DUFFERIN GROVE VILLAGE PROPOSED MIXED-USE DEVELOPMENT TORONTO, ONTARIO
Urban Transportation Considerations Official Plan & Zoning By-law Amendment Prepared For: Primaris REIT
JULY 2019
© BA Consulting Group Ltd. 45 St. Clair Avenue West, Suite 300 Toronto, ON M4V 1K9 www.bagroup.com
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... 1
I. PROJECT OVERVIEW ...... 2
II. STRATEGIC TRANSPORTATION OBJECTIVES ...... 10
III. STUDY APPROACH ...... 12
IV. KEY TRANSPORTATION FINDINGS ...... 14
TECHNICAL REPORT ...... 21
1.0 MASTER PLAN ...... 22 1.1 Existing Site ...... 22 1.2 Development Programme ...... 26 1.3 Integrated Mobility Framework ...... 30 1.4 Summary of Site Plan Mobility Considerations ...... 44 1.5 Additional TDM Measures ...... 45
2.0 PLANNING AND POLICY CONTEXT ...... 46 2.1 Provincial and Regional Policy Framework & Directives ...... 46 2.2 Local Area & Site-Specific Planning Policy ...... 48
3.0 SITE TRAVEL DEMAND FORECASTING...... 52 3.1 Approach & Parameters ...... 52
4.0 PEDESTRIAN CONSIDERATIONS ...... 62 4.1 Pedestrian Instrastructure Context ...... 62 4.2 Pedestrian Environment Review ...... 68 4.3 Site Pedestrian Volumes ...... 70
5.0 CYCLING CONSIDERATIONS ...... 72 5.1 Cycling Infrastructure Context ...... 72 5.2 Cycling Environment REview ...... 78 5.3 Site Cycling VOlumes ...... 80
6.0 TRANSIT CONSIDERATIONS ...... 82 6.1 Transit Infrastructure & Service Context ...... 82 6.2 Transit Activity Assessment ...... 88 6.3 Transit Infrastructure Assessment ...... 114
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 7.0 VEHICULAR TRAFFIC CONSIDERATIONS ...... 116 7.1 Street Network Context ...... 116 7.2 Vehicular Traffic Assessment Assumptions ...... 120
8.0 CAPACITY OPERATIONS ANALYSIS ...... 134 8.1 Analysis Scenarios ...... 134 8.2 Analysis Methodology ...... 134 8.3 Signalized Intersections Operations ...... 136 8.4 UnSignalized Intersections Operations ...... 139
9.0 SITE PLAN REVIEW ...... 144 9.1 Vehicular Parking Considerations ...... 144 9.2 Bicycle Parking Considerations ...... 164 9.3 Loading Considerations ...... 166 9.4 Pick-up / Drop-off Considerations ...... 170
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40
LIST OF TABLES
Table 1 Proposed Residential Dwelling Unit Breakdown ...... 26 Table 2 Proposed Development Programme ...... 29 Table 3 Site Plan Mobility / TDM Consideration ...... 44 Table 4 “Soft” TDM Measures ...... 45 Table 5 Percentage Change of Vehicle Trip Rates Based on ITE Data for Shopping Centres (LU Code 820) ...... 53 Table 6 Existing Dufferin Mall Retail Modes of Travel ...... 53 Table 7 Retail Expansion Trip Generation – Current Travel Mode Split ...... 54 Table 8 Existing Area Residential Modes of Travel ...... 55 Table 9 Dufferin Mall Residential Trip Generation ...... 56 Table 10 Residential Trip Generation Comparison ...... 57 Table 11 Future Dufferin Mall Site Total New Trip Generation ...... 59 Table 12 Dufferin Mall Vehicle Trip Generation – Comparison to Existing Site ...... 60 Table 13 Existing Sidewalk Widths ...... 63 Table 14 Existing Dufferin Mall Entrance Use Distribution ...... 70 Table 15 Existing Area Cycling Infrastructure Network ...... 72 Table 16 Planned Cycling Infrastructure Improvements (from City of Toronto Cycling Network Ten Year Plan) ...... 75 Table 17 Existing Area Transit Service ...... 82 Table 18 Dufferin Station Ridership Forecasts ...... 89 Table 19 TTC Route 402 (Parkdale Community Bus) Activity ...... 90 Table 20 BA Group Bus Observation Field Study Schedule ...... 92 Table 21 Route 29 High Occupancy (>90%) Locations ...... 93 Table 22 Projected Site Transit Trip Demand by Land Use ...... 103 Table 23 29 Dufferin Bus – Total Boarding/Alighting by Site ...... 104 Table 24 Summary of Existing Area Street Network ...... 116 Table 25 Existing Turning Movement Count Summary ...... 121 Table 26 Area Background Developments ...... 124 Table 27 Future Dufferin Mall Site Total Trip Generation ...... 126 Table 28 Site Traffic Distribution ...... 127 Table 29 Bloor Street West / Block Avenue ...... 136 Table 30 Bloor Street West / Dufferin Street ...... 136
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 Table 31 College Street / Brock Avenue ...... 137 Table 32 College Street / Dufferin Street...... 137 Table 33 Dufferin Street / Dufferin Mall (South Access) ...... 137 Table 34 Dufferin Street / Dufferin Mall (Dufferin Park) ...... 138 Table 35 Bloor Street West / Pauline Avenue (Planned Signal) ...... 138 Table 36 Dufferin Street / Croatia Street (Planned Signal) ...... 138 Table 37 Bloor Street West / Brock Avenue (North) ...... 139 Table 38 Bloor Street West / Pauline Avenue ...... 139 Table 39 Bloor Street West / Russett Avenue ...... 140 Table 40 Brock Avenue / Brock Crescent...... 140 Table 41 Brock Avenue / Croatia Street ...... 140 Table 42 Brock Avenue / Lindsey Avenue...... 140 Table 43 Brock Avenue / Muir Avenue ...... 141 Table 44 College Street / Sheridan Avenue ...... 141 Table 45 Croatia Street / Dufferin Mall (West Access) ...... 141 Table 46 Croatia Street / Dufferin Mall (Centre Access) ...... 141 Table 47 Croatia Street / Dufferin Mall (East Access) ...... 142 Table 48 Croatia Street / Dufferin Street ...... 142 Table 49 Dufferin Street / Dufferin Mall (North Access) ...... 142 Table 50 Dufferin Street / Dufferin Mall (Centre Access - Garage) ...... 142 Table 51 Dufferin Street / Lindsey Avenue ...... 143 Table 52 Dufferin Street / Muir Avenue ...... 143 Table 53 Dufferin Street / Sylvan Avenue ...... 143 Table 54 Minimum Zoning Parking Requirements (New Development & Dufferin Mall) ...... 145 Table 55 Recommended Parking Supply (New Development & Dufferin Mall) ...... 146 Table 56 Residential Parking Space Utilization ...... 154 Table 57 Summary of Approved Parking Supply Standards ...... 155 Table 58 Dufferin Mall Parking Utilization Counts ...... 156 Table 59 Dufferin Mall Retail Parking Supply Summary ...... 157 Table 60 Area Commercial Parking ...... 158 Table 61 Toronto Green Standards Bicycle Parking Requirements ...... 164 Table 62 City of Toronto Zoning By-law 569-2013 Loading Requirements ...... 166
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40
LIST OF FIGURES
Figure 1: Site Location ...... 4 Figure 2: Site Context ...... 5 Figure 3: Proposed Site Block Plan ...... 9 Figure 4: Existing Site Key Plan ...... 23 Figure 5: Proposed Pedestrian Connections and Public Realm ...... 34 Figure 6: Concept Underground Pedestrian Tunnel Plan ...... 37 Figure 7: Proposed Site Cycling Infrastructure ...... 39 Figure 8: Area Car-Share and Bike Share Toronto Facilities ...... 43 Figure 9: Existing Pedestrian Context ...... 64 Figure 10: Existing Sidewalk Widths ...... 65 Figure 11: Existing & Future Cycling Network ...... 76 Figure 12: Dufferin Mall Existing Bicycle Parking...... 77 Figure 13: Existing Transit Context ...... 83 Figure 14: Bloor-Lansdowne GO Station – 2018 Design Update ...... 85 Figure 15: Future Transit Context ...... 87 Figure 16: Line 2 Dufferin Station Activity (2017) – Peak Hours ...... 88 Figure 17: Dufferin Route 29 Bus Morning Peak Hour Alighting, Boarding and Occupancy Profile ...... 96 Figure 18: Dufferin Route 29 Bus Afternoon Peak Hour Alighting, Boarding and Occupancy Profile ..... 97 Figure 19: Dufferin Corridor Bus Vehicle Speed & Travel Times ...... 98 Figure 20: Routes 47B & 29 – Bus Vehicle Speed, Travel Times, & Ridership ...... 100 Figure 21: Routes 63A & 511 – Bus Vehicle Speed, Travel Times, & Ridership ...... 101 Figure 22: Bus Headway Analysis – Route 29 ...... 102 Figure 23: Projected Dufferin Route 29 Morning Peak Period Average Bus Occupancy Profile ...... 106 Figure 24: Projected Dufferin Route 29 Afternoon Peak Period Average Bus Occupancy Profile ...... 107 Figure 25: Projected Dufferin Route 29 Morning Peak Period Average Bus Occupancy Profile with Modified Service ...... 110 Figure 26: Projected Dufferin Route 29 Afternoon Peak Period Average Bus Occupancy Profile with Modified Service ...... 111 Figure 27: Existing Area Street Network ...... 118 Figure 28: Existing Lane Configuration & Traffic Control ...... 119 Figure 29: Existing Traffic Volumes ...... 122 Figure 30: Future Background Traffic Volumes ...... 125
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 Figure 31: New Residential Site Traffic Volumes ...... 128 Figure 32: New Retail Primary Site Traffic Volumes ...... 129 Figure 33: New Retail Pass-By Site Traffic Volumes ...... 130 Figure 34: Net New Site Traffic Volumes ...... 131 Figure 35: Future Total Traffic Volumes ...... 132 Figure 36: Rental Building Parking Trends (1996-2015) ...... 151 Figure 37: Area Commercial Parking ...... 159 Figure 38: Proposed Underground Parking Garage – P1 Level ...... 161 Figure 39: Proposed Underground Parking Garage – P2 Level ...... 162 Figure 40: Proposed Underground Parking Garage – P3 Level ...... 163 Figure 41: Proposed Loading Facilities ...... 168
TABLE OF APPENDICES
Appendix A: Reduced Scale Architectural Plans Appendix B: TTC Dufferin Station and 402 Parkdale Community Bus Ridership Data Appendix C: Transit Parallel Route Analyses Appendix D1: Transit Route Distribution TTS Queries Appendix D2: Transit Ridership Forecasts – Bus Stop Distribution Appendix D3: Transit Ridership Forecasts – Boarding and Alighting Distribution Appendix D4: Transit Ridership Forecasts – Boarding and Alighting Trips Appendix E: Corridor Traffic Growth Analysis Sheets Appendix F: Synchro Analysis Output Sheets Appendix G: Vehicle Manoeuvring Diagrams
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 DUFFERIN GROVE VILLAGE PROPOSED MIXED-USE DEVELOPMENT TORONTO, ONTARIO
EXECUTIVE SUMMARY I. PROJECT OVERVIEW THE PROPOSAL BA Group is retained by Primaris REIT to provide urban transportation consulting services in relation to an Official Plan Amendment and Zoning By-law Amendment application being made to the City of Toronto for a proposed mixed-use development located in the southwest quadrant of the Dufferin Street / Croatia Street intersection in the City of Toronto (herein referred to as the “site” or the “redevelopment site”).
The proposed development project is integrated with Dufferin Mall; it is proposed to retain the majority of the Mall with the exception of the section north of the Winners store (inclusive of The Beer Store and unleased retail space, which was the previous location of the Penningtons retail store) and a standalone building containing three fast-food restaurants (KFC, Taco Bell, and Pizza Hut). Herein, “Dufferin Mall” will be used to refer to the mall as a whole.
The development is separated into two blocks – the western block and the eastern block – divided by the primary site driveway, which will be integrated with Dufferin Mall. Further, the western block will be a connected extension of Dufferin Mall. Both blocks will have both residential and retail components.
THE SITE TODAY The subject property is a part of the municipal address 900 Dufferin Street, which is the block bounded by Croatia Street to the north, Dufferin Street to the east, and existing established low-density residential neighbourhoods to the south and west. An existing fire route and loading vehicle access for Dufferin Mall runs along the south and west edge of the mall property. Our Lady of Croatia Church, located along Croatia Street and midblock to the mall has a separate address and is not a part of the site.
As noted above, the proposed redevelopment does not comprise the entirety of 900 Dufferin Street; the majority of the site contains Dufferin Mall. An active shopping mall, Dufferin Mall will continue to operate and the majority of it is not impacted by the project.
The redevelopment site is currently primarily occupied by two surface parking lots that support Dufferin Mall, and the building space identified above.
The site location is illustrated in Figure 1 and the local site context is illustrated in Figure 2.
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Dufferin Grove Village – Western Block
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 3 Figure 1 Site Location
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 2 Site Context
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 THE MASTER PLAN A comprehensive Master Plan has been developed for the site including land uses that will allow patrons to live, work, and play on the site and in the local area. The Master Plan is centered on transit-oriented development principles and the integration of a true multi-use development. The proposed mix of uses and development design elements further supports and encourages non-auto travel to / from the site and surrounding community.
The Master Plan consists of four towers separated into two blocks. The base of the western towers will be integrated within an extension of the main Dufferin Mall retail centre, with residential townhouse units at grade fronting onto Croatia Street. The eastern tower will be connected by a podium containing active retail uses at grade, fronting onto Dufferin Street and the new park area. One underground parking garage will support the two blocks (passing underneath the primary site driveway) and will connect to the existing Dufferin Mall underground parking garage on the south portion of the site. In addition, the southeastern corner of the development site will feature a park.
As it relates to total retail space (considering the development site and Dufferin Mall), 1,750 square metres of retail GFA are being removed, 13,389 square metres GFA new retail space are being added, resulting in 11,639 square metres GFA net new retail space. The total new Dufferin mall retail floor area with the proposed redevelopment will be 72,969 square metres.
Total site statistics are provided below:
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Dufferin Grove Village – Streetscape Concept Design by North Design Office
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 7 BLOCK PLAN The Western Block will be an extension (and expansion) of Dufferin Mall, providing new frontage for the Mall on Croatia Street and the site driveway. It includes two new residential buildings, and will house 722 residential dwelling units and approximately 9,497 square metres GFA of retail space (integrated as part of Dufferin Mall). A driveway connection to Croatia Street is proposed that will provide access to a pick-up / drop-off facility internal to the block as well as the new underground parking garage. A new loading area accessed from the existing mall laneway along the western edge of the site is also proposed to serve both the residential and commercial components of the block.
The Eastern Block will be primarily comprised of residential uses alongside grade-oriented and mezzanine level retail; it will have frontage on Croatia Street and Dufferin Street. It includes two primarily residential buildings, connected via a podium structure, and will house 413 residential dwelling units and approximately 2,142 square metres GFA of retail space. Immediately adjacent to the south of the Eastern Block will be approximately 1,560 square metres of new park space. Access to the pick-up / drop-off facilities for the Eastern Block will be provided via the central mall driveway. The Eastern Block loading facilities will be accessed through the internal pick-up / drop-off ‘loop’. Also proposed is an outbound only service vehicle connection to Croatia Street.
The proposed block plan is illustrated in Figure 3.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 8 JULY 2019 7017-40 Figure 3 Proposed Site Block Plan
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 II. STRATEGIC TRANSPORTATION OBJECTIVES PLAN CONCEPT Dufferin Grove Village has been conceptualized with deep consideration of its surrounding context. As an extension and expansion of Dufferin Mall, the project will assume a similar transportation context, albeit with improvements most notably to the pedestrian realm. The proximity to the site of Dufferin subway station, the Dufferin bus route and a vibrant and expanding residential community results in a true mixed-use site that is conducive to trip-making on foot as opposed to private automobile use. As such, improvements to the infrastructure that supports this walking activity was determined to be a key priority.
To further improve high-quality pedestrian activity, the provision of an underground, weather-protected connection between the site and Dufferin subway station is also being considered. This connection is envisioned to cross underneath Croatia street and tie into the underground parking garage proposed as part of the development to the north (i.e., the ‘Bloor-Dufferin’ development), which will connect underground to the station at its northeast corner. As the realization of this pedestrian facility will require coordination between the two developments, it is considered to be largely conceptual at this time.
A number of additional initiatives will ensure that the proposed development and Dufferin Mall are functionally integrated on one lot. A consolidated loading facility provided at the rear (west side) of the Western Block will alleviate some of the pressures currently experienced by the mall’s existing loading facilities through expanding the loading facilities that can be utilized by retail tenants. Each block will have an internalized pick-up / drop-off area which will alleviate pressures on the primary site driveway and Croatia Street. Furthermore, the underground parking garage that is proposed will be connected underground to the existing Dufferin Mall parking structure to the south.
Overall, the Master Plan has been conceptualized to allow the ability to live, work, and play on the site and in the local area. Its location will be leveraged in the larger effort to foster a lively public realm that will enhance Dufferin Mall’s status as a destination.
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Ten Transportation ‘Pillars’ have been identified. Each Pillar is an active component of the Master Plan, which is centered on transit-oriented development principles that seek to encourage non-auto travel to / from the site and surrounding community. All analyses within this report has been completed with the Transportation Pillars kept in consideration and for this reason, mention of the associated the Pillar appear throughout the Technical Report to make a connection between the analyses contained herein and the goals associated with the Transportation Pillars that will be achieved.
TRANSPORTATION PILLARS
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 11 III. STUDY APPROACH The focus of this transportation study is to develop a transportation program for the site to support non- automobile travel modes for prospective residents, employees, and visitors to the site, while also meeting the vehicular needs associated with the development in a practical manner.
The transportation program is developed through the adoption of multiple mobility strategies to support pedestrian, bicycle, and transit travel, and the integration of appropriate vehicular related facilities that will support motorists and service / loading vehicles requiring access to the site buildings.
