 1:1 ratio of building 

height to right-of-way is drawn from the 

City of Toronto’s Avenues and Mid-Rise 

Buildings Study. This maximum height 

will extend around the corners, where 

Dufferin Street intersects with side streets. 

The implementation of rear angular plane 

provisions will mean that most of the 

properties on shallow blocks will be unable to 

reach the full permitted height. 


STEPBACKS 

Background 

Good urban streets and places require buildings 

along their edges of sufficient height and continuity 

to provide a sense of enclosure, but not be so tall 

as to over-power or over-shadow them. Stepbacks 

are portions of buildings that are recessed from 

the primary street facing wall. Stepbacks help to 

relate the scale of larger buildings to the scale of the 

pedestrian. 

The application of front and rear angular planes 

means that many of the properties in the Study Area 

are unlikely to achieve the maximum permitted midrise 

height. On the shallowest sites, which are as little 

as 30.0m in depth, angular planes effectively limit 

a building to a height of 20.0m (approximately six 

storeys). 

To ensure the appearance of consistency along the 

street, the recommended maximum streetwall height 

is 20.0m for all sites and new development that 

address Dufferin Street. While building height may 

vary, a consistent streetwall at 20.0m will do much to 

visually tie both sides of Dufferin Street together. 

Mid-rise development with streetwall stepbacks and facade 

articulation to reduce the perception of building mass to the 

pedestrian 

On smaller 20.0m rights-of-way, a stepback is 

required at 16.0m (80 per cent of the right-of-way 

width), as recommended by the Avenues and Mid- 

Rise Buildings Performance Standards. 


R49 All mid-rise buildings that front Dufferin Street 

shall provide a stepback of 3.0m at a height of 

no more than 20m (approximately six storeys). 

This step back requirement applies to both 

the 30.0m and 27.0m right-of-way segments of 

Dufferin Street in the Study Area. 

R50 All mid-rise buildings that front 20m rightsof-way 

shall provide a step back of 3.0m at a 

height of no more than 16m (4 to 5 storeys), 

and no less than 10.5m (approximately three 

storeys). 

6 storey street wall with stepback to tall building 

55 


DENSITY 

Background 

Density recommendations were developed based 

on land use and built form modelling, existing 

precedents and context. The recommendations were 

also informed by what densities are possible, given 

height restrictions from Downsview Airport, and the 

Official Plan policies that direct development on the 

Avenues. 

This Study recommends an appropriate built form 

which creates a human-scale street wall along the 

Dufferin “main street,” while meeting Official Plan 

objectives for effective transition to areas of lower 

development intensity and scale; offers ample 

opportunities for new parks, open spaces and 

public realm improvements; and responds to the 

angular plane, stepback and setback provisions 

achievable pursuant to the City’s guidelines for midrise 

development and in-force height restriction. 

Accounting for these factors, built form models 

suggest that the ‘typical Avenue’ sites can achieve a 

density of up to 3.5x FSI. 

On deeper blocks, a significant area must be 

set aside for public street conveyances, park 

dedications, greater setbacks, private courtyards 

plazas, surface parking (if present), separation 

distances from employment uses and other 

landscaped areas which have been identified as 

priorities throughout this Study. These conveyances, 

roads and open spaces will result in a higher net 

development density and a built form which is similar 

to what is contemplated for the ‘typical Avenue’ sites. 

The proposed built form will then provide transition 

towards low density land uses to the west. 

This study recommends an overall Study Area density 

of 2.5x FSI. This recommendation: 

• Supports contextually appropriate intensification 

within Dufferin Street’s Avenues designation, as 

is required by the Official Plan (Policy 2.2.3 – 2b), 

and allows for appropriate built form, transition to 

7 

6 

3.5 

3.5 

2.5 

2.5 

3.0 

3.0 

8 

2.5 

3.5 

0.5 

3.5 

1 

14 

2 

3 

4 

5 

12 

11 

9a 

9 

10 

3.5 

3.5 

14a 

13 

Density Concept 

Fig. 27. Recommended Maximum Densities 

0.0 

Maximum Overall 

Block Density 

3.5x FSI 

3.0x FSI 

2.5x FSI 

Less than 2.5x FSI 

Current Redevelopment Sites 

No Density Assigned. 

Subject to further Study 

No Additional Density Permitted 

3.5 

3.5 

3.5 

3.5 



adjacent areas, and transit supportive measures 

such as minimum development densities. 

• Provides intensification which meets the Places 

to Grow: Growth Plan for the Greater Golden 

Horseshoe requirement of 400 residents and jobs 

per hectare (Policy 2.2.4 – 5 a) 

• Considers the existing and future transportation 

capacity on Dufferin Street, which is already 

limited as determined in the preliminary 

transportation analysis of this Study. The 

proposed average density for the corridor 

represents a moderate scale of development 

that recognizes these limitations, while allowing 

for incremental intensification subject to further 

study of future transportation conditions. 

• Assigns—with only two exceptions—all deep 

development blocks a gross density of 2.5x FSI, 

and all shallow ‘typical Avenue’ blocks a gross 

density of 3.5x FSI. The difference between the 

densities deemed appropriate for these blocks 

reflects: 

• The amount of area on the larger blocks 

that must be set aside for public street 

conveyances, park dedications, greater 

setbacks, and for private courtyards, plazas, 

surface parking and other landscaped areas. 

The current site-specific zoning for Yorkdale 

Shopping Centre addresses particular lot 

coverage and parking requirements, and has 

been periodically revisited since its original 

inception in response to incremental expansion. 

As it evolves, further study of the entire shopping 

centre property, beyond the portion within the 

Study Area boundaries, is required to determine 

the appropriate development intensity and 

parking requirements for the site as a whole. 


R51 A maximum overall gross density of 2.5x FSI is 

recommended for the Study Area as a whole. 

This figure is based on the calculated areas 

of all blocks, inclusive of any future streets or 

parks that may be constructed there. Current 

public rights-of-way are excluded from the 

calculation. A specific apportioning of that 

density is assigned to each block, excluding 

the already-approved Dream Condos, 

located within Block 3, and Block 9’s Treviso 

development. 

• The general premise that the maximum 30.0m 

mid-rise height, and therefore higher density 

built form, should be massed toward Dufferin 

Street, and reduced in scale and height to 

provide transition at the rear of the deep 

lots towards existing Neighbourhoods and 

Employment Areas. 

• The portion of the Yorkdale Shopping 

Centre property within the Study Area has a 

recommended development density of 0.5x 

FSI. The demonstration model shows this site 

as developed with low-rise commercial/retail 

buildings consistent with recent expansions and 

within the 15.24 metre airport height restriction. 

57 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

7.3 SPECIFIC RECOMMENDATIONS 

FOR THE TYPICAL AVENUE BLOCKS 

HIGHWAY 401 

YORKDALE ROAD 


Background 

1 

Most of the parcels on the eastern side of Dufferin 

Street and on the west between Orfus Road and 

Jane Osler Boulevard are of typical size and depth 

consistent with other Avenues in Toronto. The typical 

Avenue blocks are composed of numerous individual 

parcels with different individual owners. As a result 

of these characteristics, the redevelopment of these 


blocks will likely take longer and be more difficult 

than the larger blocks with fewer parcels and owners. 

Together the typical sites represent only 15% of the 

total potential redevelopment area within the study 

boundaries, but a significant portion of the overall 

street frontage. 

The planning and design intent for the typical 

Avenue blocks is residential mixed use, with streetdefining 

mid-rise buildings. All of these blocks 

can accommodate mid-rise buildings between 

20.0m to 30.0m (6 to 9 storeys), although not every 

development will be able to achieve the maximum 

allowable height due to shallow lot depth. With 

redevelopment, vehicular access will reorganize to 

the rear of buildings or from side streets to assist 

with the Dufferin Street streetscape improvements. 


ORFUS ROAD 

SAMOR ROAD 

APEX ROAD 



McADAM AVENUE 


7 

8 

2 

3 

4 

5 

6 


9 

10 

9a 


DANE AVENUE 

11 

14 

14a 

13 

12 



CRESTON ROAD 

CELT AVENUE 

YORKDALE ROAD 


RANEE AVENUE 


BENALTO ROAD 

HIGHLAND HILL 


STOCKTON ROAD 



To best understand the overall guidelines 

and standards, refer to the overall framework 

recommendations alongside the specific 

recommendations for each of the larger blocks. 



CONVENT COURT 

CORK AVENUE 


CLAVER AVENUE 

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

CORONA STREET 







MARLEE AVENUE 

HAVEN ROAD 



ELWAY COURT 

LOIS AVENUE 







R52 No new streets are recommended through the 

typical Avenue blocks. 

R53 Public rear laneways are encouraged for some 

of the typical Avenue blocks (as shown in the 

Streets and Blocks framework plan) to provide 

better servicing and parking access and to 

minimize vehicular entrances and impact on 

the Dufferin Street streetscape. The laneways 

should occupy the required setback for all new 

development from the rear property line. 

R54 For Block 11, two east-west laneway 

connections are recommended from Dufferin 

Street to the public rear laneway. This block 

between Celt Avenue and Sparrow Avenue 

is much longer than all of the other typical 

Avenue blocks. The two east-west laneways 

should align with Krieger Crescent and Creston 

Road to protect for possible future mid-block 

connections. 

R55 Servicing and parking access for all new 

development should be from rear laneways 

or from side streets. Vehicular access from 

Dufferin Street is highly discouraged. 


R56 No public parks are recommended for the 

typical Avenue blocks given their more 

constrained dimensions. 

R57 In Block 3, this study recommends that the City 

decommission the McAdam vehicular turning 

loop and replace with a new public park. 

Fig. 29. Typical Avenue Blocks - Demonstration Model View 

59 


Queensway (30m ROW) 

Sheppard Avenue East (36m ROW) 

Examples of typical development projects on Toronto’s Avenues 

Land Use 

R58 Land use for the typical Avenue blocks should 

be primarily residential mixed use. 

R59 Retail is required at grade on parts of the 

four blocks around the intersection of Orfus 

Road and Dufferin Street. This responds to 

Orfus Road’s current character as a retail 

destination, and Dufferin Street’s potential role 

as a gateway to that area. Retail is encouraged 

but not mandatory for all other typical Avenue 

blocks. 

Density 

R61 For all typical Avenue blocks the maximum 

density is 3.5x FSI. Not all properties may be 

able to achieve such a density due to shallow 

lot depth, restrictions imposed by angular plane 

controls from Neighbourhoods and transitions 

from Employment Areas. 

Built Form and Height 

R60 All new development should set back from the 

public Dufferin Street right-of way by no less 

than 3.0m. No below grade uses or structures 



DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

7.4 SPECIFIC RECOMMENDATIONS 

FOR THE LARGER BLOCKS 

HIGHWAY 401 

YORKDALE ROAD 


The large blocks (1, 6, 7, 8 and 14) offer several 

possible arrangements of streets, buildings and open 

space. They can accommodate a combination of 

mid-rise and townhouse buildings with taller buildings 

at the northern and southern extents to reinforce 

gateways to the Study Area. 



1 

2 

14 

Together, the large blocks represent 76% of the total 

potential redevelopment area and have the greatest 


opportunity to influence the character and quality of 


To best understand the overall guidelines 

and standards, refer to the overall framework 

recommendations alongside the specific 

recommendations for each of the larger blocks. 


ORFUS ROAD 

McADAM AVENUE 


6 

3 

4 

5 


11 

14a 

13 

12 

YORKDALE ROAD 


RANEE AVENUE 



STOCKTON ROAD 



SAMOR ROAD 

CRESTON ROAD 

7 

CELT AVENUE 

APEX ROAD 

10 



BENALTO ROAD 

HIGHLAND HILL 

9a 

DANE AVENUE 

8 

9 




CONVENT COURT 

CORK AVENUE 


CLAVER AVENUE 

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

CORONA STREET 







MARLEE AVENUE 

HAVEN ROAD 



ELWAY COURT 

LOIS AVENUE 




61 


BLOCK 1 

Background 

This large block is at the northwest end of the Study 

Area, bordered by a Neighbourhood to the south, 

Employment Areas to the west, and Highway 401 and 

Bridgeland Avenue to the north. The entire block is 

currently commercial in nature with no residential 

uses, and held by two landowners. No public streets 

currently exist, nor are there any parks or other open 

spaces. 

The planning and design intent is for a mixed use 

block with new public streets and a new park space. 

The Dufferin Landscape Gateway will form the 

northeastern boundary of the block as it relates to 

the Dufferin Eastbound off ramp from Highway 401. 

New development will largely be focused internally to 

the block given its location. Block 1 is one of the two 

locations in the Study Area where tall buildings are 

permitted. The two landowners should be required to 

prepare a conceptual block master plan to coordinate 

their redevelopment efforts and to deliver the 

recommendations in this report. 



R62 Introduce a perimeter ‘L’ shaped public street 

from Bridgeland Avenue to Dufferin Street. 

This street location is fixed. This street will 

assist with the transition to adjacent land uses. 

The east west segment may be extended in 

the future to improve connectivity within the 

Employment Areas. 

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


R63 Introduce additional internal public streets to 

provide access to the remainder of the block. 

These streets will provide an address for new 

buildings and the recommended public park. 


R64 Implement the western portion of the Dufferin 

Landscape Gateway. This defining open space 

feature will occupy the minimum 14.0m setback 

from the property line and Dufferin Street 

off-ramp from Highway 401 as required by the 

Ministry of Transportation. Immediately south 

of the point where the ramp meets Dufferin 

Street, the setback can be reduced to 7.0m 

and continue to form part of the Landscape 

Gateway. 

R65 Introduce a new public park as a focal point of 

the block. The new park must have at least two 

frontages on a public right-of-way. 

Land Use 

R66 Land use for Block 1 should be primarily 

residential mixed use. Commercial uses are 

encouraged but not required at grade. Hotel 

uses are permitted. 


R67 All new buildings shall be appropriately 

set back to transition towards the adjacent 

Neighbourhood and Employment Area. 

R68 A standard front angular plane will be applied 

to buildings fronting on the proposed new 

east-west street in Block 1. Buildings directly 

fronting on the new street will be limited to 20m 

in height, but the angular plane will permit 30m 

mid-rise buildings beginning at a distance of 

14m from the new right-of- way (34m from the 

existing Neighbourhood to the south). 

R69 New development should be primarily of midrise 

buildings. All new mid-rise buildings shall 

adhere to the City of Toronto Mid Rise Building 

Performance Standards. 

R70 The maximum height for all mid-rise buildings 

is 30m (9 storeys) from grade, except for those 

fronting on the new side streets where it is 

recommended that height be limited to 20m (6 

storeys) in height. 

R71 Tall buildings are permitted in parts of Block 

1 given that all setbacks, transitions, and 

guidelines are met. All new tall buildings shall 

adhere to the City of Toronto Tall Building 


R72 The maximum height for all tall buildings is 45m 

(14 to 15 storeys) from grade. 

R73 Tall buildings must be at least 50m from 

the adjacent Neighbourhoods to provide an 

appropriate built form transition. 

Density 

R74 For the deep portion of Block 1, the maximum 

gross density is 2.5x FSI. In Block 1, density 

cannot be easily spread out, due to the 

application of angular planes, as well as 

setbacks and requirements for road and 

park dedications. The density of 2.5x FSI 

is appropriate to meet the land use and 

urban design priorities set for the Block’s 

redevelopment, and is sufficient to permit 

the development of tall buildings up to the 

maximum proposed height. 

R75 For the typical Avenue portion of the block 

(south of the new public east-west street), the 

maximum gross density is 3.5x FSI. 

63 


BLOCK 6 

Background 

In a single consolidated ownership, Block 6 is framed 

by Dufferin Street, Orfus Road and Samor Road and 

is bordered by the Employment Area to the west. This 

exceptionally deep block –approximately four times 

the depth of a typical Avenue site—currently has 

commercial uses including retail and office. No public 

streets or park spaces are present. 


block with new public streets and a new significant 

park space. New development will be street related to 

both the existing and future new public streets, and 

create several new development blocks. Block 6 is 

the most northern of the large west side blocks where 

the additional Dufferin Street setback is required to 

create a generous green promenade. The landowner 

is required to prepare a conceptual block master 

plan to comprehensively coordinate redevelopment 

efforts for the entire block and to deliver the 




R76 Introduce a network of new public streets 

through the block. A minimum of one new 

north-south street and one east-west street 

is required for the block. The location of new 

streets is flexible and will be determined 

through the block master plan process. 

R77 Servicing and parking access to these blocks 

should occur via these new public streets and 

not from the existing Dufferin Street frontage or 

the existing collector streets. 

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


R78 Uses that may occur within the required 

minimum 20.0m Employment Areas setback 

and transition include public streets, lanes, 

landscape buffer, or surface parking. 


R79 Introduce a new public park as a focal point 

of the block. The new park must have at least 

two frontages on a public right-of-way and 

be no less than 15 per cent of the total block 

area, excluding public roads and conveyances. 

This study recommends that the Block 6 park 

has an address on Dufferin Street. The exact 

orientation and design will be determined 


R80 Introduce an urban plaza at the southwest 

corner of Dufferin Street and Orfus Road. 

The orientation and design of this privatelyowned 

publicly-accessible open space will be 

determined through the development approval 

process. 

Land Use 


residential mixed use. 

R82 Commercial uses are required at grade around 

the Dufferin Street/Orfus Road intersection. 

Elsewhere retail is encouraged, but not 

required, at grade level. 


R83 All new buildings on the Dufferin Street 

frontage shall be set back a minimum of 

5.0m from the public right-of-way. This will 

provide sufficient dimension to implement the 

recommended Dufferin Street streetscape 

improvements. No below grade uses or 

structures are permitted within the setback. 

R84 All new buildings that address Orfus or Samor 

Roads, or new public streets within the block 

shall be set back a minimum of 3.0m from the 

public right-of-way. No below grade uses or 


R85 From the Employment Area, a minimum 20.0m 

setback and transition is required from the 

western property boundary (subject to Ministry 

of the Environment regulations). 





R87 The maximum height for mid-rise buildings on 

the Dufferin Street frontage is 30.0m (9 storeys) 

from grade. Stepbacks of 3.0m are required at 

20.0m height. 

R88 Portions of buildings directly fronting on the 

existing collectors and new public streets will 

be limited to 20m in height, but front angular 

planes will permit 30m mid-rise portions 

internal to the block at a distance of 14m from 

the public right-of-way. 

R89 Courtyard building forms are encouraged along 

Dufferin Street to create a more open and 

green streetscape character. 

R90 Low-rise forms, such as townhouses, are 

encouraged for the rear and interior of these 

blocks to transition in height and scale. All new 

townhouse development shall adhere to the 

City of Toronto Infill Townhouse Urban Design 

Guidelines. 

Density 

R91 The maximum gross density for Block 6 is 2.5x 

FSI. Due to the size of this block it is assumed 

to be a potential development site and there 

will be conveyance of streets, parks and public 

laneways to achieve a finer grid, as indicated 

in the Official Plan. The resulting net density 

would allow for flexible built form that remains 

compatible with that recommended for the 

remainder of the Study Area. 

65 


BLOCK 7 

Background 

The largest blocks represent a wonderful opportunity 

for changing the character of the Study Area. With 

two property owners, Block 7 is framed by Dufferin 

Street, Samor Road and Apex Road and is bordered 

by the Employment Area to the west. It currently has 

retail commercial uses. No public streets or park 

spaces are present. 


block with new public streets and new park space. 

New development will be street related to both the 

existing and future new public streets, and create 

several new development blocks. Block 7 is the 

central block where the additional Dufferin Street 

setback is required to create a generous green 

promenade. The landowners are required to prepare 

a conceptual block master plan to comprehensively 

coordinate redevelopment efforts for the entire block 

and to deliver the recommendations in this report. 






is required for the block. The location of new 

streets is flexible and will be determined 

through the block master plan process. 


should occur via these new public streets and 

not from the existing Dufferin Street frontage or 

the existing collector streets. 

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

towards Dufferin and townhouse buildings to the west of the block 



R94 Introduce a new public park (or parks) in the 

block. The new park(s) must have frontage on 

a public right-of-way and be no less than 15% 

of the total block area, excluding public roads 

and conveyances. This study recommends that 

the Block 7 park(s) address on the new internal 

public street network. The exact orientation 

and design will be determined through the 

development approval process. 

R95 Residential courtyards open to the public street 

are encouraged. 

Land Use 



R97 Retail commercial uses along the public street 

frontages is encouraged but not required at 

grade. 


minimum 20.0m Employment Area setback 





frontage shall be setback a minimum of 






R100 All new buildings that address Samor or Apex 

Roads—or new public streets within the block— 

shall be set back a minimum of 3.0m from the 

public right-of-way. No below grade uses or 


R101 From the Employment Area, a minimum 20.0m 



of the Environment regulations). 






on the Dufferin Street frontage is 30.0m (9 

storeys) from grade. Stepbacks of 3.0m are 

required at 20.0m height. 

R104 Portions of buildings directly fronting on the 

existing collectors and new public streets will 

be limited to 20m in height, but front angular 

planes will permit 30m mid-rise portions 

internal to the block at a distance of 14m from 

the public right-of-way. 

R105 Courtyard building forms are encouraged along 

Dufferin Street to create a more open and 

green streetscape character. 

R106 Low-rise forms, such as townhouses, are 

encouraged for the rear and interior of these 

blocks to transition in height and scale. All new 

townhouse development shall adhere to the 

City of Toronto Infill Townhouse Urban Design 

Guidelines. 

Density 

R107 The maximum gross density for Block 7 is 2.5x 

FSI. Due to the size of this block it is assumed 

there will be significant conveyance of streets, 

parks and public laneways to achieve a finer 

grid and rationalize potential development 

sites. The resulting net density would allow for 

flexible built form that remains compatible with 

that recommended for the remainder of the 


67 


BLOCK 8 

Background 

This is the southernmost consolidated large block in 

the Study Area available for redevelopment. With four 

individual properties, Block 7 is framed by Dufferin 

Street, Lawrence Avenue West, Apex Road and is 

bordered by the Employment Areas to the west. It 

currently has a mix of commercial uses, including 

a gas station at the corner of Dufferin Street and 

Lawrence Avenue West, two auto dealers, and a fast 

food establishment. Over half of the block is across 

from the recent Treviso development. 


block with new public streets and new park space. 

The corner of Dufferin Street and Lawrence Avenue 

West is where two Avenues meet, and will serve as 

a gateway to the Study Area, with greater building 

height at the corner transitioning to lower height 

moving north along Dufferin Street with the new 

east-west street defining the limit of buildings greater 

than 9 storeys. This new east-west street and the 

height transition correspond with the same transition 

condition found on the east side of Dufferin Street. 

New development will be street related to both the 

existing and future new public streets, and create 

several new development blocks. 

Block 8 will require an additional setback from 

Dufferin Street to create a generous green 

promenade. The multiple landowners are required 

to prepare a conceptual block master plan to 

comprehensively coordinate redevelopment 










is required for the block. The location of the 

north-south street is fixed along the western 

boundary given the block is less deep than 

the other large blocks. The location of the 

east-west street is also fixed along a mutual 

property line, so the right-of-way conveyance 

is shared between both properties. The eatwest 

street serves as the transition from tall 

building to mid-rise building form, and reflects 

the similar transition relationship as on the east 

side of the street. 


should occur via these new public streets 

and not from the existing Dufferin Street or 

Lawrence Avenue West frontages, or the 

existing collector streets. 


R110 Introduce a new public park in the block. 

The new park must have frontage on a public 

right-of-way and be no less than 15% of the 

total block area, excluding public roads and 

conveyances. This study recommends that 

the Block 8 park have three public street 

frontages, addressing Dufferin Street and the 

new north-south and east-west public streets. 

The park will serve as part of the transition 

from the gateway corner to the typical midrise 

segments of the Study Area. The exact 

orientation and design will be determined 


R111 Introduce an urban plaza at the northwest 

corner of Dufferin Street and Lawrence 

Avenue West. The orientation and design 

of this privately-owned publicly-accessible 

open space will be determined through the 

development approval process. 

Land Use 



R113 Retail is required at grade for the Lawrence 

Avenue West and Dufferin Street frontages. 

Elsewhere, retail is encouraged but not 

mandatory. 


minimum 20.0m Employment Area setback 





frontage shall be setback a minimum of 






R116 All new buildings that address Lawrence 

Avenue West, Samor Road, or Apex Road—or 

new public streets within the block—shall be 

set back a minimum of 3.0m from the public 

right-of-way. No below grade uses or structures 


R117 From the Employment Areas, a minimum 20.0m 



of the Environment regulations). An additional 

3.0m setback is required from the new public 

right-of-way. 

R118 New development should be mid-rise buildings 

(except where tall buildings are permitted, 

south of the park). All new mid-rise buildings 

shall adhere to the City of Toronto Mid Rise 

Building Performance Standards. 

69 



is 30.0m (9 storeys) from grade. Step backs of 

3.0m are required at 20.0m height. 

R120 Tall buildings are permitted only in the portion 

of Block 8 south of the new park, and require 

that all setbacks, transitions, and guidelines 

are met. This reflects the gateway status of 

this site, which sits across directly across from 

the Treviso complex. All new tall buildings 

shall adhere to the City of Toronto Tall Building 


R121 The maximum height for tall buildings in the 

permitted zone is 65.0m (20 storeys) from 

grade. 

R122 The maximum height for the base portion of 

tall buildings is 20.0m (6 storeys), to best relate 

to the maximum street wall height for Dufferin 

Street. 

R123 Portions of buildings directly fronting on Apex 

Road will be limited to 20m in height, but 

front angular planes will permit 30m mid-rise 

portions internal to the block at a distance of 

14m from the public right-of-way. 

Density 

R124 For the portion of Block 8 north of the new 

fixed location east-west public street that 

serves as the transition between tall building 

and mid-rise building form along Dufferin 

Street, the maximum gross density is 3.0x FSI. 

R125 For the portion of Block 8 south of the new 

fixed location east-west public street, the 

maximum gross density is 3.0x FSI. 

BLOCK 14 

Background 

This block is the northeastern most in the Study Area, 

and is the Dufferin Street frontage of the much larger 

Yorkdale Shopping Centre property. With Block 1 

and the lands around the Highway 401 interchange 

they together form the Dufferin Gateway. Under one 

owner, Block 14 is currently dominated by surface 

parking lots with no buildings or open spaces within 

the Study Area. All streets that currently exist are 

private. 

The planning and design intent is for a landmark 

destination retail commercial focused block that 

positively addresses and animates Dufferin Street, 

with new public and publicly accessible streets, 

pedestrian routes and an urban plaza. The Dufferin 

Landscape Gateway will form the western boundary 

of the block. New development will address Dufferin 

Street and the internal streets. The landowner is 

required to prepare a conceptual block master 

plan to comprehensively coordinate redevelopment 





R126 Introduce a new east-west street with a full 

intersection to align with the proposed public 

street in Block 1. This will allow for a new front 

entrance to Yorkdale Shopping Centre. 

R127 Introduce new east-west publicly accessible 

streets or pedestrian routes through the larger 

development blocks to create a more urban 

scaled frontage along Dufferin Street. 

R128 Yorkdale Road—currently a private road—shall 

be dedicated to the City as a public street, 

with a rearranged full move intersection. This 

will facilitate better access to Allen Road and 

Highway 401. 



R129 Implement the eastern portion of the Dufferin 

Landscape Gateway. This defining open space 

feature will occupy the 7.0m setback along the 

western boundary of the block up to the new 

east-west street that aligns with Block 1. No 

below grade uses or structures are permitted 

within the setback. 

R130 Introduce an urban plaza related to the new 

east-west street. This open space feature 

should be located at Yorkdale Shopping 

Centre’s primary Dufferin Street entrance. 

This will form an attractive gateway and 

enhance the pedestrian experience of the mall. 

The orientation and design of this privatelyowned 

publicly-accessible open space will be 

determined through the development approval 

process. 

Land Use 

R131 Land use for Block 14 should be primarily retail 

commercial. Residential land uses are not 

permitted. 

R132 Retail is required at grade along the entire 

Dufferin Street frontage of Yorkdale Shopping 

Centre. This reflects the intention that any 

westward expansion of the mall be ‘urban’ in 

character, providing a streetwall edge oriented 

toward Dufferin Street and easily accessible to 

pedestrians. 


R133 New buildings shall reflect an urban character 

and scale appropriate to create a pedestrian 

friendly environment along Dufferin Street and 

within the larger block. Continuous blank walls 

that sterilize the public realm are not permitted. 


71 


R134 Grade related entrances to retail commercial 

units are highly encouraged. 

R135 Maximum building height is limited to 15m 

(approximately 2-3 commercial storeys). 

Density 

R136 The portion of the Yorkdale Shopping Centre 

property within the Study Area is assigned 

a maximum gross density of 0.5x FSI. This 

density is consistent with current zoning 

permissions for the property, the maximum 

height restrictions defined by the Downsview 

Airport Heights Bylaw. 

BLOCKS SOUTH OF 


Background 

South of the Dufferin Street and Lawrence Avenue 

West intersection are an additional two blocks that 

are partially within the Study Area. The Dufferin 

Street public right-of-way narrows from 30.0m to 

27.0m in this segment. On the southeast side of the 

intersection are two properties typical of Avenue 

sites elsewhere in the Study Area. Each property 

currently has retail commercial uses with surface 

parking in front of the buildings. On the southwest 

side is a church and apartment building that are part 

of the much larger Villa Charities lands, which are 

under single ownership. 

The planning and design intent is for mixed use midrise 

redevelopment consistent with the typical Avenue 

blocks. For the eastern sites, the maximum mid-rise 

building heights will be defined by the width of the 

right-of-way and constrained by angular planes. For 

the western block, this Study recommends that the 

landowners prepare a conceptual block master plan 

to comprehensively coordinate redevelopment efforts 

and to deliver the recommendations in this report for 

the portions of their block that are within the Study 

Area. 

This study does not recommend or demonstrate 

maximum densities for these blocks. 




R137 No new public streets are currently 

recommended for the portion of blocks in this 


R138 Introduce a shared laneway or driveway for the 

southeast block. Parking and servicing access 

should be from this shared facility. 

R139 The block south of Lawrence Avenue West 

and west of Dufferin Street, will likely undergo 

comprehensive redevelopment in future. Such 

development should enhance connectivity with 

the broader planned street network, with new 

north-south streets linking south to Playfair 

Avenue, north to Lawrence Avenue West 

and further north to the new street network 

proposed in the Study Area. New east-west 

streets should align to Cork and Claver 

Avenues, on the east side of Dufferin Street. 


R140 No new parks or open spaces are currently 

recommended for the portion of blocks in this 



R143 All buildings shall set back a minimum of 3.0m 

from the public right-of-way. No below grade 

uses or structures are permitted within the 

setback. 





R145 All new buildings shall appropriately transition 

towards adjacent Neighbourhoods. 

R146 For the portion of blocks that address the 

Dufferin and Lawrence intersection, the 

maximum building height shall be 30.0m (9 

storeys). Stepbacks of 3.0m are required at 

20.0m height. 

R147 For the portion of blocks south of Lawrence 

Avenue West, the maximum building height is 

27.0m (8 storeys). This is due to the narrower 

right-of-way width. Stepbacks of 3.0m are 

required at 20.0m height. 

Land Use 

R141 Land use for the southeast block should be 

primarily residential mixed use. 

R142 Retail is required at grade for the Lawrence 

Avenue West and Dufferin Street frontages. 

This reflects the intersection’s status as a node 

where two Avenues meet, the retail spaces 

already included in the ‘Treviso’ development, 

and the presence of the Lawrence Square Mall 

nearby. 

73 


7.5 MOBILITY STRATEGIES 

In addition to the planning and urban design 

recommendations, a series of Mobility Strategies are 

proposed. While the urban design recommendations 

outline proposed physical changes of the Study Area 

environment, the Mobility Strategies offer improved 

ways to move through it. 

The primary aims of the Mobility Strategies are: 

• To introduce facilities that encourage walking 

cycling, and public transit, shifting dependence 

away from the automobile. 

Walking 

• To introduce additions and modifications to the 

road network that allow automobiles to move 

more efficiently, and to reduce congestion. 

Chapter 9 of the Transportation Master Plan, a 

separate part of the Dufferin Street Avenue Study, 

provides additional detail on the improvements to 

mobility and should be read in conjunction with this 

section. 

Cycling 

Transit 

Vehicles 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

VEHICULAR 

HIGHWAY 401 

YORKDALE ROAD 

Background 


Improvements to the local road network, particularly 

in the Employment Areas, are recommended. 

The development of a street grid with more 

interconnected blocks will improve access through 

the Employment Areas, reducing reliance on 

congested roads, especially Dufferin Street, for 

local travel. The McAdam access loop access from 

southbound Dufferin Street to Yorkdale Shopping 

Centre near Cartwright Avenue is recommended 

to be replaced with an at-grade intersection, to 

make land available for a public park, and to reduce 

maintenance costs. This improvement is closely 

linked to the reconfiguration of the Highway 401 

eastbound off-ramp on to Dufferin Street and 

therefore should not be pursued in isolation. 


Adding a continuous raised median to much of 

Dufferin Street will prevent left turns in and out of 

side streets, where no signalized intersection exists, 

and improve the flow of traffic. 

The further realignment of east-west streets may 

help reduce congestion points as they cross Dufferin 

Street, but the potential benefit must be balanced 

with land use and urban design impacts, namely 

reduction of land area for redevelopment. 


ORFUS ROAD 

SAMOR ROAD 

APEX ROAD 



McADAM AVENUE 




DANE AVENUE 

YORKDALE ROAD 


RANEE AVENUE 



CRESTON ROAD 

CELT AVENUE 


BENALTO ROAD 

HIGHLAND HILL 



STOCKTON ROAD 



R148 Implement the new local streets in the larger 

blocks, as discussed in the previous sections. 

R149 Remove the McAdam access loop and replace 

it with a public park, while investigating the 

reconfiguration of the Highway 401 eastbound 

off-ramp. 


HAVEN ROAD 


CONVENT COURT 

CORK AVENUE 





CLAVER AVENUE 

Vehicular Strategy 

Fig. 36. Recommended Vehicular Strategy 

Potential Public Street Connections 

Potential Access Lane 


Signalized Intersection - Existing 

CORONA STREET 


LOIS AVENUE 



MARLEE AVENUE 



ELWAY COURT 

R150 Introduce a raise central planted median on 

Dufferin Street to improve traffic operations 

and provide a new greening opportunity. 


Signalized Intersection - Proposed 

Site Access 



R151 Study the potential for further alignment of 

other east-west streets in the Study Area to 

improve mobility. 

75 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

TRANSIT 

HIGHWAY 401 

YORKDALE ROAD 

Background 


Capitalizing on the presence of high transit ridership 

on the Dufferin Street bus corridor, the provision of 

a southbound transit priority lane in the northern 

portion of the Study Area will ensure effective 

operation and movement of people. 



Improving access to / from the subway stations along 

the Allen Road corridor, as identified in the TTC 


Transit Ridership Growth Strategy (2003) will provide 

residents and workers in the area with expanded 

regional access. Further options to increase transit 

use along the Dufferin Street corridor should be 

explored with the TTC. 

The recent introduction of articulated buses on 

Dufferin Route 29 is a positive step, and should be 

accompanied in the future by enhanced shelters and 

other stop area facilities, such as benches and waste 

bins. 


ORFUS ROAD 

SAMOR ROAD 

McADAM AVENUE 



YORKDALE ROAD 


RANEE AVENUE 



CRESTON ROAD 

CELT AVENUE 

STOCKTON ROAD 




R152 Implement the transit service improvements 

recommended in the Transportation Master 

Plan, such as the southbound transit priority 

lane in the northern segment of the Dufferin 

Street corridor. 

APEX ROAD 


DANE AVENUE 


BENALTO ROAD 

HIGHLAND HILL 



R153 Improve access and, where possible, service 

to the existing subway stations from the Study 

Area. 

R154 Introduce new street furniture and amenities 

at all stops in the Study Area to support the 

current and growing ridership. 


HAVEN ROAD 

CONVENT COURT 





CORK AVENUE 

CLAVER AVENUE 

Fig. Transit 37. Strategy Recommended Transit Strategy 

Transit Priority Lane (SB only) 

Transit Routes 

Transit Stop - Existing 


CORONA STREET 


LOIS AVENUE 



MARLEE AVENUE 



ELWAY COURT 


Transit Stop- 

Potentially to be Discontinued by TTC 




DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

PEDESTRIAN 

HIGHWAY 401 

YORKDALE ROAD 

Background 


Improvements to the streetscape along Dufferin 

Street will help develop an inviting space for 

pedestrians. Encouraging walking as a sustainable, 

vital mode of transportation as proposed in the City 

of Toronto Pedestrian Charter (2002) will provide a 

safe and attractive environment on the street that will 

complement mixed use development and increase 

retail activity. High density development with mixed 


uses in close proximity will help improve the walking 

mode share, and reduce auto trips. 