Multi-modal travel demand forecasts have been developed based upon a first principles analysis of person occupancy, travel demand levels and prevailing travel characteristics for each of the component uses. These forecasts consider the urban, mixed-use nature of the proposed development and the site location relative to a range of excellent existing non-automobile travel options and a wide range of land uses / attractions.
Operational assessments have been undertaken for vehicular, pedestrian, bicycle, and transit travel assessing the way the current transportation systems operate across typical weekday peak hour periods. This includes, logically, commentary on any pressure points, strengths or weaknesses, and / or levels of congestion on the transportation network that supports the area.
Analyses of future conditions have been undertaken to assess the way in which site travel demands would be absorbed and accommodated onto the area transportation system during the busiest periods of operation. Specific analytical focus has been centred on local TTC bus service on Dufferin Street given that it is a busy service during existing conditions and that the project will place additional demand on the route.
The traffic-related analyses aim to provide a quantifiable measure of changes and impacts that may occur in the future as a result of this project and other area developments over time.
THIS REPORT This report provides a summary of BA Group’s review of the transportation aspects of the proposed development and documents the study approach, methodologies of various analyses, assessment of existing and future operations, justifies transportation design elements, and provides technical findings.
The report is divided into two parts:
• Executive Summary (this section): An overview of the project is provided, inclusive of the objectives of the Master Plan and an outline of key transportation findings. • Technical Report: All technical analyses undertaken in assessment of the Master Plan are provided in this section and they are outlined below.
Further, to reinforce the aforementioned Transportation Pillars, the associated symbols for the Pillars appear throughout the Technical Report to make a connection between the analyses contained herein and the goals associated with the Transportation Pillars that will be achieved.
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TECHNICAL REPORT COMPONENTS Master Plan and Integrated Mobility Framework • An overview of the integrated on-site and area physical and operational transportation elements and strategies that enable the minimization of automobile-dependent travel for prospective residents, employees, and visitors while meeting the practical and operational needs of a mixed-use development; • A review of pedestrian and cycling elements of the development plan and related strategies; • A review of the vehicular elements of the development plan including vehicular access, loading, and parking provisions, as well as related operational strategies; and • A summary of the Transportation Demand Management measures and initiatives that are central to the development plan.
Transportation Policy Summary • The provincial, regional, and municipal policy framework of the site is outlined; the scope of the policy review is limited to policy with transportation-related implications; and • Policy that directly pertains to the site or lands adjacent to it is included.
Travel Demand Forecasting • An outline of multi-modal travel characteristics and travel demand projections for the component uses recognizing the urban context of the site, its proximity to an array of employment, recreational, retail, amenity, entertainment, and institutional facilities, the surrounding area population and its location relative to higher-order transit services.
Multi-Modal Travel Assessment • A review of prevailing area pedestrian, cycling, and transit context and activity; • A review of existing transit activity and future site-related transit ridership projections to assess site- related impacts on the area transit network with particular focus on local TTC bus service; and • A review of area active transportation facilities and a preliminary assessment of projected site-related walking and cycling trips.
Vehicular Traffic Operations Review • A review of area traffic activity levels today and in the future considering other area development activity that may influence traffic demands in the site vicinity; • A review of site-related traffic forecasts considering each of the proposed land uses, travel demand variations, automobile usage characteristics, and routing options available across the area road network; and • A review of traffic operations on the area road network under existing and future traffic conditions to provide a measure of prevailing traffic activity and operational characteristics and an assessment of site-related impacts.
Site Planning Elements • A review of the functional road design elements of the Master Plan; • A review of parking requirements and provisions; • A review of bicycle parking requirements and provisions; • A review of proposed pick-up and drop-off facilities; and • A review of loading requirements and provisions, including a functional review of the design of the proposed loading facilities.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 13 IV. KEY TRANSPORTATION FINDINGS The Master Plan has been comprehensively evaluated as part of this report; the findings outlined herein confirm adherence to the aforementioned Transportation Pillars. The Pillars will, considered together, enable the mobility needs of the proposed Master Plan, will greatly enhance mobility on the site and will benefit the local community transportation network.
TDM-INTEGRATED SITE PLAN
• A number of Transportation Demand Management (TDM) strategies are
incorporated within the site plans with the intention of minimizing new auto
driver trips and encouraging the use of alternative modes of transportation.
These strategies are summarized as follows.
• A complementary mix of land uses (major retail and residential) will result in
an ‘internalization’ of trips. This internal trips will be made on foot, taking the
place of off-site trips that might have otherwise be made by personal
automobile.
• Conveniently located, high-quality bicycle facilities for the site including
short-term and secure, weather-protected long-term spaces, as well as
shower and change room facilities and bicycle repair stations, are provided
in order to encourage the use of cycling as a viable and actually desirable
active mode of transportation to and from the site – potentially displacing
trips that would have otherwise been made by automobile. Additionally, a
Bike Share Toronto facility that will be integrated within the development site
is being pursued, which will augment the existing services available in the
local neighbourhood.
• Through providing a reduced resident, resident and visitor parking supply,
which be utilized by different user groups on a shared-use basis, the
intention of the concept plan is to encourage the use of auto alternative
methods of transportation by not over-supplying parking, which puts other
modes of transportation at a disadvantage. Furthermore, the provision of
resident parking will be “unbundled” from units to give end users choice
regarding their decision to lease a parking space.
• The site is ideally located to leverage the growing supply of car-share vehicles located within close proximity; a ready supply of car-share services is an excellent substitute for car ownership. While the site plan will eliminate the surface parking area that currently supplies 3 car-share vehicles, these will be replaced, and opportunities will be explored to grow the on-site car- share supply.
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REMOVAL OF SINGLE-USE SURFACE PARKING
• The site’s proximity to a variety of sustainable transportation options offer
alternative travel options to future residents, employees, and visitors. As
such, a reduced parking supply for the new development (compared to
prevailing by-law requirements) is being pursued as a measure to reduce
vehicular trips made to and from the site.
• The provision of resident parking is “unbundled” from units to give residents
a choice regarding their decision to own a car.
• Residential visitor parking will be provided within the Dufferin Mall parking
supply, so as not to overprovide parking on the site, which puts alternative modes of travel at a significant disadvantage.
• The proposed parking rates for the Dufferin Mall retail and residential expansion are: o 0.29 resident spaces per unit 2 o 1.0 spaces per 100m retail GFA for new retail space . (2.52 spaces per 100 m2 retail GLA for the future Dufferin Mall overall – the equivalent of a 5% reduction compared to the existing mall parking supply) o No dedicated residential visitor spaces
• Through providing a reduced parking supply, which will be utilized by different user groups on a shared-use basis, the intention of the concept plan is to: o minimize the amount of physical space consumed by parking spaces, replacing this space with uses more conducive to an active pedestrian realm; and o encourage the use of auto alternative methods of transportation by not over-supplying parking.
• Based on the rationale provided herein, this parking reduction can likely be achieved while still providing an adequate parking supply to serve residents, visitors and retail patrons to the site, without negative impacts on the surrounding area neighbourhood.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 15 DUFFERIN STREET FRONTAGE
• Currently, sidewalks on the west side of Dufferin Street along the edge of the site are approximately 1.8 to 1.9 metres wide and directly adjacent to the roadway. Furthermore, surface parking lots occupy the majority of the site’s Dufferin Street frontage.
• The concept plan proposes building setbacks along it’s Dufferin Street frontage of 6.0 metres from the edge of curb with active retail uses at-grade and tree-lined pedestrian clearways 3.5 to 4.0 metres in width, which will greatly improve the pedestrian experience along the west side of the Dufferin Street corridor.
CROATIA STREET FRONTAGE
• Currently, site’s Croatia Street frontage is a basic pedestrian connection to the Brockton Village residential neighbourhood with narrow sidewalks fronting onto a surface parking lot.
• The site plan proposes to transform the south side of Croatia Street into a high-quality pedestrian realm with building face-to-curb setbacks of 5.6 to 7.3 metres, wide and tree-lined pedestrian clearways, and new, active street-facing residential and retail uses.
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SURFACE NORTH-SOUTH PEDESTRIAN “SPINE”
• A new, north-south pedestrian ‘spine’ running adjacent to the main site
driveway that will connect between Croatia Street and Dufferin Street is
proposed. This at grade space will be the focal point of the development,
encompassing generous building setbacks, landscaping and art features
2 tied to a common theme, and a 1,560 m public park area at the northeast corner of the Dufferin Street / Dufferin Park Avenue intersection.
• This space will provide an attractive pedestrian link between the Dufferin
subway station, the public park and retail ‘high street’ planned as part of
the Bloor-Dufferin development to the north, Dufferin Mall and Dufferin Grove Park – essentially creating an iconic pedestrian corridor containing synergistic active residential, commercial, retail, restaurant and recreational uses served by both frequent surface and subway transit
routes.
• It is recommended that a protected pedestrian crossing of Croatia Street, aligning with and connecting between the proposed Dufferin Mall central linear pedestrian realm and the retail ‘High Street’ proposed as part of the adjacent Bloor-Dufferin development to the north, be implemented to
accommodate pedestrian activity between the two sites, completing the
active pedestrian corridor between Bloor Street West and Dufferin Grove park.
UNDERGROUND NORTH-SOUTH PEDESTRIAN “SPINE”
• The conceptual below-grade connection between the Dufferin Mall site, the
Bloor-Dufferin development to the north and the Dufferin subway station will
provide for a convenient, weather-protected route for pedestrians and transit
users that will:
• encourage the use of transit as the preferred method of travel to the site;
and
• encourage an internalization of trips between the residential and retail
uses on both sites.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 17 PICK-UP & DROP-OFF INTERNALIZATION
• New vehicle pick-up / drop-off and taxi staging areas are proposed for both the Eastern Block and Western Block as a measure to keep Croatia Street and the main north-south mall driveway clear of blockages caused by
vehicles pulled over to load or unload passengers.
• The intention of this design feature is to mitigate vehicular impacts on the surrounding neighbourhood and existing Dufferin Mall.
CONSOLIDATED LOADING FACILITIES
• Through consolidation of the residential waste collection facilities into a location internal to the Eastern Block and away from the established residential neighbourhood to the east, the local noise and visual impacts of necessary building operations is reduced.
• Furthermore, the consolidation of a number of commercial loading spaces into a contained, internal loading area, as well as the change from two-way to one-way (outbound) operation of the existing service vehicle driveway on Croatia Street has a similar effect and is an improvement to the existing loading condition at the northwest corner of the mall.
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LOCAL NEIGHBOURHOOD TRAFFIC IMPACT MITIGATON
• Traffic volumes increases associated with the proposed development are mostly limited to the local arterial routes – i.e., Dufferin Street and Bloor Street West – and the road connections between the site and those routes.
• Traffic volume increases on local residential streets, namely Brock Avenue to the west, are anticipated to be minor and in the order of 15 to 35 two-way vehicle trips per hour during the peak times and less at other times. These minimal impacts are, in part, a result of the planned extension of Pauline Avenue from Bloor Street West to Croatia Street, which will provide site traffic a convenient route to/from Bloor Street West, and the maintenance of existing right-in/right-out driveway restrictions on Croatia Street.
• Based on the traffic analyses performed as part of this study, the traffic volume increases associated with the proposed retail and residential expansion of Dufferin Mall, taking into consideration allowances made for background area developments, can be appropriately accommodated on the local area road network from a traffic capacity perspective.
• Considering the planned area road network improvements, namely: a) the signalization of the Dufferin Street / Croatia Street intersection; b) the signalization of the Bloor Street West / Pauline Avenue intersection; c) the extension of Pauline Avenue from Bloor Street West to Croatia Street; and d) the reconfiguration of the site driveways to align with the proposed new road connections to the north, impacts to local area traffic operations are expected to be minimal.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 19 DUFFERIN STREET BUS IMPROVEMENTS
• Planned major developments along the Dufferin corridor will add significant
demand to the already busy bus service on Dufferin Street.
• The impacts of the proposed development will be relatively minor, largely in part due to its proximity to the Dufferin subway station.
• The results of the analyses performed as part of this study indicate that improvements to the Dufferin bus service will be required to accommodate future travel demand.
• It is recommended that: o the planned TTC bus turnaround infrastructure at the Galleria development be implemented in order to facilitate a ‘short-turn’ Dufferin bus route; and o 2 buses be added to the route during the weekday morning peak hour period and 3 buses be added during the afternoon peak hour.
• These recommendations are made with the goal and intent to alleviate crowding on the route and improve overall transit service along the corridor.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 20 JULY 2019 7017-40 DUFFERIN GROVE VILLAGE PROPOSED MIXED-USE DEVELOPMENT TORONTO, ONTARIO
TECHNICAL REPORT 1.0 MASTER PLAN 1.1 EXISTING SITE Today, the development site is occupied by two buildings:
• Dufferin Mall, north of the Winners store (inclusive of The Beer Store and unleased retail space; the previous location of the Penningtons store); and • A standalone building containing three fast-food restaurants (KFC, Taco Bell, and Pizza Hut).
Notably, the Our Lady Queen of Croatia Church is not located on the site and is not a part of the development proposal.
In addition to the buildings, two surface parking lots which comprise the remainder of the space within the boundaries of the site. The parking lots support the aforementioned buildings and the remainder (the majority) of Dufferin Mall that is not a part of the development proposal. An illustrative block plan of the existing site is included as Figure 4.
In summary, the condition of the existing site reflects a suburban-style built form that is predominantly automobile-oriented. The most notable element is surface parking which is supportive of a shopping mall.
1.1.1 Existing Access Arrangements 1.1.1.1 Vehicular Access There are 8 points of vehicular access to Dufferin Mall currently, with 4 of these access points being within the development site area.
Three of these accesses are STOP-controlled driveways on Croatia Street. The westernmost driveway accesses the servicing lane at the rear of the mall. The remaining 2 driveways on Croatia Street provide access to the mall’s northern surface parking lot. It is noteworthy that inbound and outbound lefts are prohibited at these driveways by signage and a central median on Croatia Street – a measure implemented to address mall traffic infiltration of the residential neighbourhood to the west.
The remaining 5 points of vehicular access are located on Dufferin Street. The northernmost access is a STOP-controlled driveway permitting all traffic movements. South of this is a signalized mall access driveway opposite Dufferin Park Avenue. South of the signalized access point is a STOP- controlled driveway to the existing mall underground parking garage and a second signalized driveway that also accesses the parking garage. The southernmost driveway connects to the mall’s rear service laneway.
It is especially noteworthy that the redevelopment site either contains or borders a total of 5 of the 8 points of access to Dufferin Mall. With five of eight driveways impacted, the proposed redevelopment has been conceptualized to appropriately facilitate vehicular access for all users, as it has significant influence on the entire shopping mall.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 22 JULY 2019 7017-40 Figure 4 Existing Site Key Plan
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 1.1.1.2 Pedestrian Access Given the nature of the redevelopment site – predominantly surface parking – it is common for pedestrians to diagonally walk across the parking lot to access Dufferin Mall; many of whom are going to, or coming from, Dufferin Station to the north. Although many of the site driveways have pedestrian sidewalks that cross them, there are only two direct pedestrian connections from Croatia Street or Dufferin Street, through or adjacent to the redevelopment site:
• The vehicular driveway located immediately west of Our Lady Queen of Croatia Church, which has a sidewalk (on its west side) that extends from Croatia Street to Dufferin Mall; and • The signalized intersection connecting to Dufferin Park Avenue, which has sidewalks on both sides of the mall driveway that extends from Dufferin Street to Dufferin Mall.
In each case, painted pedestrian walkways connect the sidewalks directly to the mall.
1.1.1.3 Primary Pedestrian Mall Entrances Primary pedestrian access points directly into Dufferin Mall include the following:
• Four (4) Dufferin Mall Accesses: These accesses provide direct access to the concourse of the Mall. o North end of the site, between Toys ‘R’ Us and Winners (adjacent to the redevelopment site) o East end of the site, between Walmart and Toys ‘R’ Us, located at end of site signalized site driveway o East end of the site, between Marshalls / Swiss Chalet and the parking structure, directly facing Dufferin Street o Southwest end of the site, at rear of the site and the fire route, directly across from the terminus to Chelsey Avenue • Two (2) Walmart Accesses: These accesses provide direct access to Walmart; Walmart provides access to the remainder of Dufferin Mall. One access is from the top level of the parking structure (i.e. the “surface”) and the other is from the P2 level of the parking structure. • Two (2) No Frills Accesses: These accesses provide direct access to No Frills; No Frills provides access to the remainder of Dufferin Mall. One access is from the top level of the parking structure (i.e. the “surface”) and the other is from the P1 level of the parking structure.
Additional access points to Dufferin Mall that do not provide further access to the remainder of the Mall include the Beer Store and unleased retail space (the previous location of the Penningtons store); both are located within the redevelopment site.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 24 JULY 2019 7017-40
1.1.2 Existing Vehicular Parking & Pick-up / Drop-off Facilities Approximately 309 parking spaces are located within two surface parking lots that comprise the majority of the space within the boundaries of the redevelopment site. The parking structure located immediately south of the redevelopment site is not counted as part of the total reported above; it is not being redeveloped as part of this project. This parking structure contains 1,126 parking spaces across three levels; the top level is located at the “surface”. The parking structure contains four (4) electric vehicle charging parking spaces. In addition, 9 parking spaces are located at the rear of the Mall. In total, the mall currently provides a total of 1,444 vehicle parking spaces.
Pick-up and drop-off activity for the mall is generally focused along the central mall driveway. There are 12 reserved spaces for taxis and other vehicles picking up and dropping off passengers along this driveway and in front of the No Frills upper entrance. An additional 2 pick-up / drop-off spaces are located on the P1 level of the underground parking garage by the No Frills lower entrance.
1.1.3 Existing Bicycle Parking Facilities The existing bicycle parking supply for the mall was documented in June of 2019. In total, there are 21 outdoor bicycle racks serving the mall, all located near mall entrances. These racks can hold either 3 or 6 bicycles; the total existing bicycle parking supply for the mall is 93 spaces. Bicycle parking supply was documented in March of 2019. There were a total of six (6) bike racks, located within or adjacent to the redevelopment site. The remainder of Dufferin Mall was observed to have a total of nine (9) additional bike racks; two were located in the covered levels of the parking structure.
1.1.4 Existing Loading Facilities There are a number of loading areas at Dufferin Mall:
1. A centralized loading facility located between the Walmart and No Frills stores, accessed from the top level of the parking structure. The facility is designed to accommodate large vehicles (i.e. tractor trailers). 2. The rear of Dufferin Mall, wrapping around its west and south sides, has intermittent formal and informal loading areas throughout the length of the route (i.e. the fire route). Generally, the loading facilities are not designed to accommodate large vehicles (i.e. tractor trailers). 3. The Toys ‘R’ Us store has a dedicated loading bay at its north side; it borders the redevelopment site. The loading bay is designed to accommodate large vehicles (i.e. tractor trailers). 4. An informal loading area on the west side of the main mall driveway, south of the Walmart Entrance.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 25 1.2 DEVELOPMENT PROGRAMME The concept development plan for the site envisions a multi-building, mixed-use development that includes residential and retail uses, as well as the provision for a public park, all of which will be integrated with the existing Dufferin Mall. These uses will replace the existing northern surface parking lots, restaurant at the southwest corner of Dufferin Street and Croatia Street, and the Beer Store and former Pennington’s retail store.
The concept site plan comprises an Eastern Block and a Western Block. The Eastern Block contains two residential towers with a lobby fronting onto Dufferin Street connected by a podium structure with active retail uses at grade and on the mezzanine level. The Eastern Block also includes an approximate 1,561 m2 park at its south end. The Western Block contains two towers with a lobby fronting onto Croatia Street connected by a podium structure. At grade will be an extension of the existing Dufferin Mall containing retail uses as well a number of townhouse units fronting onto Croatia Street.
Reduced-scale architectural site plans are included in Appendix A.
1.2.1 Residential Uses Residential uses are proposed in four (4) buildings providing a total of 1,135 dwelling units. A detailed breakdown of the proposed units is provided in Table 1.
TABLE 1 PROPOSED RESIDENTIAL DWELLING UNIT BREAKDOWN
Number of Dwelling Units Block Bachelor 1-Bed 2-bed 3-Bed+ Total
Western Block 72 287 292 71 722 (Tower 1 & Tower 2)
Eastern Block 45 165 169 34 413 (Tower 3 & Tower 4) Total: 117 452 461 105 1,135 Notes: 1. Site plan statistics provided by Quadrangle Architects Limited, dated July 2019.
1.2.2 Retail Uses The base of the Western Block will be an extension of Dufferin Mall containing two levels of retail floor area. The eastern block will contain retail uses at grade fronting onto Dufferin Street as well as on the mezzanine level and the new public park. Although this retail area will not be connected to the main mall via above grade structure, for the purpose of this transportation assessment, it is being considered as additional retail floor area associated with Dufferin Mall. The construction of the Western Block will replace a section of Dufferin Mall (The Beer Store and the former Penningtons retail store) totalling approximately 1,750 m2 in retail floor area. A summary of the proposed changes is provided below, resulting in 9,889 square metres net new retail GFA:
- existing “mall” retail space to be removed: 1,750 square metres GFA + western block of “mall” retail extension & eastern block “new” retail: 11,639 square metres GFA = net new retail: 9,889 square metres GFA
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 26 JULY 2019 7017-40
1.2.3 Pedestrian Spaces A significant park area (approximately 1,561 square metres) is proposed as part of the development, to be located at the northwest corner of the Dufferin Street / Dufferin Mall Driveway / Dufferin Park Avenue intersection; it will be located on the south side of the eastern block. It is part of a general strategy to create a continuous high-quality pedestrian realm from the north end of the site (a park is planned adjacent to Dufferin Mall on the north side of Croatia Street as part of the Bloor-Dufferin development), through the site (the primary site driveway will be lined with trees and allow for a generous pedestrian boulevard), and to Dufferin Grove Park, generally following the historic path of Denison Creek, which no longer exists.
1.2.4 Vehicular and Bicycle Parking While the Dufferin Mall parking structure located on the southern portion of the site is proposed to be retained, the surface parking lots located within the development site boundaries will be removed and redeveloped. In total, 427 net new vehicular parking spaces are provided as part of the proposed development, as summarized below:
- 309 surface (retail) parking spaces will be removed + 407 underground (retail / residential visitor) parking spaces to be added + 329 underground (resident) parking spaces to be added = 427 net new parking spaces.
With the 1,126 parking spaces that will remain in (and on the surface of) the Dufferin Mall parking structure and the 9 parking spaces that will remain in the rear of the mall (see Section 1.1.2), the Dufferin Mall block as a whole will contain a total of 1,871 parking spaces (329 resident spaces and 1,542 retail / visitor spaces) after the proposed redevelopment. Greater detail pertaining to the proposed parking supply is included in Section 9.1.2.
Bicycle parking will provided in accordance with the Toronto Green Standards, Version 3 (Tier 1).
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 27 1.2.5 Vehicular Access It is proposed that Dufferin Mall access points on Croatia Avenue will be reconfigured as follows:
• The westernmost access will remain in place and continue to be only used by service vehicles, providing access to the service laneway running along the rear of the mall. It will be converted from a two-way access point to a one-way (outbound) access point for service and loading vehicles. • A new residential access point is proposed opposite the public road extension of Pauline Street being proposed by the Bloor-Dufferin development to the north. This driveway will provide access to the pick- up / drop-off area for the Western Block residential buildings as well as the new underground parking garage. • The main mall driveway connection to Croatia Street will remain in roughly the same location, although slightly re-aligned to be opposite the new north-south private street proposed as part of the Bloor- Dufferin site to the north. This access will be the primary access point for vehicles visiting the retail portion of the mall on Croatia Street. It is assumed that the existing right-in / right-out restriction in place at this driveway will remain with the redevelopment of the site. • A new, outbound-only service access is proposed east of the main mall driveway that will be access- controlled and used solely by service vehicles exiting the Eastern Block north loading area.
Additionally, the north mall driveway on Dufferin Street (just south of Croatia Street) will be removed as part of the development proposal. The remaining access points to Dufferin Mall will remain unchanged.
A new parking garage entrance ramp is located on the west side of the main north-south mall driveway, north of the central signalized mall driveway on Dufferin Street. It is intended that this ramp will be used by both residents of the site and retail patrons.
The access point for the Eastern Block pick-up / drop-off area and loading area is located on the east side of the main north-south driveway.
1.2.6 Pick-up / Drop-off Facilities New vehicle pick-up / drop-off and taxi staging areas are proposed for both the Eastern Block and Western Block as a measure to keep Croatia Street and the main north-south mall driveway clear of blockages caused by vehicles pulled over to load or unload passengers.
The Eastern Block will have a central traffic loop that will accommodate pick-up / drop-off traffic for both the residential and retail components of the block. Additionally, pick-up / drop-off traffic for the existing church to the north of the site will be accommodated in this loop as well. This facility is accessed from the east side of the main mall north-south driveway.
The Western Block will have a traffic loop accommodating pick-up / drop-off traffic that will be accessed directly from Croatia Street at the northwest corner of the site. Furthermore, 6 taxi staging spaces are located along the west side of the north-south driveway, north of the main mall east-west driveway, to replace the existing taxi staging spaces that will be removed as part of the redevelopment.
Both traffic loops within the Eastern Block and Western Block have been designed to accommodate the movements of a TTC Wheel Trans bus.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 28 JULY 2019 7017-40
1.2.7 Loading Each of the Eastern Block and the Western Block will contain loading facilities to accommodate service vehicles serving the development. The Eastern Block contains 1 Type ‘B’ and 1 Type ‘G’ space, which will serve both the retail and residential components of the block. These spaces are accessed from the Eastern Block traffic loop. The Type ‘G’ loading space has been designed so that the outbound manoeuvre exits onto Croatia Street in a forward motion via a controlled-access driveway.
Waste collection and storage facilities for both the Eastern Block and Western Block have been consolidated so that residential refuse collection will occur from the Type ‘G’ space located within the Eastern Block. Residential refuse collection bins from the Western Block will be transferred to Eastern Block waste storage room and staging area via the P2 level of the new underground parking garage and service elevators included specifically for this purpose.
The Western Block contains a consolidated loading facility that will accommodate both moving / delivery activity for the residential component of the building and general loading activity for the retail portion of the block, which will be integrated as part of the existing Dufferin Mall. The Western Block loading area will contain 2 Type ‘A’ spaces and 3 Type ‘B’ spaces. This facility will be accessed via the existing service driveway in the same way the loading facilities along the rear laneway of the mall are accessed today. The loading spaces included in this loading area are intended to replace the existing Toys ‘R’ Us and Winners loading facilities that will be removed with the development, as well as add new loading spaces to serve to proposed Dufferin Mall retail expansion. The proposed loading facilities are discussed further Section 9.3.
1.2.8 Development Programme & Site Plan A detailed breakdown of the overall development programme is provided in Table 2. The proposed site plan and corresponding transportation elements are described, and elements of it are illustrated, in Section 1.3.
TABLE 2 PROPOSED DEVELOPMENT PROGRAMME
Residential Dwelling Units Residential GFA (Net New) Retail GFA Western Block 722 56,798 m2 GFA 7,747 m2 GFA1 Eastern Block 413 32,901 m2 GFA 2,142 m2 GFA
Total: 1,135 units 89,985 m2 GFA 9,889 m2 GFA Notes: 1. Existing 1,750 square metres of Dufferin Mall that is being removed is not counted as part of this total, but will be included as part of the Western Block which will be an extension of Dufferin Mall. 2. Site statistics based on architectural site plans prepared by Quadrangle Architects Limited, dated July 2019.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 29 1.3 INTEGRATED MOBILITY FRAMEWORK 1.3.1 Create a Quality Mixed-Use Development The proposed development plan provides for a mix of mutually-supportive land uses – including residential, retail, and park space, integrated with an existing shopping mall – that has been designed to facilitate and encourage pedestrian mobility. The proposed park will substantially increase the at-grade permeability of the area, and integrate the site with the local pedestrian system.
The provision of mutually-supportive land uses, such as those proposed, fosters a relationship across the site that allows each use to serve and support one another. Given the location of the site within a walkable, vibrant, mixed-use neighbourhood, the proposed uses will establish a similar interactive relationship with the surrounding area. This dynamic encourages the “internalization” of site trips, both within the site and within the neighbourhood; there will be many trips that could conceivably be made within walking distance.
Ultimately, the most convenient, comfortable, and practical way to get around will be by foot. The mixed-use nature of the development proposal will, thereby, reduce the need for trips to be made utilizing automobiles. This characteristic will be further augmented by the excellent transit accessibility afforded to the site by its proximity to the Line 2 Bloor-Danforth subway and frequent (and express) bus transit on Dufferin Street.
The proposed site plan is illustrated in Figure 3.
Complementary mix of land uses will result in required daily trips internal to the
site and neighbourhood that are best taken by foot. As such, on-site or inter-
neighbourhood trips to meet daily needs will take the place of off-site trips that
might have otherwise be made by personal automobile.
The proposed enhanced pedestrian realm will improve the permeability of the site, and integrate with existing / planned pedestrian networks in the area, encouraging and facilitating pedestrian travel and transit access.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 30 JULY 2019 7017-40
Dufferin Grove Village – Public Park Concept Rendering
Dufferin Grove Village – Public Park Design Concept by North Design Office
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 31 1.3.2 Enhance Public Realm and Pedestrian Mobility In general, the site is located within an area that experiences high volumes of pedestrian activity. However, the existing site is predominantly characterized by surface parking which, although it hosts frequent pedestrian activity, is not a welcoming walking environment. Realizing the full benefit of the site’s location in close proximity to a subway station and better integrating Dufferin Mall with its local environs requires improvements to the space it occupies.
Therefore, the proposed site plan contains elements that aim to more effectively integrate the site into the active pedestrian network that surrounds it (Dufferin Mall, Dufferin Street, Dufferin Grove Park, Croatia Street and Bloor Street West). The proposed at-grade pedestrian and public realm is illustrated in Figure 5.
The site plan is part of a general strategy to create a continuous high-quality pedestrian realm from the north end of the site (a park and retail ‘high street’ is planned adjacent to Dufferin Mall on the north side of Croatia Street as part of the Bloor-Dufferin development), through the site (the primary site driveway will be lined with trees and allow for a generous pedestrian boulevard), and to Dufferin Grove Park, generally following the historic path of Denison Creek, which no longer exists. The intention of this linear pedestrian realm is to increase walking porosity through the site and prioritize pedestrian movement to and from Dufferin Mall.
Furthermore, it is recommended that a protected pedestrian crossing of Croatia Street, aligning with and connecting between the proposed Dufferin Mall central linear pedestrian realm and the retail ‘High Street’ proposed as part of the adjacent Bloor-Dufferin development to the north, be implemented to conveniently and safely accommodate pedestrian activity between the two sites, completing the active pedestrian corridor between Bloor Street West and Dufferin Grove park.
Compared to the existing busy surface parking lot condition on the north portion of the mall today, which also accommodates loading activity for the Toys ‘R’ Us store, the concept plan represents a significant improvement to pedestrian conditions while still accommodating necessary vehicular traffic. Key pedestrian realm elements proposed as part of the site plan are summarized below.
Improvements are planned to the site’s Dufferin Street frontage that greatly improve the pedestrian experience along the west side of the major corridor. Building setbacks of 6.0 metres from the edge of curb with active retail uses at-grade and tree-lined pedestrian clearways 3.5 to 4.0 metres in width are proposed.
Improvements are planned to the site’s Croatia Street frontage that transform the south side of the street from a basic pedestrian connection to the Brockton Village residential neighbourhood with narrow sidewalks fronting onto a surface parking lot, into a high-quality pedestrian realm with building face-to-curb setbacks of 5.6 to 7.3 metres, wide and tree-lined pedestrian clearways, and new, active street-facing residential and retail uses.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 32 JULY 2019 7017-40
Dufferin Grove Village – Public Park Concept Rendering
A new, north-south pedestrian ‘spine’ running adjacent to the main site driveway that will connect between Croatia Street and Dufferin Street is proposed. This at grade space will be the focal point of the development, encompassing generous building setbacks, landscaping and art features tied to a common theme, and a 1,560 m2 public park area at the northeast corner of the Dufferin Street / Dufferin Park Avenue intersection.
This space will provide an attractive pedestrian link between the Dufferin subway station, the public park and retail ‘high street’ planned as part of the Bloor-Dufferin development to the north, Dufferin Mall and Dufferin Grove Park – essentially creating an iconic pedestrian corridor containing synergistic active residential, commercial, retail, restaurant and recreational uses served by both frequent surface and subway transit routes.
It is recommended that a protected pedestrian crossing of Croatia Street, aligning with and connecting between the proposed Dufferin Mall central linear pedestrian realm and the retail ‘High Street’ proposed as part of the adjacent Bloor-Dufferin development to the north, be implemented to accommodate pedestrian activity between the two sites, completing the active pedestrian corridor between Bloor Street West and Dufferin Grove park.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 33 Figure 5 Proposed Pedestrian Connections and Public Realm
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 35 1.3.3 Improve Transit Integration The site is located in close proximity to Dufferin subway station and, by virtue of being located on Dufferin Street, is serviced by frequent (and express) transit service. The site is afforded convenient, far-reaching transit accessibility by the nature of its location.
A significant element of the development plan is the pursuit of an underground tunnel connection between the parking garage and the parking garage of the Bloor-Dufferin development, which will connect to Dufferin station at its northeast corner. In concept, the tunnel would cross under Croatia Street at approximately the same location as the Croatia Street site driveway. The connection would be located at the north end of the site parking garage, at the P1 level, and would connect to the P1 level of the Bloor-Dufferin parking garage. Collaboration between the development teams for the Bloor-Dufferin and Dufferin Mall redevelopment projects is currently underway to determine the feasibility of this connection and how it could be realized as both sites are constructed.
The underground pedestrian connection to the north is illustrated, in concept, in Figure 6. The provision of this access will be an added incentive to utilize public transit, particularly in the winter months, given that the Bloor- Dufferin development will be directly integrated with Dufferin subway station. The connection will ensure that public transit remains the preferable mode for trips that are to be made outside the local neighbourhood.
The conceptual below-grade connection between the Dufferin Mall site, the Bloor- Dufferin development to the north and the Dufferin subway station will provide for a convenient, weather-protected route for pedestrians and transit users that will a) encourage the use of transit as the preferred method of travel to the site; and b) encourage an internalization of trips between the residential and retail uses on both sites.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 36 JULY 2019 7017-40 Figure 6 Concept Underground Pedestrian Tunnel Plan
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 1.3.4 Encourage Cycling Usage As outlined in Section 5.1.3 and Table 16, there are a substantial number of on-street and multi-use path cycling improvements in the immediate site vicinity and in Toronto’s west end that are included as part of the City of Toronto’s Cycling Network Ten Year Plan. At the full buildout of the plan, several major corridors are likely to be outfitted with convenient and safe cycling infrastructure.
To match this level of cycling provision, a number of measures are included within the site plan to further motivate residents, employees, and visitors to cycle to and from the site, as illustrated in Figure 7.
In total, 1,198 bicycle parking spaces are proposed for the redevelopment site, of which 1,046 spaces are for long-term use and 152 are for short-term use. These spaces are located on the P1 levels of the new parking garage, at grade, and on the mezzanine level of both the Eastern Block and Western Block. All long-term space will be provided within secure, weather-protected and access-controlled rooms.
It is noteworthy that the planned bicycle parking supply meets the requirements of both the Toronto Green Standard, Version 3 (TGS V3), Tier 1 and former City of Toronto Zoning By-law 438-86. The proposed bicycle parking supply will provide further incentive for future residents and employees to cycle to and from the site.
Bicycle repair facilities will also be provided in a location that is easily accessible to residents and employees of the development. With cycling uptake expected to be high, providing infrastructure to assist with quick and easy bicycle repairs would add convenience for prospective cyclists.