McADAM AVENUE 


YORKDALE ROAD 


RANEE AVENUE 


Development of a fine-grained local street network 

grid will also promote walking and help realize health 

benefits by improving pedestrian access between 

buildings and blocks. In addition, an improved 

east-west pedestrian crossing environment across 

Dufferin Street will enhance safety and promote 

walking connections between the Employment Areas, 

new residential developments, Yorkdale Shopping 

Centre, the Lawrence Heights residential district, and 

the subway along Allen Road. 

ORFUS ROAD 

SAMOR ROAD 

APEX ROAD 





CRESTON ROAD 

CELT AVENUE 


BENALTO ROAD 

HIGHLAND HILL 

STOCKTON ROAD 



DANE AVENUE 

R155 Implement the new local streets in the larger 

blocks, as discussed in the previous sections. 


R156 Implement the streetscape improvements 

recommended in the following section, with 

broad pedestrian boulevards on every existing 

and new street. 

R157 Introduce where possible additional signalized 

pedestrian crossings at intersections to 

improve east-west pedestrian movement. 


HAVEN ROAD 

CONVENT COURT 




CORK AVENUE 

CLAVER AVENUE 

Fig. Pedestrian 38. Recommended Strategy Pedestrian Strategy 

Pedestrian Route 

Signalized Intersection - 

Existing 


CORONA STREET 





MARLEE AVENUE 



ELWAY COURT 

LOIS AVENUE 


Signalized Intersection - 

Proposed 




77 


DUFFLAW ROAD 

ASTRAL STREET 

GROTON STREET 

CYCLING 

HIGHWAY 401 

YORKDALE ROAD 

Background 


Improvements to the cycling infrastructure will 

promote recreational cycling and bicycle commuting. 

Implementation of cycling routes recommended in the 

City of Toronto Bike Plan (2001) and the Lawrence- 

Allen Secondary Plan (2011) will help improve cycling 

mode share by providing a safer environment as 

shorter trips in the local area are increasingly made 

using bicycles. 




McADAM AVENUE 

YORKDALE ROAD 






RANEE AVENUE 

R158 Implement the cycling infrastructure 

improvements recommended in the following 

Streetscape Improvements section, including a 

grade separated cycle track on Dufferin Street, 

bike lanes on Orfus Road, and bike friendly 

lanes on all other existing and new local 

streets. 

ORFUS ROAD 

SAMOR ROAD 



CRESTON ROAD 


STOCKTON ROAD 


R159 Introduce bike parking facilities on all public 

streets to encourage local cycling activity. 

APEX ROAD 


CELT AVENUE 


BENALTO ROAD 

HIGHLAND HILL 

DANE AVENUE 




HAVEN ROAD 

CONVENT COURT 


Fig. 39. Recommended Cycling Strategy 

Cycling Strategy 




Proposed Cycle Track 

Proposed Bike Lane 

Proposed Signed Route 

CORK AVENUE 

CLAVER AVENUE 



CORONA STREET 


LOIS AVENUE 



MARLEE AVENUE 



ELWAY COURT 


Proposed Cycling Interchange 



7.6 SUSTAINABILITY 

There are several opportunities to promote 

environmentally sustainable built form through the 

redevelopment process. Whether it is through more 

efficient site planning, pedestrian focused and transit 

oriented urban form, building materials, reduction of 

water usage and storm water runoff, or microclimatic 

amelioration, these techniques and more can 

influence the quality of life for residents, workers and 

visitors alike. 

New developments are highly encouraged to 

incorporate the City of Toronto’s Green Development 

Standards, Greening Surface Parking Lot Guidelines, 

Toronto Green Standards and Bird-Friendly 

Guidelines. These standards define environmental 

sustainability principles that projects should 

follow from the early design phase through to 

implementation. Additionally, new development 

should reflect the stormwater management 

approaches suggested by the Wet Weather Flow 

Guidelines and the Infrastructure Master Plan 

associated with this Study. 

79 


Great streets share many of the same qualities 


8. RECOMMENDED STREETSCAPE IMPROVEMENTS 

One of the greatest potential outcomes of this study is the 

transformation of the streetscape. The life of a City plays out 

in the streets. Currently vehicle dominated corridors that are 

hostile to all other users, the proposed improvements have 

the chance to transform the Study Area, taking roads and 

making vital, green and complete streets. 

8.1 PLANNING AND POLICY CONTEXT 

The existing planning and policy context related to 

improving active transportation and streetscape 

conditions is well established in the City of Toronto. 

Official Plan 

The current Official Plan includes several policies to 

encourage balancing the space available in the public 

rights-of-way for all users, increasing choice for how 

people move through the city, improving walkability, 

improving the cycling environment, and increasing 

overall sustainability. 

Bike Plan, Pedestrian Charter, and Walking 

Strategy 

The City of Toronto’s Bike Plan (2001), Pedestrian 

Charter (2002) and Walking Strategy (2009) are 

policy documents to encourage cycling and walking 

more often. These activities will help to achieve 

Toronto’s public health and greenhouse gas emission 

reduction targets and improve the livability of the 

city. An increase in the amount of space allocated for 

active transportation will make these activities more 

attractive, comfortable and safe for all users. 

Complete Streets Initiative 

“Complete Streets” are streets that enable safe 

function and access for all users within the 

transportation system, including pedestrians of all 

ages and abilities, cyclists, public transit riders, 

and vehicles. The City of Toronto will soon begin 

to develop Guidelines for Complete Streets. The 

recommended approach to this effort is based 

on work conducted to date by the City, including 

preliminary consultations with key internal and 

external partners and stakeholders, as well as 

research from other leading jurisdictions with 

similar guidelines (including Boston, New York 

City, Philadelphia, Chicago and San Francisco). 

The resulting Guidelines are expected to provide a 

framework to improve decision-making processes 

and outcomes across Toronto’s complex and diverse 

street system. 

Health Toronto by Design 

A key component to becoming a healthier city is 

to become a more active city. Health advocates 

and local governments realize that the design of 

built environments can influence people’s everyday 

choices for active living. There is now enough health 

evidence showing that changes in neighbourhood, 

street and building design that encourage regular 

physical activity as a normal part of people’s 

daily lives can be a part of the solution to reduce 

risk factors and incidence of chronic disease and 

illness. Recent efforts by Toronto Public Health in 

partnership with many other City departments have 

led to a series of reports in the Healthy Toronto by 

Design series, with a particular focus on walking, 

biking and taking transit. 

Active living is about incorporating more physical 

activity into all aspects of our lives: 

• Street design, bike lanes and sidewalks; housing 

types and neighbourhood design; patterns of 

development; the provision of trees, parks, green 

space and recreational facilities; and the location 

of jobs, schools and services are all important 

components of the built environment. 

81 


• Design of neighbourhoods, streets and buildings 

can influence how people get around and travel, 

which in turn influences their physical activity 

levels and health. 

• While concern about safety can act as a barrier 

to active living, the rate of collisions between 

motorists and walkers or bicyclists declines 

as the numbers of people walking or bicycling 

increases (a phenomenon referred to as “safety in 

numbers”). 

• Communities that have sidewalks, on-street 

parking, buildings set close to the sidewalk and 

attractive features such as art, trees and benches 

improve the perception of an area’s safety and 

walkability. 

8.2 EXAMINATION OF RIGHT-OF-WAY 

EXPANSION 

The Study Team developed and evaluated a range of 

Alternative Planning Solutions for Dufferin Street. One 

of the Solutions included the addition of a transit/ 

HOV Lane to both sides of the street which would 

require substantial expansion of the right-of-way from 

the planned 30 metres to 37.5 metres plus required 

setbacks. However, the evaluation of the Alternative 

Planning Solutions suggested that widening the 

right-of-way is not the preferred approach for Dufferin 

Street for numerous reasons: 

• It is not supported by the existing and in-force 

planning and policy context. 

• It is not warranted given the understanding of 

current transit operations in the corridor. 

• Widening would have a significant impact on 

private property. 

• The full complement of streetscape 

improvements could only happen with widening 

(in the interim condition trees could not be 

planted). 

• It would add considerable cost and time to 

the schedule to fully realize widening and the 

streetscape improvements for the entire corridor. 

• Operationally, there are other opportunities 

to manage and mitigate vehicle traffic-related 

issues. 

8.3 RECOMMENDED STREETSCAPE 

IMPROVEMENTS 

Through the public engagement process, several key 

messages related to the quality of the pedestrian 

realm and streetscape were identified. A safe 

and green transformation of the corridor into an 

environment that supports walking and social 

activities was highly desirable. Many participants 

wanted the street design to be part of a new brand 

for the community. There was also a healthy debate 

about the value of the limited space within the rightof-way, 

and what should be included and what should 

be of a higher priority—space for vehicles or space 

for bikes. 

The Guiding Principles for the overall Avenue Study 

particularly focus on the quality of the streetscape, 

including: 

• Make Dufferin Street a Place 

• Improve Mobility and Balance Movement 

Priorities 

• Create a Green, Safe and Attractive Place 

The specific recommendations that follow apply to 

the Dufferin Street corridor, and the existing and new 

local streets within the large blocks that are within 

this study’s boundary. 

For the segments of existing local streets that are 

within the Study Area, the recommended property 

setbacks are required with new development. What 

takes place within the right-of-way will need to be 

resolved for the entire length of those streets. For 

example, Orfus Road is within the Study Area for 


only 180m on one side and 40m on the other, yet the 

entire street is one kilometre long. The City should 

further study what the appropriate design of these 

existing local and collector streets should ultimately 

become. 


Background 

The existing Dufferin Street corridor is vehicle 

dominated with few pedestrian amenities and no 

cycling facilities. Few street trees are present, which 

lends to an experience that is grey, exposed to the 

elements, and relatively unpleasant. 

The 30m planned public right-of-way is on its way to 

being completed with only a few remaining segments 

to acquire. The Lawrence Allen Secondary Plan also 

identifies Dufferin Street as a Major Cycling Route. 

Given the available boulevard space, and the 

direction to improve the pedestrian environment and 

introduce cycling facilities, Dufferin Street has the 

opportunity to transform over time into a vital, green 

and complete street. 

A special opportunity is presented by the unique 

asymmetrical nature of the larger and deeper blocks 

that front Dufferin Street. Between Orfus Road and 

Lawrence Avenue West, it is possible to introduce a 

broader setback on the west side of the corridor for 

a number of blocks, and within that setback have an 

additional row of trees and other landscape elements 

to further green the street. As one travels along 

the future Dufferin Street, they will have a range of 

experiences, with the street opening and closing, 

with buildings closer and further away but always 

defining and containing the public realm. 

The streetscape should be viewed as part of the 

overall greening strategy for the Study Area, for it 

connects many of the recommended parks and open 

spaces to create a compelling sequence of spaces. 

Dufferin Streetscape - Existing Condition 

83 



R160 Dufferin Street should have a consistent 

minimum 30m public right-of-way within the 


R161 Provide in the public right-of-way a 16.0m curb 

to curb travelway with 7.0m boulevards on both 

sides of the street. 

R162 The lane assignment should generally include 

two travel lanes each direction, a 3.0m centre 

planted median with left hand turning lane 

where permitted. Additional lanes for transit 

priority may be included at the northern end 

of the Study Area where the right-of-way is 

greater than 30.0m 

R163 Provide a dedicated cycle tracks at same level 

as sidewalks on each side. 

R164 All new buildings should be setback a minimum 

of 3.0m building setbacks both sides of street, 

with larger 5.0m setbacks for the deeper blocks 

between Orfus Road and Lawrence Avenue 

West to accommodate more greening. 

R165 Street trees should generally be planted in 

open planters to allow for further greening 

opportunities (Detail T-3). 

R166 Street trees within the green setback will be on 

private property. 

R167 Introduce new street lighting and furnishings, 

roadway and pedestrian level luminaires. 

R168 Coordinate below grade utilities to ensure 

proper tree growth and reduce visual clutter. 

30m Planned Dufferin Street Public Right-of-Way 

Where Turning Lane is Present 

2.5m 1.5m 3.0m 

Used by 

Others 

Sidewalk Asphalt/ 

Concrete 

Apron 

varies varies varies varies varies 

Two Through Lanes 

Each Direction 

Shared Left Hand 

Turn Lane 



2.0m 1.5m 

Asphalt/ Sidewalk 

Concrete 

Apron 

3.5m 

Used by 

Others 

30m Planned Right-of-Way 

Fig. 40. Dufferin Streetscape - Existing Condition 

Typical Section 



with 3m Boulevard Setbacks 

Retail at 

Grade 

Retail 

at Grade 

3.0m 

Boulevard 

Setback 

5.0m 3.2m 3.0m 3.2m 3.3m 2.0m 5.0m 

Pedestrian 

Sidewalk 

2.0m 

Cycle 

Track 

3.3m 

Two Through Lanes Central Planted Median 

Each Direction Left Hand Turn Lane 



Cycle 

Track 

Pedestrian 

Sidewalk 

3.0m 

Boulevard 

Setback 


Fig. 41. 

Dufferin Streetscape - Recommended Improvements 



Green Setback Frontage 

West Side / Residential at Grade 


Green Setback Frontage 

West Side / Retail at Grade 

Residential 

at Grade 

Retail at Grade 

5.0m 

Residential Landscape 

Setback 

5.0m 

Pedestrian 

Sidewalk 

2.0m 

Cycle 

Track 

5.0m 

Retail Boulevard 

Setback 

5.0m 

Pedestrian 

Sidewalk 

2.0m 

Cycle 

Track 

7m Boulevard 

7m Boulevard 

Fig. 42. Dufferin Streetscape - Green Setback, Typical Section 

Residential Frontage at Grade 


Fig. 43. Dufferin Streetscape - Green Setback, Typical Section 

Retail Frontage at Grade 

85 



DUFFERIN STREET FUTURE 

The Dufferin Streetscape Improvements include a 

generous pedestrian boulevard on both sides of 

the street, a grade separated cycle track in both 

directions, and broad open planters that provide the 

opportunity to grow large street trees. On the west 

side of street between Orfus Road and Lawrence 

Avenue West an additional setback for the larger 

blocks is proposed. This setback will allow for an 

additional row of street tree planting and other 

landscape improvements as part of the Dufferin 

Promenade. 

87 


DUFFERIN STREET FUTURE 

This sectional perspective illustrates the Dufferin 

streetscape recommendations for a typical mid-block 

condition, and demonstrates the anticipated mid-rise 

built form along the Avenue. The streetwall portion of 

the buildings are defined at 20.0m on both sides of 

the street, with the upper floors stepping back from 

the primary building face to consistently contain and 

define the space between buildings—the pedestrian 

realm. As redevelopment proceeds, new buildings 

will further contribute to and reinforce the sense of 

enclosure. 

5m 

Setback 

Deep Sites 

2.6m 

Pedestrian 

Clearway 

2.4m 

Planting/ 

Furnishing 

Zone 

1.2m 

Cycle 

Track 

0.8m 

Buffer 

3.3m 

Travel Lane 

3.2m 

Travel Lane 

Right-of-way 

7m 

Bicycle and Pedestrian Zone 

P 


3m 

Turning Lane / 

Median 

3.2m 

Travel Lane 

3.3m 

Travel Lane 

0.8m 

Buffer 

1.2m 

Cycle 

Track 

2.4m 

Planting/ 

Furnishing 

Zone 

2.6m 

Pedestrian 

Clearway 

3m 

Setback 

Typical 

16m 

Roadway 

30m 

ublic Right-of-Way 

7m 

Bicycle and Pedestrian Zone 

Right-of-way 

89 



Typical Avenue Section 

w/ 3.0m Setbacks or ROW Widening 

and No Cycling Facilities 

Former 

Face of Curb 

Former 

Face of Curb 

3.0m 

Boulevard 

Setback 

3.0m 

Pedestrian 

Boulevard 

4.0m 

Transit/HOV Lane 

Bike Friendly Design 

3.0m 3.2m 3.3m 

3.3m 3.2m 4.0m 



Central Planted Median 

Left Hand Turn Lane 



Transit/HOV Lane 

Bike Friendly Design 

3.0m 3.0m 

Pedestrian 

Boulevard 

Boulevard 

Setback 


Fig. 44. Dufferin Streetscape - Typical Section 

Potential Short Term Improvements 


POTENTIAL SHORT TERM 

IMPROVEMENTS 

There is an opportunity to begin some of the 

recommended improvements as part of currently 

scheduled resurfacing work, such as localized curb 

modifications to more fully achieve the optimum 

curb-to-curb dimension, adding street furnishings 

and transit amenities, and introduce segments 

of the central planted median. These short term 

improvements would demonstrate to the community 

a clear commitment to enhancing the streetscape 

environment. 

The City should continue to explore the extent to 

which short term improvements are possible along 

the corridor. 


Existing Collector (Orfus Road) 

20m Right-of-Way 

w/ Bike Lanes and 

Generous Setbacks 

Mid-Block 

Residential 

at Grade 


5.0m 3.7m 

6.6m 1.8m 2.4m 

Residential Landscape Pedestrian Bike One Through Lane Bike Parking 

Setback 

Boulevard Lane 


Lane Lane 

1.8m 3.7m 

5.0m 

Pedestrian 

Boulevard 


P 


Setback 

Fig. 45. Orfus Road Streetscape - Typical Section 

EXISTING COLLECTOR STREET 

(ORFUS ROAD) 

Orfus Road is a higher volume pedestrian street in 

the Study Area and is currently assigned bike lanes 

in the Lawrence Allen Secondary Plan. The existing 

buildings beyond the study boundary are setback 

between 5 to 7m from the public right-of-way. New 

buildings in the Study Area should relate to and 

provide a suitable transition towards Dufferin Street. 

The streetscape should support existing and future 

development, and encourage greater pedestrian and 

cycling activity. 


R169 Orfus Road should have a consistent 20m 

public right-of-way. 

R170 Provide a 12.6m curb to curb travel way, with 

continuous 3.7m pedestrian boulevards on 

each side on the street. 

R171 All new buildings should be set back 5.0m 

from the public right-of-way, with either a 

paved retail frontage or a residential landscape 

frontage. 

R172 The lane assignment should include 2 travel 

lanes, 1 parking lane, and a left turn lane at 

intersections. 

R173 Provide a dedicated and marked bike lane on 

each side of the street. 

R174 Street trees should be planted at the back of 

sidewalk with either a trench or concrete bridge 

detail (Detail T-1 or T-2). 



R176 Introduce new street lighting and furnishings. 

91 


Existing Local Street 


w/ Generous Setbacks 

Residential 

at Grade 


P 

5.0m 4.5m 

11.0m 4.5m 

5.0m 

Residential Landscape 

Setback 

Sidewalk and 

Planting Zone 

One Through Lane 


Sidewalk and 

Planting Zone 


Setback 


Fig. 46. Existing Local Street Streetscape - Typical Section 

New Local Street Streetscape - Typical Section (Option 1) 

EXISTING LOCAL STREETS 

(SAMOR AND APEX ROADS) AND 

NEW LOCAL STREETS (OPTION 1) 

Both Samor and Apex Road are local streets that 

have significant segments within the Study Area. 

Both streets have minimum sidewalks and wide 

travelways, little planting, and buildings broadly set 

back from the public right-of-way. These existing 

streets should maintain the broad setbacks to 

better relate new development with existing, and 

rearrange the space available in the public right-ofway 

to provide greening opportunities and improve 

pedestrian amenities, and still accommodate the 

required transportation operations. 


R177 The existing Samor Road and Apex Road, and 

all new local streets should have a consistent 

20.0m public right of way. 

R178 Provide a 11.5m curb-to-curb travelway, with 

continuous 4.5m boulevards each side of the 

street. 

R179 The lane assignment should include 2 travel 

lanes with on-street parking permitted. 

R180 On Samor and Apex Roads, all new buildings 

should be set back 5.0m from the public rightof-way. 

For new local streets, all new building s 

should set back 3.0m. 

R181 Street trees should be planted with open 

planter details (Detail T-3) or in planted verge. 





New Local Street 


w/ Setbacks 

Residential 

at Grade 


3.0m 5.75m 

8.5m 

5.75m 

3.0m 

Residental Landscape Sidewalk and 

Travelway 

Sidewalk and Retail Boulevard 

Setback 

Planting Zone 

Potential Lane Assignment Varies 

Planting Zone 

Setback 


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

NEW LOCAL STREETS (OPTION 2) 

A second option for new local streets in the larger 

blocks is to have a more narrow travelway and assign 

additional space to the sidewalk and planting zone. 

This would also require a smaller building setback on 

both sides of the street, creating a more contained 

streetscape. 


R184 All new local streets should have a consistent 

20.0m public right of way. 

R185 Provide a 8.5m curb-to-curb travelway, with 

continuous 5.75m boulevards each side of the 

street. 

R186 The lane assignment should include travel lanes 

in preferably a two way configuration. On-street 

parking may or may not be permitted. 

R187 All new buildings should be set back 3.0m from 

the public right-of-way, with either a paved retail 

frontage or a residential landscape frontage. 

R188 Street trees should be planted with open planter 

details (Detail T-3) or in planted verge. 




93 


9. DEMONSTRATION PLAN 

Lawrence Avenue West 


Highway 401 


To visualize the intentions of the Avenue Study, the Study Team developed a 

Demonstration Plan massing model. The model shows the Study Area at full 

build-out, with all sites redeveloped, in compliance with the recommendations 

in this study. 

The Demonstration Plan is not a Master Plan. It is presented for illustrative 

purposes only and is not the only potential outcome of the recommendations, 

which give flexibility for a number of different approaches. 

Existing or Approved 

Buildings in Study Area 

Demonstrated Future 

Buildings 

Existing Buildings 

Outside of Study Area 

95 


10. COMMUNITY SERVICES & 

FACILITIES STRATEGY SUMMARY 

10.1 CS&F BACKGROUND, 

METHODOLOGY AND ASSUMPTIONS 

In September 2013, City Planning prepared a Phase 1 

Community Services and Facilities Profile (“the 2013 

CS&F Profile”) in preparation for the Dufferin Street 

Avenue Study. In addition, the Study Team undertook 

a detailed survey of City Divisions and community 

agencies with follow-up interviews as necessary 

throughout the course of the Study. Questionnaires 

were designed to seek input on priorities for 

improving existing and future CS&F to serve the 

Study Area, based on a projected population 

resulting from initial development options emerging 

through the Study. 

The City Divisions surveyed include: 

• Toronto District School Board 

• Toronto Catholic District School Board 

• Children’s Services 

• Toronto Public Libraries 

• Parks, Forestry and Recreation 

• Social Development and Financial Administration 

(SDFA) 

The Community Agencies surveyed include: 

• LHION (Lawrence Heights Inter Organizational 

Network) 

• Family Service Association of Toronto 

• COTA Health 

• North York Harvest Food Bank 

• North York Community House 

• JVS Toronto 

• Villa Charities 

All City Divisions and three out of seven community 

agencies (COTA Health, North York Harvest and Villa 

Charities) completed the surveys. A summary of each 

sector’s priorities and subsequent recommendations 

by service area is provided below. 

SCHOOLS 

As indicated in Section 3.4, TDSB schools are 

currently under capacity, while the TCDSB schools 

are operating over capacity. The pressures and 

priorities identified by the two school boards reflect 

the number of students within the different systems. 

TDSB 

In the 2014 questionnaire, TDSB staff indicated that 

the Board will retain Sir Sandford Fleming campus, 

currently a surplus site, as a core holding site while 

leasing it to the TCDSB on a short term basis for its 

Beatrice Campus. 

In terms of urban design and relative to the Dufferin 

Street Avenue Study, TDSB Staff indicate that with 

increased vehicular traffic resulting from anticipated 

development, there are concerns regarding 

repercussions for activity in and around school 

sites that are expected to accommodate increased 

parking, bus lay-bys and pick-up and drop-off points. 

TDSB staff therefore identified the need to ensure 

safe and accessible pedestrian pathways and cycling 

routes from residential areas to neighbourhood 

schools. 

Recommendations 

R191 TDSB anticipates that local schools will 

have sufficient capacity to accommodate 

the projected population, however, as the 

Board is circulated development applications 

it will monitor and identify future needs and 

pressures as they arise. 

R192 Opportunities to provide visible and accessible 

pedestrian/cycling links and pathways 

within the Study Area should be explored, to 

encourage active transportation and minimize 

school-related vehicular movements as growth 

proceeds. 


TCDSB 

CHILD CARE 

According to the 2013 CS&F Profile, the TCDSB has 

requested one elementary school site to be located 

within the Lawrence Allen Study Area, east of the 

Allen to accommodate growth of that neighbourhood. 

The Board is also interested in purchasing an 

additional school site from the TDSB for the 

placement of an elementary school. Two potential 

locations are the Sir Sandford Fleming site (which 

currently accommodates the Beatrice Campus) 

as well as the former Bannockburn Public School, 

located east of Bathurst Street and currently leased 

to a Montessori school. 

The secondary school, Dante Alighieri Academy, 

is over capacity and the student population is 

accommodated at three different sites including 

Sir Sandford Fleming Academy and the Columbus 

Centre, a leased space owned by Villa Charities. On 

September 1, 2011, the TCDSB received approval to 

proceed with a 1,300 pupil place replacement facility 

for Dante Alighieri Academy. The new facility will 

include all Dante students and eliminate the need for 

portables. 


R193 The construction and completion of the 

Dante Alighieri Academy replacement facility 

(in concert with Villa Charities) is expected 

to alleviate current enrolment pressures by 

consolidating secondary students in one 

location with shared access to arts and 

recreation facilities. The current secondary 

school site will be refurbished to house Regina 

Mundi elementary school. 

R194 The TCDSB is circulated development 

applications and will monitor and identify future 

needs and pressures as they arise. 

As illustrated in Section 3.4, the child care centres 

are overcapacity in the Study and Context Area, with 

over 450 children on the waitlist. However, Children’s 

Services identifies that, the share of child care 

subsidy in the Dufferin Street Study Area is adequate 

(based on current equity) in relation to other areas 

of the City. Nonetheless, the areas directly to the 

south and east of the Study Area are “under-served” 

i.e. they have less than their share of child care fee 

subsidy. In addition, these areas have high rates 

of child poverty, which is greater than the Toronto 

average of 32%. 

City of Toronto Children’s Services identified a 

number of other child care programs in the area: 

R195 Licensed Home Child Care, which offer early 

learning and care in approved homes for 

children ranging in age from infancy to 12 

years. 

R196 After-School Recreation Care (ARC), which is 

City-operated and provides safe, affordable 

child care for children ages 6 to 12. The 

program is available in the Regina Mundi C.S. 

and the Lawrence Heights Community Centre. 

R197 Family Support Programs, which are 

neighbourhood meeting places for parents/ 

caregivers and their young children, and 

include community-run programs, Ontario 

Early Years Centres (OEYC) and Parenting 

and Family Literacy Centres. There are no 

family support programs in the Study Area, 

however, there is an OEYC located to the 

south at 2700 Dufferin Street (at Briar Hill 

Ave). There are two programs located in the 

Lawrence-Allen Community - one at the New 

Heights Community Health Centre and one at 

Flemington P.S. 

97 


Children’s Services also identified a new childcare 

facility located on the proposed new public 

street “Via Bagnato,” secured through the Treviso 

development at Dufferin Street and Lawrence 

Avenue. The new facility at 120 Via Bagnato will be 

a nonprofit daycare with subsidies and will have 

capacity for 62 spaces (10 infant, 20 toddler and 32 

preschool). The facility is currently under review for 

site plan approval. 

In the 2014 survey, the Children’s Services indicated 

that a lack of infant spaces in this community 

was a main service gap in the CS&F Study Area. 

However, they also noted that the introduction of 

full day kindergarten may result in shifts of services 

for younger children. Another major shift is the 

anticipated release of a new Child Care Service Plan 

in 2015. With new legislation, the 2015 Plan may 

change the way Children’s Services allocates child 

care fee subsidies. 

Children’s services further identified facility and 

service priorities including: 1) the need for additional 

childcare facilities; 2) the consideration of co-location 

with early childhood services and 3) special attention 

paid to design criteria for the development of 

childcare facilities. A more detailed description of 

these priorities is included in the CS&F Appendix. 

Based on the anticipated growth in the Dufferin 

Street Avenue Study Area of 11,414 new residents, 

the Study Team estimates that an additional 2-3 

child care centres, each with 72 spaces, will need to 

be provided to serve projected development along 

Dufferin Street. It is estimated that one new child care 

centre will be required at the point that each 2250 

new units are occupied in the Avenue Study Area. 

Opportunities for the provision of child care facilities 

are more readily achievable in the comprehensive 

redevelopment of the larger land parcels on Dufferin 

Street, where facilities can be secured and integrated 

in new buildings pursuant to the location and 

design criteria cited above. However, development 

throughout the Study Area should be monitored on 

an ongoing basis to capture the collective needs of 

new residential units on all sites. 


R198 It is anticipated that as growth progresses, 2-3 

child care centres (each with 72 spaces) will be 

needed to serve development within the Study 

Area. As the preschool age group transitions 

to Full-Day Kindergarten, priority should be 

placed on the accommodation of infant care 

spaces. 

R199 The need for a new child care centre is 

triggered with each 2250 new occupied 

units. Ongoing monitoring of unit counts as 

development occurs throughout the Study Area 

can assist in the assessment of future child 

care needs. 

R200 Child care facilities should be located at grade 

at highly visible and accessible locations 

with sufficient dedicated outdoor play space, 

safe access for pickup and drop-off, and 

consideration for sun/shade, wind, noise, air/ 

soil quality impacts. 

R201 Facilities can be integrated within base 

buildings of new development and/or 

co-located in collaboration with other agencies 

providing early learning services, provided 

they meet the above-noted location and design 

criteria. 

LIBRARIES 

As identified in Section 3.4, there are three 

public libraries within the Study and Context 

Area: the Barbara Frum District Branch, Maria A. 

Shchuka District Branch and the Evelyn Gregory 

Neighbourhood Branch. In response to the 2014 

questionnaire, Toronto Public Library (TPL) staff 

identified issues and pressures for current facilities 

and programs, summarized below and provided in 

detail in the Appendix). 


TPL indicated that each of the branches is 

experiencing pressures due to the current and 

changing demographics and population increases. 

The Barbara Frum Branch is above its catchment 

benchmarks due to population increases, while the 

Maria A Shchuka Branch area lacks youth drop-in 

programming options. All branches identified a 

general need for better service delivery and a number 

of specific facility and service priorities, including: 

• Expansion of Barbara Frum Branch, in which 

the lower level of the building currently used by 

the community recreation centre is converted 

for library purposes, following the centre’s 

relocation. 

• Relocation or consolidation of the Evelyn Gregory 

Branch, which is significantly below the minimum 

size requirement for neighbourhood branches, 

currently limiting service delivery. 

• Enhancement of Teen Zone space in Maria A. 

Shchuka Branch and enhancement of marketing 

at street level by incorporating digital signage 

and screens to feature programs and events. 

Identified gaps and priorities in Library services and 

programs include: 

• Extended opening hours for all branches. 

• Increased programming for all branches to 

respond to existing and new community demand, 

such as ESL and newcomer programming, 

employment services and afterschool and literacy 

programs. 

R203 The Barbara Frum Branch should expand by 

incorporating the lower level of the building 

once the community recreation centre is 

relocated in the Lawrence Heights area. The 

introduction of KidsStop early literacy centre at 

this branch is also recommended. 

R204 In the longer term, consideration should be 

given to relocating and/or consolidating the 

Evelyn Gregory Branch to a site in the Dufferin 

Street segment with better visibility from major 

streets. A new stand-alone or joint facility that 

would allow for the 900-1400 m 2 (10,000-15,000 

sq ft) neighbourhood branch standard to be 

met would optimally serve existing and new 

populations and local business development. 

Relocation or consolidation must consider 

the need for wheelchair accessibility, which 

currently does not exist within the branch. 

R205 The Maria A. Shchuka Branch would benefit 

from enhancements for the Teen Zone Space 

and signage at the street frontage to market 

programs and events. 

R206 Generally, improvements to public service 

space, hours and location of all branches are 

required to optimize service delivery to the 

existing and increased population. Additional 

program capacity should be considered in 

response to existing and new community 

demand. An Innovation Hub could support 

expanded capacity for programs and services. 


R202 Libraries in the broader area are currently 

under pressure with anticipated growth in the 

Lawrence-Allen neighbourhood. This pressure 

is anticipated to increase with the projected 

growth in the Dufferin Street Avenue Study 

Area and therefore needs to be addressed. 

99 


PARKS AND OPEN SPACES 

Parks, Forestry and Recreation Staff have identified 

priorities for three of the existing parks in the Study 

Area: 

• Caledonia Park: Improved and renovated 

naturalized areas, improved drainage, new 

bleachers and updated lighting 

• Conlands Park: New park signage and entrance 

features 

• Yorkdale Park: Improved pathways, lighting, sight 

lines and park signage 

In addition to the maintenance and improvement 

of existing parks, the Study Team has developed a 

strategy to determine the amount and location of new 

parks and open spaces within the Study Area. 

Based on the build out and land use mix proposed 

for the Study Area, it is anticipated that there is 

the potential for approximately two hectares of 

new public parkland to be acquired by the City 

through redevelopment, pursuant to its policy on 

the Conveyance of Land for Parks Purposes as a 

Condition of Development (Toronto Municipal Code 

- Development of Land, Chapter 415, Article IV). In 

order to project public parkland dedication required 

by the City of Toronto’s parkland acquisition policies, 

the Study Team calculated the gross floor area (GFA) 

which would result from the recommended build 

out, as well as a breakdown of land uses and the 

anticipated number of residential units. 

The City’s dedication rates for Parkland Acquisition 

Priority Areas, such as the Dufferin Street Avenue 

Study Area, require development parcels to convey 

land for park purposes at a rate of 0.4 ha/300 

dwelling units proposed to a maximum of: 

• 10% of the net development site for sites less 

than 1 ha in size; 

• 15% of the net development site for sites 1 ha to 

5 ha in size; and 

• 20% of the net development site for sites over 

5ha. 

Where new development is fully non-residential 

in nature, Official Plan Policy 3.2.3.4 – Parks and 

Open Spaces, provides for parkland dedication at 

a rate of 2 per cent of the land area. Cash-in-lieu of 

parkland may also be provided where the City deems 

the shape, size or location of proposed dedicated 

parkland to be unsuitable. 

Based on the densities recommended and 

assumptions on unit size, parkland dedication 

requirements would reach the maximum dedication 

limits for each parcel on the corridor. In an effort to 

understand the lowest potential parkland acquisition 

resulting from new development in the Dufferin Street 

Avenue Study Area, the non-residential dedication 

rate of 2% was applied to all other properties 

except those with approved development under 

construction. Though this is considered unlikely, it 

is important to note that in this scenario the total 

maximum dedication would only yield approximately 

0.48 hectares of new parkland. 

The Study Team has identified the large 

redevelopment parcels within the Study Area (Blocks 

1, 6, 7, 8 and 14) as potential locations for new 

public parkland that will be secured via parkland 

dedication requirements through redevelopment. 

Throughout the remainder of the Study Area, sites are 

generally smaller and many would require significant 

consolidation for redevelopment to be feasible. For 

these smaller parcels, it is recommended that cashin-lieu 

of parkland dedication be considered. Cash 

collected in lieu of parkland should be used for 

acquiring new public parkland, which may include 

opportunities to enlarge new parks on the large 

redevelopment parcels, or improving existing parks in 

the vicinity of the development where the cash-in-lieu 

of parkland dedication originated. 


Other greening opportunities that should be 

considered include: 

• Provision of privately owned public spaces 

(POPS), such as private amenity space 

courtyards on site and urban plazas which may 

be utilized by the wider community; and 

• Provision of mid-block connections and/or 

landscaped setbacks with seating areas on site, 

to enhance neighbourhood permeability and 

pedestrian amenity. 


R207 Small scale improvements for larger existing 

parks in the Study Area should be considered. 

These include: 

• Improved naturalized areas, drainage, new 

bleachers and lighting for Caledonia Park; 

• New park signage and entrance features for 

Conlands Park and; 

• Improved pathways, lighting, sight lines and 

park signage for Yorkdale Park 

R208 New public parks should be created on large 

parcels of developable land 

R209 For smaller sites, cash-in-lieu of parkland 

dedication should be considered to be used for 

acquiring new public parkland and improving 

existing parks (as identified above) 

R210 Privately owned public spaces (POPS) should 

be utilized encouraged through redevelopment 

R211 Mid-block connections and landscaped 

setbacks with seating areas should be 

incorporated where feasible to enhance the 

public realm 

COMMUNITY RECREATION CENTRES 

As growth occurs in the Study Area, the recreation 

needs of the community will be evaluated relative to 

the capacity of the existing Glen Long Community 

Centre and its potential expansion. Priorities to 

improve the Glen Long Community Centre include 

the addition of a dance studio, weight room, 

multipurpose room and change rooms for the existing 

gymnasium. 

HUMAN SERVICES/COMMUNITY 

AGENCIES SPACE 

In April 2014, City Council adopted the new Toronto 

Strong Neighbourhoods Strategy 2020, which 

identifies Neighbourhood Improvement Areas to 

update the Priority Neighbourhood designation. The 

Dufferin Street CS&F Study Area, including Lawrence 

Heights, had previously been identified as a Priority 

Neighbourhood, but now mainly falls within the 

Yorkdale-Glen Park Neighbourhood (#31), which is 

not considered a Neighbourhood Improvement Area. 

In February 2014, Social Development, Finance & 

Administration (SDFA) staff identified the following 

priorities within the CS&F Study Area: 

• Community Involvement in the Lawrence Heights 

Revitalization process 

• Mixed-use facilities for families 

• Funding toward a Community Service Hub space 

• Mixed-use facilities that include a focus on 

newcomer families with children under 14 

• Mixed-use facilities designed to include young 

adults 15 to 29 years of age 

• Access to family service programs and 

organizations within reasonable distance 

• Services for young adults 15 to 29 years of age 

• Services for newcomer families with children 

under 14 


In addition to the SFDA priorities, City Staff also 

provided the Study Team with seven community 

agencies to contact in order to better understand 

their specific needs and priorities within the area. 

Of the seven contacted, only three responded to the 

questionnaire and telephone interviews: North York 

Harvest, COTA and Villa Charities. Below is a brief 

summary of the three organizations’ priorities and 

funding concerns: 

Community Agencies 

Villa Charities 

North York Harvest 

COTA Health 


Priorities and Funding 

Concerns 

Plans to expand in next 

5 years to better provide 

elderly programs, childcare, 

cultural and linguistic 

classes; will require external 

funding 

No longer at current location, 

looking for new space 

No plan to expand but will 

monitor community needs 

R212 In order to create complete liveable 

communities and address existing and 

projected needs as growth continues 

along Dufferin Street, opportunities for 

community agency/human services space 

in new and existing buildings should be 

explored. Co-location opportunities should 

be encouraged to improve accessibility and 

to maximize resources (e.g. land, shared 

administrative/volunteer base) as well as to 

offer a range of programs/services for families, 

newcomer families with children under 14 and 

young adults 15 to 29 years of age. 

R213 To address the needs of the emerging 

population, provisions should be included 

in new zoning by-laws to permit community 

facilities on the ground floor of tall and mid-rise 

buildings. Facility space should be turn-key, 

accessible and in highly visible locations with 

strong pedestrian connections. 

R214 Opportunities to create and augment the 

provision of non-profit community service 

space within the Lawrence Heights Secondary 

Plan area (east side of Dufferin Street) should 

be considered. 

Implementation 

Long-term redevelopment of the Dufferin Avenue 

Study Area presents an opportunity to develop and 

acquire new community services and facilities as the 

needs of the growing population evolve over time. 

The recommendations contained in this report are 

also premised on the principle that existing CS&F 

are maintained, improved or expanded to continue 

serving the neighbourhood population, with no 

net loss of services or facilities. Strategies for an 

expanded network of CS&F are provided in the 

Appendix. 


11. TRANSPORTATION MASTER PLAN SUMMARY 

11.1 BACKGROUND 

A Transportation Master Plan (TMP) has been 

prepared as part of the review to satisfy Phase 1 and 

2 of the Municipal Class Environmental Assessment 

(MCEA) Master Plan process for the Avenue Study 

on Dufferin Street. The TMP addresses opportunities 

for improving the multi-modal transportation network 

to facilitate a sustainable pattern of growth along 

the Dufferin Street corridor between Lawrence 

Avenue and Highway 401. The TMP would define 

and develop the appropriate transportation planning 

framework and recommendations that will support 

redevelopment envisioned in the recommended 


Rexdale 

Vaughan 

Hwy 401 

Hwy 407 

Study 

Area 

Toronto Municipal Boundary 

North York 

11.2 MOBILITY STRATEGY 

The key principle of the future mobility strategy 

for Dufferin Street focuses on balancing all 

modes of transportation and optimum utilization 

of infrastructure within the existing right-of-way. 

The TMP will provide strategies to provide more 

travel options to regional destinations and improve 

local circulation. The study has also identified 

opportunities to: 

• Repurpose the Dufferin Street right-of-way to 

promote mobility balance, 

• Provide controlled access, 

• Encourage existing and future residents to walk 

and cycle through mix land uses, 

• Improve network efficiency by using underutilized 

travel routes 

• Improve air quality and natural environment 

• Minimize the impact to existing neighbourhood 

and Employment Areas 

• Improve the transit experience and provide 

localized transit operation improvements 

Hwy 427 

Etobicoke 

11.3 ALTERNATIVE PLANNING 

SOLUTIONS 

Downtown 

Toronto 

Gardiner 

Fig. 48. Regional travel patterns, showing the origins and 

destinations of those who travel through the Study Area. 

The transportation analysis was undertaken 

iteratively with the land use and density analysis 

to inform the ultimate recommended mix of land 

uses and densities and to develop a comprehensive 

transportation framework. This analysis included 

forecasts of future travel demand generated for the 

Study Area transportation network. 

Planned transportation infrastructure improvements, 

including the planned Toronto-York Spadina Subway 

Extension to Vaughan Corporate Centre and the 

Eglinton Crosstown project, were considered to 

improve regional transit connectivity and to provide 

alternative travel options. Other planned local 


improvements include: road resurfacing along 

Dufferin Street with the potential for localized curb 

and centre lane adjustments; a corridor improvement 

program for traffic operations; and reconfiguration of 

the intersection at Dufferin Street/Bridgeland Avenue/ 

Yorkdale Road. 

Based on the preferred land use option, a number 

of alternative transportation planning solutions were 

developed and tested for their ability to address 

outstanding transportation planning issues that were 

identified through the existing conditions analysis 

and public consultation. Four planning solutions 

were developed for testing: ‘Do Nothing’, in which 

no changes would be made; ‘Quick Wins,’ in which 

improvements achievable in the short term would be 

made; ‘Upgrade’, in which the Dufferin Street crosssection 

would be comprehensively reconfigured; and 

‘Additional’, in which the right-of-way is widened, 

permitting transit lanes. 

The alternative transportation planning solutions were 

evaluated against criteria, including: conformance 

with City adopted policies, enhancement of 

operations, improvement in north-south and 

east-west connections across the Study Area, 

local access, creating a vibrant public realm, the 

cultural and natural environment, feasibility of 

implementation, optimum use of existing right-of-way, 

and most importantly, support of the recommended 

preferred land use design option. A preferred solution 

emerged through this evaluation process that would 

have the most potential to complement the preferred 

land use design option. 

The third transportation solution, ‘Upgrade’, was 

identified as the best performing solution because 

it matched or outperformed the other solutions in 

the evaluation process and successfully balanced 

functional and aesthetic goals with policy directions 

and feasibility. The preferred planning solution, 

described below, is based on the ‘Upgrade’ solution. 

Additional right-of-way for HOV lanes, as tested in 

the ‘Additional’ solution, was generally not supported 

by the mobility strategy and evaluation criteria. 

Furthermore, the wider right-of-way beyond 30m 

was seen as negatively impacting the quality of 

the pedestrian realm while increasing delays and 

reducing safety at intersections, thus weakening the 

identity of the neighbourhood. 

11.4 PREFERRED PLANNING 

SOLUTION 

The preferred transportation planning solution 

contains components from the ‘Upgrade’ solution 

including: 

• Travel Demand Management, including parking 

and traffic management strategies to reduce 

single occupant vehicle trips during the peak 

periods; 

• Full moves signalize intersections at Apex Road, 

and Honda (Car Dealership)/Yorkdale Shopping 

centre Streetscape and pedestrian crossing 

improvements on Dufferin Street and adjacent 

collector and local streets; 

• New dedicated cycling facilities along Dufferin 

Street and other cycling network improvements in 

the broader Study Area; 

• New local roads within the large development 

blocks; 

• Planted Median with alternative centre turn lanes 

south of Bridgeland Avenue/Yorkdale Road; 

• Street connection improvements including the 

reconfiguration of the Highway 401 eastbound 

off-ramp to Dufferin Street; 

• Operational improvements such as a signal 

coordination and street resurfacing; 

• Physical Transit Improvements such as transit 

shelters, seating, way findings, and technology 

applications; 

• Repurposing the southbound curb lane from 

Bridgeland Avenue to Cartwright Avenue to a Bus 

Only/HOV lane; and, 


Dufferin Street at Samor Road 37,900 

Dufferin Street at Lawrence Avenue West 70,900 

The daily volume profile in northbound and southbound directions on Dufferin 

Street is shown in Figure 10 and Figure 11 below. Both profiles are typical with 

two peaks during the morning and evening periods. The evening peak is spread 

out over a longer time. 

Figure 10: Daily variation in Northbound Traffic on Dufferin Street (2012) 

Fig. DTAH 49. Daily variation in northbound traffic on Dufferin Street (2012). 


Transportation Master Plan 

| Draft 4 | July 03, 2014 | Arup Canada Inc 

\\GLOBAL.ARUP.COM\AMERICAS\JOBS\TOR\230000\232355-00\4 INTERNAL PROJECT DATA\4-05 REPORTS & NARRATIVES\PHASE 3 FINAL REPORT\2014-07-03 TMP.DOCX 

Page 28 

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

Figure 11: Daily variation in Southbound Traffic on Dufferin Street (2012) 

The morning peak hour traffic volume is shown in Figure 12 for the context area. 

This figure illustrates the relationship of Dufferin Street with the larger network in 

the area. Dufferin Street is comparable in peak hour volume to Bathurst Street to 

the east, Wilson Avenue to the north, and Eglinton Avenue West to the south. It 

carries slightly less volume than Keele Street and Avenue Road between 

Lawrence Avenue West and Wilson Avenue, and substantially less than Allen 

105 DUFFERIN STREET AVENUE STUDY 

Road.

• A combination of operational and physical transit 

improvements including a potential GO station 

between Lawrence Avenue West and Highway 

401. 

The following component from the ‘Additional’ 

planning solution was incorporated into the emerging 

preferred transportation option: 

• Removal of the McAdam loop in conjunction 

with new signalization left turns access to 

Yorkdale Mall as part of the Greening strategy 

and to improve east-west pedestrian crossing 

conditions. 

The TMP also recommends items for further study: 

• New road connections to the broader 

transportation network outside of the Study Area; 

• An eastbound Highway 401off-ramp to 

Bridgeland Avenue to provide direct truck and 

employment traffic access as per the Official Plan 

direction; 

• A new direct public connection to Allen Road and 

to Highway 401 Eastbound from Dufferin Street; 

• A new GO Station between Lawrence Avenue 

West and Highway 401; 

• Repurposing the northbound curb lane to Bus 

Only/HOV 

Traffic modelling demonstrated the operational 

effects of the major components of the emerging 

preferred option, which highlighted key 

characteristics and issues that should inform further 

investigation and development of alternative design 

options in Phase 3 of the MCEA process. Highlights 

of the demonstration include: 

• The ‘gateway’ intersections into the Study 

Area, at Lawrence Avenue West and Bridgeland 

Avenue, will continue to experience congestion in 

the future. The intersection at Bridgeland Avenue 

will be investigated further as MTO reconfigure 

this intersection. 

• The removal of the McAdam Loop will need to be 

considered in conjunction with the Highway 401 

off-ramp reconfiguration and access to Yorkdale 

Shopping Centre, and not in isolation. 

• Expansion plans for the Yorkdale Shopping 

Centre should consider better connections to 

Highway 401 rather than relying on Dufferin 

Street to facilitate regional access. 

The TMP also includes an implementation plan 

that determines the Class EA schedule for each 

component in the emerging preferred planning 

solution. This will help guide future actions to support 

the vision for the Dufferin Street Avenue Study. 


12. INFRASTRUCTURE MASTER PLAN SUMMARY 

The review included the preparation of an 

Infrastructure and Stormwater Management Master 

Plan which fulfills the requirements of Phases 1 and 

2 of the Municipal Class Environmental Assessment. 

The IMP is concerned with identifying municipal 

servicing infrastructure needs to support future 

development within the Study Area, particularly 

considering water supply, sanitary sewage and storm 

drainage. 

At the time this report was written, the IMP was near 

completion of Phase 2 of the Class EA process. 

Additional processing is required to satisfy the 

Class EA process for this Infrastructure Master Plan, 

including the collection of comments from the public, 

City departments and other affected stakeholders 

which will influence the preparation of the Draft Final 

Report that will be made available for public review 

and comment prior to finalization of the Master Plan. 

In terms of implementation and management of future 

development, the following matters will be considered 

as a result of the findings of the study: 

12.1 WATER SUPPLY 

No concerns with respect to water supply in the Study 

Area were found and it is recommended that the City 

continue its current practice of requiring hydrant flow 

tests for each new development application to: 

• Confirm the available capacity with respect to the 

specific development application being made; 

and, 

• Continually monitor the behaviour and 

performance of the local distribution system. 

12.2 STORMWATER MANAGEMENT 

The draft IMP recommendations include direction for 

the City to continue its current practice of requiring 

each new development application in the Study Area 

to conform to the Wet Weather Flow Management 

Guidelines (WWFMG), subject to the modified 

allowable release rate of 75 L/s/ha. 

12.3 SANITARY SEWERAGE 

Several upgrades have been identified in terms of 

sanitary sewer infrastructure, which include in-line 

storage elements to attenuate peak wet weather 

flows, as well as increased pipe sizes in selected 

locations. 

Specific locations are recommended (as a minimum) 

for additional flow monitoring and model verification/ 

calibration. In terms of processing development 

applications, it is recommended that the development 

proponent undertake a specific hydraulic analysis 

with the verified/calibrated InfoWorks model with 

relevant monitoring information for the receiving 

sewer in question (as noted above). These analyses 

should consider the improvement works that will be 

in place as at the time that development proceeds, 

noting that this study is based on the premise that 

all improvement works identified in the Area 16 and 

17 Basement Flooding Study Area Class EAs are in 

place. 

The final Infrastructure Master Plan report will identify 

servicing issues to inform the potential use of holding 

provisions on development. 


13. IMPLEMENTATION 

13.1 RECOMMENDED ACTIONS 

See the Implementation sections of the Infrastructure 

Master Plan and Transportation Master Plan for 

detailed discussions on strategies to implement 

recommended changes in those areas. 

To implement the vision for Dufferin Street, a number 

of actions are recommended to be undertaken: 

City of Toronto Official Plan 

Within Chapter Seven of the Official Plan Site Within 

Chapter Seven of the Official Plan, a Site and Area- 

Specific Policy (SASP) should be established for 

the Dufferin Street Avenue Study Area. The suite of 

SASP policies should include general statements and 

schedules applicable to the entire corridor, as well as 

development guidelines specific to individual blocks 

or sites. New development should be consistent 

with the Built Form policies of the Official Plan and 

Council-adopted urban design guidelines applicable 

to the corridor (both city-wide and area-specific). 

The identification and use of a Holding ‘H’ symbol 

(pursuant to Section 36 of the Planning Act) can 

identify the criteria or matters to be satisfied prior 

to updated zoning for the large parcels coming into 

effect. 

In particular, the SASP policies should include: 

• an overall vision statement and urban design 

objectives for Dufferin Street; 

• a Structure Plan showing potential locations 

for new streets, parks, open spaces and urban 

plazas, pedestrian and cycling amenities; 

• a minimum building height requirement 

throughout the corridor of 10.5 metres/3 storeys; 

• general guidelines for typical Avenue sites, 

consistent with the City’s performance standards 

for mid-rise development; 

• Block-specific development criteria reflecting the 

recommendations of this study, including: 

»» 

Guidelines for typical Avenue blocks that 

reflect their unique conditions; 

»» 

Identification of blocks where taller building 

heights may be considered; 

»» 

Requirement for the preparation of a 

conceptual block master plan prior to new 

development on the larger blocks – showing 

new streets, parks, open spaces, and 

proposed built form and land use relationships 

–consistent with the vision statement and 

urban design objectives; 

»» 

Provisions to enable the use of a Holding 

(‘H’) Symbol in the zoning of large parcels to 

ensure the satisfactory completion of studies 

or other matters necessary prior to zoning 

coming into effect, including but not limited to: 

»» 

Streets, blocks and circulation plan 

»» 

transportation analysis 

»» 

municipal servicing requirements 

»» 

community services & facilities needs 

and delivery 

»» 

public realm improvements 

»» 

environmental assessment (as may be 

necessary) 

»» 

agreement(s) pursuant to Section 37 of 

the Planning Act 

»» 

A statement discouraging new auto-related 

uses along the corridor; 

• Identification of CS&F needs to be monitored and 

addressed through development; and, 


• Identification of implementation tools to enable 

improvements to the public realm including parks 

and open spaces, and to community services and 

facilities such as: 

»» 

City capital funding; 

»» 

parkland acquisition and/or cash-in-lieu 

of parkland pursuant to Section 42 of the 

Planning Act and the City of Toronto Municipal 

Code; 

»» 

contribution of benefits from developments 

resulting in increased heights and densities, 

pursuant to Section 37 of the Planning Act and 

the City of Toronto Official Plan; and, 

»» 

improvements to the public realm adjacent to 

private development secured through Site Plan 

Agreements. 

Zoning 

A number of distinct Zoning amendments are 

recommended for the Study Area: 

• Bring all of Study Area into the new City-wide 

Zoning By-law 

Significant portions of the Study Area have not 

been brought forward into the City’s new Zoning 

By-law 569-2013, and remain within the former 

City of North York Zoning By-law 7625. These 

include: 

»» 

the west side of Dufferin Street between 

Lawrence Avenue West and north of Orfus 

Road; 

»» 

a portion of the McAdam Loop; 

»» 

the west side of Dufferin Street adjacent to the 

southbound 401 off-ramp; 

»» 

the McAdam (Dream Condos) and Treviso 

development sites; and 

»» 

the Yorkdale Shopping Centre property. 

For the sake of consistency throughout the 

corridor, it is recommended that the zoning for 

all parcels be reviewed and updated according to 

the categories, regulations and standards of the 

new Zoning By-law. 

• Update applicable zone categories to allow 

residential uses and limit auto-related uses 

Parcels along the west side of Dufferin Street are 

currently zoned MC(H) (some with site-specific 

exceptions), a light industrial zone category in 

former City of North York By-law 7625 which 

limits office and retail uses and does not permit 

residential uses. These properties should be 

rezoned to the CR (Commercial Residential) 

category in the City of Toronto By-law 569-2013 

to permit the broad range of uses contemplated 

in the Mixed Use Areas designation in the Official 

Plan, and as recommended by this study. Certain 

uses currently permitted by this zone category 

are in conflict with the goals and objectives 

resulting from this study and should be prohibited 

within the Study Area, such as: 

»» 

Drive-Through Facility 

»» 

Passenger Terminal 

»» 

Sports Place of Assembly 

»» 

Vehicle Dealership 

»» 

Vehicle Fuel Station 

»» 

Vehicle Service Shop 

»» 

Vehicle Washing Establishment 

These uses that are currently existing in the 

Study Area would be recognized as legal 

non-conforming, limiting their opportunity for 

expansion. Public (commercial) Parking is also 

permitted in the general CR zone. However, 

to prevent the fronting of paid parking lots on 

Dufferin Street it is recommended that areaspecific 

zoning provisions also restrict the 

location and access to this use from a ‘Major 

Street’. 


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

large parcels 

As noted previously, the redevelopment of the 

large parcels provides the greatest opportunity 

for significant change and the establishment of a 

primarily residential, mixed-use neighbourhood 

with new streets, blocks and open spaces. In 

order for this growth to occur sustainably, 

according to the recommended Site and Area- 

Specific Policies, the standards and guidelines 

promoted by this document, the CR zoning 

should be subject to a holding (‘H’) symbol 

requiring the satisfactory provision of matters 

outlined in the SASP, as described above. 

• Rezone McAdam Loop lands to enable park 

development 

Should the City pursue the recommendation 

to convert the McAdam turning loop serving 

Yorkdale Mall into a park, these lands should 

be rezoned from their current designations of 

RD (north portion) and C1 (south portion) to the 

Open Space (O) zone category of the new Zoning 

By-law. This would ensure that the lands are not 

utilized as a development parcel. 

• Maintain zone categories and site-specific 

exceptions where appropriate 

Certain parcels along Dufferin Street have zoning 

in place which already reflects the goals of this 

Study. Sites zoned CR (Commercial Residential) 

under City of Toronto By-law 569-2013 should 

remain as such, however the prohibition on 

auto-related uses noted above should also be 

extended to these sites. Existing site specific 

by-law provisions already approved for recent 

redevelopment, such as Treviso at the corner of 

Dufferin Street and Lawrence Avenue West and 

Dream Condos at Dufferin Street and McAdam 

Avenue, should be maintained and incorporated 

as exceptions within the new Zoning By-law. 

Other existing site-specific exceptions to 

the former North York Zoning By-law can be 

incorporated into the new City-wide by-law 

and re-evaluated according to the goals and 

objectives of this study at the time an application 

is made for redevelopment. These include: 

»» 

Section 64.33(35) with respect to the Holiday 

Inn property at 3450 Dufferin Street, limiting 

the maximum gross floor area for a hotel. 

»» 

Section 64.33 (37) for 3200-3222 Dufferin 

Street, limiting the maximum gross floor area 

with a minimum westerly yard setback. 

»» 

Section 64.33 (38) regarding the northwest 

corner of Dufferin Street and Apex Road, 

limiting maximum gross floor area for the 

building, as well as for retail and personal 

service shops, as well as regulating parking 

space and aisle dimensions. 

»» 

Section 64.25 regarding Yorkdale Mall, 

regulating uses, setbacks, certain building 

heights, parking space requirements, 

maximum gross floor area for service stations 

and gas stations, and the requirement for an 

ornamental wall abutting residential zones. 

In this instance, to support the goals of 

maintaining a pedestrian-oriented streetwall 

at this location, a provision should be added 

to this exception allowing only grade-related 

retail uses along the Dufferin Avenue frontage. 

• Establish maximum permitted densities for each 

block 

This study recommends certain maximum 

densities on a block-by-block basis to ensure 

balanced, sustainable development throughout 

the corridor. It is appropriate for these floor space 

index ratios to be incorporated into the zoning 

for the sites. Where an application proposes 

greater densities than is permitted, the rezoning 

process will entail the preparation and review of 

the necessary studies to ensure the appropriate 

mitigation of impacts from higher-density 


• Utilize land use mixing formulas to incentivize 

grade-related retail where “mandatory” 

development. 

Single-use buildings are permitted within Mixed 

Use Areas in the Official Plan. Where this Study 

recommends mandatory grade-related retail in 

certain locations, the desired land use mix can 

be encouraged through the incentivizing of nonresidential 

uses to achieve maximum permitted 

density on the site. For example, a zone label of 

CR 2.5 (c1.0 r2.0) would allow development to 

a maximum of 2.5 times the area of the lot, but 

residential uses only to a maximum of 2.0 times; 

therefore to achieve the full permitted density, 

some form of non-residential use at grade is 

necessary. This approach should be used in 

the zoning for Blocks 5, 6, 8, 9, 11, and 12, as 

indicated in Figure 18. At Block 14 (Yorkdale 

Mall), a provision should be added to the Sitespecific 

zoning exception allowing only graderelated 

retail uses along the Dufferin Avenue 

frontage. 

Where retail at grade is encouraged, but not 

mandatory, (Blocks 1, 2, 4, 7, 8, 9a, 10, 11, 13 and 

14a as indicated in Figure 18) the zone label can 

indicate the full allotment of density to residential 

with a modest non-residential component. For 

example: CR 2.5 (c0.5 r2.5). 

• Establish minimum setback requirements from lot 

lines abutting streets and employment uses 

The zoning by-law for the Study Area should set 

regulations for minimum setbacks in the following 

instances: 

»» 

Minimum setbacks from the street line for a 

building with residential uses at grade; 

»» 

Minimum setbacks from the street line for a 

building with non-residential uses at grade; 

»» 

Minimum setbacks from a lot line abutting a 

lot in the MC zone (reflecting the Employment 

Areas designation on adjacent properties). 

Building heights are currently subject to Schedule 

‘D’ of North York By-law 7625, which is dictated 

by the flight paths specific to Downsview Airport 

and is recognized in the new City of Toronto 

Zoning By-law 569-2013. Should these flight 

paths be altered and Schedule ‘D’ amended to 

reflect changes in airport operations, the City 

may reconsider maximum building heights for the 

Dufferin Street Study Area. 

Urban Design Guidelines 

It is recommended that the City develop urban design 

guidelines for the Dufferin Street Study Area for 

adoption by Council, and referred to in the SASP text. 

This document would: 

• include more comprehensive built form guidelines 

specific to different block characteristics; 

• outline design criteria for the provision and 

appropriate location of new parks, open spaces 

and urban plazas throughout the corridor; 

• identify areas and provide objectives 

for streetscaping and other public realm 

improvements; and 

• illustrate detailed cross-sections for Dufferin 

Street, side streets and new streets where 

recommended. 

Community Services and Facilities 

New and/or improvements to existing CS&F may 

be secured through the development process 

by various means that may include agreements 

pursuant to Section 37 of the Planning Act; and 

parkland dedication pursuant to Section 42 of the 

Planning Act and Chapter 415, Article III of the 

City’s Municipal Code. The Dufferin Street Avenue 

Study Team has determined that there are several 

opportunities for comprehensive redevelopment 

on larger parcels along the corridor, which can 

potentially accommodate new parks and facilities 

on-site, but these opportunities are limited. 

Innovative approaches to the provision of CS&F, 

such as co-location, multi-use and shared facilities, 


are therefore encouraged to allow for efficiencies in 

service provision and maximize potential community 

benefits resulting from new development. 

Given that part of the Dufferin Street Avenue 

Study Area falls within the boundaries of Lawrence 

Allen Secondary Plan, consideration should also 

be given to the CS&F strategy developed for that 

neighbourhood to ensure an integrated approach 

to new and/or improved community services and 

facilities within the broader context. 

The Study Area is unlikely to see full redevelopment 

over the 30-year time horizon of the plan. Some sites, 

especially larger parcels in single ownership, present 

a more immediate opportunity for change, while many 

other smaller sites would require consolidation over 

time to be viable for redevelopment as envisioned by 

this Study. 

It is recommended that any policy documents 

pertaining to the Study Area establish monitoring of 

redevelopment in the short, medium and long term, 

to revisit community services and facilities needs at 

those intervals to assess the changing needs of the 

population as it grows. 

Streetscape Improvements 

This Avenue Study recommends streetscape 

improvements that are realistic to implement and 

cost effective, with a mind to minimize cost where 

possible. 

The timing of improvements could either take 

place incrementally with development activity or 

as a larger public project. If the latter, the overall 

reconstruction of Dufferin Street and implementation 

of the recommended streetscape improvements 

should be coordinated with major below grade 

infrastructure works to reduce construction schedule 

and disturbance to the local community. 

This would provide a consistent 5-lane travelway 

dimension through the corridor as suggested below 

(two travel lanes each direction with a centre turning 

lane). The planted median could also be introduced 

at this time without any adjustments to street 

grading and drainage or below-grade infrastructure. 

Improvements on the boulevards could follow at a 

later date. Taking this first step would demonstrate to 

the community that Dufferin Street can change and 

that there is support from the City and Council to 

make it happen. 

Comprehensive Block Plans 

This study recommends comprehensive 

redevelopment planning for all of the larger blocks 

in the Study Area (Blocks 1, 6, 7, 8 & 14), required 

through the SASP. Comprehensive block plans have 

a very useful role to play in coordinating development 

in this area. The first developers on a block should 

be required to prepare block plans, in consultation 

with neighbouring landowners, and these block 

plans will have to be updated and revised to the 

City’s satisfaction by subsequent developers within 

the block. This requirement will ensure that there is 

a coordinated approach to such matters as internal 

circulation, parking garage access points, driveways 

and internal pedestrian walkways, as well as the 

provision of parks, open spaces and community 

services and facilities among other matters. 

Block plans will be guided by the updated zoning and 

the urban design principles and guidelines resulting 

from this study. 

A potential “quick win” improvement is the 

adjustment of the existing curbs in 2015 when 

the City is planning to resurface Dufferin Street. 


13.2 DIRECTIONS FOR FUTURE STUDY 

With the submission of this Final Report and the 

subsequent Transportation and Infrastructure Master 

Plans, the Dufferin Street Avenue Study will be 

complete. 

However, a number of issues were raised over the 

course of the project that suggest areas for future 

study, beyond the scope of the Avenue Study: 

Study on Removal of McAdam Turning Loop 

There are considerable benefits to replacing the 

McAdam Turning Loop or “jug handle,” which 

currently allows southbound traffic to enter Yorkdale 

Shopping Centre from the right lane, with a regular 

intersection. Removing the loop would improve 

pedestrian and bicycle movement, while freeing up 

the existing City-owned space for a public park. 

However, the traffic implications of such a move 

require further and more detailed study, including the 

reconfiguration of the Highway 401 off-ramp on to 


Rail Corridor 

Possible 

pedestrian 

links over 

rail corridor 

or under 

highway 

Is a future 

GO station 

possible? 

Caledonia 

Wilson 

Bridgeland 

Orfus 

Samor 

Lawrence 

401 

McAdam 

Loop 


Dufferin Street Corridor 

North of Study Area 

Ranee 

Yorkdale 

Shopping 

Centre 


South of Study Area 

Allen Road 

Dufferin Street Corridor Transit Study 

This limited geographic scope of this Avenue Study 

was unable to fully resolve the issue of transit on 

Dufferin Street, which requires a comprehensive 

review of the corridor, from Wilson Avenue to the 

Canadian National Exhibition Grounds. 

Feasibility Study / Environmental Assessments 

Members of the public attending meetings 

overwhelmingly identified traffic flow as their greatest 

concern in and around the Study Area. While the 

Transportation Master Plan will go some way to 

mitigating the negative impacts of development 

on traffic, several additional feasibility studies or 

environmental assessments beyond the Study Area 

boundaries should be considered. They include: 

Caledonia Station 

Fig. 51. Directions for Future Study 

Recommendations for Future Study 



beyond Study Boundary 

Potential Public Street Connections 

• The broader local transportation network, where 

a number of opportunities exist for improved 

connectivity, such as the northward extension 

of Dufflaw Road, the connection of Samor and 

Leswyn Roads, a new north-south connection 

Go/Metrolinx Corridor 



etween Dufflaw Road and Dufferin Street, a 

new east-west connection between Bentworth 

and Cartwright Avenues, streets through the 

Columbus Centre block, and a public road on 

the south side of the Yorkdale Shopping Centre 

property, 

• The possibility of a Highway 401 eastbound 

off-ramp to Bridgeland Avenue. 

• New road connections to Allen Road or Highway 

401. 

Apex Road Study 

All of the properties fronting on the Dufferin Street 

and Lawrence Avenue West Avenues, on the block 

south and east of Apex Road, are designated Mixed 

Use. However, the smaller number of properties at 

the rear of the block fall within Employment Areas. 

The irregular rear property lines and limited number 

of Employment properties suggest that clarification 

needs to be given by the City as to the future of this 

block. 

Pedestrian / Cycle Crossings Over Railway Tracks 

and Under Highway 401 

Highway 401 and the railway tracks have frequently 

been cited as a barriers to movement around the 

Study Area. While adding additional roads over 

or under these would likely lead to new traffic 

complications, pedestrian and bicycle links appear to 

have few drawbacks. They would facilitate movement 

to local destinations like Yorkdale Shopping Centre, 

the subway stations, and Downsview Park, while 

helping to foster an overall culture of daily walking 

and cycling. 

Possible opportunities include: 

• A pedestrian and bicycle bridge/tunnel linking 

Bridgeland Avenue and Floral Parkway. 

• A similar east-west connection made through a 

possible new GO Station, wherever it might be 

located. 

• A pedestrian and bicycle path below Highway 

401, where the railway passes under it. Study 

would be needed to determine whether there is 

sufficient space for such a connection to happen 

safely. 

Business Improvement Area 

This study suggests that the City approach the local 

business community to consider establishing a local 

Business Improvement Area. A BIA helps to secure 

the economic viability of a commercial area and 

advocate for coordinated public realm improvements. 

This effort could be facilitated through the City’s 

Business Improvement Area office. 

Parking Study 

The City should further explore the opportunities for 

parking in the Study Area. Given the scope of this 

study, the streetscape design for Dufferin Street 

was limited to a typical cross section and could not 

consider a full functional design for the corridor. 

During detailed design, the City could study in 

greater detail if parking could fit on Dufferin Street, 

similar to the laybys that are being proposed in 

limited and specific locations along Eglinton Avenue 

as part of the Eglinton Connects project. 

Streetscape Improvements for Orfus, Samor and 

Apex Roads 

This Study has recommended streetscape 

improvements for the small portions of Orfus, Samor 

and Apex Roads that fall within its Study Area. In 

practice, however, these improvements would likely 

need to be implemented over the full length of the 

streets. Additional study is required to understand 

the feasibility, design and timing of complete 

upgrades. 

Additional Dufferin Avenue Study 

In due course, the City should conduct an Avenue 

Study for the portion of Dufferin Street between 

Lawrence and Eglinton Avenue West. Such a study 

would be important for reinforcing and extending 

the recommendations made in this report, and fully 

considering its connection to the Eglinton Avenue 

transit corridor. 


Yorkdale Master Plan Study 

Since its opening, the Yorkdale lands have served 

as a commercial, retail and transportation hub 

for both the local and regional community. The 

Shopping Centre has undergone several incremental 

expansions over the years with parking and traffic 

implications. This study considered only that 

portion of the Yorkdale lands that relates directly to 

Dufferin Street and made specific recommendations 

for the development of that frontage. These 

recommendations should be considered as part of 

a broader study of the entire property with respect 

to scale, land use and circulation to ensure the 

appropriate and balanced progression of any future 

growth on the site. 

New GO Station 

Taking advantage of the adjacent Barrie Line to add 

a new GO Transit Station would have a beneficial 

result on the congested transportation network 

around the Study Area. The Study Team recommends 

that Metrolinx consider an additional GO Station in 

the broader transportation Study Area (somewhere 

between Eglinton Avenue and Downsview Park). 

Additional Infrastructure Studies 

• It is strongly recommended that additional flow 

(and rainfall) monitoring be conducted at key 

locations in the system so as to further confirm 

current performance and the assumptions used 

in the hydraulic modelling to date. 

• Prior to detailed design and implementation 

of the various projects identified in the set 

of preferred solutions, it is also strongly 

recommended that additional modelling and 

analysis be undertaken to account for available 

information at that time and to confirm sizing and 

other relevant details. 

• Upon the availability of a finalized set of models 

for the Basement Flooding Study Area 17 

sewershed, the findings of this study should be 

confirmed through the use of that model with the 

populations identified to be tributary thereto in 

the preferred planning alternative. 

• It is recommended that the final Infrastructure 

Master Plan, when available, be consulted for 

additional information and details on these 

recommended future studies, as well as for 

commentary on the processing of development 

applications. 


14. CONCLUSION 

Between the 1960s’s and 2010, little changed along 

Dufferin Street. It remained a suburban arterial 

road, lined with auto-oriented uses, surrounded by 

established Neighbourhoods and Employment Areas. 

The Dufferin Street Avenue Study was initiated 

to deal with a sudden increase in development 

pressure, and present an updated, coherent vision 

for the street. That vision must respect and reinforce 

the Neighbourhoods and Employment Areas with 

appropriate height, scale and density. Yet it would 

be unrealistic–and undesirable–to imagine that new 

development would take on a similar low-density 

character. 

This Study has recommended a predominantly 

mid-rise, residential approach. Certain nodes will 

see tall buildings or take on a more retail-oriented 

character at grade, while other segments will take on 

a green character, with building lobbies set behind 

landscaped setbacks and open courtyards. New 

public parks will be added along with development, 

to address the current lack of green space in the 

Study Area, as will community services and facilities 

when necessary. 

To be effectively implemented, the Avenue Study’s 

recommendations need to be translated into defined 

steps that can be taken by the City. These include: 

• Amendments to current City policy documents as 

they relate to the Study Area. 

• Close monitoring of community services and 

facilities needs as development proceeds 

• A strategy for phasing streetscape improvements 

• A coordinated approach to the redevelopment of 

large blocks. 

• Phased upgrades to the Transportation and 

Infrastructure systems. 

• The undertaking of additional future studies. 

The streetscape, which presently includes only 

the most basic provision for pedestrians, is 

recommended to be upgraded to include trees, 

bicycle lanes and a planted median. 