The Bike Share Toronto program provides flexible cycling options within the City of Toronto with bicycles that can be used on a short term basis and picked up/dropped off at different stations across the City. The system underwent an expansion in 2016 which expanded the network to include 1,000 bicycles and 120 stations included new stations along the Yonge and Bloor/Danforth transit corridors and as far north as St. Clair Avenue West. There is a continued effort to expand the network further north and locate new stations along major corridors in conjunction with other investments in cycling infrastructure.
Within a 500-metre radius of the site, there are 3 Bike Share Toronto stations which collectively hold approximately 52 bicycles. The nearest existing Bike Share Toronto station is located on Dufferin Street, opposite Dufferin Mall; the location of existing Bike Share Toronto services is illustrated in Figure 8. Furthermore, the implementation of a Bike Share Toronto station within the development site is currently being investigated.
A bicycle parking supply that meets the Toronto Green Standard will be provided for the site, with long-term parking being provided in controlled- access, weather-protected rooms.
Bicycle repair facilities will be made available to facilitate quick and easy bicycle repairs for residents and employees.
A Bike Share Toronto facility that will be integrated within the development site is being pursued, which will augment the existing services available in the local neighbourhood.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 38 JULY 2019 7017-40 Ground Floor
East Block Mezzanine
Figure 7 Proposed Site Cycling Infrastructure
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 West Block Mezzanine
P1 Parking Level
Figure 7 Proposed Site Cycling Infrastructure (con’t)
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40
1.3.5 Minimize and Manage Parking Supply An effective TDM measure that can be applied to the proposed development is the constraint of on-site vehicular parking supply.
Sensible vehicular parking management and the provision of an extensive suite of TDM measures are mutually supportive. If vehicular parking is oversupplied on the site, residents and visitors would have less incentive to utilize the alternative, non-auto options that are available to them due to the site’s favourable location and that are enhanced as part of this project. Likewise, a modest parking supply without appropriate TDM measures
would negatively affect local traffic and place undue parking demand on the surrounding area.
By nature of not providing parking to every resident (i.e. the proposed resident parking supply is less than 1 space per residential unit), the provision of a parking space is inherently “unbundled” from the sale of a unit. The “unbundling” of parking sales from condominium sales or apartment leasing has proven to be an effective method for reducing parking demand. Furthermore, it is proposed that visitors to the residential component of the development will utilize the Dufferin Mall parking supply – as opposed to an exclusive residential visitor parking supply – which is an appropriate measure to encourage the use of transit over driving to the site, given its proximity to Dufferin station.
More detail on the proposed parking supply is provided in Section 9.1. The proposed development will require amendments to the Zoning By-law minimum parking requirements to permit a proposed parking supply that will be appropriate for the site but in addition, will serve to increase sustainable transportation behaviour.
All parking will be provided within an underground parking garage; illustration of underground parking garage access points is provided in Figure 3. The elimination of surface parking will be of benefit to the public realm.
The site’s proximity to a variety of sustainable transportation options offer alternative travel options to future residents, employees, and visitors. As such, a reduced parking supply for the new development (compared to prevailing by-law requirements) is being pursued as a measure to reduce vehicular trips made to and from the site.
The provision of resident parking is “unbundled” from units and tenants will have the option to lease an on-site parking space.
Residential visitor parking will be provided within the Dufferin Mall parking supply, so as not to overprovide parking on the site, which puts alternative modes of travel at a significant disadvantage.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 41 1.3.6 Encourage Reduced Car Ownership The TDM plan contained herein acknowledges that there are types of trips that are most conveniently completed with the use of a vehicle (i.e., to a department store to buy large items). However, given the proliferation of car- share services, owning a vehicle is no longer required to make this type of trip.
Car-sharing programs are an important TDM measure because it allows residents to use automobiles as needed without requiring them to own a vehicle. By nature, this means that they make less vehicular trips, directly reducing the amount of vehicular travel emanating from the site.
There are four primary car sharing companies operating in Toronto – ZipCar, Enterprise CarShare, Communauto and Maven – and each offers their members access to vehicles conveniently located around the City. Zipcar is the world’s largest car sharing program and entered into the Toronto market in 2006 with approximately 100 vehicles; it has since grown the fleet to approximately 700 vehicles. Enterprise CarShare (formerly AutoShare) was founded in 1998 and currently has over 12,000 members and 400 vehicles at over 150 locations across the City. Maven was founded by General Motors in 2016 and entered the Toronto market in 2018; it currently has 40 vehicles. Vehicles rented from any of these programs must be picked up and returned from the same parking space.
The Communauto service is currently operating a pilot program within the downtown Toronto area that commenced in November of 2018. The fleet size currently includes 200 ‘free-floating’ vehicles and will be expanded to 500 vehicles covering 100 kilometres of the City upon successful completion of the pilot. Communauto vehicles are permitted to park within on-street residential permit parking zones, with users are made aware of available vehicle locations using the Communauto mobile app.
Within a 500 metre radius of the site, there are currently 6 car-share vehicles available to be used on demand by site residents, including 3 Enterprise CarShare vehicles that are currently located on the site. The location of existing car-share services is illustrated in Figure 8. As part of the development plan, the existing on-site car- share vehicles will be replaced and opportunities will be explored to add to the on-site supply.
Each TDM measure included as part of the site plan has been contemplated and designed to reduce car ownership. The availability and convenience of a variety of multi-modal transportation options will provide choice to future residents.
The site is ideally located to leverage the growing supply of car-share vehicles located within close proximity; a ready supply of car-share services is an excellent substitute for car ownership.
While the site plan will eliminate the surface parking area that currently supplies 3 car-share vehicles, these will be replaced, and opportunities will be explored to grow the on-site car-share supply.
All of the TDM measures included as part of this TDM Plan, if successfully implemented, will collectively work to reduce car ownership.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 42 JULY 2019 7017-40 Figure 8 Area Car-Share and Bike-Share Facilities
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 1.4 SUMMARY OF SITE PLAN MOBILITY CONSIDERATIONS Transportation demand management is a critical consideration in the development of the site plan for this project. Notable elements that will foster multi-modal transportation behaviour include the enhanced public realm, potential transit connections, bicycle parking and repair stations, reduced parking supply, potential Bike Share Toronto spaces and car-share spaces. Within Table 3, the TDM considerations of the site plan are summarized.
TABLE 3 SITE PLAN MOBILITY / TDM CONSIDERATION
Goal Transportation Demand Management (TDM) Considerations 1. Complementary mix of land uses will result in required daily trips internal to the site and neighbourhood that are best taken by foot; Create a 2. On-site or inter-neighbourhood trips to meet daily needs will take the place of off-site trips that Quality might have otherwise be made by personal automobile; and Mixed-Use 3. Proposed park space will improve the permeability of the site, and integrate with existing / Development planned pedestrian networks in the area, encouraging and facilitating pedestrian travel and transit access.
Enhance 1. The location of the proposed public park was chosen as part of a strategy to foster a continuous Public Realm pedestrian space from Bloor Street West to Dufferin Grove Park. and 2. Streetscape improvements will improve pedestrian comfort. Pedestrian 3. The concept plan prioritizes pedestrian movement and walking porosity through the Dufferin Mall Mobility site while still accommodate necessary vehicular traffic. 1. An underground pedestrian connection is being pursued to directly connect the site to Dufferin Improve Station, to provide an alternative attractive pedestrian routing option. Transit 2. The underground connection will ensure that public transit remains the preferred transportation Integration mode during all seasons. 1. A bicycle parking supply that meets the Toronto Green Standard will be provided for the site, with long-term parking being provided in controlled-access, weather-protected rooms. Encourage 2. Bicycle repair facilities will be made available to facilitate quick and easy bicycle repairs for Cycling residents and employees. Usage 3. A Bike Share Toronto facility that will be integrated within the development site is being pursued, which will augment the existing services available in the local neighbourhood. 1. The site’s proximity to a variety of sustainable transportation options offer alternative travel options to future residents, employees, and visitors. As such, a reduced parking supply for the new development (compared to prevailing by-law requirements) is being pursued as a measure Minimize and to reduce vehicular trips made to and from the site. Manage 2. The provision of resident parking is “unbundled” from units (i.e., leasing a parking space will be Parking optional). Supply 3. Residential visitor parking will be provided within the Dufferin Mall parking supply, so as not to overprovide parking on the site, which puts alternative modes of travel at a significant disadvantage. 1. The site is ideally located to leverage the growing supply of car-share vehicles located within close proximity; a ready supply of car-share services is an excellent substitute for car ownership. Encourage 2. While the site plan will eliminate the surface parking area that currently supplies 3 car-share Reduced Car vehicles, these will be replaced, and opportunities will be explored to grow the on-site car-share Ownership supply. 3. All of the TDM measures included as part of this TDM Plan, if successfully implemented, will collectively work to reduce car ownership.
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1.5 ADDITIONAL TDM MEASURES Many of the transportation demand management measures outlined within this section will be integrated with the overall site plan design. However, a variety of other TDM strategies will be advanced upon occupation of the site (i.e. at the completion of the project); these TDM measures can be referred to as “soft” measures. In all cases, the goal is to reduce reliance on private automobile travel.
Within Table 4, a list of soft TDM measures is outlined.
TABLE 4 “SOFT” TDM MEASURES
Measure Description Cost Estimate TDM Plan Goal
• Implement marketing programs aimed at Travel Mode new residential unit purchasers and new To be determined later Encourage Reduced Information employees of the office space to ensure that in approvals process. Car Ownership Packages future residents and employees are aware of the available modal choices in the area.
• Proposed parking supply rate is less than 1 Encourage Reduced space per residential unit (on average), and Unbundle Car Ownership / therefore, unbundling of unit sales and Integrated into overall vehicular Minimize and parking space sales will be implicit. development cost. parking sales Manage Parking • Developer will implement during sales phase Supply of residential component.
• Explore opportunities to offer ride-sharing Subject to whether a programs originating within the buildings. Ride-Sharing commercially-oriented • Will be oriented to the office and retail land Encourage Reduced (Carpool) ride matching service uses to facilitate carpooling to and from the Car Ownership Program can be provided on- workplace; this will reduce single occupant site. vehicle commuting.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 45 2.0 PLANNING AND POLICY CONTEXT Dufferin Mall is located along Dufferin Street, a prominent north-south corridor in the City of Toronto, and in close proximity to Bloor Street, one of the primary east-west corridors in the City of Toronto due the transportation options provided with it, including the Line 2 – Bloor-Danforth Subway line. A wide range of planning policy has been developed over the years that directly impacts the redevelopment site and sites that are similar to it in Toronto.
Within this section, the provincial, regional, and municipal policy framework of the site is outlined; the scope of the policy review is limited to policy with transportation-related implications.
In summary, the examined policy highlights the importance of mitigating vehicular traffic and its effects through the promotion and facilitation of non-auto based trips, the improvement of public transit access, and the reduction of transportation-related carbon footprint. In particular, much of the local area policy distinguishes the fostering of a vibrant pedestrian environment as a critical element.
2.1 PROVINCIAL AND REGIONAL POLICY FRAMEWORK & DIRECTIVES There are a number of provincial and regional policy documents pertaining to the site, including:
• 2014 Provincial Policy Statement (PPS); • A Place to Grow, Growth Plan for the Greater Golden Horseshoe (2019); • Ontario’s Five Year Climate Change Action Plan (2016-2020); and • Metrolinx Draft 2041 Regional Transportation Plan (2018).
Within the 2014 Provincial Policy Statement (PPS), the provision for transportation demand management (TDM) strategies to be implemented within new developments to increase the efficiency of existing and planned transportation infrastructure is encouraged. Furthermore, the PPS also encourages density being added to lands that adopt a mix of land uses to encourage the use of non-auto based travel modes and to limit the length and number of vehicular trips generated by the site.
A Place to Grow, Growth Plan for the Greater Golden Horseshoe outlines the importance of reducing traffic and encourages the implementation of reduced parking standards along with the promotion of transit uses within Major Transit Station Areas. Places to Grow also highlights the importance of planning for the integration of active transportation within the existing and planned street network (i.e. complete streets) and within development projects.
Ontario’s Five Year Climate Change Action Plan outlines the importance for multi-unit residential, workplace, and retail buildings to incorporate electric vehicle charging stations. It further outlines government initiatives to invest in the implementation of electric vehicle charging stations throughout the province. However the policy document also indicates that minimum parking requirements should be eliminated in transit corridors and highly dense and walkable communities, as they are an impediment to fostering complete communities. (It should be noted that the website that hosts this policy now contains the following disclaimer: This page was published under a previous government and is available for archival and research purposes.)
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The Metrolinx Draft 2041 Regional Transportation Plan (2018 RTP) – an update to The Big Move (2008) – specifies a series of planned higher order public transit projects. Detail relating to projects that will impact the subject site are included in Section 6.1.
In addition, the Metrolinx Mobility Hub Framework was introduced in The Big Move and is further expanded upon within the 2018 RTP. Generally, key characteristics of mobility hubs include the following:
• areas that serve a critical function in the regional transportation system with high transit origin, destination, and transfer activity; • major transit station areas with two or more existing or planned regional transit lines, as identified in the 2018 RTP; • places that integrate different transportation modes to provide seamless multimodal connectivity; and • places with high development potential creating an intensive concentration of employment, living, shopping and recreation; and • places that not only support major transit activity but have potential to become vibrant places of activity and destinations in themselves.
The majority of Mobility Hubs are classified as Gateway Hubs, which are defined as key nodes in the regional transportation system with access to two or more regional rapid transit lines. Several are also categorized as Anchor Hubs due to their status as primary international gateways in the regional transportation system and their potential ability to transform regional urban structure. Anchor hubs include major transit stations and surrounding areas in urban growth centres.
Dufferin Mall (or the Bloor Street West / Dufferin Street intersection) is not located within a Mobility Hub. However, the area features several characteristics that match those listed above, including elements of multimodal connectivity, the intersection of two highly utilized transit corridors (the 29 Dufferin Bus is among the busiest in the City of Toronto), and the identified potential of the area to become a vibrant place of activity and a SITE destination.
In addition, it is located in close proximity, along the Bloor Street corridor, to several Mobility Hubs including Dundas West / Bloor, St. George, and Yonge-Bloor.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 47 2.2 LOCAL AREA & SITE-SPECIFIC PLANNING POLICY There are a number of local area and site-specific policies and strategic framework documents pertaining to the site, including:
• City of Toronto Official Plan – Avenues, Mixed Use Areas, Transit Priority Segments • Bloor Street West Planning Study • TTC Staff Report: Request to Improve Transit along the Dufferin Street Corridor • City of Toronto Zoning By-law 569-2013 – Chapter 900 – Site Specific Exceptions 2 & 1335
Official Plan A number of policies are included within the City of Toronto Official Plan (2015 Office Consolidation) that directly or indirectly shape the future of the subject site and its surrounding area.
A prominent policy within the Official Plan concerns Avenues; defined as “important corridors along major streets where re-urbanization is anticipated and encouraged to create new housing and job opportunities while improving the pedestrian environment, the look of the street, shopping opportunities and transit service for community residents.”
It stipulates that frameworks for change require an Avenue Study, which must contain a vision concerning “how the streetscape and pedestrian environment can be improved” and “how use of road allowance can be optimized and transit service enhanced.” Further, development of Avenues “should be supported by high quality transit services, including priority measures for buses and streetcars, combined with urban design and traffic engineering practices that promote a street that is safe, comfortable and attractive for pedestrians and cyclists.”
Transportation improvements are a part of the listed policies and they include “transit priority measures, improved connections to rapid transit stations, new streets, new or improved laneways, shared off-street parking facilities to meet the parking requirements of nearby developments, bikeways and walkways.” In addition, transit-supportive measures are listed, which include maximum and minimum parking standards.
Dufferin Mall is not located on an Avenue; however it is located adjacent to Bloor Street West which is an Avenue. Policy pertaining to Avenues has been kept in consideration in the conceptual development of the subject site.
Dufferin Mall is located in a Mixed Use Area; these are defined as places where “Torontonians will be able to live, work, and shop in the same area, or even the same building, giving people an opportunity to depend less on their cars, and create districts along transit routes that are animated, attractive and safe at all hours of the day and night.”
Transportation improvements are a part of the listed policies and they include initiative to “create a balance of high quality commercial, residential, institutional and open space uses that reduces automobile dependency and meets the needs of the local community,” “provide an attractive, comfortable and safe pedestrian environment,” “provide good site access and circulation and an adequate supply of parking for residents and visitors,” and “locate and screen service areas, ramps and garbage storage to minimize the impact on adjacent streets and residences.”
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It is notable that on Map 5 – Surface Transit Priority Network, Dufferin Street is identified as a “Transit Priority Segment.” Although this term is not defined in the Official Plan, the designation indicates that the City of Toronto has designated the corridor for public transit infrastructure improvements.
Bloor Street West Planning Study Spanning from Lansdowne Avenue in the west to Christie Street in the east, the Bloor Street West Planning Study was adopted by Toronto City Council in 2017. The central element of the study was the Bloor Street West Guiding Principles, which are now used to assess and review all current and future development within the study area (see image to the right). While Dufferin Mall is not included within the study area, it is located directly adjacent to it, on the south side of Croatia Street. The study is ongoing; it is expected that a second phase of study will commence in the coming years.
The transportation elements of the Guiding Principles are the following:
• An expanded cycling network along Bloor Street West will be supported with additional bike parking and bike share stations at subway entrances and other strategic locations. • Streetscape improvements will be achieved through public initiatives and private development, and promote an inviting and vibrant pedestrian environment through the use of street furniture, sidewalk patios, bike parking, public art, murals and other installations.
The Guiding Principles have been taken into consideration in the conceptualization of the Master Plan.
SITE
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 49 TTC Staff Report: Request to Improve Transit along the Dufferin Street Corridor The TTC investigated options to improve public transit service on the Dufferin Street corridor with a staff report titled Request to Improve Transit along the Dufferin Street Corridor (July 10, 2018). Within it, an overview of projected population growth and development activity along the corridor was provided in addition to a listing of possible transit improvements including service enhancements and transit priority measures. Some of the improvements identified have been implemented, the most notable of which is the introduction of TTC Route 929 Dufferin Express service (summarized in Section 6.1) which launched in October 2018.