In short, Dufferin Street will evolve from a traffic 

corridor and dividing line to a walkable mixed use 

community, with its own distinct character. 

The realization of these recommendations– 

sometimes difficult to imagine, when viewing 

current conditions along Dufferin Street–will occur 

incrementally with the pace of development. Some 

present built form and uses, such as the strip malls 

on the east side of Dufferin Street, can be expected 

to remain well into the future. Nevertheless, it was 

essential for this Avenue Study to set a course for 

Dufferin Street, to direct public investment and to 

guide future City policy and response to development 

proposals. 


APPENDICES 

COMMUNITY SERVICES AND FACILITIES STRATEGY 

COMMUNITY AND STAKEHOLDER CONSULTATION SUMMARIES 

UNDER SEPARATE COVER: 

TRANSPORTATION MASTER PLAN 

INFRASTRUCTURE MASTER PLAN 


UFFERIN DUFFERIN STREET STREET AVENUE AVENUE STUDY STUDY 

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

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

May 30, May 201430, 2014

Table of Contents 

1. Introduction 

1.1 Community Services and Facilities (CS&F) Definition 

1.2 Dufferin Street Avenue Study CS&F Objective 

2. Policy Framework 

2.1 Planning Approach 

3. CS&F Background, Methodology and Assumptions 

4. Demographic Profile 

5. City Division Needs Assessment by Sector 

5.1 Schools 

5.2 Child Care 

5.3 Libraries 

5.4 Parks and Open Spaces 

5.5 Community Recreation Centres 

5.6 Human Services/Community Agencies 

5.7 Community Agencies Response 

6. Implementation 

7. Monitoring 

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1. Introduction 

Community services and facilities (CS&F) are necessary 

components of neighbourhoods that contribute to 

residents’ everyday quality of life and assist in creating 

liveable communities. CS&F include: 

• non-profit child care centres; 

• community recreation centres, pools and arenas; 

• parks; 

• public libraries; 

• public schools (TDSB and TCDSB); and 

human services - non-profit, community-based 

organizations that provide services such as health, 

employment and training, food banks, counseling, 

home support, housing, legal aid, immigrant and 

settlement services and others. 

A detailed assessment of community services and 

facilities is an essential part in the process of planning 

for new development. CS&F studies assist in 

identifying challenges and strengths in the provision of 

services, programs and spaces. The goal is to provide 

recommendations to ensure adequate CS&F that will 

meet both existing and future community needs in 

areas where growth is anticipated. 

A detailed assessment of community services and 

facilities is an essential part in the process of planning 

for new development. CS&F studies assist in 

identifying challenges and strengths in the provision of 

services, programs and spaces. The goal is to provide 

recommendations to ensure adequate CS&F that will 

meet both existing and future community needs in 

areas where growth is anticipated. 

1.2 Dufferin Street Avenue Study CS&F 

Objective 

This Community Services and Facilities Strategy was 

prepared in support of the Dufferin Street Avenue 

Study, which will guide a long term redevelopment 

process projected over the next 30 years. This portion 

of Dufferin Street, between Highway 401 and Lawrence 

Avenue West, is anticipated to experience significant 

growth with an increased residential and employment 

population. New and enhanced community services 

and facilities will be necessary to meet the needs of 

residents and workers throughout the Study Area. 

The CS&F study aims to contribute to the framing of the 

policies to deliver the necessary community services 

& facilities, by developing an inventory of existing 

community infrastructure and identifying additional 

community benefits that could potentially be acquired 

through the development process. 

1.1 Community Services and Facilities 

(CS&F) Definition 

Community services and facilities (CS&F) are necessary 

components of neighbourhoods that contribute to 

residents’ everyday quality of life and assist in creating 

liveable communities. CS&F include: 

• non-profit child care centres; 

• community recreation centres, pools and arenas; 

• parks; 

• public libraries; 

• public schools (TDSB and TCDSB); and 

• human services - non-profit, community-based 

organizations that provide services such as health, 

employment and training, food banks, counseling, 

home support, housing, legal aid, immigrant and 

settlement services and others. 

1

2. Policy Framework 

Section 3.2.2 of the Toronto’s Official Plan addresses 

the City’s goals and objectives for providing adequate 

and equitable access to community services and 

facilities, to ensure quality of life, health and wellbeing 

for Toronto’s communities. The preamble states 

that “preserving and improving access to facilities in 

established neighbourhoods and providing for a full 

range of community services and facilities in areas 

experiencing major or incremental physical growth, is a 

responsibility to be shared by the City, public agencies 

and the development community.” 

Specifically, Policy 3.2.2.1 encourages the adequate 

provision, preservation, improvement and expansion 

of local community service facilities and institutions, 

across the City and in areas of major or incremental 

physical growth; Policy 3.2.2.3 states that the shared 

use of multi-service facilities will be encouraged. 

Policy 3.2.2.7 speaks to the inclusion of community 

service and facilities in all significant private sector 

development, through development incentives and 

public initiatives. 

The Dufferin Street Avenue Study Team has prepared 

this report pursuant to Section 3.2.2.5 of the Official 

Plan, which calls for the development of a strategy for 

providing new social infrastructure or improving existing 

community service facilities, in areas experiencing 

major growth or change. 

2.1 Planning Approach 

The preferred development scenario has been 

developed through careful consideration of various 

factors including: the existing and emerging planning 

policy framework for the appropriate intensification 

of Mixed Use Areas on an Avenue, adjacent to 

Employment Areas and Neighbourhoods; community 

input at various points throughout the study process; 

and transportation and servicing capacity. The Study 

Team developed at least five options of varying built 

form types and land use mix, which were tested 

and refined based on the above-noted factors. The 

preferred scenario envisions a primarily residential, 

mid-rise community with specific locations where tall 

buildings and non-residential uses will be considered 

(or required, in the case of grade-related retail uses). 

For most of the blocks, land use is assumed to be 

mainly residential in nature with retail uses at grade, 

though this would not preclude the development of 

other land uses currently contemplated by the Mixed 

Use Areas designation, such as office and institutional 

uses that are developed with regard for the built form 

recommendations resulting from this study. Notable 

exceptions to the mainly residential pattern are at the 

Holiday Inn/Honda site which assumes the continuation 

of some form of hotel use in addition to residential 

development; and the Yorkdale Mall site which is 

assumed to be entirely non-residential. The preferred 

scenario distributes various densities throughout the 

Study Area ranging from 0.5-3.5x gross FSI (floor 

space index) for each block, depending on typical site 

characteristics and desired land uses, resulting in an 

average Study Area density of 2.5x. 

The projected employment and residential population 

resulting from potential new development in this 

scenario is estimated at 716 employees and 11,414 

residents living in 5841 units. These residential 

estimates are based on an average unit size of 70 m 2 

and 1.9 persons per unit. Flexibility in the delivery of 

housing types (i.e. grade-related vs. mid-rise or high rise 

buildings), as well in land use (i.e. market shifts toward 

more office space over residential development), would 

vary these estimates. 

It is important to note that approved residential 

developments at the northeast corner of Dufferin 

Street and Lawrence Avenue West (“Treviso”), as well 

as at Dufferin and McAdam Streets (“Dream”), have 

previously been considered through the development 

approval process and are not included in this total. If 

the approved developments are included, the above 

total estimates increase to 881 employees and 14,346 

residents in 7341 units. 

The greatest potential for comprehensive development 

opportunities occurs on the larger, currently 

underutilized parcels on the west side of Dufferin 

Street. This study recommends certain criteria – both 

on an area-wide and block-by-block basis - for land 

use, built form, public realm improvements, required 

setbacks, and the provision of new public streets, 

lanes and CS&F where appropriate, while maintaining 

flexibility for development, to respond to the evolving 

context and market conditions as they emerge over 

time. Prior to the redevelopment of an individual site, it 

is recommended that proponents prepare a conceptual 

master plan for the block upon which it is situated, 

pursuant to block-specific development guidelines 

and in consultation with neighbouring landowners. This 

approach allows for the comprehensive consideration 

of each block and the appropriate siting of public parks 

and other community facilities that would be required 

to serve the Study Area. When developing blockspecific 

guidelines, provision of community services 

and facilities should be identified. 

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3. CS&F Background, 

Methodology and Assumptions 

In September 2013, the Strategic Initiatives, Policy and 

Analysis (SIPA) Unit, City Planning Division prepared a 

Phase 1 Community Services and Facilities Profile (“the 

2013 CS&F Profile”) in preparation for the Dufferin Street 

Avenue Study. In January-February 2014 the Study 

Team undertook a detailed survey of City Divisions 

and community agencies with follow-up interviews as 

necessary. Questionnaires were designed to seek input 

on priorities for improving existing and future CS&F to 

serve the Study Area, based on a projected population 

resulting from initial development options emerging 

through the Dufferin Street Avenue Study. 

Questionnaires were distributed to six City Divisions 

and seven Community Agencies. The questionnaires 

sent to City Divisions specifically asked staff to base 

their responses on a range of approximately 12,500- 

17,500 residents over a 30-year horizon, with a potential 

population increase of 6,750-12,000 residents in the 

short term (10-15 year horizon), including the additional 

3,000 residents resulting from development that is 

approved and under construction. The City Division 

questionnaires addressed specific concerns related to 

existing and future facilities, space utilization, financial 

and service planning. The Community Agencies 

questionnaire identified the potential for additional 

development and populations but did not identify 

specific numbers. The questionnaire addressed range 

of facilities, space utilization, programs, short term 

and long term priorities, concerns and hopes for their 

agency and for the area. 

All City Divisions and three out of seven community 

agencies (COTA Health, North York Harvest and Villa 

Charities) completed the surveys. 

The Dufferin Avenue Context Area consists of all 

properties fronting onto Dufferin Street between 

Highway 401 to the north, and the intersection of 

Lawrence Avenue West to the south. It is bounded by 

Highway 401 to the north, the Allen Expressway to the 

east, Stayner and Wingold Avenues to the south and a 

CNR Rail line to the west. The Dufferin Street Avenue 

Study is underway due to anticipated redevelopment 

and intensification within the Context Area. 

To understand the implications of new development 

on community services and facilities, the Dufferin 

Street CS&F Study Area has also been identified to 

encompass the broader neighbourhood to the east of 

the Allen, which includes the Lawrence Allen Secondary 

Plan Area. The CS&F Study Area is bounded by 

Highway 401 to the north, Bathurst Street and the Allen 

Expressway to the east, Stayner and Wingold Avenues 

to the south and a CNR Rail line to the west (Map 

1). This broader area takes into account the recent 

planning and revitalization initiatives for the Lawrence 

Heights neighbourhood. 

The CS&F information provided in this report mainly 

refers to this CS&F Study Area, Certain community 

services and facilities refer to larger areas such as 

Parks and Recreation Facilities and Libraries. 

The City Divisions surveyed include: 

• Toronto District School Board 

• Toronto Catholic District School Board 

• Children’s Services 

• Toronto Public Libraries 

• Parks, Forestry and Recreation 

• Social Development and Financial 

Administration (SDFA) 

The Community Agencies surveyed include: 

• LHION (Lawrence Heights Inter Organizational 

Network) 

• Family Service Association of Toronto 

• COTA Health 

• North York Harvest Food Bank 

• North York Community House 

• JVS Toronto 

• Villa Charities 

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BATHURST ST. 

HIGHWAY 401 

LAWRENCE AVE. W. 

ALLEN RD. 

CNR RAIL LINE 

WINGOLD AVE. 

STAYNER AVE. 

DUFFERIN STREET AVENUE STUDY COMMUNITY SERVICES & FACILITIES MAP 

Map 1: CS&F Study Area 

Context Area 

4. Demographic Profile 

The following excerpt from the 2013 CS&F Profile 

highlights the Study’s main findings from its 

demographic analysis. A more detailed Demographic 

Profile is found in the 2013 CS&F Profile. 

The Dufferin Street Avenue CS&F Study Area is home 

to 24,670 people (based on 2011 Census data). In 

comparison the Context Area had a population of 

13,935 residents according to the 2011 Census. The 

existing demographic profile shows the following 

trends, as compared to the City of Toronto as a whole: 

• higher proportion of seniors; 

• fewer couple families; 

• more single-family and multiple-family 

households; 

• more families with children 25 years of age and 

over at home; 

• more lone-parent families with 3 or more 

children; 

• more private households with 4 or more 

persons; 

• more single detached homes and row houses; 

• lower levels of education; 

• lower incomes; and 

• higher levels of unemployment. 

This CS&F Profile builds upon a previous profile 

developed as part of the Lawrence-Allen Community 

Services and Facilities Needs Assessment prepared by 

the City Planning Division in October 2011. At that time 

the key CS&F priorities for the area were: 

• New, full-sized Community Centre with an 

indoor swimming pool East of the Allen; 

• Facility renovations to the Barbara Frum 

Library; 

• Non-profit child care centres to support 

existing needs and new growth; and 

• Non-profit community service space. 

4

5. City Division Needs 

Assessment by Sector 

For each sector, the needs assessment includes: 

• Inventory of existing and new/proposed 

facilities serving the area 

• Inventory of existing and new/proposed 

services serving the area 

• Existing capacity, facilities and service gaps 

including issues and pressures associated with 

additional density and development 

• CS&F priorities-regarding how the division will 

respond to future growth and change 

The inventory collected in the 2013 CS&F Profile is 

incorporated and updated in this report based on the 

detailed responses to the 2014 survey received from 

the City Divisions and community agencies. Given this 

input, this Strategy identifies a series of community 

service priorities and recommendations to deliver 

CS&F, as well as the opportunity for establishing parks 

and open spaces that will support additional growth 

and change. 

A summary of each sector and recommendations by 

service area is provided below. 

5.1 Schools 

Toronto District School Board and Toronto Catholic 

District School Board Enrolment 

As reported in the 2013 CS&F Profile, “the TDSB and 

TCDSB have contrasting school accommodation 

issues in the Study area.” Four of the five TDSB 

schools are under-capacity (less than 80% utilization 

rate based on Ministry standards). In contrast, TCDSB 

schools located in the Context Area are on average 

over capacity (over 100% enrolment) (See Table 1 and 

2). 

However, since the CS&F Profile conducted in 2013, 

there has been an overall slight increase in enrolment 

in TDSB schools and a decrease in enrolment in 

TCDSB schools (See Table 3 and 4). In January 2014, 

the enrolment number was 943 as opposed to 882 

in September 2013 (an increase from 54% to 58% 

utilization rate). Similarly, the secondary schools have 

reported slightly increased enrolment, with a 48% 

utilization rate in January 2014 as opposed to 42% in 

September 2013. Even with this increase in enrolment, 

there is capacity for more students with the current 

utilization rates. 

TCDSB has seen an overall slight decrease in enrolment 

since the 2013 CS&F Profile. Elementary schools saw 

an overall slight decrease (1083 students in January 

2014 compared to 1091 students in September 2013). 

The secondary school also has a slightly decreased 

enrolment, from 1194 students in September 2013 to 

1100 in January 2014, with a utilization decrease from 

183% to 169%. The proposed replacement facility 

for Dante Alighieri (Replacement Facility), which is 

overwhelmingly overcapacity (169% utilization rate), 

is expected to further alleviate current enrolment 

pressures. 

TDSB 

Facilities and Services 

The 2013 CS&F Profile describes the establishment of 

the Accommodation Review Committee (ARC) in 2008, 

which explores future opportunities for schools in the 

Lawrence Heights area including Flemington Public 

School, Baycrest Public School, Lawrence Heights 

Middle School, Sir Sandford Fleming Academy and 

the Year Round Alternative School which is located in 

Bathurst Heights. The ARC recommendations are to 

be considered when the Lawrence-Allen revitalization 

plan moves forward (For a detailed summary of ARC 

recommendations in the Dufferin CS&F Study Area, 

see the 2013 CS&F Profile). 

In the 2014 questionnaire, TDSB staff referred to 

the ARC’s recommendations for new and proposed 

facilities, with specific reference to the Sir Sandford 

Fleming site surplus. They explain that despite a 2009 

recommendation approved by Trustees to declare 

Sir Sandford Fleming site surplus, they have instead 

retained it as a core holding site and are leasing it to 

the TCDSB on a short term basis (the TCDSB Beatrice 

Campus now occupies the site). 

Relative to the Dufferin Street Avenue Study, with 

increased vehicular traffic resulting from anticipated 

development, TDSB Staff raised concerns regarding 

repercussions for activity in and around school sites that 

are expected to accommodate increasing pressures for 

parking, bus ‘lay-bys’ and ‘pick-up and drop-off points’ 

with redevelopment. TDSB staff therefore identified 

the need to ensure safe and accessible pedestrian 

pathways and cycling routes from residential areas to 

neighbourhood schools. 

5

Elementary Schools 

Lawrence Heights Middle School 

(Grades 06–08) 

50 Highland Hill 

Joyce Public School (Grades. JK-6) 

26 Joyce Pkwy 

Baycrest Public School (Grades JK–5) 

145 Baycrest Ave 

Flemington Public School (Grades 

JK–05) 

10 Flemington Rd 

Secondary Schools 

John Polanyi Collegiate Institute 

(Grades 09–12) / Bathurst Heights 

Learning Centre 

640 Lawrence Ave W, 

TABLE 1: TDSB 2013 and 2014 

Capacity 

450 

334 

190 

665 

TOTALS 1639 

1302 

TOTALS 1302 

Year 

Enrolment 

Utilization 

Rate 

2012-2013 206 46% 

2013-2014 203 45% 

2012-2013 258.5 77% 

2013-2014 305 91% 

2012-2013 190 59% 

2013-2014 125 66% 

2012-2013 306 46% 

2013-2014 310 47% 

2012-2013 882 54% 

2013-2014 943 58% 

2012-2013 555 42% 

2013-2014 621 48% 

2012-2013 555 42% 

2013-2014 621 48% 

Portables 

0 

1 

0 

0 

1 

0 

0 

Table 2: TCDSB 2013 and 2014 

Elementary Schools 

Capacity 

Year 

Enrolment 

FTE 

Utilization 

Rate 

Portables 

St. Charles Catholic School (Grades 

JK-8) 

50 Claver Avenue, 

357 

2012-2013: 

2013-2014: 

242 68% 

246 69% 

0 

Sts Cosmas and Damian (Grades JK-8) 

111 Danesbury Avenue 

398 

2012-2013: 

2013-2014: 

382 

96% 

383 96% 

2 

Regina Mundi (Grades JK-8) 

70 Playfair Avenue 

323 

2012-2013: 

2013-2014: 

467 145% 

454 141% 

2 

TOTALS 1078 

2012-2013: 

2013-2014: 

1091 101% 

1083 101% 

4 

Secondary Schools 

Dante Alighieri 

60 Playfair Avenue 

651 

2012-2013: 

2013-2014: 

1194 183% 

1100 169% 

20 

TOTALS 651 

2012-2013: 

2013-2014: 

1194 183% 

1100 169% 

20 

- outside CS&F Study Area Boundaries 

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TDSB Recommendations 

• TDSB anticipates that local schools will 

have sufficient capacity to accommodate 

the projected population, however, as the 

Board is circulated development applications 

it will monitor and identify future needs and 

pressures as they arise. 

• Opportunities to provide visible and accessible 

pedestrian/cycling links and pathways 

within the Study Area should be explored, to 

encourage active transportation and reduce 

school-related vehicular movements as growth 

proceeds. 

TCDSB 

Facilities and Services 

The 2013 CS&F Profile outlines TCDSB existing and 

proposed facilities and priorities as follows: 

TCDSB Elementary Schools: The TCDSB has 

requested one elementary school site to be located 

within the Lawrence Allen Study Area, east of the 

Allen to accommodate needs associated with the 

growth of that neighbourhood. However, the TCDSB 

further identifies accommodation issues in adjacent 

neighbourhoods near the Lawrence-Allen Study Area. 

To address this, the Board is interested in purchasing 

an additional school site from the TDSB,two potential 

locations being the Sir Sandford Fleming site (which 

currently accommodates the Beatrice Campus as well 

as the former Bannockburn Public School, located east 

of Bathurst Street and currently leased to a Montessori 

school. 

TCDSB Secondary Schools: Dante Alighieri Academy 

is over capacity with a utilization rate of 169% and 20 

portables. The student population is accommodated 

at three different sites including Sir Sandford Fleming 

Academy for Grade 9 students and the Columbus 

Centre, a leased space owned by Villa Charities. On 

September 1, 2011, the TCDSB received approval from 

the Ministry of Education to proceed with a 1,300 pupil 

place replacement facility for Dante Alighieri Academy. 

The new facility will include all Dante students and 

eliminate the need for portables. 

In February 2014, TCDSB staff identified a diversity 

of programs for students in TCDSB schools that are 

located in two of the elementary schools (St. Charles 

and St. Cosmas and Damian) and in the Dante 

Alighieri Secondary School (See Table 3 below). Of 

these programs, only the PHAST reading intervention 

program is operated in a partnership, with SickKids 

Hospital. 

TCDSB Recommendations 

• The construction and completion of the 

Dante Alighieri Academy replacement facility 

(in concert with Villa Charities) is expected 

to alleviate current enrolment pressures by 

consolidating secondary students in one 

location with shared access to arts and 

recreation facilities. The current secondary 

school site will be refurbished to house Regina 

Mundi elementary school. 

• The TCDSB is circulated development 

applications and will monitor and identify 

future needs and pressures as they arise. 

TABLE 3: TCDSB PROGRAMS AND SERVICES 

Program/Service 

Location of Program/ 

Service 

Main User Group(s) 

Italian St. Charles Students No 

Gifted St. Charles Students No 

Italian 

Sts. Cosmas and 

Damian 

Students 

No 

Deaf & Hard of Hearing 

Sts. Cosmas and 

Damian 

Students 

No 

Italian Regina Mundi Students No 

Nutrition Dante Alighieri Students No 

Hearing Impaired Dante Alighieri Students No 

Developmentally Delayed Dante Alighieri Students No 

Resource Dante Alighieri Students No 

Gifted Dante Alighieri Students No 

Is there public/community 

partnership in providing the 

program/service? 

PHAST Reading Intervention Dante Alighieri Students SickKids Hospital 

Advanced Placement Dante Alighieri Students No 

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5.2 Child Care 

In February 2014, the Study Team received questionnaire 

responses from City of Toronto Children’s Services. To 

better determine the current waitlist or vacancies within 

the various facilities and programs, we conducted 

telephone interviews with the childcare centres outlined 

below in Table 4. There are 10 child care centres in the 

Study Area (8 non-profit and 2 commercial). 2 of the 

child care centres (Montessori Start Inc. and Oxford 

Learning Centre) do not offer subsidies. As illustrated 

in the table below, a total of 667 licensed child care 

spaces are provided as of 2014. The number of children 

on the waitlist decreased from 527 in 2012-2013 to 455 

in 2013-2014. Even with the decreased waitlist, the 

child care centres are overcapacity in the Study and 

Context Area. 

However, as identified in the 2013 CS&F Profile and 

reiterated by Children’s Services in 2014, in relation to 

other areas of the City, the share of child care subsidy 

in the Dufferin Street Study Area is adequate (based on 

current equity). Nonetheless, the areas directly to the 

south and east of the Study Area are “under-served” 

i.e. they have less than their share of child care fee 

subsidy. In addition, these areas have high rates of 

child poverty, which is greater than the Toronto average 

of 32%. 

8

TABLE 4: Child Care 

Number of Licensed Spaces Available & Children on Waiting List (WL) by Age Group 

Infant Toddler Pre-School School Age 

(0-18 months) (1.5-2.5 years) (2.5-5 years) (6-10 years) Total 

Facility/ 

Address 

Spaces 

Spaces 

Spaces 

Spaces 

Spaces 

Type 

Subsidy 

Licensed 

Currently 

Operating 

Wait List 

Licensed 

Currently 

Operating 

Wait List 

Licensed 

Currently 

Operating 

Wait List 

Licensed 

Currently 

Operating 

Wait List 

Licensed 

Currently 

Operating 

Wait List 

Casa Del 

Zotto 

Children’s 

Centre 

Columbus 

Children’s 

Centre 

Educare 

Preschool 

Centre – 

Lotherton 

Montessori 

Start Inc. 

Rejoyce 

Caledon 

Community 

Child Care 

Start Right 

Child Care 

Centre 

Ester Exton 

Child Care 

Centre 

Baycrest 

Child Care 

Centre 

Oxford 

Learning 

Centre 

Lawrence 

Heights 

Community 

Day Care 

Centre 

NP √ O 0 0 0 0 0 44 44 23 30 30 10 74 74 33 

NP √ O 0 0 15 15 10 64 64 32 22 15 3 101 94 45 

C √ O 0 0 10 10 4 32 24 7 0 0 0 42 34 11 

NP X 10 10 n/a 15 15 n/a 20 20 n/a 0 0 n/a 45 45 n/a 

NP √ O 0 0 0 0 40 36 9 30 30 13 70 66 22 

NP √ 10 10 37 15 15 10 24 24 27 0 0 0 49 49 74 

NP √ 10 10 25 15 15 13 34 32 13 0 0 0 59 57 65 

NP √ O 0 0 20 20 11 68 68 39 30 30 31 118 118 81 

C X O 0 0 0 0 n/a 16 16 n/a 0 0 n/a 16 16 n/a 

NP √ 10 10 25 25 20 20 64 54 43 30 30 36 129 114 124 

Total 

Spaces 

% Total 

Spaces 

% on 

Waiting 

List 

Relative 

to Total 

Spaces 

by Age 

Group 

40 40 87 115 110 68 406 382 193 142 135 93 703 667 455 

5% 6% 19% 16% 17% 15% 58% 57% 42% 20% 20% 20% 

218% 62% 50% 69% 68% 

9

Along with the nonprofit and commercial child care 

centres outlined in Table 4, City of Toronto Children’s 

Services identified a number of other child care 

programs in the area: 

• Licensed Home Child Care: Licensed home 

child care agencies offer early learning and 

care in approved homes for children ranging 

in age from infancy to 12 years. While the 

hours of care available vary from home to 

home, licensed home child care can often 

accommodate families who work shifts or who 

need part-time, weekend or overnight care. 

Home child care agencies serving the Dufferin 

Street CS&F Study Area include Toronto Home 

Child Care and Macaulay Child Development 

Centre (serving the Lawrence-Allen community). 

There are currently 3 home child care providers 

in the Study Area providing approximately 13 

children with care. An additional 9 providers 

are located in the Lawrence-Allen community 

serving 35 children. 

• After-School Recreation Care (ARC): The 

City-operated After-School Recreation Care 

program provides safe, affordable child care 

for children ages 6 to 12. Under the supervision 

of trained recreation staff, ARC offers children 

creative activities, outdoor play, health & 

wellness, sports & physical activities, social 

interaction and homework help. The program 

is available Monday to Friday from 3:30 to 6:00 

pm in the Regina Mundi C.S. and from 3:30 to 

5:30 pm in the Lawrence Heights Community 

Centre. 

• Family Support Programs: Family support 

programs are neighbourhood meeting places 

for parents/caregivers and their young children. 

They offer a friendly environment for children 

to play, learn and make new friends while 

providing support and education to parents 

and caregivers as well as opportunities to meet 

and develop social networks. Most programs 

are offered free of charge although some may 

ask for a voluntary donation. Their hours of 

operation vary but most are open a few mornings 

or afternoons a week and some programs 

open in the evenings and on weekends. Family 

support programs include community-run 

programs, Ontario Early Years Centres (OEYC) 

and Parenting and Family Literacy Centres. 

There are no family support programs in the 

Study Area, however, there is an OEYC located 

to the south at 2700 Dufferin Street (at Briar Hill 

Ave). There are two programs located in the 

Lawrence-Allen Community - one at the New 

Heights Community Health Centre and one at 

Flemington P.S. 

Children’s Services also identified a proposed 

childcare facility that will be located on the proposed 

new public street “Via Bagnato” (Which was proposed 

in September 2013). The new street will be located 

east of Dufferin St., extending northerly from Lawrence 

Avenue West to Dane Avenue. The new facility at 120 

Via Bagnato will be a nonprofit daycare with subsidies 

and will have capacity for 62 spaces (10 infant, 20 

toddler and 32 preschool). The facility is currently 

under review for site plan approval. 

In the 2014 survey, the Children’s Services indicated a 

number of service and program gaps: 

• Demand for Infant Spaces: Of Children’s 

Services identified a lack of infant spaces in 

this community: of the 8 programs that have 

a service contract for fee subsidies with the 

City, only 3 provide spaces to serve this age 

group. Based on current waitlist data, there is 

significant demand for infant care. 

• Full Day Kindergarten may result in shifts 

of services for younger children: Children’s 

Services further indicated that the adoption 

of Full Day Kindergarten, which will be fully 

implemented in September 2014, may result 

in a shift of services for younger children. 

Specifically, it will result in changes in the 

demand for licensed child care both in terms 

of the number of spaces that will be required 

and the ages of the children requiring care. As 

children aged 4 and 5 years enroll in school, 

there is an opportunity to improve services 

for children aged 0 to 3.8 years (infants and 

younger toddlers) through the reconfiguration 

of existing programs and the development of 

new programs. 

• Child Care Service Plan 2015: A new Child 

Care Service Plan will be released in 2015. 

Proposed legislation (Bill 143) which will 

impact child care through the repeal of the 

Day Nurseries Act and other legislation, and 

the development of a new funding model, may 

change the way Children’s Services allocates 

child care fee subsidies. 

10

In addition to the identified service and program gaps, 

the Children’s Services staff further outlined facility and 

service priorities, outlined below: 

• Facility Priority 1 - Additional Childcare 

Facilities: Any new child care facilities should 

be non-profit or publicly operated, licensed 

facilities ranging in size from 52 to 72 spaces. 

• Facility Priority 2 – Co-location: Facilities 

should ideally be co-located with other 

facilities as part of community service hubs. In 

particular, school-based integrated programs 

are consistent with the Child Care Service Plan 

and the report of the Early Learning Advisor 

‘With Our Best Future in Mind – Implementing 

Early Learning in Ontario’ which supports a 

fully integrated system of early learning and 

care for children aged 0 to 12. 

• Facility Priority 3 - Design: In addition to 

the key policy priorities regarding the location 

of facilities at highly visible and accessible 

locations, there are also a number of specific 

location and design criteria to be applied 

with respect to the development of child care 

facilities: 

• The size of interior and exterior space 

based on number of children (110 sq. ft. 

per child interior; 60 sq. ft. per child exterior 

usable playground space); 

• The outdoor play space including storage 

area to be adjacent to indoor space; 

• The location of child care space at grade 

with direct access or partially on second 

floor level if there’s an opportunity for 

adjacent play area on podium. Infant 

spaces are not recommended in areas 

above grade level; 

• Safe access to the child care facility for 

children, parents, custodians and staff, 

including pedestrian and vehicular drop-off 

and pick up locations; and 

• Acceptable wind, sun/shade, noise, air 

quality and soil quality conditions; 

• Compliance with the Day Nurseries Act; 

the City of Toronto’s Child Care Design 

and Technical Guideline, 2012; CAN/ 

CSA-Z614-03 Children’s Play Spaces 

& Equipment; Toronto’s Accessibility 

Guidelines; and compliance with all 

physical criteria necessary to obtain a 

license required to operate a child care 

facility. 

• Service/Program Priority 1 – Additional 

infant childcare: Additional capacity to serve 

children 0-3.8 years (aligns with transition to 

Full-Day Kindergarten). 

• Service/Program Priority 2 – Collaboration 

with early childhood services: A continuum of 

supports for children and their families. Central 

to this model is the collaboration/integration of 

three core early childhood services: child care, 

kindergarten and family supports. From this 

service platform, families can be connected to 

more specialized services as required. 

Based on the anticipated growth in the Dufferin Street 

Avenue Study Area of 11,414 new residents, the 

Study Team estimates that an additional 2-3 child care 

centres, each with 72 spaces, will need to be provided 

to serve projected development along Dufferin Street 1 . 

It is estimated that one new child care centre will be 

required at the point that 2250 new units are occupied in 

the Avenue Study Area 2 . Opportunities for the provision 

of child care facilities are more readily achievable in 

the comprehensive redevelopment of the larger land 

parcels on Dufferin Street, where facilities can be 

secured and integrated in new buildings pursuant to 

the location and design criteria cited above. However, 

development throughout the Study Area should be 

monitored on an ongoing basis to capture the collective 

needs of new residential units on all sites. 

1 Child care needs were calculated by multiplying the projected 

new population (11,414 residents) by the proportion of the City’s 

population in the 0-5 age group (5.4%), as reported in the 2011 

Census. The resulting figure of 598 children was then multiplied by 

a factor of 62.6%, representing the 2011 Census Female Labour 

Force Participation Rate for Toronto (Source: City of Toronto Staff 

Report “Economic Dashboard - Annual Summary”, February 11, 

2014). Finally, to estimate projected need for a child care centre 

as opposed to another child care option, this figure is multiplied by 

50%. In summary: 

(Projected New Population) x (Children aged 0-4) x (Female LFPR) x 

(Need Factor) = Number of Spaces Required 

11,414 x 5.4 x 0.626 x 0.5 = 193 spaces 

Assuming 72 spaces per child care facility, 2.7 centres are required 

to accommodate the estimated number of spaces required. This 

may also be satisfied with the provision of two 72-space facilities, 

and one 52-space facility. 

2 This estimate was calculated based on the formula above, 

substituting the number 72 for the number of spaces required. This 

derives a projected new population figure of 4300 residents. The 

resulting population is then divided by a factor of 1.9, representing 

anticipated persons per unit, to arrive at 2250 units as the trigger for 

a new child care facility. 

11


• It is anticipated that as growth progresses, 2-3 

child care centres (each with 72 spaces) will be 

needed to serve development within the Study 

Area. As the preschool age group transitions to 

Full-Day Kindergarten, priority should be placed 

on the accommodation of infant care spaces. 

• The need for a new child care centre is triggered 

with each 2250 new occupied units. Ongoing 

monitoring of unit counts as development 

occurs throughout the Study Area can assist in 

the assessment of future child care needs. 

• Child care facilities should be located at grade 

at highly visible and accessible locations 

with sufficient dedicated outdoor play space, 

safe access for pickup and drop-off, and 

consideration for sun/shade, wind, noise, air/ 

soil quality impacts. 

• Facilities can be integrated within base buildings 

of new development and/or co-located in 

collaboration with other agencies providing 

early learning services, provided they meet the 

above-noted location and design criteria. 

5.3 Libraries 

Description: 

As identified in the 2013 CS&F Profile, there are three 

public libraries that serve the Study and Context Area: 

the Barbara Frum Library is located near the Lawrence 

and Bathurst intersection; the Maria A. Shchuka District 

Branch is located east of Dufferin Street and the Evelyn 

Gregory Neighbourhood Branch is located near Eglinton 

Avenue West and Keele Street. Only one of these 

libraries, the Barbara Frum Library, is located within 

the Study Area. The other two are located outside the 

Context Area. There are also two ‘bookmobiles’ that 

visit the Study Area or Context Area once per week. 

Currently there is a small community recreation centre 

located in the lower levels of the Barbara Frum Library 

building. According to the 2013 CS&F Profile, in the 

long term, the Barbara Frum Community Centre will 

be relocated to a new facility in the Lawrence Heights 

area. 

A summary of the library facilities and programs/ 

services is indicated in Table 5. 

Table 5: Libraries 

Library Address Facility/Space Description Services 

Barbara Frum 

District Branch 

Open 59.5 hours 

+ 3.5 hours on 

Sundays during 

the school year 

20 Covington 

Road (Within 

Study Area) 

3 storeys, 39,223 sq. ft. (Approx. 3,645 

SM) Stand alone facility 

• Children’s and young adult areas 

• Adult Literacy office 

• One auditorium and one small meeting 

room with access to shared kitchens 

available for community use 

• One small meeting room for library/ 

literacy/community partnership use 

• Four study rooms 

Facilities 

• free public access internet work 

stations (9) 

• wireless internet access 

• rental space for meetings 

Circulation(2012): 647,905 

Visitors (2012): 353,141 

Information Requests 

(2012): 298,625 

Collection Size (2012): 

134,480 plus access to 

collections throughout the 

library system and 

electronic resources 

available through the web 

site 

Population Served: 62,000 

12

Maria A. Shchuka 

District Branch 

Open 63 hours 

+ 3.5 hours on 

Sundays (Sept. to 

June) 

Evelyn Gregory 

Branch 

Open 50.5 hours 

per week 

1745 Eglinton 

Ave. W.) 