Bus service improvements involved with the Galleria Mall (1245 Dupont Street) redevelopment are outlined; among the identified modifications to bus service associated with the redevelopment are support indicated by the TTC for the developer’s suggestion to protect for bus service on internal site road ways; this protects for potential for a short-turn.
In addition, the report indicates that there is ability to add service as warranted by demand along the corridor. Data is collected on the usage of the service and service levels can be adjusted to reflect significant changes to ridership including those resulting from new development, subject to funding availability. Although bus service was improved to 4-5 minute peak period headways (combination of 29 & 929 routes), it is stated to be possible to increase the service to 3 minute peak period headways (30% additional capacity). Such a change would be subject to transit priority, infrastructure, and operational improvements.
City of Toronto Zoning By-law 569-2013 – Site Specific Exceptions Within Zoning By-law 569-2013, Site Specific Exception 1335 – Chapter 900.11.10(1335) – is directly applicable to Dufferin Mall (the entire area, including the development site and 5 Croatia Street, Our Lady of Queen Croatia Church). Relevant to the transportation objectives of this report, the following stipulation is included:
(C) On 900 Dufferin Street, for the 64,500 square metres of gross floor area that existed on March 30, 2017 the minimum parking space requirement is 1523. [ By-law: OMB PL130592 ]
In addition, Exception 1335 states that 900 Dufferin Street must comply with Site Specific Exception 2 – Chapter 900 11.10(2). Exception 2 stipulates minimum residential (resident and visitor) parking requirements that are different from the parking requirements of Chapter 200 of Zoning By-law 569-2013 that would otherwise apply.
A complete assessment of minimum parking requirements and proposed parking supply is provided in Section 9.1.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 51 3.0 SITE TRAVEL DEMAND FORECASTING From a transportation perspective, the site’s excellent location with respect to higher order transit is highly supportive of non-auto dependent travel modes. The proposed development plan is further intended to be as supportive as possible of non-auto dependent travel modes by making provisions for pedestrian, bicycle and transit facilities to implement this strategy.
In order to develop an accurate assessment of the person trips that the current Dufferin Mall site generates, detailed counts were conducted at each door access of the site. This allowed for the development of a person trip generation rate for the mall on the basis of total number of persons by leasable floor area.
Preliminary travel demand forecasts have been prepared, as part of this study, for the build-out of the Dufferin Mall Site based upon the development statistics outlined in Table 2 and the observations summarized in Table 7. Forecasts have been developed based on a review of the existing person based mall activity (retail) and from a first principles (residential) using person trip characteristics for the key component uses within the site (i.e. retail and residential trips).
Travel demand forecasts for the Dufferin Mall site have been developed for each mode of travel (transit, cycling, walking and auto) in order to better assess the characteristics of each mode. Anticipated travel demand to / from the site reflects a high level of pedestrian, cycle, and transit usage, based on the site’s location, pedestrian / cycling / transit supportive infrastructure, and the proposed site plan, which are all supportive of non-auto based travel, particularly during the peak travel periods.
3.1 APPROACH & PARAMETERS Person-based trip generation forecasts have been developed in order to quantify the estimated number of new driver, passenger, transit, cycling and walking trips associated with the proposed Dufferin Mall expansion during the critical weekday morning, weekday afternoon and Saturday peak travel hours. These forecasts are detailed in the following sections.
3.1.1 Retail Site Traffic The current number of person trips generated by the existing Dufferin Mall Site were calculated based on several door and driveway counts conducted at the existing centre between 2016 and 2019. These existing person trips rates were used to forecast the increase in trips associated with the proposed retail expansion.
To take into consideration the decreasing trip generation rate factor associated with increases in retail floor area, vehicle trip data from the ITE Trip Generation Manual, 10th Edition for Land-Use Code 820 (Shopping Centre) was used, based on the assumption that the trip generation rate characteristics of vehicle trips are directly proportional to person trips. As summarized in Table 5, a 3.95%, 3.20% and 2.58% trip generation rate decrease factor was applied to existing observed mall person trip generation rates during the weekday morning, afternoon and weekend Saturday trips, respectively.
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TABLE 5 PERCENTAGE CHANGE OF VEHICLE TRIP RATES BASED ON ITE DATA FOR SHOPPING CENTRES (LU CODE 820)
Peak Hour Period ITE Generated Vehicle Trips Rates Percentage Existing Future Decrease AM 0.76 trips / 1,000ft2 0.73 trips / 1,000ft2 3.95% PM 3.44 trips / 1,000ft2 3.33 trips / 1,000ft2 3.20% SAT 4.27 trips / 1,000ft2 4.16 trips / 1,000ft2 2.58% Notes: 1. Existing trip generation rates based on an existing mall Gross Leasable Area (GLA) of 583,811 ft2. 2. Future trip generation rates based on an existing mall Gross Leasable Area (GLA) of 660,585 ft2.
The travel mode distribution of the existing Dufferin Mall was calculated based on existing door and driveway counts, vehicle occupancy observations, as well as 2016 Transportation Tomorrow Survey (TTS) data and is summarized in Table 6.
TABLE 6 EXISTING DUFFERIN MALL RETAIL MODES OF TRAVEL
Travel Mode Mode Split Auto Driver 30% Auto Passenger 20% Transit 35% Walk 5% Cycle 10% Total 100% Notes: 1. Travel mode distribution based on mall door counts, driveway traffic counts and vehicle occupancy observations performed by BA Group on Friday, April 5, 2019 Saturday, April 6, 2019, as well as 2016 TTS data for retail-based trips to and from the Dufferin Mall Site area.
These factors and travel mode splits were used to estimate the increase in person trips associated with the proposed retail expansion. These calculations are summarized in Table 7.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 53 TABLE 7 RETAIL EXPANSION TRIP GENERATION – CURRENT TRAVEL MODE SPLIT
Gross AM Peak Hour PM Peak Hour SAT Peak Hour Leasable Area In Out 2-Way In Out 2-Way In Out 2-Way
Person 1,566 811 2,377 2,513 2,548 5,061 3,670 3,144 6,814 Trips1 Existing 583,811 ft2 Trips per 2.68 1.39 4.07 4.30 4.36 8.67 6.29 5.39 11.67 1,000 ft2
Person 1,702 881 2,583 2,752 2,791 5,543 4,045 3,466 7,511 Trips1,2 Future 660,585 ft2 Trips per 2.58 1.33 3.91 4.17 4.22 8.39 6.12 5.25 11.37 1,000 ft2
Net Future Retail Person Trips 136 70 206 239 243 482 375 322 697 Travel Mode Split3 Net Increase in Future Trips by Travel Mode Driver Trips 30% 40 20 60 70 75 145 115 95 210 Auto Passenger Trips 20% 25 15 40 50 50 100 75 65 140 Transit Trips 35% 45 25 70 85 85 170 130 110 240 Pedestrian Trips 5% 5 5 10 10 10 20 20 15 35 Cycling Trips 10% 15 5 20 25 25 50 40 30 70
Total 100% 130 70 200 240 245 485 380 315 695 Notes: 1. All calculations exclude trips associated with the existing Our Lady Queen of Croatia Church located north of the mall site. 2. Person trips adjusted by percent change in trip rate ratios as noted in Table 5. 3. Mode split based on field observations and 2016 TTS data, as summarized in Table 6. 4. Net increase in person trips by mode rounded to the nearest 5 trips.
Currently, approximately 15% of current Dufferin Mall trips are walk-in/cycle trips from the local neighbourhood. These trip forecasts assume the travel mode split of the existing Dufferin Mall remains the same in the future. It is likely that with an increase of residential density both on-site (as part of the redevelopment) and due to off- site background developments that more walk-in/cycle trips would be made to the site. However, it was assumed that these trips are additive to these forecasts and do not displace any other trips.
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3.1.2 Residential Site Traffic The volume of travel demand associated with the proposed residential component of the Dufferin Mall site has been developed based upon an analysis of typical and expected travel patterns for the condominium (apartment)-type residential units planned for the site, understanding typical residential unit occupancy trends and anticipated mode splits in the area of the site.
Existing area residential travel mode distribution patterns are summarized in Table 8.
TABLE 8 EXISTING AREA RESIDENTIAL MODES OF TRAVEL
Travel Mode Mode Split
Auto Driver 25% Auto Passenger 5% Transit 50%
Walk 15% Cycle 5%
Total 100% Notes: 1. Residential travel mode distribution based on 2016 TTS data for home-based trips to and from the Dufferin Mall area.
Person trip generation forecasts for the future residential component of Dufferin Mall Site are provided in Table 9.
As a means of validating the assumptions made in the multi-modal trip generation forecasts summarized in Table 9, BA Group undertook a review of vehicular trip generation surveys conducted at residential proxy sites located within the area of the site, vehicle trip generation rates utilized in approved area traffic impact studies. These vehicular trip generation rates were compared to the forecasts made, as summarized in Table 10.
The observed and approved vehicular trip generation rates are similar to that which have been forecast in this analysis – 0.13 two-way vehicle trips during the weekday morning, 0.13 two-way vehicle trips during the weekday afternoon peak hour and 0.16 two-way trips during weekend peak hour – providing supplementary support for the trip generation forecasts calculated in this analysis.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 55 TABLE 9 DUFFERIN MALL RESIDENTIAL TRIP GENERATION
Parameter Base Population Assumptions
Residential Units 1,135 units
Absenteeism / Vacant Units 5%
Unit Occupancy 1.8 persons / unit1
Total Persons Residing on Site 1,950
% of persons Travelling in Peak Period 65%
% of Persons Travelling in Peak Hour2,3 45%
Persons Travelling in Peak Hour 575
Peak Hour Travel Demand Forecasts4 AM Peak Hour PM Peak Hour SAT Peak Hour5 5 Travel Mode Split 2- 2- 2- In Out In Out In Out Way Way Way
Auto 25% 30 115 145 90 55 145 90 90 180
Auto Passenger 5% 5 25 30 20 10 30 20 20 40
Transit 50% 60 225 285 180 110 290 175 175 350
Pedestrian 15% 20 70 90 55 30 85 55 55 110
Cycle 5% 5 25 30 20 10 30 20 20 40
Total 100% 120 460 580 365 215 580 360 360 720 Forecast Auto Usage6
AM Peak Hour PM Peak Hour SAT Peak Hour Resulting Vehicular Trips 30 115 90 55 90 90
Peak Hour Demand Trips Rate Trips Rate Trips Rate Inbound 30 0.03 90 0.08 90 0.08
Outbound 115 0.10 55 0.05 90 0.08
Two-way 145 0.13 145 0.13 180 0.16 Notes: 1. Based on the “Trends in Housing Occupancy” report, City of Toronto, 2012. 2. It is assumed that the same number of people that travel in the weekday morning peak hour also travel the weekday afternoon peak hour. 3. Saturday percentage of persons travelling assumed 10% higher than weekday peak hours (55% or 700 persons). 4. In/Out splits for non-auto travel modes based upon ITE 10th ed. trip generation splits for residential uses (Land-Use 222). 5. Based on existing area travel mode distribution, as summarized in Table 8. 6. Vehicle occupancy based on 2016 TTS survey data for auto passengers.
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TABLE 10 RESIDENTIAL TRIP GENERATION COMPARISON
AM Peak Hour PM Peak Hour SAT Peak Hour Source Date In Out 2-Way In Out 2-Way In Out 2-Way
Minto High Park June 7, 2016 0.02 0.10 0.12 0.10 0.05 0.15 - - -
35 High Park Avenue June 8, 2016 0.03 0.09 0.12 0.08 0.05 0.13 - - -
51 Quebec Avenue Dec. 15, 2015 0.02 0.07 0.09 0.07 0.04 0.11 - - -
60 Heintzman Street Feb. 18 & 20, 2016 0.02 0.14 0.16 0.09 0.06 0.15 0.06 0.09 0.15
1375 Dupont Street Feb. 18 & 20, 2016 0.01 0.13 0.14 0.09 0.01 0.10 0.04 0.10 0.14
Average Rate 0.02 0.11 0.13 0.09 0.04 0.13 0.05 0.10 0.15
Rates Utilized in Analysis 0.03 0.10 0.13 0.08 0.05 0.13 0.08 0.08 0.16 Note: 1. See Table 9 for detailed residential vehicle trip forecast calculations.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 57 3.1.3 Total Site Traffic The total number of Dufferin Mall Site person trips are summarized in Table 11.
It is noted that a 5% decrease in residential driver trips was assumed due to the ‘internalization’ of some peak hours trips that would result from the residential building being within the same site as a large shopping centre. These trips are still made internally by walking, but are no longer made external to the site. Note that it is assumed that these walk-in trips originating and ending within the site do not displace any external retail trips.
Also taken into consideration is a number of the vehicle trips associated with Dufferin Mall will be ‘pass-by’ trips, which are trips to the subject lands made on-route to another primary destination by vehicles already on the road network. This is opposed to ‘primary’ trips that are new, purpose made to the future site.
Based on this analysis, the future Dufferin Mall with the redevelopment as proposed is anticipated to generate a total increase of approximately 775, 1,055 and 1,405 two-way person trips during the weekday morning, afternoon and Saturday peak hour periods, respectively, between the new residential units and expanded retail floor area.
A comparison to the amount of vehicle trips generated by the Dufferin Mall site today is provided in Table 12. Net new vehicle trips (i.e. primary vehicle trips, excluding pass-by trips) generated by the proposed redevelopment are anticipated to be approximately 200, 240 and 330 two-way trips during the weekday morning, afternoon and Saturday peak hours, respectively.
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TABLE 11 FUTURE DUFFERIN MALL SITE TOTAL NEW TRIP GENERATION
AM Peak Hour PM Peak Hour SAT Peak Hour Travel Mode In Out 2-Way In Out 2-Way In Out 2-Way
New Retail Trips Auto Driver 40 20 60 70 75 145 115 95 210 Pass-by Trips1 0 0 0 20 20 40 25 25 50
Primary Trips 40 20 60 50 55 105 90 70 160 Auto Passenger 25 15 40 50 50 100 75 65 140
Transit Trips 45 25 70 85 85 170 130 110 240 Walking Trips 5 5 10 10 10 20 20 15 35
Cycling Trips 15 5 20 25 25 50 40 30 70
Total Retail Trips 130 70 200 240 245 485 380 315 695 New Residential Trips Auto Driver 30 115 145 90 55 145 90 90 180 Internal Capture (5%)2 0 -5 -5 -5 -5 -10 -5 -5 -10
Auto Passenger 5 25 30 20 10 30 20 20 40 Transit Trips 60 225 285 180 110 290 175 175 350 Walking Trips 20 70 90 55 30 85 55 55 110
Cycling Trips 5 25 30 20 10 30 20 20 40
Total Residential Trips 120 455 575 360 210 570 355 355 710
Total New Site Trips Auto Driver 70 130 200 115 85 200 150 130 280 Primary Trips 70 130 200 135 105 240 175 155 330
Pass-by Trips1 0 0 0 20 20 40 25 25 50 Auto Passenger 30 40 70 70 60 130 95 85 180
Transit Trips 105 250 355 265 195 460 305 285 590 Walking Trips 25 75 100 65 40 105 75 70 145
Cycling Trips 20 30 50 45 35 80 60 50 110
Total Site Trips 250 525 775 600 455 1,055 735 670 1,405 Notes: 1. A retail pass-by trip percentage of 25% was assumed in the weekday afternoon and Saturday peak hours based on data contained within the ITE Trip Generation Handbook, 3rd Edition. 2. A 5% decrease in residential driver trips was assumed due to the ‘internalization’ of some peak hours trips that would result from the residential building being within the same site as a large shopping centre. These trips are still made internally by walking, but are no longer made external to the site. Note that it is assumed that these walk-in trips originating and ending within the site do not displace any external retail trips.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 59 TABLE 12 DUFFERIN MALL VEHICLE TRIP GENERATION – COMPARISON TO EXISTING SITE
AM Peak Hour PM Peak Hour SAT Peak Hour Travel Mode In Out 2-Way In Out 2-Way In Out 2-Way
Total Existing Dufferin Mall Trips1 Auto-Driver Primary Trips 405 205 610 520 615 1,135 775 755 1,530 Auto-Driver Pass-by Trips 0 0 0 175 175 350 250 250 500
Total Future Dufferin Mall Trips Auto-Driver Primary Trips 475 335 810 655 720 1,375 950 910 1,860
Auto-Driver Pass-by Trips 0 0 0 195 195 390 275 275 550
Total Increase in Net External Trips
Auto-Driver Primary Trips Increase 70 130 200 135 105 240 175 155 330 Auto-Driver Pass-by Trips Increase 0 0 0 20 20 40 25 25 50 Notes: 1. Based on site driveway counts performed by BA Group on Thursday, April 6, 2017, Saturday April 8, 2017, Friday, April 5, 2019 and Saturday, April 6, 2019. Based on the two sets of peak hour counts, a composite existing traffic base was determined. 2. A retail pass-by trip percentage of 25% was assumed in the weekday afternoon and Saturday peak hours based on data contained within the ITE Trip Generation Handbook, 3rd Edition. 3. Excludes residential internal capture trips.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 61 4.0 PEDESTRIAN CONSIDERATIONS The site is generally well-connected with pedestrian sidewalks on all streets in the study area. Its close proximity to a subway station, as well as the frequent bus service, results in high pedestrian activity in the site vicinity.
This section contains a detailed overview of existing pedestrian infrastructure located within and bordering the subject site; a qualitative assessment of the quality of routing options; and a forecast projecting the effect of the local development on pedestrian activity in the local area.
4.1 PEDESTRIAN INSTRASTRUCTURE CONTEXT 4.1.1 Existing Pedestrian Context Dufferin Mall Dufferin Mall is a shopping centre with surface parking lots on the north and east sides of the site. These large paved areas allow pedestrians to traverse the parking lot rather than use dedicated pedestrian infrastructure. While this attribute is applicable to the Mall in general, it is particularly relevant to the subject site as it is predominantly surface parking.