(Outside Study 

Area) 

120 Trowell 

Avenue 

(Outside Study 

Area) 

3 storeys, 25,475 sq. ft. (Approx 2,369 

SM) 

Stand alone facility 

• Children’s, teen, adult areas 

• Adult literacy office 

• Two meeting rooms 

• One quiet study area 

• Study and lounge areas 

• free public access 

• internet work stations (32) 

• wireless internet access 

• Art Exhibits Area 

Single storey, 6,200 sq.ft. )approx 577 

SM) 

Stand alone facility 

• Children’s, teen , adult area 

• One meeting room 

• No wheelchair access 

• Free public access 

• Internet work stations (9) 

• Wireless internet access 

• Rental space for meetings 

Circulation (2012) 

284,876 

Visitors (2012): 242,057 

Information Requests 

(2012): 99,586: 

Collection Size (2012): 

96,388 plus access to 

collections throughout the 

library system and 

electronic resources 

available through the web 

site 2011 Census Population: 

35,495 

Circulation(2012): 95,421 

Visitors (2012): 51,552 

Information Requests(2012): 

18,128 

Collection Size (2012): 36,931 

plus access to collections 

throughout the library system 

and electronic resources 

available through the website 

2011 Census Population: 

18,116 


Bookmobile Stop 

Visits for 1.5 

hours, once a 

week 

Caledon Village 

Bookmobile stop 

Visits for 1 hour 

45 minutes, once 

a week 

Literacy Deposit 

Collection* 

* Closed in 

Fall 2011 in 

consultation with 

Frontier College 

due to change in 

Frontier College 

program. 

10 Old Meadow 

Lane (Within 

Study Area) 

5 Replin Road 

(Within Study 

Area) 

100 Lotherton 

Pathway 

(Within Context 

Area) 

Approx 175 sq. ft. (Approx 16 SM) Circulation (2012): 1,817 

Collection Size(2012): 2,800 

Collection Type: books, 

magazines, DVDs, CDs for 

children and adults. 

Customers can also pick up 

holds. 

Approx 175 sq. ft. (approx 16 SM) Circulation (2012): 4,150 






holds 

172 books Circulation (2012): 4,150 






holds 

Partnership with Frontier 

College: Books for children, 

parents and teens to support 

literacy and other programs at 

10 Old Meadow Lane. 

13

In response to the 2014 questionnaire, Toronto Public 

Library staff provided a detailed description of current 

facilities and programs, as identified below. 

Facility Gaps and Priorities 

1. Expansion of Barbara Frum Library: Barbara 

Frum needs to expand within its existing building 

envelope by incorporating the lower level into 

the library. Currently, the space is used by 

Parks, Forestry and Recreation for a recreation 

centre. (According to the 2013 CS&F Profile, this 

community centre is planned to be relocated to the 

Lawrence Heights area in the future). 

2. Relocation or Consolidation of the Evelyn 

Gregory Branch: Evelyn Gregory Branch is 

significantly below the minimum size requirement for 

neighbourhood branches, limiting service delivery. 

In the longer term, consideration should be given 

to relocating and/or consolidating Evelyn Gregory. 

If the branch is not relocated and/or consolidated, 

various issues pertaining to the facility will need 

to be addressed: There is no wheelchair access; 

the branch is below the neighbourhood branch 

standard of 10,000 to 15,000 sq. ft.; and the branch 

is in a poor location: while near major streets, it is 

not visible for easy access. 

3. Enhancement of Teen Zone space in Maria A. 

Shchuka Branch: Maria A. Shchuka Branch needs 

enhancements for the Teen Zone space within the 

library, and enhanced marketing to the street front 

incorporating digital signage and screens to feature 


Service/Program Gaps and Priorities 

1. Extended open hours would improve access 

to library services. 

2. Increased capacity is needed to deliver 

more programs in response to existing and 

new community demand: This includes literacy, 

afterschool programs, lifelong learning and 

employment support. Providing a digital connection 

in the community to access local library services, 

e.g. searching the library web site, downloading 

digital content, would be advantageous. 

3. Need for more ESL Programs and Employment 

Supports accessible to the Lotherton Pathways 

Neighbourhood (part of Lawrence Heights): 

The Barbara Frum - Lotherton Working Group has 

identified the need for more ESL programs and 

employment supports accessible to the Lotherton 

Pathways neighbourhood. The neighbourhood is 

part of the Lawrence Heights neighbourhood and 

is isolated by its location south of Lawrence and 

next to the railway tracks. The need has also been 

identified for services to support small businesses. 

4. Additional programming is required for the 

Evelyn Gregory Branch: This includes computer 

and media learning centres, programs in other 

languages, leadership programs for teens, and 

computers and academic support for youth. This 

will support user education training collaboration, 

content development and innovation. 

5. Additional newcomer program(s) at Maria 

A. Shchuka Library: This includes English 

Conversation Circle, reading and literary promotion 

initiatives with general appeal – book clubs, writer 

groups, poetry events and access to affordable 

digital services not currently provided (scanning, 

faxing, colour printing, media software and 

equipment). 

6. Introduce KidsStop early literacy centre at 

Barbara Frum Branch: In addition to existing 

facility and service gaps, Toronto Library Services 

also identifies issues and pressures with population 

growth in the area. Three main issues are discussed: 

Issues and Pressures: 

1. Barbara Frum: Population increase results 

in more pressure for catchment benchmarks: 

Projected population increases in the Barbara 

Frum catchment area including Lawrence Heights, 

Dufferin Street, Bathurst Street and Marlee Street, 

will bring this branch further above its catchment 

benchmarks. 

2. There is a lack of youth drop-in programming 

options within the Maria A. Shchuka Library 

area: This includes minimal hours at nearby 

community centers (Fairbank Memorial CC, Glen 

Long CC); closure of The Bridge, a nearby youth 

settlement service offered by For Youth Initiative; 

and lack of coordination of local youth programs 

since York Youth Coalition suspended meetings. 

There is also a shortage of and retention issues 

with volunteers – insufficient number of tutors and 

volunteer turnover delays access to one-on-one 

child and adult literacy programs and Homework 

Help for Teens. 

3. All branches: Better Service Delivery needed: 

Public service space, accessibility, hours and 

location of existing branches do not optimize 

service delivery. 

14


Libraries in the broader area are currently under 

pressure with anticipated growth in the Lawrence- 

Allen neighbourhood. This pressure is anticipated 

to increase with the projected growth in the Dufferin 

Street Avenue Study Area and therefore needs to be 

addressed: 

• The Barbara Frum Branch should expand by 

incorporating the lower level of the building 

(which currently houses a community recreation 

centre to be relocated in the Lawrence Heights 

area). The introduction of KidsStop early literacy 

centre at this branch is also recommended. 

Priorities: 

1. Existing Parks: Of the identified parks listed 

above, Parks, Forestry and Recreation Staff have 

identified priorities for three of the existing parks in 

the Study Area. 

• Caledonia Park: Improved and renovated 

naturalized areas, improved drainage, new 

bleachers and updated lighting 

• Conlands Park: New park signage and 

entrance features 

• Yorkdale Park: Improved pathways, 

lighting, sight lines and park signage 

• In the longer term, consideration should be 

given to relocating and/or consolidating the 

Evelyn Gregory Branch to a site in the Dufferin 

Street segment with better visibility from major 

streets. A new stand-alone or joint facility 

that would allow for the 10,000-15,000 sq ft 

neighbourhood branch standard to be met would 

optimally serve existing and new populations 

and local business development. Relocation 

or consolidation must consider the need for 

wheelchair accessibility, which currently does 

not exist within the branch. 

• The Maria A. Shchuka Branch would benefit 

from enhancements for the Teen Zone Space 

and signage at the street frontage to market 


• Generally, improvements to public service 

space, hours and location of all branches are 

required to optimize service delivery to the 

existing and increased population. Additional 

program capacity should be considered in 

response to existing and new community 

demand. An Innovation Hub could support 

expanded capacity for programs and services. 

5.4 Parks and Open Spaces 

Map 2: Parks and Open Spaces 

Source: Dufferin CS&F Profile September 2013 

Description 

According to the 2013 CS&F Profile, there are 

approximately 26.7 hectares of park space within the 

broader area, made up of different typologies of open 

spaces including parkettes, local parks, city parks, 

beltline parks. The parkland information provided by 

the City is bounded by Highway 401 to the north, the 

Allen Expressway to the east, Hopewell and Schell 

Avenues to the south and a CNR rail line to the west. 

The parkland is identified below on Map 2. An inventory 

of City Parks is included in Table 6. 

15

Table 6: Parks and Open Spaces 

Park Name Ward Size (ha) Park Facility 

Benner Park 15 1.00 • Playground 

Caledonia Park 15 11.59 • Baseball Diamond (1) 

• Cricket Pitch (2) 

• Multipurpose Field (1) 

• Practice Wicket 

Cartwright School Park 15 1.57 • Outdoor Bocce Court (2) 

Conlands Parkette 15 0.31 • No facilities 

Dane Parkette 15 0.35 • Playground 

Delo Park 15 0.57 • Playground 

Flemington Park 15 3.03 • Baseball Diamond (1) 

• Basketball Court 

• Community Garden (2) 

• Playground (2) 

• Wading Pool 

Glen Long Park 15 2.08 • Community Centre 

• Outdoor Artificial Ice Rink 

• Outdoor Bocce Court (4) 

• Outdoor Pool 

• Playground 

Glen Park Parkette 15 0.05 • No facilities 

Hillmount Parkette 15 0.09 • Playground 

J.T. Watson 15 0.23 • Playground 

Joyce Park 15 0.41 • Outdoor Bocce Court (2) 


Kay Gardner Beltline Park 15 • Pathway 

Ranee Park 15 0.53 • Outdoor Bocce Court (2) 


Unnamed – Glengrove Ave 15 0.24 

Unnamed – Flemington Rd 15 0.23 

• No facilities 

• Splash Pad 

• Community Garden 

Unnamed – Ranee Ave 15 0.23 • No Facilities 

Unnamed – Sparrow Ave 15 0.46 

Walter Saunders Memorial 

Park 

15 1.37 

• No Facilities 

• Basketball Court 

• Outdoor Bocce Court (2) 

• Playground (2) 

Wenderly Park 15 2.30 

• Baseball Diamond (1) 


Yorkdale Park 

15 0.86 

• No Facilities 

16

In addition to the maintenance and improvement 

of existing parks, the Study Team has developed a 

strategy to determine the amount and location of new 

parks and open spaces within the Study Area. 

2. New Parks: Based on the build out and land use 

mix proposed for the Study Area, it is anticipated 

that there is the potential for approximately two 

hectares of new public parkland to be acquired 

by the City through redevelopment, pursuant to 

its policy on the Conveyance of Land for Parks 

Purposes as a Condition of Development (Toronto 

Municipal Code - Development of Land, Chapter 

415, Article IV). In order to project public parkland 

dedication required by the City of Toronto’s parkland 

acquisition policies, the Study Team calculated the 

gross floor area (GFA) which would result from the 

recommended build out, as well as a breakdown of 

land uses and the anticipated number of residential 

units, and the resulting amount of parkland they 

would yield 3 . 

The City’s dedication rates for Parkland Acquisition 

Priority Areas, such as the Dufferin Street Avenue Study 

Area, require development parcels to convey land for 

park purposes at a rate of 0.4 ha/300 dwelling units 

proposed to a maximum of: 

• 10% of the net development site for sites 

less than 1 ha in size; 

• 15% of the net development site for sites 1 

ha to 5 ha in size; and 

• 20% of the net development site for sites 

over 5ha. 

Where new development is fully non-residential in 

nature, Official Plan Policy 3.2.3.4 – Parks and Open 

Spaces, provides for parkland dedication at a rate of 

2 per cent of the land area. Cash-in-lieu of parkland 

may also be provided where the City deems the shape, 

size or location of proposed dedicated parkland to be 

unsuitable. 

Based on the densities recommended and assumptions 

on unit size, parkland dedication requirements would 

reach the maximum dedication limits for each parcel 

on the corridor. In an effort to understand the lowest 

potential parkland acquisition resulting from new 

development in the Dufferin Street Avenue Study Area, 

the non-residential dedication rate of 2% was applied 

to all other properties except those with approved 

3 The projected GFA of the preferred option was calculated 

by applying the recommended densities (all assumed to be net of 

roads and conveyances) to the areas of each site within the Study 

Area (recommended density x site area = gross floor area). Assumptions 

were developed in terms of land use distribution (the amount of 

residential GFA), and average unit size (70m 2 , based on advice from 

market consultants N. Barry Lyon Consultants Limited, December 

2013) in order to determine the anticipated number of units and subsequently, 

the amount of public parkland dedication required based 

on the dedication rates noted above. 

development under construction. Though this is 

considered unlikely, it is important to note that in this 

scenario the total maximum dedication would only 

yield approximately 0.48 hectares of new parkland. 

The Study Team has identified the large redevelopment 

parcels within the Study Area (Blocks 1, 6, 7, 8 and 14) 

as potential locations for new public parkland that will be 

secured via parkland dedication requirements through 

redevelopment. Throughout the remainder of the Study 

Area, sites are generally smaller and many would require 

significant consolidation for redevelopment to be 

feasible. For these smaller parcels, it is recommended 

that cash-in-lieu of parkland dedication be considered. 

Cash collected in lieu of parkland should be used for 

acquiring new public parkland, which may include 

opportunities to enlarge new parks on the large 

redevelopment parcels, or improving existing parks in 

the vicinity of the development where the cash-in-lieu 

of parkland dedication originated. 

Other greening opportunities that should be considered 

include: 

(1) the provision of privately owned public spaces 

(POPS), such as private amenity space courtyards 

on site and urban plazas which may be utilized by 

the wider community; and 

(2) the provision of mid-block connections and/or 

landscaped setbacks with seating areas on site, 

to enhance neighbourhood permeability and 

pedestrian amenity. 

Recommendations: 

Small scale improvements for larger existing parks 

in the Study Area should be considered. This 

includes: 

• Improved naturalized areas, drainage, new 

bleachers and lighting for Caledonia Park; 

• New park signage and entrance features for 

Conlands Park and; 

• Improved pathways, lighting, sight lines and 

park signage for Yorkdale Park 

• New public parks should be created on large 

parcels of developable land 

• For smaller sites, cash-in-lieu of parkland 

dedication should be considered to be used for 

acquiring new public parkland and improving 

existing parks (as identified above) 

• Privately owned public spaces (POPS) should 

be utilized 

• Mid-block connections and landscaped 

setbacks with seating areas should be 

considered to enhance the public realm 

17

5.5 Community Recreation Centres 

Description: 

The 2013 CS&F Profile identifies three primary Cityowned 

recreation facilities in the CS&F Study Area: 

Barbara Frum Recreation Centre, Lawrence Heights 

Community Centre, and Glen Long Community Centre. 

There are an additional 40 locations in the Study Area 

where PF&R has offered programming at some time. 

Registration data collected for 2012 identified Barbara 

Frum Recreation Centre as having the highest number 

of program registrations of the three, followed by 

Lawrence Heights Recreation Centre, then Glen Long 

Community Centre. 

A detailed inventory of the recreation centres’ diverse 

programs (courses) is included in the 2013 CS&F Profile. 

The 2013 CS&F Profile further provides comparisons 

between the registered courses in the Study Area and 

the City as a whole. The comparisons were done in 

relation to age group, program type (Table 7 and 8). 

The findings suggest: 

• There were more Child, Child/Youth Youth/Adult 

and All Ages courses offered in the Study Area 

compared to the rest of the City. 

• There were less Early Child, Youth, Adult and Older 

Adult courses offered in the Study Area compared 

the rest of the City. 

• Earl Bales Ski Centre, in the Study Area, representing 

more ski courses compared to the rest of the city. 

• There is a larger percentage of Arts and Heritage 

and Preschool courses compared to the rest of the 

City. 

• As a percentage, there are less swimming courses 

in the Study Area compared to the rest of the City. 

In the 2014 survey, PF&R staff indicated a need for 

improvements for the Glen Long Community Centre. 

Specifically, they identified a need for an additional 

dance studio, weight room, multipurpose room and 

change rooms. 

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

Sub Section Study Area Number of Courses City Wide Number of Courses 

Sum % Sum % 

Early Child 1,103 24.6 17,224 27.9 

Child 175 3.9 1,089 1.8 

Child/Youth 2,340 52.2 30,681 49.8 

Youth 101 2.3 1,893 3.1 

Youth/Adult 111 2.5 169 0.3 

Adult 247 5.5 4,793 7.8 

Older Adult 33 0.7 1,183 1.9 

All Ages 377 8.4 4,561 7.4 

TOTAL 4,487 100.0 61,596 100 

TABLE 8: Course Analysis by Section: Comparison of Study Area vs. City Wide (Course Type) 

Section 

Study Area Number of Courses City Wide Number of Courses 

Sum % Sum % 

Arts & Heritage 718 16.0 6,625 10.7 

Camps 197 4.4 3,718 6.0 

Clubs 21 0.5 258 0.4 

Fitness & Wellness 120 2.7 2,212 3.6 

General Interest 59 1.3 940 1.5 

Leadership 33 0.7 211 0.3 

March Break 12 0.3 223 0.4 

Older Adults 33 0.7 1,165 1.9 

Preschool 472 10.5 4,311 7.0 

Skating 99 2.2 1,691 2.7 

Ski 1,012 22.6 1,239 2.0 

Sports 231 5.1 4,177 6.8 

Swimming 1,480 33.0 34,889 56.6 

TOTAL 4,487 100.0 61,659 100.0 

18


• As growth occurs in the Study Area, the 

recreation needs of the community will be 

evaluated relative to the capacity of the existing 

Glen Long Community Centre and its potential 

expansion. Priorities to improve the Glen Long 

Community Centre include the addition of a 

dance studio, weight room, multipurpose room 

and change rooms for the existing gymnasium. 

5.6 Human Services/Community Agencies 

Space 

In April 2014, as part of the Toronto Strong 

Neighbourhoods Strategy 2020, Toronto City Council 

adopted Staff recommendations for the designation 

of 31 Neighbourhood Improvement Areas. The 

identification of Neighbourhood Improvement Areas 

(NIAs) was undertaken in an effort to update the City’s 

Priority Neighbourhood for Investment (PNI) approach, 

which had identified 13 Priority Neighbourhoods 

through an evaluation of demographic indicators and 

community safety, and measuring proximity to service 

“inputs” designed to address social needs within 


In order to more effectively identify neighbourhoods 

experiencing inequitable social outcomes, City Staff 

have utilized a Neighbourhood Equity Score (NES), 

designed as a single number (out of 100) which 

“captures the total weight of unnecessary, unfair, 

and unjust differences faced by residents in five key 

areas: Economic Opportunities, Social Development, 

Healthy Lives, participation in Decision Making and 

Physical Surroundings”. Utilizing these factors, a 

Neighbourhood Equity Score (NES) was determined 

for each of Toronto’s 140 neighbourhoods, then 

measured against a Neighbourhood Equity Benchmark 

of 42.89. Thirty-one neighbourhoods were identified as 

NIAs based on their NES falling below the established 

Benchmark. 

The Dufferin Street CS&F Study Area - including 

Lawrence Heights, which had previously been 

identified as a Priority Neighbourhood - falls mainly 

within the Yorkdale-Glen Park neighbourhood (#31) 

with a NES of 49.53. This score ranks as the 45 th lowest 

out of the City’s 140 neighbourhoods, but is not below 

the Neighbourhood Equity Benchmark of 42.89, and 

therefore not a Neighbourhood Improvement Area. 

Description: 

Human Services offer a range of support and services 

to residents within the CS&F Study Area. In February 

2014, Social Development, Finance & Administration 

(SDFA) staff responded to the questionnaire, updating 

the 2013 CS&F Profile inventory on existing human 

service providers. 

The 2013 CS&F Profile identified 42 human service 

agencies located within the Dufferin Street CS&F Study 

(See the 2013 CS&F Profile for the Inventory of Human 

Service Providers), including community health, 

self employment, youth training, immigrant training, 

language interpretation, settlement and legal services. 

The 2013 profile further identifies five main sites where 

human agencies operate within the Dufferin Street 

Study Area. These include: 

• Lawrence Square Mall: multiple community 

agencies 

• John Polanyi Collegiate Institute: North York 

Harvest Food Bank, TDSB ESL Program 

• Unison Health and Community Services 

• Baycrest Centre 

• Columbus Centre 

*note: The North York Harvest Food Bank will no longer 

be located at John Polanyi CI. 

The SDFA staff also provided a detailed inventory of 

updated programs and services, outlined in the table 

below. The range of programs are located in various 

parts of the CS&F Study Area and reach a broad base 

of users. Furthermore, as identified in the table, the 

agencies are working in partnerships to better reach 

users. For instance, both ArtStarts, a local nonprofit 

community arts organization, and Job Fairs are working 

with Yorkdale Mall to reach youth. While no new 

facilities have been established, Social Development, 

Finance and Administration Services report that they 

have recently negotiated a 10 year agreement between 

ArtStarts and Yorkdale Mall. 

SDFA staff further identify facility and service gaps 

within the CS&F Study Area: 

19

Program/Service 

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

Location of Program/ 

Service 

Art Starts Yorkdale Mall Youth 

Job Fairs Yorkdale Mall Youth 

Neighbourhood 

Action 

Community 

Crisis Response 

Program 

Redevelopment 


Entire area 


Main User Group(s) 

Residents, youth, Adult 

and Service Providers 

Residents, youth, Adult 

and Service Providers 

Is there public/community 

partnership in providing the 

program/service? 

Partnership between Yorkdale 

Mall and Art Starts for 10 years of 

funding 

Youth Employment Partnerships 

provides job fair opportunities to 

young people for employment 

opportunities at Yorkdale Mall. 

Multi-stakeholder human service 

system planning 

Multi-stakeholder response to 

violent and traumatic incidents 

Facility Gaps 

• SFDA identify the need for shared use 

facilities for: 

• Child Care 

• Family Services 

• Youth Service 

• Ethno-cultural group participation 

• Services Gaps 

• To build in opportunities for Neighbourhood 

Action (ie. Action for Neighbourhood 

Change)4 to better coordinate service 

delivery in the Lotherton area 

• Child Care Programs 

• Community Service Programs for youth 14 

to 29 years 

4 Action for Neighbourhood Change -Lotherton is a resident-engagement 

and community building initiative that originated 

through the United Way “Our Building Strong Neighbourhoods 

Strategy,” a place-based approach to neighbourhood improvement 

within the former 13 Priority Neighbourhoods. The project in the 

Lotherton Pathway community, which is part of Lawrence Heights, 

was established in 2007. The North York Community House, a 

community organization located at 700 Lawrence Avenue West, 

neighbourhood residents and the United Way all participate in the 

Action for Neighbourhood Change initiative. 

Service Planning 

• The lack of sustainable funding for the 

Lawrence Heights Inter-Organization 

Network5 Coordinator position provides 

difficulties for community led, service 

integration. 

Priorities 

• Community Involvement in the Lawrence 

Heights Revitalization process. 

• Mixed-use facilities for families 

• Funding TowardsCommunity Service Hub 

space 

• Mixed-use facilities that include a focus on 

newcomer families with children under 14 

• Mixed-use facilities designed to include 

young adults 15 to 29 years of age 

• 3. Access to family service programs and 

organizations within reasonable distance 

• 4. Services for young adults 15 to 29 years 

of age 

• 5. Services for newcomer families with 

children under 14 

5 The Lawrence Heights Inter Organization Network, 

established in 2005, is a network of service providers, community 

organizations and representative groups who deliver programs and 

services in Lawrence Heights, Lotherton Pathway and Neptune (one 

of the former priority neighbourhoods in Toronto). 

20

5.7 Community Agencies Response 

In addition to the SFDA priorities, City Staff also provided 

the Study Team with seven community agencies to 

contact in order to better understand their specific 

needs and priorities within the area. Of the seven 

contacted, only three responded to the questionnaire 

and telephone interviews: North York Harvest, COTA 

and Villa Charities. Below is a brief summary of the 

three organizations, issues and pressures they face 

and their priorities: 

1. Villa Charities: 

Description: Villa Charities, which began in 1971 as 

an idea to create a home for seniors, has evolved 

into a large organization designed to meet the needs 

of an ever-growing multicultural community in the 

Greater Toronto Area. In addition to providing culturally 

sensitive care for the elderly, the Villa Charities family of 

organizations is also committed to assisting individuals 

with intellectual disabilities and mental health issues 

and has a mandate of encouraging community 

participation through fitness, culture, and the arts. Villa 

Charities serves a wide range of people with a focus on 

daycares and the elderly. 

Unfortunately the organization no longer occupies 

space at its former location of 640 Lawrence Avenue 

West, and is currently looking for a new base of 

operations. 


• As growth continues in the area, Human Services 

prioritizes community involvement in the Lawrence 

Heights Revitalization process. Namely, sustainable 

funding for the Lawrence Heights Inter-Organization 

Network (LHION) Coordinator position is a key 

priority to ensure service integration in the area. 

• With increased development, SFDA recommends 

the creation of shared use facilities for families, 

newcomer families with children under 14 and 

young adults 15 to 29 years of age as well as 

funding toward a Community Service Hub Space. 

• As development proceeds, SFDA should continue 

to monitor the needs of the emerging population so 

that future service and facility priorities identified 

by local community agencies can be identified and 

secured through redevelopment. 

Issues/Pressures: The organization has enough 

funding and space but is looking to expand and is in 

the midst of a feasibility study in order to do so. While 

they have enough funding for services, they need more 

funding for capital requirements. They estimate it will 

be an additional $6 million annually for ten years to 

expand. 

2. COTA Health 

Description: COTA is a community organization 

that assists people with mental health and cognitive 

issues (who often also experience homelessness and 

other health conditions). COTA includes a range of 

programs dealing with mental health, brain injuries, 

case management, supportive housing, short term 

residential beds, court and justice services, community 

treatment team, assistance with homelessness. The 

organization has centres across the City. The North 

York location is at 2901 Dufferin St. 

Issues/Pressures: COTA has sufficient funding but 

if they were to expand or embark on a new venture 

(currently no plans to do so), they would require more 

funding. There are no space issues in the area. 

3. North York Harvest Food Bank 

Description: The North York Harvest Food Bank is the 

primary food bank in northern Toronto, distributing 1.8 

million pounds of food in 2012 through 60 community 

programs. It is an independent, charitable organization 

that, coordinates youth engagement initiatives, 

community garden activities free pick-your-own 

gleaning trips and three community food banks . 

21

Community 

Agency 

TABLE 10: Community Agency Priorities 

Current Priorities Long Term Priorities Concerns/Hopes 

•Seniors Long Term Care 

•Seniors independent living 

apartments 

Villa charities 

•language, cultural and 

fitness 

n/a 

n/a 

•Children and Adults in 

Columbus Centre 

COTA 

•Affordable housing and 

supports for people with 

mental health needs and 

complex care 


support for people with 

acquired brain injuries. 


support for people with 

developmental disabilities. 

• Same as current priorities 

• More effective supports for 

people with mental health issues 

• Maybe include a hub of 

community supports for 

people with mental health case 

management available, a welcome 

centre for new Canadians 

with settlement workers, other 

resources. 

22

6. Implementation 

Long-term redevelopment of the Dufferin Avenue 

Study Area presents an opportunity to develop and 

acquire new community services and facilities as the 

needs of the growing population evolve over time. 

The recommendations contained in this report are 

also premised on the principle that existing CS&F are 

maintained, improved or expanded to continue serving 

the neighbourhood population, with no net loss of 

services or facilities. 

New and/or improvements to existing CS&F may be 

secured through the development process by various 

means that may include agreements pursuant to 

Section 37 of the Planning Act; and parkland dedication 

pursuant to Section 42 of the Planning Act and Chapter 

415, Article III of the City’s Municipal Code. The 

Dufferin Street Avenue Study Team has determined 

that there are several opportunities for comprehensive 

redevelopment on larger parcels along the corridor, 

which can potentially accommodate new parks and 

facilities on-site, but these opportunities are limited. 

Innovative approaches to the provision of CS&F, such 

as co-location, multi-use and shared facilities, are 

therefore encouraged to allow for efficiencies in service 

provision and maximize potential community benefits 

resulting from new development. 

7. Monitoring 

The Study Area is unlikely to see full redevelopment 

over the 30-year time horizon of the plan. Some sites, 

especially larger parcels in single ownership, present 

a more immediate opportunity for change, while many 

other smaller sites would require consolidation over 

time to be viable for redevelopment as envisioned by 

this Study. 

It is recommended that any policy documents 

pertaining to the Study Area establish monitoring of 

redevelopment in the short, medium and long term, 

to revisit community services and facilities needs at 

those intervals to assess the changing needs of the 

population as it grows. 

Given that part of the Dufferin Street Avenue Study 

Area falls within the boundaries of Lawrence Allen 

Secondary Plan, consideration should also be given to 

the CS&F strategy developed for that neighbourhood 

to ensure an integrated approach to new and/or 

improved community services and facilities within the 

broader area. 

23

Dufferin Street Avenue Study – Local Advisory Committee Meeting #1 

Yorkdale Adult Learning Centre 

38 Orfus Road, Toronto ON 

Wednesday, October 23 rd , 2013 

7:00 – 9:00 pm 

MEETING OVERVIEW 

On Wednesday October 23, 2013 11 members of the Local Advisory Committee (LAC) representing a 

range of interests, City Staff and members of the project team participated in the first LAC meeting of the 

Dufferin Street Avenue Study. The purpose of the meeting was to introduce the project and seek 

feedback on the study team’s assessment of existing conditions and advice on materials to be used at the 

first public meeting. The following summary is not a verbatim transcript; it is a summary of the key 

feedback shared by participants at the meeting. This summary report was written by Yulia Pak and 

Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. 

Please note Appendix A. List of Project Team Participants and Appendix B. Meeting Agenda. 

Key Messages from Feedback Received 

The following 3 key messages emerged during the discussion. Detailed feedback follows. 

1. Congestion is a big issue, in four main ways: 

• On Dufferin Street, especially going south in the morning, and north in the 

afternoon/evening 

• On the side streets, because of how congested Dufferin Street is (i.e.: Ranee Street) 

• Yorkdale Mall is a source of congestion 

• The Dufferin bus is at or over capacity, and service quality is a concern 

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

neighbourhood. 

3. Dufferin should have an improved visual identity and feeling: it’s not desirable in terms of 

how it looks, or being on the streets. 

QUESTIONS OF CLARIFICATION 

After the project overview, participants asked several questions of clarification. The project team’s 

responses are in italics. 

• What is a charette? A charette is a more focused design work shop. We will be bringing forward 

high-‐level options and work with the charette participants to identify heights of the buildings, 

types of open spaces, locations for parks, etc. to create a common vision for Dufferin Street. The 

Technical Team will then work with the result of the charette to analyze the implications of this 

vision and how to inform and implement these options. We will also have a physical model of the 

street with different options, so people can start seeing what it would look like. 

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

1

• Taking into consideration that 76% of land use is commercial, is there any research being 

conducted regarding car trips? It would be useful to know how many cars are just passing by 

and how many are actually travelling to commercial uses in the area. We are currently looking 

at the origin-‐destination data to include in our modelling exercise. We can share this information 

when data is ready. 

• Is there going to be a traffic signal at Dane Avenue and Dufferin Street? There is no traffic 

signal secured at Dane Ave; however, we are pursuing a traffic signal at Apex Road as part of the 

3130 Dufferin Street development application 

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

• Why wasn't the entire Dufflaw property included in the study area? The study only includes 

lands with frontage properties along Dufferin Street designated Mixed Use Areas in the Official 

Plan. 

• Why wasn't Dufferin Street in its entirety included in this Study? We needed to draw 

boundaries based on costs and logistics to ensure a manageable study. 

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS 

Why Do You Go to Dufferin Street? How Do You Get there? 

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

included: 

• A majority of the LAC members primarily drive to Dufferin Street for work. 

• Residents said they often drive and sometimes use public transit, especially to go to downtown. 

• One participant said they drive to other neighbourhoods to go for a nice walk because Dufferin 

Street is a visually unappealing environment. 

• There are great local restaurants and shops, including Katz’s Deli and a gourmet cheese shop. 

• Dufferin Street is good for shopping in local retail stores, on Orfus Road, or in Yorkdale Mall. 

• The sports amenities in the neighbourhood are good and well used. 

• There is convenient sheltered access to the subway station via Yorkdale Mall and good access to 

public transit, but only if you are familiar with the local area and its shortcuts. 

• When asked if anyone cycled on or near Dufferin, participants said that cycling on Dufferin is 

very unsafe. 

Advice on Streetscape and Walkability 

• Dufferin Street offers many great opportunities to improve walkability and existing 

streetscape. One participant said that although currently there are very few people walking in 

the area, there are many possibilities for improvement. 

• Find creative ways to work with the large area of the paved curbside next to the sidewalk to 

improve streetscape and walkability. One of the participants shared that this area is used for 

snow accumulation and is very difficult to get rezoned for other uses. 


2

• Improve how Dufferin Street looks, especially the retail strip on the east side. Several 

participants identified the east side of Dufferin as problematic in terms of streetscape and visual 

appeal. In addition to the strip being visually unattractive, it is unclear what kinds of stores there 

are and what they sell. 

• Make Orfus Road more appealing for shoppers. One participant said that Orfus Road retail 

stores are very affordable but not very visually appealing to shoppers, it lacks a connection to 

the subway, and the absence of an appropriate public realm (streets that look nice and are 

pleasant to be on). 

• Make streets safer for pedestrians by providing proper infrastructure and street furniture, 

including pedestrian crossings and street lights. One participant commented that many people 

avoid walking on Dufferin at later hours of the day because there is no proper lighting and it 

feels unsafe. 

• Consider traffic calming opportunities in the study area to make Dufferin Street more 

enjoyable to walk. Several participants mentioned that walking along the street with high-volume 

high-‐speed traffic does not feel safe and nor pleasant. 

• Create a process that allows rezoning of residential neighbourhoods for public realm 

improvements. One member of the Local Advisory Committee suggested the City consider a 

more relaxed rezoning process in residential neighbourhoods for public realm improvements. 

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

• Consider what can be done with the wider sidewalks or space beside the road. One participant 

flagged that this area may be needed for snow removal, but others raised the opportunity to 

improve the public realm in this portion of the street. 

• Make the transit shortcuts official and valuable for visitors and shoppers; this will help make 

the area more transit accessible. 

Advice on Neighbourhood Identity 

• Create a neighbourhood identity that makes Dufferin Street an original and a recognizable 

destination. Many members of the LAC expressed the need for Dufferin Street in the study area 

to have a distinct neighbourhood identity. Some of the suggestions included: 

o Create a destination similar to Midtown, as a place to visit and, in terms of 

transportation, as an ‘exchange’ or middle point. 

o Create a restaurant world instead of the dealership world. One participant responded to 

this suggestion by saying that dealerships do not hinder the visual appeal or 

neighbourhood character. 

o Dufferin is the place where Downtown meets Vaughan – it is a watershed and a 

midtown, approaching the end of the subway line and the beginning of driveways. 

o Consider abbreviations indicating the part of the area as neighbourhood names as is 

done in New York City. For example, West of Dufferin is WeDu, East of Dufferin is EDu, 

North of Lawrence is NoLa, and South of Lawrence is SoLa. 

• Dufferin Street can be both an exchange hub and a destination. One participant said that many 

people use Dufferin Street as an area of transit transfer; many people already know it as an 


3

exchange hub. Utilize and elevate this knowledge and create a neighbourhood identity of an 

exchange mobility hub and a destination at the same time. 

• There should be a marketing strategy to promote an established neighbourhood, great local 

assets and landmark spots. Several participants mentioned that Dufferin Street in the study 

area is a great undiscovered neighbourhood. It offers commercial diversity and affordability. 

Promoting local assets would attract more people to Dufferin to experience things other than 

Yorkdale Mall shopping. 

• Promote the neighbourhood as a place with a variety of commercial activities to improve the 

local economy. One participant shared that a high turnover of commercial stores occurs in the 

area because people come to specific places only, such as Yorkdale Mall, and are not aware of or 

not attracted to the rest of commercial places on Dufferin Street. 

• It is important to take into consideration demographic shifts in the community. A few 

participants noted that the neighbourhood is changing with all the new developments in the 

area that cause demographic shifts towards a younger population. 

Advice regarding Congestion and Traffic 

Congestion 

• Update the synchronization of traffic lights. It will be an effective solution to reduce 

congestion, as it will create a better traffic flow. 

• Consider traffic impacts of intensification around Dufferin Street, including west of Dufferin 

on Caledonia Street, and east of the study area at Lawrence Heights. 

• Consider eliminating street parking on Dufferin. Eliminating street parking would be a major 

contributor to faster transit service and less congestion. 

Road Configurations 

• There is a need for an exit/entrance from Highway 401 to Caledonia. It will significantly help to 

reduce traffic on Dufferin Street. 

• The southbound ramp to exit Highway 401 onto Dufferin Street is confusing and dangerous. 

Not many people realize the ramp is on the west side, which makes driving a huge safety 

concern. 

• Extend Marlee Avenue to Yorkdale Mall to alleviate congestion. 

Public Transportation 

• Address congestion and improve public transportation services. One member of the LAC 

noted that although current residents will continue to drive because of car culture, there is a 

growing number of newcomers that come to the area for the good public transportation. 

Another suggestion was to consider imposing turning restrictions on Dufferin to help speed up 

traffic so there is less traffic and improved bus performance. 

• Update the Dufferin bus schedule so that buses arrive at set times with consistent headway. 

• Consider an LRT corridor going through the study area, potentially underground. One 

participant said that this solution would be aligned with the Official Plan, where Dufferin Street 

is identified as a transit priority; and would help alleviate the busy transit corridor and bus 

congestion. Other participants agreed with the LRT suggestions, due to the high ridership from 

Wilson, Yorkdale and Dufferin stations and their impact to draw people in transferring or taking 


4

the bus from those stations south and or going east/west during peak times. And though this is 

a good idea, there may not be funds available to pay for it. 

Cycling 

• It feels very unsafe to cycle due to high traffic volume. Congestion on Bathurst Street pushes a 

lot of traffic to Dufferin Street, which makes Dufferin Street a high-‐speed, high-‐volume, 

congested traffic corridor. 

• Present the impact of introducing cycling lanes on local traffic. One participant raised a 

question of space required for cycling lanes – where it would come from and how it would 

impact heavy volume of traffic in the area. 

Yorkdale Mall 

• Engage Yorkdale Mall as a member of community and start a dialogue on how to address 

issues related to high traffic flow and parking pressures generated by Yorkdale Mall that are 

downloaded onto Dufferin Street. One participant said that the highest level of congestion 

usually occurs on weekends; and Christmas time has the highest traffic volumes primarily due to 

Yorkdale Mall shoppers. Furthermore, several participants commented that the mall shoppers 

and TTC commuters occupy residential or local businesses’ parking spots if they can’t find 

parking at the Yorkdale Mall parking lot. 

• Create a northbound ramp entrance into Yorkdale Mall. It would make driving into the mall 

much easier, as an almost full-‐stop, as is required in the present configuration, would not be 

necessary. 

• Increasing parking at Yorkdale Mall or providing additional underground parking will 

encourage more car usage and add to congestion. The Spadina subway extension to Vaughan is 

being built and should reduce automobile traffic from Vaughan residents coming to Yorkdale. 

Advice on Connectivity and Access 

• Create better east-‐west connections and improve access to Dufferin Street, especially through 

large blocks to the west of Dufferin Street. 

• Improve northbound connections. One participant noted that Dufferin ends at Wilson Avenue 

and does not have a good connectivity going north past that point. This configuration 

contributes to heavy congestion, unlike the many connections and lighter traffic when travelling 

south. 

• Improve pedestrian access from the subway to Dufferin Street. Pedestrian access is especially 

problematic when Yorkdale Mall is closed. 

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

separation. 

• Consider an underground pedestrian path from the subway station to the west. Many 

participants said that walking from the subway station to Dufferin Street looks unsafe and 

inconvenient to many people. In addition, many people, including local residents, prefer 

sheltered access to the subway station, especially during cold weather. 

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

facilities. 


5

Process Advice: 

• Think about Dufferin and opportunities for improvements in a larger context than the study 

area; it’s important to consider the bigger picture. 

• Engage with Yorkdale Mall as part of the planning process to consider how it is part of and/or 

related to Dufferin Street and the community. 

• Congestion and Yorkdale Mall may dominate the public meeting discussions 

• Include a presentation slide with examples of major traffic problems in the area. This should 

help to save time identifying these spots during the discussion at the public meeting. 

• Make the presentation more accessible by explaining what the proposed technical terms 

mean for local residents (e.g. what does a deeper setback translate into for locals?). 

• Provide an explanation on how the boundaries of the area are defined. 

• Create an efficient way for the City to share all studies and public work/services notifications 

relevant to Dufferin Street with local residents and businesses. 

• Make a clear distinction between Dufflaw Road and the Dufflaw condo in future 

presentations. 

• Include transit information in the next presentation that includes how many buses will run on 

the route, how the headways will change and how to reduce bunching and whether or not 

articulated buses increase capacity, and if so by how much. 

Next Steps 

Bianca Wylie told the LAC that the summary notes would be distributed in draft for their review and 

encouraged everyone to attend the first public meeting on November 6 th at the Yorkdale Adult Learning 

Center (38 Orfus Road) from 6:30 to 9 pm. 


6

Appendix A. List of Participants 

LAC members are in bold 

Andrew Au, City of Toronto, Transportation Planning 

Robert Allsopp, DTAH 

Rene Biberstein, DTAH 

Marco Covi, TTC Riders (on behalf of Luca DeFranco) 

Councillor Josh Colle, City of Toronto 

Angelina Conte, City of Toronto 

Jocelyn Deeks, City of Toronto, Economic Development 

David DeLuca, Yorkdale West Community Rate Payers' Association 

Pal Di Iulio, Columbus Centre/Villa Charities 

Jeffrey Dorfman, Katz's Deli 

Mario Giambattista, City of Toronto, Strategic Initiatives and Planning Policy 

Rob Gillard, TTC 

Rebecca Goodwin, Walk Toronto 

Dawn Hamilton, City of Toronto, Urban Design 

Gregory Jones, Lanterra Developments 

Dewan Karim, City of Toronto, Transportation Planning 

Lora Mazzoca, City of Toronto, Parks 

Melanie Melnyk, R.E.Millward Associates 

Anna Mirabelli, Liberty Walk Condo Association 

Yulia Pak, Swerhun Facilitation 

Victor Pamensky, V.J Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) 

Colin Ramdial, City of Toronto, Planning 

Brent Raymond, DTAH 

Paul Rycroft, Yorkdale Ford Lincoln 

Andria Sallese, City of Toronto, Planning 

Venkat Srinivas, Resident 

Sasha Terry, City of Toronto, Urban Design 

Bianca Wylie, Swerhun Facilitation 

Regrets 

Luca DeFranco, TTC Riders 

John Filipetti, Oxford Properties 

David Wassyng, V.J Panensksy, Employment Lands Business Owner 

Cycle Toronto 


7

Appendix B. Meeting Agenda 

Dufferin Street Avenue Study – Local Advisory Committee Meeting #1 

Yorkdale Adult Learning Centre 

38 Orfus Road, Toronto ON 

M6A 1L6 

October 23 rd , 2013 

7:00 – 9:00 pm 

PROPOSED AGENDA 

7:00 pm Welcome 

Councillor Josh Colle, Ward 15 

7:05 Introductions & Agenda Review 

Bianca Wylie, Facilitator, SWERHUN Facilitation & Decision Support 

7:15 Presentation/Participant Briefing 

• LAC Role & Project Background, Brent Raymond, DTAH 

7:40 Discussion 

Questions of clarification 

Discussion Questions: 

1. What do you use Dufferin Street for now? 

2. What would you like to do more of on Dufferin Street? 

3. What would you like to protect about Dufferin Street and what would you 

like to improve? 

Do you have any other advice, including any suggestions for others that 

should be included on this Committee? 

8:55 Wrap up and Next Steps 

9:00 Adjournment 


8

Dufferin Street Avenue Study – Public Meeting #1 

Yorkdale Adult Learning Centre 

38 Orfus Road, Toronto ON 

Wednesday, November 6 th , 2013 

6:30 – 9:00 pm 

MEETING SUMMARY 

On Wednesday November 6, 2013, approximately 100 people participated in the first public meeting for 

the Dufferin Street Avenue Study. The first half hour of the meeting was an open house with display 

panels and an opportunity for participants to talk with City Staff and the project team about the panels. 

At 7 pm, the project team gave a presentation. Following the presentation there was a short question 

and answer session, followed by small table discussions and wrapping up with a full-room plenary 

session. The purpose of the meeting was to introduce the project and to seek feedback on where people 

go on Dufferin Street, the modes of transportation they use, the things that participants like about 

Dufferin Street and also suggestions on how to improve Dufferin Street. The following summary is not a 

verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This 

summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was circulated to 

participants in draft prior to being finalized. Please note Appendix A. Meeting Agenda 

Key Messages from Feedback Received 

The following five key messages emerged during the discussion. Detailed feedback follows. 

1. Many participants like that Dufferin Street is part of an established neighbourhood. 

Participants noted the community and the social connections make it a good place to live. 

2. Proximity to Yorkdale Mall is an appealing feature about living near Dufferin Street. In 

addition to Yorkdale Mall, the number and variety of local shops and amenities was cited as 

another positive attribute of the neighbourhood. 

3. Traffic congestion is the top concern amongst residents and many feel that the existing traffic 

issues must be addressed before additional residential development occurs in the area. The 

specific types of issues raised included: safety, access to Dufferin from side streets, high 

amounts of traffic on residential streets due to people avoiding Dufferin Street and lack of 

adequate access to the 401. 

4. The look and feel of Dufferin is run-down and would benefit from design improvements. There 

are opportunities to improve the strip malls, parking lots, vacant lots, too add crossings and to 

improve sidewalks through streetscaping and landscaping. 

5. Create a vision for Dufferin Street and the surrounding neighbourhood. Developing a vision for 

the neighbourhood would make it a destination with increased appeal for both residents and 

visitors. 

Dufferin Street Public Meeting #1 (November 6, 2013) 

1

QUESTIONS OF CLARIFICATION 

After the project overview, participants asked several questions of clarification. The project team’s 

responses are in italics. 

What is an EA? An EA is an environmental assessment, it is a process that is used when you are 

changing a road, infrastructure, etc. and you need to measure what the impacts of this change 

are on the environment. There are many different types of these assessments. We have a 5 

phase process. Right now we are at phase one that identifies the problem statement and 

opportunities by analyzing the existing conditions. The next phase is testing the alternatives for 

improvements – technical rigour will be involved. 

 

 

 

 

 

What prompted the study? Council identified this street to be appropriate for this study. There is 

an interest in change and we want to hear what the community has to say. Councillor Colle: 

Yorkdale village residents felt pressure from development by Lanterra. Development interest 

started building up, so my staff and I started to pushing for this study; and neighbours, so in 20 

years we won’t say: “I wish we were more organized back then”. 

What is the projected population increase for the study area, including approved 

developments? Currently there are 13,000 people in this area, from Allen Road to the CN tracks 

and from the 401 to Glencairn. We will make additional information available throughout the 

course of this study, as it is developed. 

Is it feasible to remove power lines? We can talk about this during this process. 

What is the traffic source on Dufferin? And the Origin and Destination data? The proportion 

of strategic traffic as a part of general traffic from other places is really important to know. We 

will follow up with more information on this topic as it is available. 

Is it possible that the road will be wider on Dufferin? We haven’t made any decisions at this 

stage; we want to hear from you. Yes, it could be possible to widen it. 

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS 

Why Do You Go to Dufferin Street? How do you get there? 

Where people go on Dufferin Street: 

There was a wide range of places that people visit on Dufferin Street. In rough order of number of times 

the places were raised, these included: 

Yorkdale Mall Columbus Centre 

Shopping/Retail/Groceries Staples 

Restaurants Swiss Chalet 

To get to Highway 401 or Orfus Road Tim Horton’s 

Lady York Fitness Centre 

Banking McDonalds 

To go to work 


2

How do you Get There? Modes of Transportation: 

Driving and walking were the most frequent responses to the modes of transportation used to get to 

Dufferin Street; some participants said they walked for exercise, others for a purpose. Less common was 

public transit, both subway and bus, and 2 participants indicated on their written worksheets that they 

cycle on Dufferin. Several participants said that cycling is dangerous on Dufferin Street. One participant 

noted that it is often faster to walk than to drive or take transit due to the heavy congestion in the area. 

Things Participants Like about Dufferin Street 

 

 

 

 

 

 

Convenience and easy access to local amenities. Many participants said that Dufferin’s location 

was great, that it provided convenient access to a large number of local retail locations, both the 

strip malls and the stores on Orfus Road, and other local amenities such as restaurants and 

banks. One participant noted the large parking spots were a great feature for convenience. 

Another participant noted they liked that they could walk to Lawrence Square and to the park 

south of Yorkdale. Finally, one participant noted that Dufferin has a unique mix of retail, 

industrial and residential. 

Connectivity to other neighbourhoods, major streets and public transit, including the airport. 

Dufferin Street provides access to several destinations, including access to the subway, and easy 

access to downtown via public transit as well as to the airport. Other participants said the 

connectivity to the residential areas is another positive feature. 

Established neighbourhood. Several participants said they liked the family feel of the 

neighbourhood, with an established group of residents and a strong local community. 

Proximity to Yorkdale Mall. Many participants said they liked being close to Yorkdale Mall as a 

shopping destination. 

Columbus Centre. Several participants mentioned the Columbus Centre as a place they liked on 


Dufferin Street is a developing area that is constantly regenerating itself. 

Things Participants Don’t Like about Dufferin Street and Suggestions to Improve them. 

TRAFFIC ISSUES 

Congestion on Dufferin Street. Participants shared a number of specific issues and ideas to 

address them, including: 

o Create access points to the 401 at Caledonia Street, Bathurst Street (Westbound), 

Keele Street and Bridgeland Avenue to address the poor traffic conditions that exist 

today. 

o Increase the number of on and off ramps on Allen Road. 

o Add turning lanes to Yorkdale & Dufferin 

o Improve the signal timing of the lights. 

Add traffic lights and improve infrastructure, such as pedestrian crossings, at the following 

intersections: Dufferin & Dane; Claver & Dufferin; Orfus & Dufferin, Cartwright & Dufferin, 

Mulholland & Dane, Apex& Dufferin, Bentworth & Dufferin, Bridgeland & Dufferin 

 

Connectivity in and around Dufferin Street. Suggestions to improve connectivity included: 


3

o 

o 

Add north-south roads on the west side of Dufferin Street to enable better movement 

through the neighbourhood and improve traffic flow. 

Create an east-west connection to address the existing barrier of the CN rail line, as it 

currently creates a blockage to Keele Street. One participant suggested the addition of 

a bridge over the railway. 

Create traffic improvements that reduce the traffic spillover onto residential side streets, 

particularly onto Lawrence Avenue, Dane Avenue, Mulholland Avenue and Ranee Avenue. 

Consider the additional road that connects Lawrence Avenue to Orfus Road between Dufflaw 

Road and Dufferin Street. Also consider only allowing local traffic on Dufferin Street, look at 

Avenue Road as an example. 

Widen Dufferin Street to five lanes. Create a centre turning lane. Another suggestion was to 

add one additional dedicated lane on each side for public transit or cars with 2 or more 

passengers. If feasible, connect the lanes to future LRT on Eglinton. 

Create a shuttle bus that runs from Yorkdale Mall to Dufferin and Lawrence. This would help 

eliminate traffic along Dufferin Street for local residents from Wilson to Lawrence. 

Study the traffic accidents in the area and resolve these trouble spots. Accidents worsen 

already bad traffic congestion. 

Address the issues that are directly related to Yorkdale Mall, including: limited access, limited 

parking, major traffic periods (especially seasonal and weekend traffic), shoppers who are 

unclear of how to navigate surrounding streets, parking overflow into the neighbourhoods. 

Improve the traffic signal coordination for the entrance and exit to Yorkdale Mall. There is 

concern that the upcoming addition to Yorkdale Mall will worsen these issues. 

PEDESTRIAN, CYCLING AND TRANSIT EXPERIENCE 

Improve the pedestrian experience on Dufferin. New pedestrian crossings should be added 

wherever possible given that the east/west streets are not aligned. Dufferin Street is currently 

unsafe and hard to cross. 

 

 

 

 

 

 

Add bike lanes to Dufferin. Dufferin Street is unsafe for cyclists. 

Consider using the railroad to create a trail for cyclists and/or pedestrians. 

Create an underground pathway at Lawrence and Dufferin for pedestrians, look to European 

cities for examples. 

Provide a better connection to Yorkdale Mall for pedestrians. 

Create more sidewalks in the surrounding streets that connect to Dufferin Street between 

Highway 401 and Lawrence to support a more pedestrian friendly environment. 

Space the buses on Dufferin more evenly; sometimes there are not enough buses and then 

they arrive 2, 3 or 4 at a time. 

STREETSCAPE 

Increase the number of streetlights to make the street safer, both at intersections and in 

parking lots throughout the study area. One participant said that it is scary to walk on Orfus 

Road at night. 


4

Improve the look and feel of the whole of Dufferin Street, animate the street and make street 

more active. Some participants said Dufferin looks “run down”. The strip malls and retail on the 

east side of Dufferin Street were highlighted as being particularly unappealing visually. 

Resurface the plazas. 

Add trees along the street to improve the landscaping and visual appeal. Include trees in the 

middle of the street on the median if the street is widened. 

Create a Business Improvement Area (BIA) to help support the development of streetscape 

improvements. Include branding of the community on street furniture such as benches. 

Remove the hydro wires and bury them underground. Several participants expressed support 

for the positive visual impact that would be gained by placing the hydro wires underground. 

Add signage to landmarks like Yorkdale Mall and Orfus Road to highlight the retail options that 

visitors have when they are in the area. 

BUILT FORM 

Keep new developments at midrise heights, and consider a mandatory height restriction of 5 

storeys, including commercial use on the main floor facing Dufferin. This would support 

pedestrian traffic and generate more revenue for the area. Another participant advised to avoid 

scope creep and not to allow any midrise into the side streets. 

 

 

 

 

Do not have new developments on the street that come right up to the sidewalk; ensure there 

are appropriate stepbacks. 

New development should respect that this is an established neighborhood, traffic, noise and 

privacy concerns have to be addressed and there should not be tall buildings overlooking 

homes. 

Improve the look of the architecture for the buildings on Dufferin Street. One participant said 

that the current architecture is outdated. 

Do not add any more condos the neighbourhood. 

LAND USE & INFRASTRUCTURE 

Reduce the number of parking lots and automobile dealerships. 

 

 

 

 

Support economic development in the area to reduce the number of vacant lots; these lots are 

unpleasant and ugly. One participant said there was a lack of family restaurants in the 

neighbourhood, others said additional grocery stores would be good additions to the Street. 

Another participant suggested that higher end retail should be brought to Dufferin Street. 

Increase the amount of parks and green space, with spaces for children and dogs. 

Improve the sewer and storm water drainage system and resolve issues related to flooding 

and drainage, as experienced by residents living on McAdam Street and Mullholland Avenue. 

Several participants said the planning department could improve their process to demonstrate 

how input and feedback from the community who have had these experiences is used. One 

participant said that the City should not be permitting new buildings as they cause excess water 

to flood basements when they should be focused on creating improvements for sewers. 

Add a library to the neighbourhood. 


5

OTHER ADVICE 

Make Dufferin Street a destination and a landmark, create a vision for the neighbourhood. 

One participant wrote that Dufferin Street should be a welcoming neighbourhood to add to the 

other great Toronto neighbourhoods. 

Next Steps 

Bianca Wylie told participants that the summary notes would be distributed in draft for their review and 

encouraged everyone who was interested to sign up for the upcoming design charette, to be held on 

December 11 th at the Glen Long Community Centre. 


6

Appendix A. Meeting Agenda 




M6A 1L6 

November 6 th , 2013 

6:30 – 9:00 pm 

PROPOSED AGENDA & WORKSHEET 

6:30 pm Drop-in Session 

One-on-one questions with City Staff and Project Team, panel review 

7:00 Welcome 

Councillor Josh Colle, Ward 15 

7:05 Introductions & Agenda Review 

Bianca Wylie, Facilitator, SWERHUN Facilitation & Decision Support 

7:15 Presentation/Participant Briefing 

Project Background, Brent Raymond, DTAH 

7:50 Discussion 

Questions of clarification 

Discussion Questions: 

1. Why do you go to Dufferin Street and how do you get to Dufferin Street? 

2. What do you like about Dufferin Street today? 

3. What don’t you like about Dufferin Street today, and what suggestions do 

you have (if any) to improve it? 

Do you have any other advice for the project team? 

8:55 Wrap up and Next Steps 

9:00 Adjournment 


7

Dufferin Street Avenue Study – Local Advisory Committee Meeting #2 



Wednesday, November 20th, 2013 

7:00 – 9:00 pm 


On Wednesday November 20, 2013, 12 members of the Local Advisory Committee representing a range 

of interests participated in the second LAC meeting as part of the Dufferin Street Avenue Study. The 

purpose of the meeting was to seek feedback on the outline for the December 11 th design charrette and 

to seek feedback on the draft presentation materials, including messaging and the accessibility of the 

language. 

The following summary is not a verbatim transcript; it is a summary of the key feedback shared by 

participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun 

Facilitation and was circulated to participants in draft prior to being finalized. 

Please note Appendix A. List of Participants, Appendix B. Meeting Agenda. & Appendix C. Draft Charrette 

Outline 


The following key messages emerged during the discussion. Detailed feedback follows. 

1. Continue to simplify the language used in both the presentation and the design charrette 

materials. This included suggestions for additional education pieces to ensure that participants 

are able to contribute equally during charrette activities. 

2. Participants liked the general approach and format for the charrette and had a lot of specific 

feedback for each of the three sections (Neighbourhood Structure, Parks & Open Space, 

Streets and Built Form). Suggestions were focused on ensuring additional ideas were discussed 

in each of the sections. 


After the project overview and throughout the meeting, participants asked several questions of 

clarification, listed below in bold. The project team responses are in noted in italics. 

What are the outcomes of the Wilson Study? Not much has changed on the street, so it would 

be good to see what this study has actually influenced The Wilson Study was completed in 

2001-2002. The majority of the zoning is in place, but some of it is under appeal. Major 

outcomes included the Urban Design Guideline and the designation of a mixed-use zone, and 

there is the separate process of a Regeneration Study for some of these lands. Regeneration Area 

studies are planned for the south-east quadrant of Dufferin and Wilson and for the lands 

Dufferin Street LAC Meeting #2 – Summary Report (November 20, 2013) 

1

abutting Tippett Road Regeneration Area Study. The project team committed to bringing a print 

copy of the Urban Design Guidelines to the next LAC meeting. 

When were the articulated buses ordered? The order for the articulated buses was made in 

August 2012. 

Will the same number of articulated buses run on the route? The existing buses will be 

replaced on a 2 for 3 basis - for every 3 buses currently operating on the route 2 articulated 

buses will be swapped in. 

How will the headways change with the articulated buses? Will there be less bunching? 

Initially the headways will stay the same, one bus every four minutes and 30 seconds. As the 

roll-out proceeds, adjustments will be made to match demand and capacity. With fewer vehicles 

operating on the route, bunching issues should be improved. 

Are there plans to build a Dufferin LRT? No, it is not identified in the Feeling Congested Report 

and there is no funding for a Dufferin LRT at the moment. Dufferin Street was not identified in 

the former Transit City Plan or Metrolinx' current transit expansion plan (The Big Move). 

How will the longer buses impact the current bus bays? Will the articulated buses be sticking 

out into traffic? No, the buses will not be sticking out into traffic. 

Do Design Review Panel members get paid? No, they are volunteers that are nominated. 

Does the Right of Way need to remain 30 metres? If it can be wider than 30 metres, now is the 

time to explore this option. The issue is very important, which is why we’re talking about it with 

the City. We are still trying figure out what’s possible within 30 metres, and if we need to widen 

it, it’s exactly what we are exploring right now. 

When you talk about density, are you talking about business or residential? We are talking 

about both, mixed use density. 

Will there be food at the charrette? Yes. Dinner will be provided. 

Were Section 37 public art benefits secured as part of the Lanterra development? We will 

follow up to see if this is a possibility. Note added by the project team following the meeting: 

Section 37 benefits approved as part of the Lanterra development included a stand alone 

daycare on Dane Avenue, and did not include Public Art. 

Is the project engaging with both school systems as part of this study? Yes. 

What can be done about the private owners on the east side of Dufferin? These buildings are 

used as businesses but they are private houses. The market will play a role in this, but can we 

rezone and take pieces of their property to support increased density? Property owners cannot 

be forced to sell their properties. There are mechanisms through development applications that 

can require road widening as a condition of approval. There are various options available to 

encourage the desired land use and density. 

 

Is the Local Advisory Committee responsible for defining the preferred option? The input from 

the process, including LAC and public feedback, will inform the preferred option. The project 

team will respond to all feedback and explain why it was used, or why it was not used. 


2

Ultimately, City Council will need to endorse the recommendations and City Staff will need to 

implement them. 

Will the recommendations be piecemeal or will the outcome be to rezone the whole area? 

Both are potential outcomes. Recommendations will be tabled at City Council. 

Is it possible to engage the province prior to completion to avoid appeals? No, any property 

owner has the right to appeal a City Council decision on a development application under the 

Planning Act. 


Feedback on the Presentation & Draft Guiding Principles 

Prior to Brent Raymond’s presentation, participants were encouraged to provide feedback on the 

presentation and to be sure to flag terms or concepts that were unclear. Additionally, participants were 

asked for feedback on a slide displaying the draft guiding principles. 

Feedback on Draft Guiding Principles 

 

 

 

 

 

 

 

Use simpler language throughout the slide. See list below under “Terms to Clarify, Simplify and 

Explain in Materials and at the Charrette”. 

Eliminating front yard parking should be a guiding principle. 

Expand the point about making it more pleasant to walk to the extent of making it 

inconvenient to drive. The pedestrian space should be expanded to encourage people to walk 

through it. 

Deliver a vision for the neighbourhood. We should not just focus on buildings and built form. If 

the project team can provide the draft vision, it would help to inform the work we will be doing 

at the charrette. The issue of the 30 metre right of way is important in this context. If the right 

of way is widened to more than 30 metres, it should be discussed at the charrette and explained 

to the community as an opportunity to create a different vision for Dufferin Street. If it cannot 

be widened, the team should explain why. 

Make it more explicit that this exercise presents an opportunity for a major shift in thinking 

about transportation options. Is the car going to be presented as the main transportation 

mode, and if not, what will the alternative mode choices be? Develop a transportation vision 

that looks at each of the lenses, from a pedestrian, cyclist, motorist, transit user and not just 

from an automobile perspective. The vision needs to be articulated more clearly as “Balance 

Movement Priorities” may not encourage the kind of shift in thinking about this area that could 

be beneficial in getting the best and widest range of options at the charrette. 

Add a point about the community being a desirable place to live. This is a big, strong 

community and a well-established neighbourhood. While people may know about the 

commercial character of Dufferin, this neighbourhood strength needs to be highlighted in the 

vision so it can be supported. 

Add a point about Dufferin being a gateway or a connector. Look to Avenue or Bathurst as 

examples. Again, this is about thinking broader in terms of the transportation opportunities in 

the area and what should be discussed through this study. 


3

Terms to Clarify, Simplify and Explain in Materials and at the Charrette 

The following terms were flagged by the LAC participants as potentially difficult to understand and in 

need of more explanation: 

Green Character 

Rich and Varied Urban Form 

Affordable Housing (find alternate term) 

Right of Way 

Section 37 

Intervention 

Balance of Movement 

Design Review Panel 

Built Form 

Headway 

Density 


Employment Lands 

Public Realm 

Feedback on the Presentation 

 

 

 

 

The example of the streetscape from the Eglinton Connects photo looks good. Consider 

including other streetscape examples from Europe. Include an illustration of a 30 metre right of 

way with streetscaping so that people start to get a feel for this size of right of way. 

Do not use the term “affordable housing”, it may trigger negative reactions from participants 

– consider other ways to express this intention. One participant explained that homeowners in 

the area will associate affordable housing with Lawrence Heights and the term is synonymous 

with the Toronto Community Housing Corporation. 

Clarify the vision for affordable housing. One participant said that the community has had 

discussions on affordable housing for the past 10 years and would be concerned if this vision is 

now going to change. Another participant suggested implementing an inclusionary zoning bylaw 

to protect the concept of a mix of cultures that could be accommodated on the street. 

Form must follow function. The charrette and process need to provide an opportunity to define 

what we want the area to be before we skip over the function and begin designing how the 

study area will look. 

Feedback on the Draft Charrette Outline 

General Feedback on the Charrette Format 

 

 

Demonstrate how charrettes have had an impact on planning designs from previous studies. This 

will help illustrate how a participant's input can contribute to the design of their neighbourhood. 

Provide an existing conditions model or map for all charrette participants for reference during the 

charrette, and include a broader context of the area. Not all charrette participants will have the 

same base level of knowledge of the area. Provide supporting documentation to enable a non-local 

participant with the tools to contribute as meaningfully as someone with extensive local knowledge. 

However, there needs to be a balance of expectations. The timeframe of the charrette (5 hours) is 

not sufficient to bring non-local participant to the level of knowledge of a local resident. 


4

Consider explaining that this study is an iterative process. Sometimes you need to tinker with built 

form and heights, etc. to get to the vision. It’s not as simple as defining a vision separately as 

proposed in the three components of the charrette. 

Feedback on Section 1: Neighbourhood Structure & Parks and Open Spaces 

 

 

 

 

 

 

Add benches and places to rest to the sample ideas that participants should discuss at this section. 

Manage expectations about parkland allocation so the community understands the realistic 

allocation generated from new developments. This ties into an educational component about 

Section 42 of the Planning Act (parkland dedication) and the parkland dedication formula, which will 

be provided by City Parks including potential park size and how these sizes are calculated. 

Show the sizes of possible parks as small, medium, large and also include information about costs 

for construction of amenities. 

Raise the ideas of burying the hydro wiring. 

Include the idea of safety as a criteria or input in the activity. This includes things to consider such 

as lighting. 

Discuss the elements participants would like to see in the park, and the types of users they would 

support, such as seniors and children. Provide examples of these amenities and illustrations of 

different types of parks, parkettes, and other formats. 

Feedback on Section 2: Streets, Blocks and Connections 

 

 

 

 

 

 

 

 

Update participants on future area transit plans, especially on any plans (or lack of plans) for eastwest 

subway connections. 

Include the possibilities of parking restrictions, whether time-based or otherwise. These could 

apply to side streets. 

Discuss turning restrictions on Dufferin. These suggestions fall under the second category (physical 

changes to the street) as they are more realistically enforced through physical changes rather than 

signage. One participant cautioned the idea of turn restrictions because they get ignored. Note 

added by the project team following the meeting: Currently there are no turning restrictions when 

making a left-hand turn from Dufferin Street onto Orfus Road. 

Discuss speed limits. With the inclusion of patios and cafés, a discussion about speed limits would 

be relevant to the experience of patio users. 

Ask participants to think about pathways on side streets as alternatives to moving outside of and 

around Dufferin Street. 

Discuss opportunities for improved signage. Improve directional signs to help people find things in 

the area and for safety purposes to indicate things such as a children’s playground area. 

Add a question to focus on patios and cafés. Expand on the icon set for the streets exercise to 

include other streetscape elements such as cafés. 

Think about how future technology could engineer the decisions made during this study. Examples 

include the impact of intelligent systems, computers, driverless cars, and opportunities for a 


5

different kind of material for pedestrian walkways. We should explore these future technology 

possibilities in our discussions. 

Provide an update on the Transit Road EA. Address ideas about plans to continue Dufferin Street 

via the new Transit Road through Downsview Park northbound. This is a very important 

consideration because it could more traffic on Dufferin. 

Feedback on Section 3: Buildings and Built Form 

 

 

 

 

 

 

 

Provide information regarding building height restrictions due to the airport. Most of the buildings 

going up now are still tall. Be sure to explain exactly where the height restrictions are. Note added 

by the project team: Bombardier is a member of the Technical Advisory Team. 

Clearly explain how nine storeys relates to the discussion of height along Dufferin. Differentiate 

and make clear that nine storeys is not necessarily the starting point for all of Dufferin Street and a 

mix of buildings and heights could be presented. The impact of taller buildings should also be 

explained. 

Discuss setbacks and property lines. 

Explain the history of front parking lots along Dufferin and how the policy has changed over the 

years. One of the biggest complaints we’ve heard in the process is that Dufferin looks like a parking 

lot, which may have a lot to do with how parking is in the front of the buildings. Future ideas for 

parking need to be discussed, especially in regards to parking options and organization. One 

participant felt it was important that all future parking be behind the buildings. 

Explain the impact of new buildings on walkability. 

Preserve the original character of the neighbourhood when improving public realm. With Yorkville 

as an example, the whole nature of the public realm has changed, and the original character is lost 

because of the new buildings. 

Discuss the issue of preserving the character of the neighborhood. Look at this topic as a potential 

criterion when assessing ideas. 

Process and Other Advice 

 

Develop a clear graphic that explains the decision making process. Connect the project 

deliverables to the final outcome and indicate the roles of the community, City Staff, City Council 

and other stakeholders. Also be clear on what will happen with the results from the December 11 th 

Design Charrette. 

Next Steps 

Bianca Wylie thanked participants for attending and said that the meeting summary would be 

distributed in draft for their review. Bianca also reminded all LAC members to sign up for the charrette, 

and that the location of the December 11 th charrette would be the Glen Long Community Centre, 

Gymnasium at 35 Glen Long Avenue from 4 to 9 pm, with dinner being served. 


6

Appendix A. List of Participants 

LAC members are in bold 

Andrew Au, City of Toronto, Transportation Planning 

Rene Biberstein, DTAH 

Anthony Casalanguida, Oxford Properties (Yorkdale Mall) 

Marco Covi, TTC Riders (on behalf of Luca DeFranco) 

Councillor Josh Colle, City of Toronto 

Angelina Conte, City of Toronto 

David DeLuca, Yorkdale West Community Rate Payers' Association 

Pal Di Iulio, Columbus Centre/Villa Charities 

Jeffrey Dorfman, Katz's Deli 

Mario Giambattista, City of Toronto, Strategic Initiatives and Planning Policy 

Rob Gillard, TTC 

Rebecca Goodwin, Walk Toronto 

Dawn Hamilton, City of Toronto, Urban Design 

Jasmine Chong, Lanterra Developments on behalf of Gregory Jones 

Dewan Karim, City of Toronto, Transportation Planning 

Lora Mazzoca, City of Toronto, Parks 

Melanie Melnyk, R.E.Millward Associates 

Anna Mirabelli, Liberty Walk Condo Association 

Yulia Pak, Swerhun Facilitation 

Victor Pamensky, V.J Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) 

Colin Ramdial, City of Toronto, Planning 

Brent Raymond, DTAH 

Al Rezoski, City of Toronto, Planning 

Paul Rycroft, Yorkdale Ford Lincoln 

Andria Sallese, City of Toronto, Planning 

Venkat Srinivas, Resident 

Bianca Wylie, Swerhun Facilitation 

Regrets 

Luca DeFranco, TTC Riders 

Gregory Jones, Lanterra Developments 

David Wassyng, V.J Panensksy, Employment Lands Business Owner 

Cycle Toronto 


7

Appendix B. Meeting Agenda 


Yorkdale Adult Learning Centre, Cafetorium 


M6A 1L6 

November 20 th , 2013 

7:00 – 9:00 pm 

PROPOSED AGENDA 

7:00 pm Welcome 


7:05 Introduction 

Colin Ramdial, Project Manager, City of Toronto, City Planning Division 





Project update 

Phase 1 Engagement Summary: Key Messages 

Draft Guiding Principles 

Upcoming December 11 th charrette & sign-up 




1. For the draft charrette outline, do the questions address all of the main 

issues that should be considered in designing ideas? Are there others that 

should be added? 

2. Are there any particular terms or concepts that the project team should 

clarify to make it easy to understand for the presentation? 

3. Is it clear how the work from the charrette will contribute to the rest of the 

process? 

4. Do you have any other advice or thoughts on the proposed charrette format? 




8

Appendix C. Draft Charrette Outline 


9


Local Advisory Committee – TERMS OF REFERENCE 

1. Background: The City of Toronto Planning Division is working to complete an Avenue Study on Dufferin 

Street. 

2. Goal of the Consultation: The goal of the public consultation program is to develop and facilitate a 

consultation process and communication strategy to engage the Local Advisory Committee in the 

Dufferin Street Avenue Study and solicit community input into the study. 

3. Roles and Responsibilities 

All participants in the Local Advisory Committee process (Advisory Committee members, City Project 

Team and the Facilitator) will: 

Agree to these Terms of Reference 

Ensure that the results of discussions are accurately documented in the form of meeting records that 

reflect key discussions points 

Communicate to and from the organizations they represent 

Agree that all meeting records from Advisory Committee meetings, as well as the Advisory 

Committee Terms of Reference, may be shared publicly by Advisory Committee members 

Help the Advisory Committee operate effectively by providing information, suggestions and 

alternatives to issues, concerns and problems being discussed 

Project team members from the City of Toronto will: 

Provide accurate, understandable information to Advisory Committee members 

Ensure that appropriate Project Team representatives (or other resource people) are present at 

discussions on specific issues or components of the project 

Listen carefully to the feedback of Advisory Committee members and demonstrate how that 

feedback has been incorporated into the Dufferin Street Avenue Study (and if not, explain why not) 

The independent facilitation team will: 

Coordinate and facilitate Advisory Committee meetings 

Develop meeting agendas in consultation with the Project Team and the Advisory Committee 

Keep a record of Advisory Committee discussions and prepare a summary report for each meeting 

(to be circulated to participants in draft before finalizing) 

Assist in the resolution of issues, as required 

4. Approach to Decision-Making: The Advisory Committee is acting in an advisory capacity to the Project 

Team, and is not responsible for the decisions made by the Project Team or City Council. Advisory 

Committee members may or may not share a common view on the advice they wish to provide the City. 