Parts of Dufferin Mall are well connected to the surrounding neighbourhood. At the southwest corner of the mall, the terminus of Chelsey Avenue is directly connected (via pedestrian crossing lanes) to a Mall entrance. Furthermore, the southeast portion of the Mall faces onto Dufferin Street with a Mall entrance located adjacent to a bus stop. As a result, Dufferin Mall is reasonably permeable when it is open; pedestrians can use it as a walking route to reach a destination located near an opposite end.
Surrounding Area The built form surrounding the proposed development site has fostered an environment with high pedestrian activity along the Bloor Street and Dufferin Street corridors. The subject site is located in close proximity to a range of land uses including retail, residential, schools, parks, entertainment, community centres, and places of worship. The pedestrian context of the site is illustrated in Figure 9 including photographic references.
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Pedestrian Crossings In the immediate area surrounding the site, the existing pedestrian infrastructure facilitates pedestrian movement with adequate efficiency and safety. Protected pedestrian crossings (via signalized intersections) are located approximately 220 to 320 metres apart on Dufferin Street and approximately 130 to 180 metres apart on Bloor Street West. Crossing opportunities are abundant as a result.
Sidewalks All bordering streets have continuous sidewalks on both sides of the roadway. Sidewalk measurements of streets that abut the site are provided in Table 13 and are illustrated in Figure 10.
The concrete sidewalks on Dufferin Street have mediocre width and are obstructed by light poles in several locations. Additional width is provided at the bus stop locations. Sidewalks are quite narrow on Croatia Street.
TABLE 13 EXISTING SIDEWALK WIDTHS
Street Street Segment Side of Street Typical Sidewalk Width
Dufferin Street Croatia Street to Loading Driveway / Dufferin Mall fire route West Side ±1.8 to 1.9 metres
Croatia Street Dufferin St. to Loading Driveway / Dufferin Mall fire route South Side ±1.5 metres
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 63 Figure 9 Existing Pedestrian Context
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 10 Existing Sidewalk Widths
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 4.1.2 Planned Pedestrian Network A primary focus of the site plan was to enhance pedestrian options so that walking could become a primary mode choice for future residents and patrons of the mall. Proposed pedestrian improvements are identified in Figure 5 and are further detailed below.
At-Grade Pedestrian Improvements Although the site is not located within the study area identified by the Bloor Street West Planning Study (outlined in Section 2.2), the site plan for the proposed development has been developed to adhere to the following “Guiding Principle” contained within it:
• Streetscape improvements will be achieved through public initiatives and private development, and promote an inviting and vibrant pedestrian environment through the use of street furniture, sidewalk patios, bike parking, public art, murals and other installations.
The proposed site plan includes several elements that are intended to enhance the pedestrian realm by integrating into the active pedestrian network in the site vicinity and providing generous boulevards. Further details are provided in Section 1.3.2. In summary, the pedestrian realm improvements proposed as part of the site plan encompass a number of key elements:
Improvements are planned to the site’s Dufferin Street frontage that greatly improve the pedestrian experience along the west side of the major corridor. Building setbacks of 6.0 metres from the edge of curb with active retail uses at-grade and tree-lined
pedestrian clearways 3.5 to 4.0 metres in width are proposed.
Improvements are planned to the site’s Croatia Street frontage that transform the south side of the street from a basic pedestrian connection to the Brockton Village residential neighbourhood with narrow sidewalks fronting onto a surface parking lot, into a high-quality pedestrian realm with building face-to-curb setbacks of 5.6 to 7.3
metres, wide and tree-lined pedestrian clearways, and new, active street-facing
residential and retail uses.
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A new, north-south pedestrian ‘spine’ running adjacent to the main site driveway that will connect between Croatia Street and Dufferin Street is proposed. This at grade space will be the focal point of the development, encompassing generous building setbacks, landscaping and art features tied to a common theme, and a 1,560 m2 public park area at the northeast corner of the Dufferin Street / Dufferin Park Avenue intersection.
This space will provide an attractive pedestrian link between the Dufferin subway
station, the public park and retail ‘high street’ planned as part of the Bloor-Dufferin
development to the north, Dufferin Mall and Dufferin Grove Park – essentially creating an iconic pedestrian corridor containing synergistic active residential, commercial, retail, restaurant and recreational uses served by both frequent surface and subway transit routes.
It is recommended that a protected pedestrian crossing of Croatia Street, aligning
with and connecting between the proposed Dufferin Mall central linear pedestrian
realm and the retail ‘High Street’ proposed as part of the adjacent Bloor-Dufferin development to the north, be implemented to accommodate pedestrian activity between the two sites, completing the active pedestrian corridor between Bloor Street West and Dufferin Grove park.
Below-Grade Subway Access A significant element of the proposed site plan is the pursuit of an underground tunnel connection between the proposed parking garage and the parking garage of the Bloor-Dufferin development to the north. This connection at the P1 level would provide a direct, weather-protected route to the Dufferin subway station and would further incentivize the use of public transit for residents and patrons of the Dufferin Mall. Further details are provided in Section 1.3.3.
The conceptual below-grade connection between the Dufferin Mall site, the Bloor- Dufferin development to the north and the Dufferin subway station will provide for a convenient, weather-protected route for pedestrians and transit users that will a) encourage the use of transit as the preferred method of travel to the site; and b) encourage an internalization of trips between the residential and retail uses on both sites.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 67 4.2 PEDESTRIAN ENVIRONMENT REVIEW 4.2.1 Assessment Criteria BA Group has undertaken a general review of the area pedestrian system and facilities, under both existing and future conditions.
The review considered the following assessment criteria:
Walking: • Pedestrian facilities are wide enough to allow pedestrians to walk and pass comfortably with expected pedestrian volumes; Walking paths have minimal and manageable interaction with vehicular crossings (i.e. Driveways, laneways, etc.); • Adequate lighting is provided along pedestrian facilities; and • Width of sidewalks, walkways, stairs, ramps and other pedestrian facilities is maintained during winter/snow removal conditions.
Waiting: • Pedestrian waiting facilities provided at intersections should be designed to accommodate the volume of pedestrians expected to accumulate between crossing cycles and minimize pedestrians’ exposure to hazards; and • Actuated/callable pedestrian signals are provided at signalized crossings.
Crossing: • Formal pedestrian crossings are provided at the intersections or desired locations of crossing; • Formal crossings in the area pedestrian network provide efficient routes for pedestrians to cross to reach desired destinations and discourage jay-walking or informal crossings; and • Crosswalks are wide enough to accommodate expected two-way crossings volumes.
Connecting: • Pedestrian facilities make up a well-connected network providing a high level of area coverage without “gaps” or disconnected links in the network; and • Pedestrian facilities provide efficient routes between key destinations.
Accessible: • Pedestrian facilities are available to all regardless of age or ability and are designed to be accessible, where possible, and practical.
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4.2.2 Evaluation Results BA Group has undertaken a review of the area pedestrian system based upon the criteria outlined in the previous section.
A summary of the key findings of the pedestrian assessment are provided below.
Walking: • Under existing conditions, Dufferin Street ranges from approximately 1.8 to 1.9 metre sidewalks and Croatia Street has 1.5 metre sidewalks. • With redevelopment of the site, all sidewalks will be constructed to a minimum of 2.1 metres. • Generally, Dufferin Mall is well lit. • The proposed building setback from street line and grade-related retail will encourage active street frontages. • Provision of a public park and pedestrian pathway between two development blocks will animate the public realm.
Waiting/Crossing: • Pedestrian waiting facilities provided at intersections should be designed to accommodate the volume of pedestrians expected to accumulate between crossing cycles and minimize pedestrians’ exposure to hazards; and • Actuated/callable pedestrian signals are provided at signalized crossings.
Connecting: • New site driveway that will traverse the two development blocks is aligned with a planned pedestrian street as part of the development to the north, facilitating a connection to Bloor Street West. • Planned park and new site driveway form a “greenway” that will connect from Dufferin Grove Park to Bloor Street West. • Conceptual Underground pedestrian connection to Dufferin Station will provide a direct, weather- protected connection to the TTC.
Accessible: • City should consider adding tactile paving features at intersections (no intersections currently have tactile pavers). • Provision of accessible accesses to residential and retail (including Dufferin Mall) accesses. • Accesses to site buildings and retail stores will be accessible to all patrons regardless of age or ability.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 69 4.3 SITE PEDESTRIAN VOLUMES Currently, 40% of trips to and from the mall during the critical peak hour travel periods are taken by transit (35%) or by walking (5%). This equates to approximately 950, 2,025 and 2,725 two-way trips during the weekday morning, afternoon and Saturday peak hour periods, respectively, that would utilize the site’s pedestrian realm to travel to/from Dufferin Mall.
Based on 2017 door counter data obtained from the existing Dufferin Mall management team, the relative utilization of the mall entrances is as summarized in Table 14. Note that these door counts capture all visitors to the mall, including those that drive.
TABLE 14 EXISTING DUFFERIN MALL ENTRANCE USE DISTRIBUTION
Entrance Percentage Use Dufferin Street (Swiss Chalet Entrance) 14% North Main Doors (Winners Entrance) 13%
East Main Doors (Toys ‘R’ Us Entrance) 18% Walmart Parking Deck Entrance 19%
No Frills Parking Deck Entrance 15% Southwest Food Court Doors 6%
No Frills / Walmart Loading Area 1% Parking Garage Elevators (P1 + P2) 9% No Frills P1 Entrance 2%
Walmart P2 Entrance 3%
Total 100%
As discussed in Section 3.0, the proposed residential and retail expansion is anticipated to generate an additional 455, 565 and 735 walking trips during the weekday morning, afternoon and Saturday peak hour periods, respectively. This does not include new ‘internal’ site walking trips, which would be between the residential and retail components of the site. Furthermore, once planned high-density local area residential developments are realized – namely the Bloor-Dufferin and Galleria developments to the north – it is expected that more walking trips will be made to Dufferin Mall in the future.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 71 5.0 CYCLING CONSIDERATIONS The site is well located with respect to major cycling corridors in the City of Toronto, with high quality cycling facilities located to the north, south, east, and west of the site. This section contains a detailed overview of existing cycling infrastructure located in close proximity to the subject site, planned improvements to local infrastructure, a qualitative and quantitative assessment of the quality of routing options, and a forecast projecting the effect of the local development on the evolving local cycling network.
5.1 CYCLING INFRASTRUCTURE CONTEXT 5.1.1 Existing Area Cycling Network A brief description of the local cycling network is provided in Table 15 and illustrated in Figure 11.
TABLE 15 EXISTING AREA CYCLING INFRASTRUCTURE NETWORK
Cycling Route Description Image Infrastructure
Known as City of Toronto Cycling Route 27, the route extends in Brock Signed Route both directions from Bloor Street Avenue West in the north to Queen Street West in the south.
Running adjacent to the GO Kitchener Line / UP Express, the West trail travels from the Junction
Toronto Major Multi- neighbourhood in the northwest to Railpath use Trail Dundas Street West in the south. (WTRP) From the site, the Railpath can be accessed from Bloor Street West, via stairs. Route extends in both directions from Dupont Street in the north to Dundas Street West in the south. South Connections South - A combination of on-street bike Contra-flow Shaw Street lanes, shared lane markings, and bike lane
North marked shared roadways extend the route to Davenport Road in the north and Queen Street West in
the south.
Route extends from Dundas Street Sorauren Sharrows West in the north to Queen Street Avenue West in the south.
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TABLE 15 EXISTING AREA CYCLING INFRASTRUCTURE NETWORK (CONTINUED)
Cycling Route Description Image Infrastructure
Route links a variety of Lindsey Contra-flow infrastructure and streets, linking Avenue / bike lane / from Brock Avenue in the west to Havelock Sharrows / Shaw Street in the east; the Street / Marked eastern terminus of the route is Dewson Shared connected to the Harbord Street Street Roadway bike lanes.
Annette Street / Dupont Street / Route links a variety of Lansdowne Bike lanes / infrastructure and streets, linking Avenue / Sharrows from Jane Street in the west to Lappin Shaw Street in the east. Avenue / Hallam Street
Route travels from Shaw Street in the west to Avenue Road in the West ConnectionsWest
- Bloor Street east. Originally a pilot project, the Cycle Tracks West cycle tracks were approved to be
East permanent in November 2017 by Toronto City Council.
Dundas Street West / College Street / Route links a variety of Lansdowne infrastructure and streets, linking Avenue / Bike lanes / the local network to Brock Avenue, Wabash Sharrows Sorauren Avenue, the West Avenue / Toronto Railpath, and High Park. Macdonnell Avenue / Rideau Avenue
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 73 5.1.2 Dufferin Mall Bicycle Parking Dufferin Mall currently offers a considerable amount of bicycle parking, some of which is located within the redevelopment site. As is illustrated in Figure 12, there are a total of 21 bicycle racks distributed throughout the mall site both at-grade or within the P1 level of the parking garage – the equivalent of approximately 93 short- term bicycle parking spaces.
5.1.3 Planned Cycling Infrastructure Improvements Surrounding cycling facilities set a good foundation for the provision of an evolving, well-connected cycling network. A series of planned infrastructure investments (included as part of City of Toronto plans) will benefit the “reach” of the cycling network connected to the site.
Planned connections and improvements have been identified by the City of Toronto and have been addressed through the Cycling Network Ten Year Plan (2016), a policy document that outlines proposed cycling infrastructure improvements in Toronto over a ten-year period (2016-2025). The Ten Year Plan aims to connect gaps in the City’s existing cycling network, expand the network to new areas of the City, and to renew existing cycling routes by improving their quality.
A number of cycling infrastructure improvements are planned (and were approved in 2016) within the vicinity of the site and across Toronto’s “west end”, as outlined in Table 16.
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TABLE 16 PLANNED CYCLING INFRASTRUCTURE IMPROVEMENTS (FROM CITY OF TORONTO CYCLING NETWORK TEN YEAR PLAN)
Improvement Route Segment Supplementary Notes (if applicable) Type Shaw Street to Parkside Bloor Street West • Routes are connected Drive/Keele Street • Cycle tracks on Bloor Street West, Major from Shaw Street to Avenue Road Lansdowne Avenue to Corridor Dupont Street were originally a part of this scope Davenport Road Studies although this segment has since Bloor Street West to Dupont been completed and made Lansdowne Avenue Street permanent
• City of Toronto is undertaking an Environmental Assessment (EA) to examine the extension of the WTRP further southeast into downtown West Toronto Dundas Street West to • preliminary preferred alternative Railpath GO Rail corridor Sudbury Street identified through the EA process Extension shows the WTRP continuing along the GO corridor, then merging into Sudbury Street and terminating in the vicinity of Abell Street
• would extend from existing on-street Bloor Street West to Lansdowne Avenue bike lanes on Lansdowne Avenue Dundas Street West south of Dundas Street West
Lansdowne Avenue / • Would replace sections of this Wabash Avenue / Queen Street West to connection currently served by Macdonnell Avenue / Sorauren Avenue sharrows Bike Lanes / Rideau Avenue Cycle Tracks Adelaide Street West to Dovercourt Road Davenport Road
Dundas Street West to College Street Brock Avenue Dufferin Street to Havelock Lindsey Avenue • Would replace existing sharrows Street
Quiet Street Havelock Street / College Street to Davenport • Would require a “jog” at Bloor Street Routes Bartlett Avenue Road West
The future cycling network, including the aforementioned planned improvements, is illustrated in Figure 11, alongside (and in some cases, overlaid over) the existing network.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 75 Figure 11 Existing and Future Cycling Network
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 12 Dufferin Mall Existing Bicycle Parking
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 5.2 CYCLING ENVIRONMENT REVIEW 5.2.1 Assessment Criteria BA Group has undertaken a general review of the cycling infrastructure provided on the development site and within its vicinity.
The review considered the following assessment criteria:
Bicycle Parking: • The site must have an adequate bicycle parking supply, inclusive of short-term bicycle parking that is located in highly visible and publicly accessible locations.
Sharing: • Bike Share Toronto facilities can be conveniently located on-site or in close proximity; bike sharing is especially preferable adjacent to, or located in close proximity to, higher order transit stations.
Connecting: • It is beneficial if the site is well-connected as part of the City of Toronto’s cycling network via infrastructure that is safe, convenient, and has high capacity; and • Protected bike lanes (i.e. cycle tracks) and multi-use paths are preferable in this regard.
Support: • Bicycle repair stations provided on-site are an amenity that adds convenience to local cycling; and • At local buildings, important information regarding cycling routes, amenities, and safety tips should be shared to spread awareness and to promote cycling.
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5.2.1.1 Evaluation Results An assessment of the cycling network and facilities was conducted based upon the criteria outlined in the previous section.
A summary of the key findings of the cycling assessment is provided below:
Bicycle Parking: • Provision of 152 new short-term bicycle parking spaces. • Provision of 1,046 new long-term bicycle parking spaces. • Bicycle parking primarily provided on the P1 level of the proposed parking garage, the mezzanine level of the Eastern Block and at-grade. • Shower facilities will be provided as per the prevailing zoning by-law requirements.
Sharing: • Bike Share Toronto stations are located within close proximity to the site, including on Dufferin Street at the western edge of Dufferin Grove Park. • The inclusion of a Bike Share Toronto station within the site is being investigated.
Connecting: • City should conduct major corridor studies on Bloor Street West, Dupont Street, and Lansdowne Avenue, as is noted in the Cycling Network Ten Year Plan. • City should extend the West Toronto Railpath Extension, as is noted in the Cycling Network Ten Year Plan and as is currently being studied through an EA process. • City should explore bikes lanes and / or cycle tracks at all routes identified in Table 16, all of which are noted in the Cycling Network Ten Year Plan. Several of the list routes will extend existing routes or will replace routes with “sharrows” which would be beneficial.
Support: • Provision of bicycle repair stations on site, adjacent or within bicycle parking areas will be accommodated. • Cycling support and amenities will be marketed to new residents and tenants of Dufferin Mall, and the new retail units.