All participants in the process will work to identify common ground among participants, as well as areas 

where opinions differ, and this feedback will be documented. Advice from the Advisory Committee to 

the City is preferred to be a consensus but is not required. By participating as members of the Advisory 

Committee, members are not expected to waive their rights to participate in the democratic process, 

and may continue to participate through other channels. 

Dufferin Street Avenue Study – LAC ToR Page 1 of 2

5. Logistics: Meetings of all participants will begin in October 2013, and continue until March 2014. There 

will be four meetings of the Advisory Committee. Dates are subject to change and if changed will be 

communicated via email to LAC members. 

Meeting #1: 

Meeting #2: 

Meeting #3: 

Meeting #4: 

October 23rd 2013, 7-9pm 

Yorkdale Adult Learning Centre, 8 Orfus Road 

November 20th 2013, 7-9pm 


January 15th 2014, 7-9 pm 


March 5th 2014, 7-9 pm 


6. Concluding the consultation 

The Advisory Committee consultation is anticipated to conclude in April 2014, following the finalization 

of the materials from the March 5 th 2014 meeting. 

Dufferin Street Avenue Study – LAC ToR Page 2 of 2

Dufferin Street Avenue Study – Design Charrette 

Glen Long Community Centre 

35 Glen Long Avenue 

Wednesday, December 11th, 2013 

4:00 – 9:00 pm 


On Wednesday December 11th, 2013, 44 people participated in the design charrette for the Dufferin 

Street Avenue Study, approximately 23 were staff members and 21 were LAC members and community 

members. The charrette began with a welcome from Councillor Josh Colle and a project overview from 

Colin Ramdial, Project Manager, City of Toronto, City Planning Division, followed by an overview 

presentation delivered by Brent Raymond of DTAH. Following the presentation there were three smalltable 

charrette exercises to explore options for Streets, Built Form & Neighbourhood Structure and 

Parks& Open Spaces. For an overview of the content discussed at each station, see Attachment H, 

Participant Workbook. Following the three rotations and a break for dinner, each group worked 

together for an hour on a synthesis presentation to create three “options” for Dufferin Street. These 

synthesis ideas were then presented to all the participants - see Attachments B, C & D for summary 

sketches. Participants then shared additional advice with the project team following the presentations. 

At the close of the meeting, participants were informed that the project team would pull out key themes 

and directions, refine the options presented, identify further ideas and test options. Participants were 

encouraged to attend the next public meeting to learn about the feasibility of the ideas presented and 

identify potential options. This summary report was written by Alex Heath, Ian Malczewski and Bianca 

Wylie of Swerhun Facilitation & Decision Support and was circulated to participants in draft prior to 

being finalized. 

Please note that the draft summary report was originally circulated to participants with the results 

organized by participant group rather than by category. This version of the report can be found in 

Attachment F. 

Please also note Attachment A. Participant List, Attachment E. Meeting Agenda and Attachment G. 

Glossary of Terms 

Key Messages from Feedback Received – Group 1 

Facilitated by Alex Heath 

Streets: Dufferin and New Streets 

Create a right of way on Dufferin Street with two general traffic lanes and a peak-period bus 

only lane in each direction. Include left turn lanes alternating with a landscaped median. 

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

Break the blocks into smaller blocks on the west side of Dufferin Street. 

Built Form: 

Concentrate height on the west side of Dufferin Street, where development parcels are larger 

and not directly adjacent to low-rise residential areas (at least south of Orfus Road). 

Neighbourhood Structure, Parks and Open Spaces 

• Support mixed use for the neighbourhood. 

Create new parks at Yorkdale Road and Orfus Road. 

Dufferin Street Design Charrette (December 11, 2013) 

1


Facilitated by Ian Malczewski 


 

 

Manage/prioritize higher-order transit. 

Improve access to Yorkdale Mall. 

Create new streets and smaller blocks. 

Built Form: 

 

Concentrate the density at the north and south ends of the study area. 


• Create new parks and focus on a public space improvement on Orfus Road. 


Facilitated by Bianca Wylie 


 

 

Managing congestion is key – use setbacks on Dufferin Street to create open space rather 

than lose space on Dufferin Street in the right of way for vehicular traffic. 

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

Do not prioritize cycling on Dufferin Street. 

Built Form: 

 

 

 

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

symmetrical. 

Concentrate density on the west side of Dufferin Street, at the back of the land parcels 

and do not mirror the building heights of existing developments on the east side. 

Use midrise heights for buildings that front onto Dufferin Street. 


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

Add new parks with public access as a key feature, best opportunities are in the northern 

section of the study area both around Yorkdale Mall and at Orfus Road. 


2



Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment B 

Cycling, Transit & Vehicular 

Create a proposed Right of Way (the publicly owned portion of the street, often referred to 

as ROW) with two general traffic lanes and a peak-period bus only lane in each direction. 

Include left turn lanes alternating with a landscaped median. Develop wide sidewalks, with 

slightly wider sidewalks on the west side of Dufferin. 

New Streets 

Add a new north-south street on the western edge of the study area (see Glossary of 

Terms), running from Orfus Road south to Lawrence Avenue, and another road south of 

Lawrence to a new westward extension of Cork Avenue. 

Create a new westward extension of Celt Avenue running to the new north-south street on 

the western edge of the study area. 

Add a new north-south laneway behind the buildings that front onto Dufferin, running along 

the eastern edge of the study area. 

Add a new street running along the western and southern edge of the Holiday Inn site, 

connecting Bridgeland Avenue and Dufferin Street. 

Improvements 

Realign the Highway 401 off-ramps/Bridgeland Avenue/Yorkdale Road intersection by 

moving the Bridgeland Avenue and Yorkdale Road intersection northward, with 401 offramps 

connecting directly to Bridgeland Avenue, eliminating the existing off-ramp and 

overpass to Yorkdale Road. 

Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment C 


Some participants felt that cyclists should not be permitted on Dufferin Street, while others 

were interested in exploring on-sidewalk or road-separated bicycle lanes. 

Create laneways behind new development to minimize the number of cars driving across 

the sidewalk. 

Create a connection between Dufferin Street and Keele Street, possibly by extending 

Bridgeland Avenue. 

Transit 

Locate TTC stops for southbound buses south of the intersection (for example, at Lawrence 

Avenue) to address the current problem of cars waiting to turn right behind buses picking 

up and dropping off passengers. 

Take a potential future Light Rail Transit (LRT) on Dufferin Street into consideration for these 


Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway 

on Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee 

Avenue. 

Create a dedicated bus lane and enforce it, otherwise drivers will ignore it. 


3

Group 2 – Facilitated by Ian Malczewski. See Synthesis photo at end of section 



• Some felt that cyclists should not be permitted on Dufferin Street, while others were interested 

in exploring on-sidewalk or road-separated bicycle infrastructure. 

• Create laneways behind new development to minimize the number of cars driving across the 

sidewalk. 

• Create a connection between Dufferin and Keele, possibly by extending Bridgeland. 

Transit 

• Locate TTC stops for southbound busses south of the intersection (for example, at Lawrence) to 

address the current problem of cars waiting to turn right behind busses picking up / dropping off 

passengers. 

• This study’s recommendations should not preclude a potential future LRT on Dufferin Street. 

• Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway on 

Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee. 

• Create a dedicated bus lane, but it has to be enforced, or drivers ignore it. 

New Streets 

• Create a new 401 off-ramp at Caledonia to help distribute the high-volume of truck traffic that 

currently uses Dufferin. 

Improvements 

• Rethink the existing entrances and exits to Yorkdale along Dufferin to address the fact that they 

are confusing, dangerous, and inefficient. 

Built Form 

Location 

• Locate taller buildings at the south and north ends of the study area (at the 401 and at 

Lawrence), and encourage mid-rise in-between. 

• Expand the study area west to include Mulholland and to encourage redevelopment of 

properties on the west side of Mulholland as townhomes. 

• Mirror the Lanterra development (in terms of block size, height, and smaller sizes). 

• Create a new, grand entrance on the west side of Yorkdale that identifies it as a special place. 

Design 

• New development should have publicly accessible green roofs. 

• Create diversity amongst the buildings - make sure they are architecturally pleasing and distinct. 

B Street on Bathurst Street is a good example of an interesting building. 

• Don’t allow any more parking lots in front of buildings. 

Other 

• Avoid the creation of a wind tunnel along Dufferin Street due to a large increase of height and 

density. 

• Break up new built form with mid-block connections (similar to the Treviso development) and / 

or new public spaces. 

5

Add density north of Jane Osler Boulevard (while being aware of the height constraints from 

the airport). Beyond that, consider a green space and connection between a potential 

development in that area and Jane Osler Boulevard. 


Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment B 

Location 

Add new public parks fronting Dufferin at Yorkdale Mall (slightly north and opposite from 

Jane Osler Boulevard) and on the City-owned off-ramp into Yorkdale’s parking lot (with this 

latter park being a potential site for a concentration of public art). 

Create a new public plaza/hardscaped park fronting Orfus Road on the west side of the 

development block. This plaza/hardscaped park could be animated by cafés and restaurants 

in adjacent buildings fronting onto it. 

Use & Design 

Include a public or private institutional use (e.g. community centre or YMCA) within the 

development block at Orfus Road. 

Use a mixture of retail floor-plate sizes (the total area within a building measured from the 

exterior of the main walls of each floor) to help facilitate both larger-scaled retail uses (e.g. 

grocery stores) and smaller-scaled, unique retailers (e.g. stores that would not be found in 

Yorkdale Mall or on Orfus Road), both of which are currently lacking in the study area. 

Other 

Include centrally placed, privately owned public space surrounded by buildings (establishing 

a type of courtyard pattern) as a feature of larger development blocks. 

Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment C 

Location 

Create public space on Dufferin Street itself to improve the public realm (streets and lanes, 

sidewalks, parks and other open spaces). However, some participants were concerned that 

the volume and speed of traffic on Dufferin might create unsafe conditions for a park / 

public space right on the street – use design to mitigate these concerns. 

The west side has good potential for the location of a substantially sized park since the lots 

are larger and have yet to redevelop. 

Include a new public space design at the corner of Orfus Road to create more of an entrance 

to this unique pedestrian-oriented area. 

Add a new park at the corner of Samor Road and Dufferin Street. 

Add a new public space on the southwest corner of Cartwright Avenue and Dufferin Street 

(once the existing traffic ramps are replaced or relocated). 

Use and Design 

Create a gateway to a new park on Dufferin that is similar to the gateway to the McGill and 

Granby neighbourhood on Yonge Street (between College Street and Gerard Street). 

Create hard-landscaped plazas with fountains and/or pools that people can walk through on 

a hot day (similar to those common in Italy). 

Ensure there is plentiful seating (using large stones or benches) and that new parks are welllit 

to address safety concerns. 

Improvements 


6

Raise awareness and use of existing parks (like Glen Long Park) by adding signage and 

wayfinding. 

Bury hydro wires. 

One participant felt it was important to make sure the study is not overly prescriptive 

regarding land use, which they felt could restrict redevelopment. 

Align new public spaces with retail. Some participants felt that the Shops at Don Mills have a 

good relationship with open space and could be an example of how to integrate public 

spaces with retail. 

Group 3 - Facilitated by Bianca Wylie. See Synthesis photo Attachment D 

Location 

Incorporate options for open space into the design of Yorkdale Mall. Consider medium-sized 

parks, linear parks and parks with water features. 

Create a public space/park or open space on Orfus Road. There is already considerable 

activity there due to the commercial nature of the street; leverage this and make it a place 

for people to go and sit down. 

Create mid-block spaces between buildings, particularly between Celt Avenue and Sparrow 



Consider parks with water features, linear parks and outdoor cultural uses such as theatre 

space. This will complement the parks coming in on the south end of the study area which 

will likely have children’s play features to support the new residential developments. 

Improvements 

Create and improve the connectivity to Yorkdale Mall, particularly to the south of Yorkdale 

Road heading east to the subway, including any possible improvements to lighting. 

Other 

Mixed use (a mix of land uses, e.g.: commercial, residential, industrial, institutional) is right 

for Dufferin, it’s great to have a place where people can live and work in the same 

neighbourhood. Make sure that existing commercial is supported with the addition of new 

residential development; protect the businesses that are already there. 

Ranee Park and Conland Park are not well-used because they are not accessible, be sure to 

consider accessibility for any new open and green space and make theses spaces visible to 

the public. 

In discussing mixed use, desired commercial additions to the neighbourhood included coffee 

shops, restaurants and dry cleaners. 

Create a place for a larger amenity, perhaps an academic institution, in the study area. 


7

OTHER ADVICE 

Do not cut up the blocks into tiny lots, it has a negative impact on the type of commercial that 

can exist. There are larger stores that do not fit into Yorkdale Mall (larger hardware or other 

retail stores) that require a larger minimum floor-plate. These types of developments are 

needed in this area and should be supported. 

Explore provisions within new condominium declarations to help protect existing businesses 

(i.e. protect existing use). 

Consider a moving walkway within a covered tunnel to connect to Yorkdale Mall from the 

south-east. 

Next Steps 

Bianca Wylie told participants that the summary notes would be distributed in draft for their review and 

encouraged everyone to attend the public meeting in Winter 2014. 


8

Attachment A. Participant List 

Franca Alfano 

Andrew Au, Transportation Planning, City Planning Division 


Roger Brook 

John Burke, RE Millward Associates 

Felicia Cannatella 

Councillor Josh Colle 

Angelina Conte, Councillor Colle’s Office 

Marco Covi, TTC Riders 

Dave De Luca 

Leo Desorcy, Urban Design, City Planning Division 

Pal Di Iulio 

Jeffrey Dorfman 

David Dunn, Cycling Infrastructure, Transportation Services 

Russell Fleischer - with TFA (Turner Fleischer Architects). 

Nicola Garisto, Parks Planning, Parks, Forestry & Recreation Division 

Tyrone Gan, HDR 

Samy Gano 


Steve Gupta, Holiday Inn 

Dawn Hamilton, Urban Design, City Planning Division 

Alex Heath, Swerhun Facilitation 

Hilary Holden, ARUP 

Greg Jones 

Dewan Karim, Transportation Planning, City Planning Division 

Ian Malczewski, Swerhun Facilitation 

Melanie Melnyk, RE Millward Associates 

Ann Mirabelli 

Aarshabh Misra, ARUP 

Beverly Moodie 


Sidra Rahimzada, Traffic Engineering, Transportation Services 

Colin Ramdial, Community Planning, City Planning Division 

Al Rezoski, City Planning Division 

Paul Rycroft 

Andria Sallese, Community Planning, City Planning Division 

Jack Sinopoli, Traffic Engineering, Transportation Services 

Alan Slobodsky, Holiday Inn 

Robert Stein 

Megan Torza, DTAH 

Sasha Terry, Urban Design, City Planning Division 

Emily Vertolli 

Victoria Witkowski, Transportation Planning, City Planning Division 



9

Attachment B. Synthesis Photo Group 1 


10

Attachment C. Synthesis Photo Group 2 


11

Attachment D. Synthesis Photo Group 3 


12

Attachment E. Agenda 

Dufferin Street Avenue Study – Design Charrette 

Glen Long Community Centre 

35 Glen Long Avenue, Gymnasium 

M6B 2M1 

December 11 th , 2013 

4:00 – 9:00 pm 

AGENDA 



Introduction 

Colin Ramdial, Project Manager, City of Toronto, City Planning Division 

4:05 Agenda Review & Introductions 


4:15 Introductory Presentation 


4:30 Planning and Design Exercises 

Facilitated Workshop Sessions 

6:30 Dinner Break 

7:00 Synthesis Exercise 

Facilitated Workshop Session 

8:00 Reporting Back 

Facilitated Report Back 

8:30 Wrap-Up and Next Steps 



13

Attachment F. Draft Summary formatted by Participant Group 


Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment A 



Create a proposed ROW with two general traffic lanes and a peak-period bus only lane in 

each direction. Include left turn lanes alternating with a landscaped median. Develop wide 

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

New Streets 

Add a new north-south street on the western edge of the study area, running from Orfus 

Road south to Lawrence Avenue, and another road south of Lawrence to a new westward 

extension of Cork Avenue. 

Create a new westward extension of Celt Avenue running to the new north-south street on 

the western edge of the study area. 

Add a new north-south laneway running along the eastern edge of the study area. 

Add a new street running along the western and southern edge of the Holiday Inn site, 

connecting Bridgeland Avenue and Dufferin Street. 

Improvements 

Realign the Highway 401 off-ramps/Bridgeland Avenue/Yorkdale Road intersection by 

moving the Bridgeland Avenue and Yorkdale Road intersection northward, with 401 offramps 

connecting directly to Bridgeland Avenue, eliminating the existing off-ramp and 

overpass to Yorkdale Road. 

Built Form 

 

 

 

 

 

Concentrate height on the western side of Dufferin, where development parcels are larger 

and not directly adjacent to low-rise residential areas (at least south of Orfus Road). 

Add the maximum/peak heights at the intersection of Dufferin Street and Lawrence Avenue 

and at Lawrence Avenue and Bridgeland Avenue (Holiday Inn site) to physically signal the 

gateways to the study area. 

Gradually reduce building heights moving northward from the peak at Dufferin, with an 

exception at the corner of Orfus Road and Dufferin (again, taller height here would signal a 

gateway to this significant street). 

Develop lower-scaled mid-rise (result of shallower lot depths) on the east side of Dufferin 

Street. On the west side, front Dufferin with mid-rise buildings or mid-rise podiums. On 

larger blocks, create breaks in the street wall to facilitate mid-block pedestrian/vehicular 

connections. 

Feature town homes fronting the new north-south street on the western edge of study area. 


14


Location 

Add new public parks fronting Dufferin at Yorkdale Mall (slightly north and opposite from 

Jane Osler Boulevard) and on the City-owned off-ramp into Yorkdale’s parking lot (with this 

latter park being a potential site for a concentration of public art). 

Create a new public plaza/hardscaped park fronting Orfus Road, on the west side of the 

development block. This plaza/hardscaped park could be animated by cafés and restaurants 

in adjacent buildings fronting onto it. 

Use & Design 

Include a public or private institutional use (e.g. community centre or YMCA) within the 

development block at Orfus Road. 

Use a mixture of retail floor-plate sizes to help facilitate both larger-scaled retail uses (e.g. 

grocery stores) and smaller-scaled, unique retailers (e.g. stores that would not be found in 

Yorkdale Mall or on Orfus Road), both of which are currently lacking in the study area. 

Other 

Include centrally placed, privately owned public space surround by buildings (establishing a 

type of courtyard pattern) as a feature of larger development blocks. 

Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment B 



Some participants felt that cyclists should not be permitted on Dufferin Street, while others 

were interested in exploring on-sidewalk or road-separated bicycle infrastructure. 

Create laneways behind new development to minimize the number of cars driving across 

the sidewalk. 

Create a connection between Dufferin Street and Keele Street, possibly by extending 

Bridgeland Avenue. 

Transit 

Locate TTC stops for southbound busses south of the intersection (for example, at Lawrence 

Avenue) to address the current problem of cars waiting to turn right behind buses picking 

up and dropping off passengers. 

Take a potential future LRT on Dufferin Street into consideration for these 


Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway 

on Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee 


Create a dedicated bus lane, but it has to be enforced, or drivers ignore it. 

New Streets 

Create a new Highway 401 off-ramp at Caledonia to help distribute the high-volume of truck 

traffic that currently uses Dufferin. 

Improvements 

Rethink the existing entrances and exits to Yorkdale Mall along Dufferin to address the fact 

that they are confusing, dangerous, and inefficient. 


15

Built Form 

Location 

 

Design 

Other 

 

 

 

 

 

 

 

 

 

Locate taller buildings at the south and north ends of the study area (at the 401 and at 

Lawrence Avenue), and encourage mid-rise in-between. 

Expand the study area west to include Mulholland Avenue and to encourage redevelopment 

of properties on the west side of Mulholland Avenue as townhomes. 

Mirror the Lanterra development (in terms of block size, height, and smaller sizes). 

Create a new, grand entrance on the west side of Yorkdale Mall that identifies it as a special 

place. 

Include publicly accessible green roofs in new developments in the study area. 

Create diversity amongst the buildings - make sure they are architecturally pleasing and 

distinct. B Street Condos on Bathurst Street is a good example of an interesting building. 

Don’t allow any more parking lots in front of buildings. 

Address the potential creation of a wind tunnel along Dufferin Street due to a large increase 

of height and density. 

Break up new built form with mid-block connections (similar to the Treviso development) 

and/or new public spaces. 

Create townhomes along the western edge of the study area to transition between Dufferin 

and the areas to the west. 


Location 

Create public space on Dufferin Street itself to improve the public realm. However, some 

participants were concerned that the volume and speed of traffic on Dufferin might create 

unsafe conditions for a park / public space right on the street – use design to mitigate these 

concerns. 

The west side has good potential for the location of a substantially sized park since the lots 

are larger and have yet to redevelop. 

Create a new public space design at the corner of Orfus Road to create more of an entrance 

to this unique pedestrian-oriented area. 

Add a new park at the corner of Samor Road and Dufferin Street. 

Add a new public space on the southwest corner of Cartwright Avenue and Dufferin Street 

(once the existing traffic ramps are replaced or relocated). 


Create a gateway to a new park on Dufferin that is similar to the gateway to the McGill and 

Granby neighbourhood on Yonge Street (between College Street and Gerard Street). 

Create hard-landscaped plazas with fountains and/or pools that people can walk through on 

a hot day (similar to those common in Italy). 

Ensure there is plentiful seating (using large stones or benches) and that new parks are welllit 

to address safety concerns. 

Improvements 

Raise awareness and use of existing parks (like Glen Long Park) through strategies like 

adding signage and wayfinding. 


16

Bury hydro wires. 

One participant felt it was important to make sure the study is not overly prescriptive 

regarding land use, which they felt could restrict redevelopment. 

Align new public spaces with retail. Some participants felt that the Shops at Don Mills have a 

good relationship with open space and could be an example of how to integrate public 

spaces with retail. 

Group 3 - Facilitated by Bianca Wylie. See Synthesis photo Attachment D 



Add a centre turning lane on Lawrence Avenue from Dufferin Street to Bolingbroke Road. 

Create a ring road around Lawrence Avenue to ease congestion at the intersection of 

Dufferin and Lawrence. 

Do not create cycling lanes on Dufferin Street; there are adequate alternates, such as 

Caledonia. 

Prioritize bus traffic northbound; consider a dedicated lane for buses/HOV. 

New Streets 

Create a new road from Lawrence north to Orfus Road. 

Create a new east/west street between Lawrence Avenue and Dane Avenue. 

Create a new east/west street west of Dufferin Street from Celt Avenue. 

Add a north-south laneway or walkway on the east side of Dufferin, from Dane Avenue to 

Yorkdale Mall. 

Improvements 

Align the intersection at Apex Road and Dane Avenue. 

Straighten Bridgeland Avenue. 

Add a median to Dufferin to help people cross more easily, given the difficulty of aligning 

streets and adding signalized intersections. 

Improve the walkability throughout the study area. 

Built Form 

Location 

 

Design 

Other 

 

 

 

 

Utilize setbacks on the west side of Dufferin, particularly between Apex Road and Orfus 

Road, to create open space without removing any traffic lanes to create open space. 

In terms of building height, keep the height lower (midrise or less) on the east side, with an 

exception west of Dane where there may be an opportunity for one or two taller buildings. 

Leave open space between buildings to support both walkability and access throughout the 

study area. 

The east and west sides of Dufferin do not have to match, nor should the heights of 

buildings be mirrored on each side of the street, it’s better to have them offset with a taller 

buildings on one side and a shorter ones on the other side. 

Regarding building height on the west side, keep buildings on Dufferin at midrise heights 

and have taller buildings at the furthest points west within the study area, at the rear of the 

lots. 


17

Add density north of Jane Osler Boulevard (while being aware of the height constraints from 

the airport). Beyond that, consider a green space and connection between a potential 

development in that area and Jane Osler Boulevard. 


Location 

Incorporate options for open space into the design of Yorkdale Mall. Consider medium sized 

parks, linear parks and parks with water features. 

Create a public space/park or open space on Orfus Road. There is already considerable 

activity there due to the commercial nature of the street; leverage this and make it a place 

for people to go and sit down. 

Create mid-block spaces between buildings, particularly between Celt Avenue and Sparrow 



Consider parks with water features, linear parks and potentially outdoor cultural use such as 

theatre space. This will complement the parks coming in on the south end of the study area 

which will likely have children’s play features to support the new residential developments. 

Improvements 

Create and improve the connectivity to Yorkdale Mall, particularly to the south of Yorkdale 

Road heading east to the subway, including any possible improvements to lighting. 

Other 

Mixed use is right for Dufferin, it’s great to have a place where people can live and work in 

the same neighbourhood. Make sure that existing commercial is supported with the 

addition of new residential development; protect the businesses that are already there. 

Ranee Park and Conland Park are not well-used because they are not accessible, be sure to 

consider accessibility for any new open and green space and make theses spaces visible to 

the public. 

In discussing mixed use, desired commercial additions to the neighbourhood included coffee 

shops, restaurants and dry cleaners. 

Create a place for a larger amenity, perhaps an academic institution, in the study area. 


18

Attachment G. Glossary of Terms 

Floor-plate: The total area within a building measured from the exterior of the main walls of each floor. 

HOV: High Occupancy Vehicle. 

Low-rise: A building up to four storeys in height. 

Mid-rise: A building generally taller than four storeys but no taller than the width of the adjacent right 

of way. 

Mixed use: A mix of land uses, e.g.: commercial, residential, industrial, institutional. 

Public realm: Streets and lanes, sidewalks, parks and other open spaces. 

Right of Way: The publicly owned portion of the street. 

Ring road: A circular road, also known as a loop. 

Setback: The distance between the property line and the building. 

Street Wall: A condition where sides of buildings touch each other and the buildings visually join 

together into one long wall defining a street space. 

Study Area: 


19

Attachment H. Participant Workbook 


20

PARTICIPANT WORKBOOK | DUFFERIN STREET AVENUE STUDY 

Design Charrette, December 11 th 2013 

What is a Design Charrette? 

A design charrette is a focused workshop and planning session where 

participants come together to collaborate on a vision for City Building. Charrettes 

are organized to encourage the participation of all. Ultimately, the purpose of the 

charrette is to give all the participants enough information to make good decisions 

during the planning process. In today’s design charrette, focus will be on three 

sections of the Dufferin Street Avenue Study Area and on bringing ideas together 

to create a synthesis of ideas for Dufferin Street that the project team can use as 

they move forward with their work. The areas for focus are: Neighborhood 

Structure, Parks and Open Spaces, Built Form and Streets: Dufferin and 

New Streets. 

What’s Been Happening So Far? 

During the first phase of the study, the project team held the first meeting of the 

Local Advisory Committee (LAC) and the first public meeting to learn about what 

people like about Dufferin Street and want to protect and where Dufferin Street 

could be improved, as well as how to do so. In the second phase, the second 

LAC meeting was held, to seek guidance from the Local Advisory Committee on 

the content and the approach for today’s charette. 

Dufferin Street Avenue Study Public Meeting 1 

Further information can be found on the project website at: 

http://toronto.ca/planning/dufferin/index.htm 

Process Overview 

Dufferin Street Avenue Study Design Charrette Participant Workbook Page 1

Neighborhood Structure, 


Key points for Synthesis Presentation: 

Discussion Questions 

Where should parks be located? How would you like to use the parks? 

Where are the best locations for and characteristics of retail, offices, 

residential, community and public uses, parks and open spaces, special 

development areas (corners, important nodes, etc.)? 

Do you have examples of other neighbourhoods or streets that you 

enjoy? 

Are there any places that could be well connected by a path or a 

walkway? 

Are there any amenities that you feel are currently missing in the study 

area (daycare, library,etc.)? 

What would you like to see in the new parks (water features, children's 

play, active / passive facilities, etc.)? 


Built Form 



Using the model base and foam blocks provided, begin by testing the 

basic guideline of 9-storey buildings along the Dufferin Street properties: 

What works? What needs to be changed? 

Using the model base foam blocks provided (the model makers can also 

make custom pieces) test alternative arrangements of building locations 

and heights, and consider the following: 

Where would additional height be appropriate? Why? 

Where would additional height NOT be appropriate? Why? 


Streets: Dufferin and New 

Streets 



Do you see any opportunities to add new streets and create new blocks? 

What types of interventions/improvements do you think are suitable for 

the existing street? 

What would your ideal street look like and why? 

What new streets, connections, or other improvements would better 

allow you to walk, cycle, or drive to your neighbourhood destinations? 

(consider destinations such as schools, shops, restaurants, community 

centres, and the like). 

How could transit be improved to better connect particular destinations 

or corridors? 

Given the Right of Way constraints we face in this corridor, what types of 

improvements would you prioritize and why? (consider tradeoffs 

including adding left turn restrictions, adding parking, transit 

improvements) 


Dufferin Street Avenue Study – Local Advisory Committee Meeting #3 (Rescheduled from February 5 th ) 



Wednesday, February 12 th , 2014 

7:00 – 9:00 pm 


On Wednesday February 12th, 2014, 7 members of Local Advisory Committee (LAC) representing a range 

of interests participated in the third LAC meeting as part of the Dufferin Street Avenue Study. The 

purpose of the meeting was to present and seek input on built form, open space, and streetscape options 

and to get feedback on a presentation for the upcoming public meeting. 

This summary report was written by Yulia Pak and Alex Heath of Swerhun Facilitation & Decision 

Support. It reflects the key feedback shared by participants at the meeting and was circulated to 

participants in draft before being finalized. 

Please note Appendix A. Participant List and Appendix B. Meeting Agenda 


The following 5 key messages emerged during the discussion. Detailed feedback follows. 

1. Many meeting participants preferred open spaces off of Dufferin Street located mid-block or 

back-of-block rather than fronting Dufferin Street to create a sense of community, to address 

potential safety concerns and to reduce exposure to the automobile. 

2. Some participants felt that if there were to be open spaces fronting Dufferin Street, they 

should have an ‘urban treatment’ and should be buffered from Dufferin Street by tree 

plantings. 

3. There was a range of views regarding the green frontage options. Some preferred a shallower 

setback to the streetline, while others felt that a deeper setback would work if it was 

implemented over a longer distance (e.g. Queen Street West from Soho to Spadina) rather than 

in front of a few properties. 

4. There were varying opinions about the ‘Big Box’ density option. Some felt that if the intent of 

the Study is to urbanize the corridor, big box formats should not be allowed as they are 'antiurban'. 

Others felt that big box would be fine as long as there were minimal setbacks from 

Dufferin, buildings were at least two storeys, had entrances fronting Dufferin and parking was 

provided underground. 

5. Formulate a stronger narrative about transportation issues and how they relate to constraints 

on density by including more data and clarifying when more information on transportation will 

be available. 

Dufferin Street LAC Meeting #3 – Summary Report (February 12, 2014) 

1


Following the overview presentation, participants asked a number of questions of clarification. The 

project team’s responses are in italics. 

 

 

Why are you not showing any built form at the south-east corner of Lawrence Ave. West and 

Dufferin Street, specifically between Lawrence Ave. West and Cork Avenue? This area is outside of 

the scope of this project. However, if we were to demonstrate built form there, it would be a mid-rise 

building. The City of Toronto Official Plan policies anticipate mid-rise built form in the Avenues. 

Are there any specific height and density requirements due to the proximity of the Downsview 

Airport to the study area? We are not reviewing by-laws pertaining to the Downsview Airport as 

part of this project. We assume that existing regulations apply. 


Advice regarding Streetscape, Open Space & Green Frontage Options 

Streetscape 

Ensure that this study provides the residents and the tourists in this area with an attractive public 

realm and streetscape 12 months of the year. 

Ensure that there are no parking lots fronting Dufferin; otherwise, the appearance of the street 

will not change. 

Burying all hydro infrastructures should be a priority given the effects on electricity of the recent 

ice storm. 

Open Space 

Open spaces and parks should be located mid-block or back-of-block, rather than fronting the 

street. Such locations would increase safety for the public, have less traffic and create a 

strengthened sense of community. 

A corner park at Orfus Road can serve as a gateway to the area. A corner park, separated from 

traffic on Dufferin Street by landscaping and street trees, can create a pleasant visual gateway and 

enhances the character of the street by providing publically accessible 'green space'. 

Ensure that parks along Dufferin Street are buffered to create a safe environment for park users. 

Open spaces fronting Dufferin Street should have a more ‘urban’ treatment – e.g. squares, 

courtyards, and not just green space. It is important to remember that green spaces can stay green 

only half of the year. 

Creating an appealing open space in front of Yorkdale Mall on the Dufferin Street frontage might 

also help other retailers along Dufferin. 

Green Frontage 

If there were deeper setbacks along Dufferin Street, ensure that these setbacks have continuity 

along the street to allow the flow of people from one end of the street to another. One participant 

cited Queen Street West as a successful example of deeper setbacks, noting that this area is 

conducive to retail because it allows for a smooth flow of people over a long distance with a 

multitude of unique shops. 

Consider shallower green frontages with shallower setbacks along Dufferin Street. 


2

Consider greater setbacks on side streets to encourage retail activities. These streets provide a link 

to existing residential communities and have less car traffic. 

Advice regarding Built Form Options 

Do not limit the average FSI to 2.5. Consider calculating the appropriate FSI for the study area as a 

function of transit capacity instead. One LAC member expressed his concern regarding the 

proposed FSI limit of 2.5 as limited FSI will mean limited financing for public spaces and streetscape 

improvements. The LAC member added that high density buildings closer to Highway-401 or 

Lawrence Ave. West will impact traffic differently than a higher density built form not located 

adjacent to expressways or major roads. Moreover, this participant intoned that greater densities 

can support higher order public transit, which is needed in the area. 

In response to these comments, a team member explained that presently the study area has an 

average density of 0.8x FSI, and the recommended average density of 2.5x FSI is a significant 

increase in density. Currently, there are no regional, municipal or provincial policies that anticipate 

the level of density along an Avenue served by bus transit like Dufferin Street similar to that of 

Treviso (Treviso being 3.22x FSI gross and 5.5x FSI net). Density should not be evaluated solely as a 

function of transit capacity. The City's goal is to create a balanced transportation network to 

accommodate all modes of travel. Additionally, a higher average density would put an even greater 

strain on the existing constrained and congested transportation infrastructure. Currently there are 

no policies in place that designate Dufferin Street as a higher order transit corridor. This area is not 

recognized by the Official Plan as a Centre. The average density of 2.5x FSI is recommended by the 

Places to Grow Regional Growth Plan which directs growth to already built-up areas and encourages 

denser development supported by transit. 

Note added by the project team following the meeting: Centre refers to the urban structure in the 

Official Plan. Like Avenues, Centres (e.g. Yonge-Eglinton, North York Centre, Scarborough Centre) are 

one of the types of areas where the City anticipates the lion’s share of growth occurring. However, 

the policies associated with Centres anticipate a much greater density and taller built form than 

similar policies associated with Avenues. 

 

There were varying opinions about the ‘Big Box’ density option. LAC members shared the following 

comments: 

o A stand-alone ’Big Box’ density option will not help change Dufferin’s appearance. ‘Big Box” 

at the base of a residential building could be a more urban built form. 

o ‘Big box’ formats, particularly grocery stores, need a certain level of residential population 

to make them feasible. 

o It is important to maintain the Big Box density option because we received this feedback 

during the design charrette. ‘Big Box’ with a green frontage and underground parking lot or 

parking at the rear would look nice on Dufferin. 

Advice regarding Dufferin Streetscape Options 

Introduce reduced speed limits on Dufferin Street and restrictions for truck turning movements on 

certain local roads. Reducing the speed limit would make Dufferin Street more walkable. Making 

Dufferin Street more walkable will attract pedestrians which will help reduce traffic congestion on 

the street. 


3

It is important to consider future transportation improvements and maintain a balance between 

all transportation modes, including transit operations at key locations. 

The outcome of this study should not preclude any future possibilities of improved transit services 

and facilities on Dufferin Street. 

Advice on the Presentation: 

1. Formulate a stronger narrative about transportation issues in the study area and how they relate 

to constraints on density. A project team member explained that a significant amount of traffic in 

the study area is generated regionally and limits cannot be addressed within the scope of this study. 

Several participants provided feedback on the transportation section of the presentation. The 

comments included: 

Clarify that a majority of transit issues are caused by traffic congestion. Congestion affects 

everything, but it affects public transit the most. 