The intention of providing conveniently located, high-quality bicycle facilities for the site including short-term and secure, weather-protected long-term spaces, as well as shower and change room facilities and bicycle repair stations is to encourage the use of cycling as a viable and actually desirable active mode of transportation to travel to and from the site – potentially displacing trips that would have otherwise been made by automobile.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 79 5.3 SITE CYCLING VOLUMES Currently, 5% of trips to and from the mall during the critical peak hour travel periods are cycling trips. This equates to approximately 120, 255 and 340 two-way trips during the weekday morning, afternoon and Saturday peak hour periods, respectively.
As discussed in Section 3.0, the proposed residential and retail expansion is anticipated to generate an additional 50, 80 and 110 cycling trips during the weekday morning, afternoon and Saturday peak hour periods, respectively.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 81 6.0 TRANSIT CONSIDERATIONS The site is ideally located in close proximity to Dufferin station on the TTC Line 2 subway line and is also serviced by highly frequent bus service along the Dufferin Street corridor. This section contains a detailed overview of existing transit services located adjacent (and in close proximity) to the subject site, planned improvements to transit service, as well as a qualitative and quantitative assessment of the quality of the service, both existing and in the future, taking into consideration ridership increase forecasts associated with the site and a number of large background developments along the Dufferin Street corridor.
6.1 TRANSIT INFRASTRUCTURE & SERVICE CONTEXT 6.1.1 Existing Transit Service A brief description of the transit services available in the area surrounding the site is provided in Table 17 and the existing transit network is illustrated in Figure 13.
TABLE 17 EXISTING AREA TRANSIT SERVICE
Peak Period Route Closest Stop Route Description Headways Regional Train (UPX/GO)
Union Pearson The line has four stations, operating between Toronto Pearson International 15 minutes Express (UPX) Bloor GO/UPX Airport and Union Station Station The line has 12 stations, operating between the City of Kitchener and Union GO Kitchener (1.5 km / 15-20 min walk) 8-35 minutes Station. The line connects to TTC Line 1 at Union Station and TTC Line 2 at Line Dundas West subway station.
Subway (TTC)
This line has 31 stations and operates in an east-west direction between Line 2 (Bloor- Dufferin Station Kipling Station in the west and Kennedy Station in the east. Line 2 connects (200-300 metres, 1-3 minutes with TTC Line 1 (Yonge-University) at three stations (Bloor-Yonge, St. Danforth) 2-4 min walk) George, and Spadina).
Streetcar (TTC)
Dufferin Street / Generally operates in an east-west direction along College Street/Carlton Street/Gerrard Street between the High Park Loop and Main Station. Near 506 – Carlton College Street 4-5 minutes (600-700 metres, the site, the route operates along College Street within a mixed traffic 7-10 min walk) condition.
Local Bus (TTC)
Route operates in a north-south direction along Dufferin Street from the Adjacent (two 29 – Dufferin 7-8 minutes Dufferin Gate Loop (adjacent Exhibition Place) and Wilson Station in the stops) north. The route is a part of the City’s 10 minute network.
Route generally operates in a north-south direction along Dufferin Street from the Dufferin Gate Loop (adjacent Exhibition Place) and Wilson Station 929 – Dufferin Adjacent (one 8-9 minutes in the north. It is supplementary route to the 29 – Dufferin, operating Express stop) Monday-Friday during peak periods and only stopping at major intersections.
Community Bus (TTC)
Route provides accessible service in the Parkdale neighbourhood to various 402 – Parkdale No fixed destinations including Dufferin Mall. All community buses service stops Adjacent Community Bus schedule along its route but can be flagged down at any point. Service is provided from Monday-Friday, between 9:30am and 6:00pm.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 82 JULY 2019 7017-40 Figure 13 Existing Transit Context
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 6.1.2 Planned Transit Improvements / Expansion While the existing level of transit accessibility afford to the site today provides convenient connectivity across the City of Toronto, planned investments in public transit services will improve the transit options for future residents, employees, and patrons of the site. The planned transit network is illustrated in Figure 15.
Kitchener GO Line As part of the Metrolinx R.E.R. program, a number of improvements will be made to the Kitchener GO Line; all planned changes, which are listed below, will directly benefit service at Bloor GO Station, which is located a walking distance of approximately 1.4 kilometres from the site.
• 15-minute, two-way service during all periods between Bramalea Station and Union Station will be introduced. • 15-minute, peak hour, peak direction service between Mount Pleasant Station and Union Station will be introduced. • 30-minute, peak hour, peak direction service between Kitchener-Waterloo and Union Station will be introduced. • 60-minute, two way, off-peak service between Kitchener-Waterloo and Union Station will be introduced.
SmartTrack Local R.E.R. service, largely contained within the City of Toronto and known as SmartTrack, will be developed simultaneously with the Metrolinx regional R.E.R. program; the two services will be integrated. SmartTrack is planned to operate along the Kitchener and Stouffville GO Rail corridors between Mount Dennis Station in the west and Milliken GO Station in the east, passing through downtown Toronto (Union Station). At this time, SmartTrack is planned to operate two-way with 6- to 10-minute headways during peak periods and 15-minute headways during off-peak periods).
SmartTrack will utilize seven existing GO Stations, one future GO Station (Mount Dennis), and six new SmartTrack stations, including Weston (St. Clair), Liberty Village, East Don Lands, Gerrard, Lawrence East, and Finch East. Existing GO Stations will include Bloor (adjacent the Site), Union Station, Danforth, Scarborough, Kennedy, Agincourt, and Milliken.
Line 5 Eglinton (also known as the “Eglinton Crosstown LRT”) Currently under construction, the Eglinton Crosstown light rail transit (LRT) line will operate along the Eglinton Avenue corridor between the future Mount Dennis GO / SmartTrack station (at Weston Road) and Kennedy Station. 4-minute headways are expected and the route will have 25 stations. Intermodal stations will include Mount Dennis (GO Kitchener Line & UPX), Caledonia (GO Barrie Line), Cedarvale (formerly called Eglinton West on TTC Subway Line 1), Eglinton (TTC Subway Line 1), and Kennedy Station (TTC Subway Line 2, TTC Scarborough Line 3, & GO Stouffville Line).
A proposed western extension (known as the “Eglinton West LRT”) would extend west from Mount Dennis station to the existing Renforth Station of the Mississauga Transitway, including 10 additional stops.
Connection between TTC Dundas West and Bloor GO/UPX Stations In 2015, Metrolinx announced it had reached an expropriation agreement with 2340 Dundas Street West (“The Crossways”). It is assumed that an improved pedestrian connection between Dundas Street Station and Bloor GO/UPX Station will be facilitated although plans are unknown at this time.
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Bloor-Lansdowne GO Station & GO Barrie Line A new GO Station is planned to be located off of Bloor Street West, along the Barrie GO Rail corridor, and west of Lansdowne Avenue. Two station entrances are planned (at the north and south ends of the station), and both will be accessible from the east and west sides via public realm and tunnel enhancements. The latest station design update (posted in 2018) is illustrated below in Figure 14.
In addition, as part of the Metrolinx R.E.R. program, a number of improvements will be made to the Barrie GO Line; all planned changes, which are listed below, will directly benefit service at the planned Bloor-Lansdowne GO Station.
• 15-minute, two-way service during all periods between Aurora and Union Station will be introduced. • 30-minute peak hour, peak direction service between Allandale Waterfront Station and Union Station will be introduced. • 60-minute, two way, off-peak service between Allandale Waterfront Station and Union Station will be introduced.
FIGURE 14: BLOOR-LANSDOWNE GO STATION – 2018 DESIGN UPDATE
Source: http://smarttrack.to/regional-express-rail/new-gorer-stations/bloor-lansdowne-go-station/ (City of Toronto / TTC / Metrolinx)
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 85 Dufferin Corridor Local Bus Service Improvements As is noted in Section 2.2, the TTC released a staff report outlining options to improve public transit service on the Dufferin Street corridor. Among the analyzed improvements, the introduction of TTC Route 929 Dufferin Express service occurred in October 2018.
As it relates to the subject site, official recommendations were not made. However, it is stated that the TTC supports the protection of a short-turn at the Galleria Mall (1245 Dupont Street) redevelopment which could allow for more frequent service to the south. The report also contemplates an ability to increase service provision in response to demand along the Dufferin Street corridor. There is potential to increase peak bus headways on the corridor from 4-5 minutes (combination of 29 and 929 routes) to 3 minutes.
A detailed analysis of the Dufferin bus route is provided in Section 6.2.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 86 JULY 2019 7017-40 Figure 15 Future Transit Context
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 6.2 TRANSIT ACTIVITY ASSESSMENT BA Group has undertaken a review of transit service that immediately services the site under existing and future total conditions, which take into consideration new transit ridership associated with the proposed site redevelopment as well as other background developments along the Dufferin Street corridor.
As part of this assessment, the following has been considered:
• Projected site transit volumes and distribution of trips; • Impacts on TTC Subway Line 2 at Dufferin Station; • Impacts to TTC bus service along the Dufferin Street corridor; and • Impacts to TTC Route 402 – Parkdale Community Bus.
TTC data was utilized to assess TTC Subway Line 2 at Dufferin Station and the Parkdale Community Bus. BA Group conducted field studies to assess existing conditions pertaining to TTC bus service on Dufferin Street.
6.2.1 Dufferin Subway Station TTC Line 2 is a highly utilized transit route in the TTC network. Station activity for Dufferin Station is reviewed as part of this assessment. TTC Data (from 2017) for Dufferin Station was as the basis of this review is provided in Appendix B, and a summary is provided in Figure 16.
FIGURE 16: LINE 2 DUFFERIN STATION ACTIVITY (2017) – PEAK HOURS
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Under existing conditions, in the order of 2,766 passengers (1,485 boarding and 1,281 alighting) utilize the station during morning peak hour, while approximately 2,599 passengers (982 boarding and 1,617 alighting) utilize the station during the afternoon peak hour. For comparison, Dufferin station is the 13th busiest subway station on Line 2 (out of 31 stations) based on 2018 TTC subway ridership data (included in Appendix B).
With the addition of forecast transit riders associated with the 1) Galleria development (Dufferin Street / Dupont Street); 2) Bloor-Dufferin development (Dufferin Street / Bloor Street West); 3) 390 Dufferin Street development (Dufferin Street / Queen Street West); and 4) proposed Dufferin Mall development, ridership increases at Dufferin station is anticipated to be as summarized in Table 18.
TABLE 18 DUFFERIN STATION RIDERSHIP FORECASTS
AM Peak Hour PM Peak Hour`
Boarding Alighting Boarding Alighting Existing1 1,485 1,281 982 1,617 Trips to/from Galleria Site2 405 50 205 350
Trips to/from Bloor-Dufferin Site2 305 85 180 320 Trips to/from 390 Dufferin Street Site2 55 25 30 60
Trips to/from Dufferin Mall Site 20 35 55 35
Total Forecast Ridership Increase 785 195 470 765 Total Dufferin Station Trips3 2,270 1,476 1,452 2,382 Notes: 1. Based on 2017 TTC Dufferin station ridership data. 2. Based on trip forecasts made within the Traffic Impact Studies performed for the development application. 3. Includes only existing ridership and anticipated ridership increases associated with the developments listed in this table. 4. Forecasts based on the methodology detailed in Section 6.2.3.2.
Ridership at Dufferin station is expected to increase by approximately 980 two-way trips in the morning peak hour and 1,235 two-way trips in the afternoon peak hour due to the Galleria, Bloor-Dufferin, 390 Dufferin Street and Dufferin Mall developments. Note that no other background developments were considered in this analysis.
It is outside of the scope of this study to evaluate the capacity of the Line 2 subway line. However, this analysis is provided to assist the City of Toronto and the TTC in planning for service enhancements and infrastructure improvements in the future.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 89 6.2.2 TTC Route 402 – Parkdale Community Bus Dufferin Mall (at the front entrance to the No Frills store) is a terminus for the Parkdale Community Bus and therefore, the utilization of this service was considered. The Parkdale Community Bus is a local bus that connects between Dufferin Mall, Dufferin station, Lansdowne station, the Parkdale area along Queen Street West and King Street West and the St. Joseph’s Health Centre. It is a limited service bus route that runs only on weekdays (5 buses a day) in the off-peak times.
A summary of daily usage on based on TTC data collected on September 21, 2012 is provided in Table 19. This data in included in Appendix B. In general, the 402 Parkdale Community Bus is not heavily used, with daily ridership totalling about 30 persons in the northbound and southbound direction combined.
TABLE 19 TTC ROUTE 402 (PARKDALE COMMUNITY BUS) ACTIVITY
Northbound Southbound
Boarding Alighting Boarding Alighting Dufferin Mall at No Frills 9:00am – 2:59pm 0 4 8 0
3:00pm – 6:59pm 0 1 1 0 Daily Total 0 5 9 0
Total Extent of Route 9:00am – 2:59pm 13 13 12 12 3:00pm – 6:59pm 4 4 1 1 Daily Total 17 17 13 13 Notes: 1. Based on ridership data provided by the TTC and collected on September 21, 2012.
It is anticipated that there will be an increase in ridership on this route with the addition of 1,135 new residential units to the Dufferin Mall block. However, given that this is an off-peak route, ridership increases are more difficult to predict as off-peak trips tend to be discretionary. Based on existing ridership levels, it is very likely that there is sufficient capacity with the current service to accommodate new residents of the site.
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6.2.3 TTC Bus Route 29 and 929 – Dufferin Bus 6.2.3.1 Existing Conditions As noted in Table 17, Dufferin Street is serviced by two TTC bus routes, Route 29 and Route 929, the latter of which is an Express route, and both routes stop adjacent to the site. Bus service on Dufferin Street is often anecdotally cited as being among the busiest bus routes in the City of Toronto and in spring of 2019, the TTC confirmed that Route 29 and Route 929 were the 1st and 5th most crowded bus routes during weekday service peak periods.
As a result, BA Group has undertaken an extensive review of bus service serving Dufferin Street. Included as part of this analysis is the following:
• the results of bus occupancy counts conducted by BA Group in Fall 2018 / Spring 2019 to thoroughly assess existing conditions; • analysis of average vehicle speeds, average travel times, and ridership, and a comparison of these results with adjacent north-south bus routes; • bus capacity analysis for bus service on Dufferin Street, and a comparison of these results with adjacent north-south bus routes; and • an analysis of observed bus headways based upon real-time observations, and a comparison of these results with adjacent north-south bus routes;
For the purpose of the analyses contained herein, the entirety of the Dufferin bus route has been analyzed (from Wilson Station in the north to Princes Gate Loop, at Exhibition Place, in the south), although the segment of the route from Bloor Street West to College Street has been assessed in greater detail. In addition, the primary focus of the analysis has been on Route 29, given that it is a regular service (i.e., not Express) whose operations can be compared to the adjacent north-south bus routes. Route 929 is included in some of the analyses, where identified.
In summary, BA Group has observed the Dufferin Bus to generally maintain a busy condition, as has been noted by the TTC. In particular, bus occupancy on the Dufferin bus is observably higher than adjacent north- south routes. However, travel times and bus vehicle speeds are not notably slower than the adjacent routes.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 91 Data Collection BA Group undertook an extensive data collection effort in order to assess bus service on Dufferin Street. Data sources included data gathered from field observations and open-sourced, GPS-based real time vehicle location data gleaned from NextBus, which provides TTC open data.
Field staff boarded TTC buses during peak hours and counted boarding & alighting activity which facilitated accumulation analysis. This data collection occurred, as specified in Table 20, for the various routes that were studied.
Data collected for the Route 29 Dufferin bus was averaged; the average statistics are what is presented in this section. Data was collected for Route 47B, Route 63A, and Route 511 for the purpose of comparison.
GPS-based real time TTC data was collected for the Route 29, Route 47B, Route 63A and Route 511 for the purpose of conducting transit operations analysis. This data was collected during the Tuesday, Wednesday and Thursday morning and afternoon peak hours between January 15th and April 11th, 2019.
TABLE 20 BA GROUP BUS OBSERVATION FIELD STUDY SCHEDULE
Direction of Route Date Start Time of Studies Bus Thursday, November 22, 2018 8:15am Northbound Thursday, November 29, 2018 8:00am Southbound
Tuesday, December 4, 2018 5:00pm Northbound Wednesday, December 5, 2018 4:45pm Southbound Route 29 – Dufferin 8:05am / 4:57pm Northbound Wednesday, April 10, 2019 8:07am / 4:50pm Southbound 7:57am / 4:55pm Northbound Thursday, April 18, 2019 7:52am / 4:45pm Southbound 8:10am / 4:42pm Northbound Route 47B – Lansdowne Wednesday, April 3, 2019 8:22am / 5:26pm Southbound 7:59am / 5:07 pm Northbound Route 63A – Ossington Thursday, April 4, 2019 8:21am / 4:48 pm Southbound
8:15am / 5:15 pm Northbound Route 511 – Bathurst1 Wednesday, June 12, 2019 8:21am / 5:30pm Southbound Notes: 1. During the period of observation, Route 511 Bathurst was serviced by buses despite this being a streetcar route.
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Bus Occupancy Analysis Based upon BA Group’s field observation, a comprehensive analysis of bus occupancy was undertaken. Stated goals of the assessment were to determine whether the Dufferin Street bus service was reaching capacity, on average, and if so, where along the route this was occurring.
Within Figure 17 and Figure 18, during morning and afternoon peak hour, respectively, the results of these studies are summarized for Route 29. Boarding and alighting data is illustrated at each bus stop and with this data, the calculated bus occupancy (i.e. accumulation) is illustrated in relation to the TTC standard maximum capacity for articulated buses (77 persons).
A profile of occurrences where Route 29 exceeded 90% occupancy is provided in Table 21.
TABLE 21 ROUTE 29 HIGH OCCUPANCY (>90%) LOCATIONS
Peak Period & Number of Stops Exceeding Observed Peak Location of High Occupancy Direction 90% Occupancy Occupancy AM Northbound 6 Dundas Street West Shanly Street 73 (95%)
PM Northbound 2 Sylvan Avenue Dufferin Park Avenue 71 (92%) AM Southbound 13 Hope Street Dufferin Park Avenue 78 (101%)
PM Southbound 8 Dupont Street College Street 77 (100%)
In all cases where occupancy exceeds 90%, the location of the high occupancy involved stops adjacent to the site. In addition, the southbound route was observed to be generally busier than the northbound route.