Do not dismiss regional transportation related issues as outside the scope of this project. 

Use data in understandable and quantifiable terms. For example, demonstrate how density 

affects congestion on Dufferin Street by showing the relationship between the increase in units 

and the increase of cars on the streets. 

If there is no data available, clarify when such data would be available. 

2. Make the presentation shorter by providing more concise information on FSI/density and taking out 

repetitious messages. 

3. Clarify at the public meeting that the Options are conceptual. 

4. In the presentation, consider using “Tall Buildings Option” and “Mid-rise Buildings Option” instead 

of the existing density option names, as it could mislead the members of the public to believe that 

the “Treviso Option” assumes only Treviso condominiums and the “McAdam Option” assumes only 

McAdam condos. 

NEXT STEPS 

Alex Heath told LAC members that the summary notes would be distributed in draft for their review and 

encouraged everyone to attend and help get the word out about the second public meeting on February 

26 at the Yorkdale Adult Learning Center (38 Orfus Road) from 6:30 pm to 9 pm. 


4




John Barrington, BA Group 


Angelina Conte, City of Toronto 

Ryan DaSilva, Oxford Properties Group 




Alex Heath, Swerhun Facilitation 

Gary Hsueh, ARUP 

Pal Di Iulio, Columbus Centre/Villa Charities 



Lora Mazzoca, City of Toronto, Parks 





Sasha Terry, City of Toronto, Urban Design 



Cliodhna Scanlon, City of Toronto, Planning 

Regrets 


Jeffery Dorfman, Katz's Deli 


V.J. Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) 



5

Appendix B. Meeting Agenda & Workbook 




M6A 1L6 

February 12 th , 2014 

7:00 – 9:00 pm 

AGENDA 



Alex Heath, Facilitator, SWERHUN Facilitation & Decision Support 



Review of Process, Schedule and Work to Date 

Test and Confirm Ideas 




1. What do you like about the built form options? Do you have concerns about any of 

these options? Is there an option that you prefer? 

2. What do you like about the Dufferin streetscape options? Do you have concerns 

about any of these options? Is there an option that you prefer? 

3. What do you like about the open space scenarios (and the green frontage options in 

particular)? Do you have concerns about any of these scenarios? Is there an option 

that you prefer? 

4. Do you have any other advice for the project team, particularly any suggestions on 

the presentation for the next public meeting? 




6


1. What do you like about the built form options? Do you have concerns about any of these 

options? Is there an option that you prefer? 

2. What do you like about the Dufferin streetscape options? Do you have concerns about any 

of these options? Is there an option that you prefer? 

3. What do you like about the green frontage options? Do you have concerns about any of 

these options? Is there an option that you prefer? 

4. Do you have any other advice for the project team, particularly any suggestions on the 

presentation for the next public meeting? 


7




Wednesday, February 26 th , 2014 

6:30 – 9:00 pm 


On Wednesday February 26, 2014, approximately 90 people participated in the second public meeting 

for the Dufferin Street Avenue Study. The first fifteen minutes of the meeting was an open house with 

display panels and an opportunity for participants to talk with City Staff and the project team about the 

panels. At 6:45 pm, the project team gave a presentation. Following the presentation there was a short 

question and answer session, followed by small table discussions and a full-room plenary session. The 

purpose of the meeting was to discuss and explore different options for green frontage, built form and 

streetscape on Dufferin Street. The following summary is not a verbatim transcript; it is a summary of the 

key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and 

Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. 

Please note Appendix A. Meeting Agenda 

Please note Appendix A. Meeting Agenda and Appendix B. Options Presented for Discussion. 


The following five key messages emerged during the discussion. Detailed feedback follows. 

1. Stagger the green space along Dufferin and use it to support places for community gathering 

and business (patios and cafés). Participants noted that the benefits of greening the study area 

would be maximized by spreading greening opportunities along Dufferin Street. Participants 

suggested deeper setbacks for more private park spaces and shallower setbacks for business 

and community social spaces. A customized design response will be required to make the 

options work dependent on where they will be located along Dufferin Street and where they will 

be located within each block. 

2. Strike a balance with safety for green spaces by placing them adequately far away from 

vehicular traffic but also close enough to busy public space to create “eyes” on the park. In 

addition to achieving safety goals for residents and parks users, it is critical to ensure the design 

of the green spaces supports all of the existing commercial use on Dufferin and creates a more 

vibrant business community and place for economic development opportunities. 

3. Midrise built form is the preferred approach for the majority of the study area. Participants 

discussed how the layout of the built form could be used to support a healthy mix of commercial 

and residential land use. 

Dufferin Street Public Meeting #2 (February 26, 2014)

4. Impact on traffic flow and streetscape improvements are key criteria to use when considering 

cycle tracks. Though medians may be visually appealing and provide safety improvements, their 

impact on traffic flow (i.e.; removing a left-turn lane) needs to be understood in order for them 

to be the right decision. There was mixed opinion on the bike lanes, the team was advised to 

consider regional network integration and whether cyclists are currently adequately served by 

existing alternate routes. Several participants said that vehicular capacity should be a higher 

priority than cycling infrastructure. 

5. Basement flooding continues to be a priority issue for the neighbourhood. 




 

 

 

 

Will Casa Del Zotto be taken down? No. 

In the options presented for discussion tonight there are streets but not walkways. Are there 

pedestrian walkways being considered in addition to the streets? We can explore 

opportunities and include walkway considerations as part of this study but it is not a master 

plan, we are setting a container into which any new developments should fit. 

Given the existing issues with basement flooding, how is basement flooding going to be 

addressed with new development? There are ongoing studies that deal specifically with 

basement flooding. We are here to ensure that whatever is proposed is not overwhelming the 

existing system or we will improve the infrastructure. 

When is something going to be done about basement flooding? What is the timeline for the 

studies to be complete? The two basement flooding studies have identified a number of projects 

that will be carried out in the next several years. There is more information on the City’s 

webpage, which we will provide to you. This is definitely a factor in this study; this study will not 

provide recommendations that will make the issue worse. 


Street Network and Open Space Scenarios 

Participants were asked to explore the strengths of two street network and open space scenarios (and 

the green frontage options in particular), if they had a preferred option, challenges with the options (if 

any) and how to address them. 

General advice for the project team to consider when developing the preferred design for the street 

network, open space and green frontage components of the vision included: 

 

Centralize any type of park space within the larger blocks to keep “eyes” on the park. A 

customized design response will be required to make the options work dependent on where 

they will be located along Dufferin Street and where they will be located within each block. 


Place private spaces to the rear of larger blocks. 

Make social space for people and create visibility for retail. An Avenue with a small amount of 

green frontage is a good compromise and an exercise in balance. 

Create walkways between the blocks. 

Customize the design approach based on land use. If the land use is residential use a green 

approach, if the land use is commercial use hard-scaping. 

Use setbacks to encourage more animation and to create locations for bike parking. Use the 

deepest setback for quieter parks and the more shallow setbacks to encourage street activity. 

The key is to find a good balance. 

Ensure the new roads connect to existing residential streets and not to main arterial roads. 

All options presented would be an improvement to Dufferin Street. 

Option 1 – Setback – West Queen West Model (See Appendix B, pg. 8) 

Strengths 

 

Promotes retail, which would speed up revitalization. 

Requires less maintenance, would therefore be cleaner which would also encourage pedestrian 

traffic. 

Challenges 

 

The green setback is too close to Dufferin Street, it creates a safety issue. It would be preferable 

to put the park near the rear of the lots. 

Option 2 – Park – Front Street (West Don Lands) Model (See Appendix B, pg. 8) 

Strengths 

 

 

 

 

 

 

 

 

Challenges 

 

 

 

 

Large and inviting, promotes social gathering. 

Green space provides visibility to what people are doing. 

Prioritizes walking and lifestyle use and creates opportunities for fountains and chairs where 

people can relax and socialize. 

Liked the idea of having open space along Dufferin. 

Can be used to beautify Dufferin throughout the study area. 

Building setbacks make it safer for pedestrians. 

Creates a community feel with trees and nice restaurants, makes it feel like a place one would 

want to take a walk and spend time on Dufferin. 

Could include water features to animate the space. 

Shops are not close enough to the street, could be a challenge in terms of attracting retail to 

Dufferin. 

The park would need to be monitored. 

Difficult to integrate commercial and residential use when adjacent to employment lands. 

A linear park is a challenge to place along Dufferin; the preferred option will need to support 

retail. 


Built Form Options 

Participants were asked to review six built form options and provide feedback on whether there was an 

option that they preferred, if so why and if there were challenges to address with the options, what they 

were and how could they be addressed. 

Option A – Typical Avenue with Linear Park (See Appendix B, pg. 9) 

Strengths 

Like the park placement and the rationale to create a green linear space that people could move 

through while keeping it an appropriate distance from Dufferin. 

Creates an opportunity for more side streets and walkways and smaller parks that might have 

particular uses (one for dogs, one for sitting with a coffee etc.). 

Well-suited to the townhouse built form. 

Fosters a sense of community because both the green space and the buildings are nicely spread 

along Dufferin. 

People are more likely to use a linear park along a local road off of Dufferin Street than along 

Dufferin Street due to the high traffic and noise. 

Challenges 

This layout may not be as effective if the green space is put into one large block. 

Option B – Avenue with Frontage Park (See Appendix B, pg.9) 

Strengths 

Like a hybrid option of B and E to create one block with a park, and another section with mixed 

shallow and deep frontage. 

Provides a mix of different kinds of building forms. 

Creates an opportunity for more side streets and walkways and smaller parks that might have 

particular uses (one for dogs, one of sitting with a coffee etc.). 

Challenges 

Big box is not something to pursue. 

Option C – Avenue with Green Setback (See Appendix B, pg. 10) 

Strengths 

Really like the green setback, and reiterated the benefits of a more centrally located park to 

promote “eyes on the street”. 

Well-suited to midrise and townhouse mix for built form. 

Creates a strong community feel, with ways for people to use the space socially, recreationally 

and as a gathering space. 

Larger green setbacks with cafes and patios would work well on the west side of Dufferin Street. 

Suggested Refinements 

Rather than a green setback, include publicly accessible space with access to a larger central 

park. This creates “eyes on the street”, moves the space further back and creates a space with a 

lot of sunlight that is not directly adjacent to the employment lands. 

Also liked the McAdam model, consider exploring a reduced version of the model to decrease 

the scale of the buildings around Dufferin and Lawrence. 


Option D – Avenue with Park Block 1 (See Appendix B, pg. 10) 

Challenges 

Parks feel hidden. 


Prefer midrise buildings over townhouses and want to prioritize open space but in a different 

location. Rather than having the open space adjacent to the employment lands, consider 

moving it to a more internal place with a setback from Dufferin Street. 

Take advantage of the Yorkdale Shopping Centre resources and have a “Shops at Don Mills” 

model rather than one dedicated space for retail, as this would create more opportunity for 

movement within the blocks, finer grain for retail and more opportunities to support an 

expansion in commercial and office space. 

Option E – Avenue with Park Block 2 (See Appendix B, pg. 11) 

Strengths 

Provides a good balance of uses and would fit into Dufferin with a combination of Option 1 and 

Option 2 of green frontages. 


Prefer midrise buildings over townhouses and want to prioritize open space. The same 

suggestions was made about the preference for a “Shops at Don Mills model” rather than one 

dedicated space for retail, as this would create more opportunity for movement within the 

blocks, finer grain for retail and more opportunities to support an expansion in commercial and 

office space. 

Option F – Park Blocks (See Appendix B, pg. 11) 

Strengths 

Main strength is this option supports a focus on parks, preferably with mostly mid-rise. Where 

the built form is high-rise have setbacks past the park. 

Challenges 

The inclusion of tall buildings; a midrise approach is preferred. 

Creating big park blocks on Dufferin Street could be a wasteful use of land. 


All high-rise should be set in at least a block. 

Streetscape Options 

Participants were asked to review two streetscape options and provide feedback on whether there was 

an option that they preferred, if so why, and if there were challenges that had to be addressed with the 

two options and how these challenges could be addressed. 

General advice for the project team to consider when developing the preferred design for the 

streetscape option included: 

Consider regional network integration when considering the bike tracks. 

Streetscape is very important; the landscaping opportunities in both options are great. 

Develop an option without bicycle tracks or provide a strong rationale for their inclusion. Given 

that less than 4% of the existing traffic in the area is from cyclists, transit improvements should 

likely be higher priority. Transit should have its own designated lane; consider the creation of 

priority bus lanes during peak hours north and south bound. 

There was mixed opinion on the value of visual markers (posts/pillars to signify the area), some 

felt there was value in their addition, others did not and said they should be removed. 


Option 1 – Cycle Track at Curb (See Appendix B, pg.12) 

Strengths 

Safety for pedestrians when crossing the street. 

Centre medians break things up visually, they have a positive aesthetic impact but it’s not worth 

the trade-off of the left-turn lane. 

Good to have clearly marked space for bikes, increases safety to have the track removed from 

Dufferin. 

The tree buffer creates support for sidewalk café opportunities. 

Like the opportunity to have two rows of tree plantings along Dufferin Street. 

Supports ground floor retail in commercial areas. 

Promotes walking in the neighbourhood, need to have bike tracks too to support this multimodal 

use. 

Cycle tracks support retail. 

Having distinctive street lighting or other ideas would help improve the look, and create an 

opportunity to build up the area in terms of more streetscape designs and defining the area as a 

destination. 

Challenges 

There is not a sound rationale for the dedicated cycle track at grade. It would be preferable to 

use the space for wider sidewalks and more planting. 

Option 2 – Planting at Curb (See Appendix B, pg.12) 

Strengths 

Good to have clearly marked travel lanes for bikes, increases safety to have the track removed 

from Dufferin. 

Planting would offer a buffer for traffic, which is good for safety. 

Wide sidewalks support animation of the space, though anything would be an improvement. 

Challenges 

Regarding the centre median, not worth the potential benefits if the trade-off is to lose left turn 

lanes along Dufferin. 

Do not feel the gateway features (visual markers) are necessary. 

Strong opinion that bikes don’t belong here, could use other routes in the area. 

OTHER ADVICE 

Keep the gas station and include opportunities for restaurants such as the Mandarin. 

Collaborate with the regional planning network stakeholders to resolve traffic issues. 

Bury the hydro wires underground. 

Deliver sewer and stormwater improvements. 

Consider introducing by-laws that mandate retail on Dufferin Street. 

Next Steps 

Bianca Wylie thanked everyone for attending and told participants that the summary notes would be 

distributed in draft for their review. 






M6A 1L6 

February 26 th , 2014 

6:30 – 9:00 pm 








Test and Confirm Ideas 




1. What are the strengths of the street network and open space scenarios (and 

the green frontage options in particular)? Is there an option that you prefer? 

What are the challenges with each of the scenarios? What do you suggest to 

address them? 

2. What are the strengths of the built form options? Is there an option that you 

prefer? What are the challenges with the options? What do you suggest to 

address them? 

3. What are the strengths of the Dufferin streetscape options? Is there an 

option that you prefer? What are the challenges with the options? What do 

you suggest to address them? 

4. Do you have any other advice or comments? 




Appendix B. Options Presented for Discussion 









Wednesday, March 26 th , 2014 

7:00 – 9:00 pm 


On Wednesday, March 26, 2014, 9 local advisory committee members participated in the fourth LAC 

meeting as part of the Dufferin Street Avenue Study. The purpose of the meeting was to present and seek 

advice on the draft recommendations, seek advice on the presentation and process for the upcoming 

public meeting, and to open the floor to any project related items that meeting participants would like to 

discuss. This summary report was written by Bianca Wylie of Swerhun Facilitation & Decision Support. It 

reflects the key feedback shared by participants at the meeting and was circulated to participants in 

draft before being finalized. 

Please note that the list of participants is attached as Appendix A, the meeting agenda is attached as 

Appendix B, and additional comments provided as Appendix C. 


The following 3 key messages emerged during the discussion. Detailed feedback follows. 

1. There was broad support for the adventurous approach within the transportation options. 

This is the opportunity to do something to improve congestion, it’s better to go for a major 

improvement over a minor improvement; this could be the “opportunity of a lifetime”. The 

outcome of this study should not preclude any future possibilities of Higher Order Transit on 


2. Ensure the modelling is realistic when doing the final public presentation, especially with 

towers and setbacks. 

3. Leverage the potential energy and connections in the area to support successful retail. This 

includes addressing on-street parking considerations and the development of a vibrant urban 

realm. 


Following the overview presentation, participants asked a number of questions of clarification. The 

project team’s responses are in italics. 

 

 

 

 

What mechanism would be used to limit retail? Zoning by-laws. 

Is there any consideration to prioritize the creation of a gateway into Yorkdale Shopping Centre? 

For example, a northbound loop into the mall? We would not suggest the prioritization of 

implementation through our study; but we can take that as advice. 

How did you calculate the recommended FSI? We looked at the other avenues and what was 

supported; we looked at the Wilson Avenue Study and Sheppard Avenue East Avenue Study and at 

transit traffic, and this density is consistent with average densities in other Avenue Studies. 

We conducted traffic studies to determine appropriate FSI on the Treviso lands. Appropriate FSI 

determined through transportation impact assessments will vary depending on the location of a 

Dufferin Street LAC Meeting #4 (March 26, 2014) 

1

subject property. This ties into the point made later in your notes whereas I oppose designating 

an arbitrary FSI of 2.5 indicating that appropriate FSI should be a function of professional 

investigation of capacity. We are quite confident in our demonstration model illustrating the stated 

gross density of 2.5x FSI. We will confirm and if any changes are required then they will be made. 

There is a difference between effective FSI and Gross FSI. With larger parcel developments, the 

requirement to convey new public streets and parkland occurs. In the case of Treviso, 

approximately 40% of our land is being conveyed to the City of Toronto. This intensifies the Gross 

FSI onto 60% of the land, thus creating a taller built form of a tower. The model should therefore 

reflect this fact where public streets and parkland conveyance occurs. 

Where is the requirement for the cycling tracks coming from? The Lawrence Allen Secondary Plan 

identifies a major on-street cycling track on Dufferin. Expanding the cycling network is part of the 

City's Official Plan transportation agenda. 

Are the cycling tracks based on the in force policy or network planning? Both. We are borrowing 

the idea from Eglinton, where they face similar issues. Our recommendation at this point is to have 

cycling tracks, although we are working with the preferred solution, the planning solution may end 

up with a different outcome. 

I heard you say during the presentation that you would encourage retail and at some parts you’d 

require retail. I haven’t heard you mention anything about restricting retail, will you do that? It’s 

about defining the retail, not restricting it. 

Is there any mechanism for requiring the retail frontages have a maximum size? That way you 

provide more stores and satisfy more interests. For example, at Bathurst and Fleet, retail stores 

are long edged, which is boring. If there is a desire or direction that it should happen here, then you 

could write a by-law that requires a certain size frontage. Or you could use general guidelines with 

broad language that would require frontages with multiple access points. We need to understand 

what would be the most appropriate here. 

What is the timeline for the transportation study in relation to the avenue study? In a month’s 

time, the transportation study results will be known. 

Is there an opportunity to have input into the transportation study as we learn more? Yes, you will 

learn more of the results/preferred option of the Transportation Master Plan during the final public 

meeting. 

Has the study considered a possibility of a community centre or a police station? Yes, part of the 

strategy is to take inputs from other departments. As for a police station, locations are defined based 

on service levels provided from existing stations. Unless a particular location is identified as needing 

a new station it’s not likely that a new station would be added - it’s a separate budgeting process. 

From Ranee to the 401 it’s stand-alone retail, and on another plan along Dufferin up to Wilson, 

there is big-box stand-alone retail. What’s the rationale behind the stand-alone big box there? The 

Official Plan designated the land use as mixed-use around the mall. We are only showing the 

Yorkdale frontage, there will be retail stores and stand-alone. We are demonstrating a way for the 

stores to expand onto the Dufferin. Yorkdale is a huge property, and we are looking only at one side 

of it. Yorkdale has not indicated that they are interested in putting residential buildings there and 

there are limits due the airport. The OP encourages mixed use – it’s true, but it also allows single 

uses corridor wide. In addition, the Lawrence-Allen Secondary Plan deems this a commercial site, and 

it prevails over the Official Plan where this is a conflict. 


2


Advice regarding Massing 

One participant was strongly opposed to the FSI presented. FSI should be related to the capacity of 

the infrastructure of the area, not just transportation but everything else. It should be defined as a 

function of rational investigation and studies and if the developer wants to pay to support a higher 

FSI this study shouldn’t preclude it from happening. 

Advice regarding Transportation Options 

Go for the adventurous approach. This could be the “opportunity of a lifetime”. Consider future 

light rail and urban transit within the City. 

Recognize that the transportation solution will include elements that fall outside of the study 

area. Studies are limited by study areas but so much of what will make a transformation is dealing 

with these issues within the broader context. Think about this in a broader context on an ongoing 

basis. Leave it flexible. 

Consider making fewer lanes for motorized vehicles. 

Allow curb-side parking like in Roncesvalles. 

Integrate long-term transportation planning for Yorkdale Mall and transit facilities (TTC Station, 

GO Station) with that of the Study process. The net effect of the chosen boundary is one of limiting 

or missing a rare opportunity to do integrated long-term transportation planning. 

Adhere closely to the Study principle of improving mobility and balancing movement priorities. 

See the planning team presentation of April 23, 2014 for public meeting 3, Draft Recommendations, 

Guiding Principles, Page 12. 

Advice regarding Land Use 

The near-term will require parking options to support vibrant retail. Though we are we looking to 

increase pedestrian traffic, there may not be enough pedestrian traffic to support the retail, 

therefore some parking has to be created and protected. 

Leverage the potential energy and connections in the area to support successful retail. There is an 

area of intense pedestrian activity on Lawrence, Orfus and Yorkdale. Having mandatory retail at the 

base of all new buildings, rather than just at select locations,/intersections, would be essential in 

giving people a 'purpose' to walk up from Orfus to Yorkdale, and vice versa. The same thing applies 

at Lawrence and Dufferin. Channel this energy up and down Dufferin, the distances are not that far. 

Yorkdale should be a year-round amenity and should have improved access. One participant was 

supportive of the removal of the interchange on Dufferin. 

Several participants were supportive of opening up the passageway to Yorkdale from Highland Hill 

where there is currently a wall. 

Support for Draft Recommendations 

Walk Toronto is supportive of many of the draft recommendations, particularly that will improve 

the pedestrian experience on Dufferin Street and within neighbourhoods comprising the Study Area. 

See Appendix C for additional details. 

Next Steps 

Bianca Wylie told LAC members that the summary notes would be distributed in draft for their review 

and encouraged everyone to attend and help get the word out about the second public meeting on April 

23 at the Yorkdale Adult Learning Center (38 Orfus Road) from 6:30 to 9 pm. 


3



Bob Allsopp, DTAH 



John Burke, RE Millward Associates 

Roger Brook, Walk Toronto 

Erin Tito, Urban Strategies rep. Oxford Properties Group 


Mario Giambattista, City of Toronto, City Planning 




Gary Hsueh, ARUP 


Amaraine Laven, Councillor Colle’s Office (on behalf of Angelina Conte) 



Bob Millward, RE Millward Associates 



Cliodhna Scanlon, City of Toronto, Planning 


Sasha Terry, City of Toronto, Urban Design 



David Wassyng, V.J. Pamensky 

Brian Worsley, City of Toronto, Toronto Water 


Regrets 


Pal Di Iulio Columbus Centre/Villa Charities 

Jeffery Dorfman, Katz's Deli 



4

Appendix B. Meeting Agenda 




M6A 1L6 

March 26 th , 2014 

6:30 – 8:30 pm 




Yulia Pak, Facilitator, SWERHUN Facilitation & Decision Support 




Present Draft Recommendations 




1. Do you have any feedback on the draft recommendations? 

2. Do you have any advice for the presentation or process for public meeting 

#3? 

Present rationale 

Seek refinements 

Clarify next steps 

3. Any other advice for the project team? 




5

Appendix C. Additional Comments Received 


6

Date: May 11, 2014 

To: 

Dufferin Street Avenue Study Project Team 

Josh Colle, Councillor Ward 15 

Andrea Sallese, Planner, Community Planning, City of Toronto 

Authors: 

Rebecca Goodwin, Michael Black, Dylan Reid 

Subject: 


_________________________________________________________________________ 

Introduction 

Walk Toronto advocates for and inspires walking – for health benefits, cleaner air and 

vibrant neighbourhoods. We are dedicated to making Toronto a better city for pedestrians 

by promoting walking as a serious transportation option and striving to create safe, 

accessible, interesting and amenityrich pedestrian environments across the city. 

This document supplements Walk Toronto’s participation on the Local Advisory Committee 

for the Dufferin Street Avenue Study from November 2013 to April 2014 by: 

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highlighting recommendations contained in the Study Team’s presentation of April 

23, 2014 that support and reinforce Walk Toronto’s areas of interest, and 

outlining Walk Toronto’s suggestions for actions to be taken by the City of Toronto 

as it begins to apply Study recommendations. 

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Improving Mobility and Balancing Movement Priorities 

Overall, Walk Toronto is encouraged to see the Dufferin Street Avenue Study establishing a 

planning framework that is intended to pay greater attention to the needs of all types of 

street users, including pedestrians. Much wider public and private benefits will be realized 

when Dufferin Street functions in a more balanced way rather than primarily as a feeder for 

Highway 401 and Yorkdale Mall. 

Walk Toronto has a particular interest in the City of Toronto establishing policy and making 

investments to create pedestrianfriendly environments. Walk Toronto strongly believes 

that actions to enhance public transit infrastructure and promote active transportation will 

positively impact the pedestrian experience. Most transit users walk to stops. Enhanced 

pedestrian opportunities and environments make both getting to and waiting at stops more 

appealing. 

Walk Toronto believes that in acting upon recommendations arising out of the Dufferin 

Street Avenue Study, efficiencies and benefits for both public and private interests will arise 

if the City of Toronto is able to: 

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● 

● 

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demonstrate consistency with the Complete Streets Guidelines that are being 

developed by the City of Toronto 

actively engage all types of street users as specific strategies are developed and 

implemented (e.g. greening strategies, planning for new streets, Dufferin Street 

modifications) 

require traffic studies for specific developments to address all forms of 

transportation 

adhere closely to the Study principle of improving mobility and balancing movement 

priorities (see Planning Team Presentation of April 23, 2014 for Public Meeting 03, 

Draft Recommendations – Guiding Principles – Page 12). 

Walk Toronto shares the view expressed by the Local Advisory Committee at the fourth 

meeting held March 26, 2014 of taking an adventurous approach within the transportation 

options. This would include a framework that allows flexibility for future transportation 

infrastructure on Dufferin Street, including the possibility of higher order public transit (e.g. 

light rail). 

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Improving the Pedestrian Experience 

Walk Toronto is supportive of many of the draft recommendations that will improve the 

pedestrian experience on Dufferin Street and within neighbourhoods comprising the Study 

Area. These recommendations include: 

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● 

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reducing large blocks and establishing new local roadways and connections 

creating focal points for public open space and public space improvements at 

important nodes (along the Yorkdale frontage, McAdam Loop, at Orfus Road and 

Lawrence Avenue West) 

installing new signalized intersections to reduce distances between crossings on 

Dufferin Street and improve connections for pedestrians, cyclists and vehicles 

improving streetscape conditions on Dufferin Street and on major local roads 

applying various greening strategies (Dufferin gateway, new public parks and 

parkettes, greening of all streets, urban plazas, private and publicly accessible 

courtyards) 

Integrating Planning for Yorkdale Mall with Adjacent 

and Nearby Neighbourhoods 

The Study Team’s presentation highlighted Local Advisory Committee views of Yorkdale 

Mall as an appealing asset for existing and future residents within the Study Area. 

Only a portion of the land base of Yorkdale Mall (i.e. the outdoor parking area immediately 

adjacent to Dufferin Street ) has been included within the Study Area. Walk Toronto 

recognizes that despite the the influence of certain major features within the general vicinity 

of the Study Area and even further beyond, boundaries must be set and exclusions must be 

accommodated. Nonetheless, the net effect of the chosen boundary is one of limiting or 

missing a rare opportunity to integrate long term transportation planning for Yorkdale Mall 

and transit facilities (TTC station, GO Station) with that of the Study process. 

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To counteract this limitation, Walk Toronto strongly encourages the City of Toronto to seek 

and promote opportunities for collaboration with Yorkdale Mall owner, Oxford Properties, 

transportation agencies and local residents, particularly those south of Yorkdale Mall. 

Failing to consider how future plans for intensification and routing (for all transportation 

modes including pedestrian) within Yorkdale Mall could either positively or negatively 

impact traffic flow, retail opportunities and neighbourhood identity and function within the 

Study Area which may in turn undermine or weaken numerous improvements 

recommended by the Study Team. This is a concern raised during Local Advisory 

Committee meeting discussions. Walk Toronto would welcome the opportunity to provide 

input to the City of Toronto, Oxford Properties and transportation agencies. 

# # # 

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Wednesday, April 23 rd , 2014 

6:30 – 9:00 pm 


On Wednesday April 23 rd , 2014, approximately 65 people participated in the final public meeting for the 

Dufferin Street Avenue Study. The first half an hour of the meeting was an open house with display 

panels and an opportunity for participants to talk with City Staff and the project team about the panels. 

At 7:00 pm, Councillor Josh Colle opened the meeting by welcoming the attendees. At 7:05 pm, the 

project team gave a presentation. Following the presentation there was a short question and answer 

session, followed by small table discussions and a report-back period. The purpose of the meeting was to 

present and seek feedback on the draft Avenue Study recommendations for Dufferin Street. The 

following draft summary reflects the key feedback shared by participants at the meeting, and is subject 

to participant review before being finalized. 

The following summary is not a verbatim transcript; it is a summary of the key feedback shared by 

participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun 

Facilitation and was subject to participant review prior to being finalized. 

Please note Appendix A. Meeting Agenda. 


The following four key messages emerged during the discussion. Detailed feedback follows. 

 

 

 

 

There was a considerable level of support for the Draft Dufferin Street Avenue Study 

Recommendations, especially for the Greening Strategy, creating a Dufferin Gateway, new 

streetscape features and the potential for a new GO Train station. 

It is essential to address traffic issues on Dufferin moving forward. 

Balance any increase in density with the original character of the area: a vibrant and established 

residential neighbourhood. 

Promote and support retail on Dufferin Street with a public realm, streetscape and parking 

strategy. 




 

How does the widening of the road affect the retail on the east side of Dufferin Street and the 

office building on the west side? An additional road widening beyond the required right-of-way 

width of Dufferin Street is not required. The proposed streetscape plans and setback s as part of 

development would not have an impact on existing retail and the existing office building (at 3200 

Dufferin Street). The proposed new streetscape and setbacks would happen with new development 

and within the existing 30m Right Of Way (ROW). There are several properties on both sides of 

Dufferin Street Public Meeting #3 (April 23, 2014) 

1

Dufferin Street that still need to convey properties to meet the ROW requirements in the Official 

Plan. 

Have you considered the impacts of the growing areas around Dufferin Street, including a big 

development on the west side of Allen Road [part of the Lawrence Allen Neighbourhood]? Yes, the 

proposed development west of Allen Road, and regional growth, was part of our traffic modelling. 

Whose responsibility is it to maintain new parks, trees, and green spaces? Parks, Forestry & 

Recreation division at the City of Toronto would be responsible for maintaining trees on public 

property, as well as in public parks. 


General Feedback on the Draft Recommendations 

There was a considerable level of support for the Draft Dufferin Street Avenue Study 

Recommendations. In particular, participants said that they liked the: 

o Concept of creating a Dufferin Street Gateway; 

o Greening strategy – trees, green spaces, and parkettes; 

o Potential new synchronization of traffic lights; 

o GO train station; 

o New streetscape with urban plazas, the mix of building forms, public art and landscaping; 

o New paving and improved walkability; and 

o Elevated bike lanes. 

Identity 

It is important to balance the increasing density and the original character of the area – the 

original character is what made the area appealing to many long-term residents - a vibrant and 

established residential neighbourhood. 

Retail and Parking 

Encourage more retail on Dufferin Street. There was a general desire to see more street retail all 

the way along the corridor. There was also a suggestion to have mandatory retail instituted within 

the study area. 

Provide more of visible and easily accessible parking to support retail. While there was some 

discussion regarding whether there should be more underground parking available, there was a 

considerable level of support for more on-street parking on side streets and Green P parking. 

Work with Toronto Parking Authority and residents to determine the area that can be used for 

public parking, including street parking. 

Conduct a parking study to determine how parking can best support retail on Dufferin Street. 

Public Transit 

Provide GO Train service, but not GO Bus service. 

Ensure that the proposed transit priority segment for buses from Bridgeland Avenue to Cartwright 

Avenue is feasible, given the high level of congestion on Dufferin Street. 

Consider an LRT for Dufferin Street, given that it is one of the busiest bus routes in the city. 

Improve access to the subway. 


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Traffic 

Complete a traffic light synchronization upgrade as soon as possible. 

Address traffic efficiency as well as visual improvements. Participants re-emphasized the need to 

address traffic problems moving forward. 

There is a general concern that intensification on and around Dufferin Street would make traffic 

issues worse. Particularly, participants discussed the effects of road blockages to accommodate new 

construction and increased number of residents in combination with the existing traffic generated 

by Highway 401 and Yorkdale Shopping Centre. In addition, the project team was urged to take into 

consideration the impact on traffic of additional new units west of the study area (part of the 

Lawrence Allen Secondary Plan development), especially as new residents will only have access to 

Highway 401 via Ranee Avenue. 

Make it easier to drive in and out of Yorkdale Shopping Centre at peak hours. 

Improve the Dufferin loop to get to Highway 401 as it does not serve traffic well. It is easier to take 

Keele Street to go to 401 than use the existing Dufferin loop. 

Assess the impact of removing McAdam loop on traffic flow and provide proper signage. Putting in 

another set of lights in lieu of the loop will have a negative impact on traffic due a short distance 

between traffic lights in that area. Should the McAdam loop be removed, there should be proper 

signage installed advising drivers exiting the 401 eastbound of its closure. 

Promote Caledonia Road as an alternative to get to Highway 401. This would help alleviate 

congestion and work around the challenges around construction on Dufferin Street. 

Consider building bridges from Billy Bishop Way to Yorkdale Road and from Bridgeland Avenue 

west across the CN Rail line to Floral Parkway. Vehicular movement on Dufferin Street is restricted 

by Highway 401 to the north and by the CN rail tracks to the west. The two new bridges would 

provide better vehicular access and connectivity to the north and to the west of the study area and 

help alleviate some congestion on Dufferin Street. 

Built Form and Streetscape 

Consider mandatory new streetscape on the Yorkdale property to create an urban frontage along 


Do not consider any north-south streets that would truncate the mall. 

All corners of Lawrence Avenue West and Dufferin Street, site size permitting, should be up to 26 

storeys high. 

Add fewer towers and more low-rises. There was a general preference for the mid and low-rise 

buildings among participants. There was also a comment shared that if there are new residential 

towers in the area, the preference is to have them as condominiums rather than rental properties. 

Other Advice 

Consider the impacts of Highway 401 when reviewing all options. It is unfortunate that the study 

boundary didn’t include Highway 401. 

Bury all hydro lines in the study area. 

The project team should consider living in the area for some time to understand traffic impacts. 


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ADDITIONAL WRITTEN FEEDBACK AND ADVICE FROM PARTICIPANTS 

Identity 

Rebrand the Dufferin Street corridor from Lawrence Avenue West to Highway 401 and develop a 

stronger identity for the corridor. Consider the following names to identify different nodes within 

the corridor: 

o Gateway TODO (Toronto Downtown); 

o Yorkdale Dufferin Gateway; 

o Yorkdale Gateway; 

o Dufflaw Gateway; 

o Dufferin SOFO (South Four-o-one); 

o Dufferin NOLA (North of Lawrence); 

Traffic 

Consider making Caledonia Street a one-way street going south and Dufferin Street one-way going 

north to alleviate congestion. 

Although the ‘greening’ is extremely valuable, we would suggest that along Dufferin, all attempts 

should be made to add an additional lane (possibly two) to address the traffic situation. 

Next Steps 

Andria Sallese and Brent Raymond thanked everyone on behalf of the project team for participating in 

Dufferin Street Avenue Study. Bianca Wylie told participants that the summary notes would be 

distributed in draft for their review. 


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M6A 1L6 

April 23 rd , 2014 

6:30 – 9:00 pm 

MEETING AGENDA 

6:30 pm Open House 

7:00 Welcome 


Introductions & Agenda Review 





Present Draft Recommendations 




1. Do you have any feedback on the draft recommendations? What do you like? 

What challenges do you see, and how would you address them? 

2. Any other advice for the project team? 




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Dufferin_Avenue_Study-Final_Report

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