For reference, in Appendix C, the results of the field observation studies for Route 47B, Route 63A, and Route 511 are provided with a similar illustration to what is provided in Figure 17 and Figure 18 for Route 29. Generally, bus occupancy profiles for each route indicate that ridership is not as high, per bus, as what was observed for Route 29.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 93 Bus Vehicle Speed, Travel Times, & Ridership To augment the aforementioned bus occupancy, BA Group utilized GPS-based real time vehicle location data to analyze bus vehicle speed and travel times, to understand whether there was a relationship between the high occupancy of bus service on Dufferin Street and the speed and travel times associated with the route. Bus vehicle speed and travel time analysis results for both the Route 29 and Express Route 929 Dufferin bus between Wilson Station and the Dufferin Gate Loop are provided in Figure 19. As expected, the Express Route 929 Dufferin bus operates generally faster than the Route 29 bus, presumably as a result of there being fewer bus stops along the express route.
The bus vehicle speed and travel time analysis was also completed for Route 29 through the study area between College Street and Bloor Street. The results for Route 47B, Route 63A, and Route 511 were compared to those of Route 29 in order to make a comparative assessment. The results of this assessment are illustrated in Figure 20 and Figure 21.
The results reveal an important finding: while Route 29 does have comparatively high ridership, it’s average bus vehicle speed and travel time (between Bloor Street and College Street) is within the range of its adjacent north-south routes (13km/h to 18km/h, and 4 to 4.5 Minutes), with the exception of Route 47B, which operates generally faster, particularly in the northbound direction, which can be attributed to the lack of signalized intersections between Bloor Street and College Street. Essentially, bus service on Dufferin Street performs in a comparable manner to its adjacent routes despite its high ridership.
In this manner, the existing condition for the Dufferin Street bus is not demonstrably different from its adjacent, parallel routes, although the buses are more crowded.
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Bus Headway & “Bunching” Analysis Bus scheduling can also be analyzed with GPS-based real time vehicle location data to determine when buses arrive at bus stops and the amount of time between bus arrivals at a bus stop. Theoretically, if the headway for a route is supposed to be 7 minutes, then buses should arrive at each stop, 7 minutes apart. Practically, it is not reasonable to expect that level of consistency given a variety of factors including traffic variation, daily ridership variation resulting in varying time required for boarding/alighting, and more.
Bus headway adherence (and the resultant bus “bunching” that occurs) is measureable based upon the aforementioned real-time data. For the purpose of this analysis, buses have been recorded at all stops along the routes, and all recorded buses have been divided into the following two categories:
• % of buses on schedule, with headways greater than 1 minute or less than 15 minutes • % of buses off schedule, with headways less than 1 minute or greater than 15 minutes
Buses with headways of less than 1 minute are categorized as being “off schedule” because this result implies bus “bunching” whereby multiple buses arrive at a stop simultaneously. Conversely, headways greater than 15 minutes are indicative of bus service resulting in high waiting times and therefore, are “off schedule”.
In Figure 22, the results of headway analysis are provided for Route 29, and then again, similar analysis is provided in Appendix C for Route 47B, Route 63A, and Route 511 for the purpose of comparison.
One notable observation, for all studied routes, is that the percentage of buses observed to be “off schedule” grows the further “downstream” the route is. For example, for a northbound route, a greater percentage of buses will be “off schedule” the further north the route gets.
Aside from this observation, the results indicate that Route 29 compares favourably to its adjacent north-south routes, with the exception of Route 47B, which most frequently operates on schedule. Generally, Route 29 remains on schedule for at least 70% of observations which is comparable to Route 63. Route 511 was observed to be “on schedule” less frequently. In any case, it is the goal of the TTC to reduce the “off schedule” occurrences for all routes.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 95 Figure 17 Dufferin Route 29 Bus Morning Peak Hour Alighting, Boarding, and Occupancy Profile
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 18 Dufferin Route 29 Bus Afternoon Peak Hour Alighting, Boarding, and Occupancy Profile
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 19 Dufferin Corridor Bus Vehicle Speed & Travel Times
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 19 Dufferin Corridor Bus Vehicle Speed & Travel Times (con’t)
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 20 Routes 47B & 29 - Bus Vehicle Speed, Travel Times, & Ridership
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 21 Routes 63A & 511 - Bus Vehicle Speed, Travel Times, & Ridership
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 22 Bus Headway Analysis - Route 29
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6.2.3.2 Overview of Projected (Future) Conditions In addition to the existing conditions review of bus service along Dufferin Street, projected future transit capacity analysis has been conducted. Included as part of this analysis is the following:
• Site and background development transit trip generation and trip distribution analysis; • projected transit capacity analysis of the resulting future bus occupancy; and • impact analysis of recommended mitigation strategies;
Projected Site Transit Volumes A breakdown of new site transit trips during the peak hours by route is summarized for land use origin/destination in Table 22). See Section 3.0 for details regarding travel demand forecasting for the site.
TABLE 22 PROJECTED SITE TRANSIT TRIP DEMAND BY LAND USE
AM Peak Hour PM Peak Hour SAT Peak Hour
In Out 2-Way In Out 2-Way In Out 2-Way Retail Trips 45 25 70 85 85 170 130 110 240
Residential Trips 60 225 285 180 110 290 175 175 350
Transit Trips 105 250 355 265 195 460 305 285 590
Site and Background Development Transit Volumes Distribution Forecast new site transit trips were distributed to the area transit network summarized in Section 6.1 based on a review of existing transit usage patterns by route for each proposed land use component using the 2016 TTS database.
The transit distribution analyses have been separated into two components for both the proposed site and considered background developments:
• The distribution of usage between the various transit routes available in the area transit network within the vicinity of each site; and • Given the above route distribution, the distribution of boarding and alighting among the stops and transfers available along the 29 Dufferin bus route.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 103 Route Distribution Where unavailable from prior transportation studies, transit route distribution was derived based on a review of existing transit usage patterns for each proposed development component using the 2016 TTS database. These queries correspond with peak period peak directional travel of the first and last routes used for outbound and inbound transit trips from and to each development area. Where the analysis area cover multiple traffic zones such that non Dufferin Street north-south bus lines are covered within the query area, the resultant data is adjusted to reflect the consolidation of other north-south routes to the 29 Dufferin route.
Route distribution results have been aggregated to the main TTC routes in the study area. Detailed TTS queries and transit route distribution results are attached in Appendix D1.
The forecast transit trips are multiplied into the above derived distribution for each development and the resultant trips to use the 29 Dufferin bus is summarized in Table 23.
TABLE 23 29 DUFFERIN BUS – TOTAL BOARDING/ALIGHTING BY SITE
Morning Peak Hour Afternoon Peak Hour Development Boarding Alighting Boarding Alighting
To N To S From N From S To N To S From N From S Dufferin Mall1 12 5 4 10 24 11 16 37
Bloor-Dufferin2 24 10 5 11 41 17 28 64 390 Dufferin3 62 0 0 27 38 0 0 66 Galleria Mall4 35 35 5 5 20 35 40 30 Notes: 1. Based on transit trip generation forecasts discussed in Section 3.0; transit route distribution derivation attached in Appendix D1. 2. Based on transit trip generation forecast in Section 10.4.1 in the Bloor-Dufferin Mixed-Use Development, Urban Transportation Considerations report dated September 2017; transit route distribution derivation attached in Appendix D1. 3. Based on transit trip generation forecast in Section C.3.6 in the 430-444 Dufferin Street & 41 Alma Avenue report dated February 2012; transit route distribution derivation attached in Appendix D1. 4. Based on transit trip generation forecast and distribution presented in Section 7.4.2 in Proposed Galleria Redevelopment Plan, Urban Transportation Considerations report dated September 29, 2016.
Boarding/Alighting Distribution Of the transit trips using the 29 Dufferin route based on the above distribution, BA Group has reviewed the 2016 Transportation Tomorrow Survey (TTS) database of the peak period transit trips to determine the distribution for boarding and alighting of these users among the stops and transfers available along the 29 Dufferin route. The distribution was derived separately for each of these locations.
The distribution was derived as the combination of two parts – first is the origin-destination pattern for those trips that made no transfers (direct trips) and the latter is the transfer patterns between 29 Dufferin and other routes for those trips that made transfers (multi-link trips).
Generally, the TTS analysis was conducted for all trips made to and from the traffic zone(s) each development are located within during the 7:00-11:00 and 15:00-19:00 periods. Detailed TTS queries and transit distribution results are attached in Appendix D2.
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The resultant distribution of boarding and alighting at each stop along the 29 Dufferin route by direction for each development location is summarized in Table 1 and Table 2 of Appendix D3, respectively. Note that for stops and transfer points in the vicinity of each site, those transit trips were assumed to route by either walking or cycling instead of the bus. The affected stop locations for each development location is shaded in gray. These distribution percentages are calculated and expressed with respect to direction of travel. As such, relative to the location of each development, the stops north of the development would reflect one direction of travel whereas stops south of the development reflect the opposite direction of travel. The sum of the distribution percentages across all the stops for each direction of travel would equal 100% for each development.
Site and Background Development Transit Volumes Assignment The above derived distribution was applied to the peak hour trips generated for each development forecast to use the 29 Dufferin bus by direction of travel. The resultant trips represent the peak hourly boardings and alightings associated with each development (attached in Appendix D). Given that the trip ends are now known (i.e. one end is the development and the other is the stop/transfer location), hourly passenger accumulation can be tallied across the bus route for each development based on the overlap of passengers between where they board and alight.
Projected Dufferin Route 29 Peak Hour Average Bus Ridership Projected Dufferin Route 29 northbound and southbound morning and afternoon peak hour average bus ridership is illustrated in Figure 23 and Figure 24.
The morning peak hour average bus ridership profiles indicate that the transit demands of both the background developments and the proposed site are projected to surpass the bus capacity of 77 persons by approximately 24 people per bus in the southbound direction and 5 people per bus in the northbound direction.
Similarly, the afternoon peak hour ridership profiles indicate that both the background developments and the proposed site transit demands are projected to surpass the bus capacity of 77 persons by approximately 22 people per bus in the southbound direction and 10 people per bus in the northbound direction.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 105 Figure 23 Projected Dufferin Route 29 Morning Peak Period Average Bus Occupancy Profile
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 24 Projected Dufferin Route 29 Afternoon Peak Period Average Bus Occupancy Profile
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Projected Dufferin Route 29 Recommended Peak Hour Service Improvements Transit ridership projections indicate that Dufferin Route 29 northbound and southbound buses in both the morning and afternoon peak hour are expected to be over capacity (77 persons per bus). The majority of the future projected ridership on the Dufferin Route 29 buses are attributed to the considered background developments (Bloor-Dufferin, 390 Dufferin and Galleria Mall). A small proportion of future projected ridership on the Dufferin Route 29 buses are attributed to the proposed site, as the site is located in close proximity to Dufferin Station. Nonetheless, given that the overall future projected ridership is expected on average to surpass the capacity of the current bus fleet serving Route 29 during both the morning and afternoon peak hours, it is recommended that the following route 29 fleet adjustments be provided to accommodate the future projected ridership demand.
Morning Peak Hour During the morning peak hour, the following recommendations are provided to accommodate the future projected ridership demand:
• one additional bus that serves the southbound direction of Route 29; and • one additional bus that serves the northbound direction of Route 29, however short-turns at Dupont Street through the short-turn proposed at Galleria Mall and then continues southbound from there serving that portion of the southbound Route 29.
Figure 25 illustrates the impact on the projected ridership of adding the two recommended buses to Route 29 in the morning peak hour.
Afternoon Peak Hour During the afternoon peak hour, the following recommendations are provided to accommodate the future projected ridership demand:
• one additional bus that serves the southbound direction of Route 29; • one additional bus that serves the northbound direction of Route 29; and • one additional bus that serves the southbound direction of Route 29 to the Dufferin Gate Loop, then travels northbound from there serving the northbound direction or Route 29 up to Dupont Street where it short-turns at the Galleria Mall proposed short-turn and then continues southbound from there serving that portion of the southbound Route 29.
Figure 26 illustrates the impact on the projected ridership of adding the 3 recommended buses to Route 29 in the afternoon peak hour.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 109 Figure 25 Projected Dufferin Route 29 Morning Peak Period Average Bus Occupancy Profile with Modified Service
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 26 Projected Dufferin Route 29 Afternoon Peak Period Average Bus Occupancy Profile with Modified Service
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Overview: Key Conclusions
Planned major developments along the Dufferin corridor will add significant demand
to the already busy bus service on Dufferin Street. The impacts of the proposed Dufferin Mall redevelopment will be relatively minor, largely in part due to its proximity to the Dufferin subway station.
The results of the analyses performed as part of this study indicate that improvements to the Dufferin bus service will be required to accommodate future travel demand. It is recommended that a) the planned TTC bus turnaround infrastructure at the Galleria development be implemented in order to facilitate a ‘short-turn’ Dufferin bus route; and b) 2 buses be added to the route during the weekday morning peak hour period and 3 buses be added during the afternoon peak hour.
These recommendations are made with the goal and intent to alleviate crowding on the route and improve overall transit service along the corridor.
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DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 113 6.3 TRANSIT INFRASTRUCTURE ASSESSMENT 6.3.1 Assessment Criteria BA Group has undertaken a general review of the transit infrastructure located within the vicinity of the site. Existing and projected transit passenger volumes were accounted for in the assessment. The review considered the following assessment criteria:
Availability: • Higher order transit service is highly available to the site, with stations located in close proximity; and • Transit options facilitate City-wide transit accessibility with minimal or no transfer required between routes.
Access: • Adjacent or nearby transit stations offer convenient and accessible entrance and exit, and do not encourage jaywalking activity; • Access points are weather-protected; and • Multiple access points are preferable.
Capacity: • There is capacity for adjacent transit service to accommodate an increase in transit usage; and • Where capacity is limited, plans are in place to alleviate capacity concerns via service expansion and/or the construction of new higher order transit route(s).
Operations: • Bus stops have transit shelters; • Surface transit routes are well integrated with general traffic network; and • Preferably, the site is functionally integrated with adjacent higher order transit station through facilitating seamless access to stations.
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6.3.1.1 Evaluation Results An assessment of the transit network and facilities was conducted based upon the criteria outlined in the previous section.
A summary of the key findings of the transit assessment is provided below:
Availability: • The site is located adjacent to stops that provide frequent local bus service and express bus service (Routes 29 & 929). • The site is located less than 300 metres from Dufferin Station, providing access to the Line 2 subway. • Line 2 provides access along the Bloor Street / Danforth Avenue corridors reaching Kipling Avenue in the west and Kennedy Station in the east. • The site is located less than 700 metres from College Street, providing access to the Route 506 streetcar • The site is located approximately 1.5 kilometres from the Bloor GO/UPX Station, providing regional transit access.
Access: • Bus stops are located adjacent to the site on Dufferin Street which provide direct access. • The proposed pedestrian realm through and bordering the site provide safe and convenient access to both the Dufferin bus route and Dufferin station to the north. • The conceptualized underground access would provide an interior, weather-protected alternative pedestrian option between the site and Dufferin Station.
Capacity: • Buses travelling southbound on Dufferin Street, on average, approached or met capacity during morning and afternoon peak hours. • It is forecast that future background demand (i.e. accounting for other planned developments on Dufferin Corridor), will result in demand that exceeds current bus capacity. • The recommended provision of additional buses to both the 29 & 929 routes will accommodate the forecasted growth in demand.
Operations: • There are bus shelters along Dufferin Street at both bus stops (Croatia Street and the Dufferin Mall site driveway). • The residential pick-up / drop-off facilities have been designed to accommodate the manoeuvres of a TTC WheelTrans vehicle.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 115 7.0 VEHICULAR TRAFFIC CONSIDERATIONS The site is located along the Dufferin Street corridor and in close proximity to the Bloor Street corridor, thus affording it direct access to primary vehicular corridors in the City of Toronto. This section contains a detailed overview of existing street network within which the site is located, an outline of traffic analysis parameters, projections of traffic volumes, and analysis of traffic operations.
7.1 STREET NETWORK CONTEXT The surrounding public street network of arterial, collector, and local roads is outlined in Table 24. The area street network is illustrated in Figure 27 and existing lane configurations and traffic control are illustrated in Figure 28.
TABLE 24 SUMMARY OF EXISTING AREA STREET NETWORK
Street Type Parking & Regulations Roadway Limits Description Name 4-lane cross-section, 2 lanes in No parking permitted at any time Roadway extends each direction. Left turn lanes Dufferin with the exception of the NB side of from Wilson Avenue in are prohibited at Bloor Street Street street, north of Dufferin Park the north to the West, SB 7:00am to 6:00pm, (north of South
- Avenue, 6:30am to 7:00pm, Mon.- Canadian National Mon.-Sat., and NB 7:00am to College Street) Fri., and 7:00am to 6:30pm, Sat.- Exhibition in the 9:00am & 4:00pm to 6:00pm, Sun. south. Mon.-Fri. The posted speed North limit is 50 km/h. Roadway extends 4-lane cross-section, 2 lanes in No parking permitted at any time. from Mississauga in each direction. Left turns are Bloor the west to the Don prohibited at Dufferin Street in Street No stopping is permitted EB 7:00am Valley Parkway in the both directions from 7:00am to West to 9:00am & WB 4:00pm to 6:00pm, east, where it 6:00pm, Mon.-Fri. The posted Mon.-Fri. continues as Danforth speed limit is 40 km/h. Avenue. 4-lane cross-section, 2 lanes in each direction incorporating Parking is permitted on both sides cycling sharrows in each of the roadway. Pay parking Roadway extends direction. Middle lanes have enforced 10:00am to 6:00pm, Mon.- from Dundas Street College streetcar tracks and are in Fri., and 8:00am to 6:00pm on West in the west to Street active streetcar service. Saturdays. the Yonge Street in (east of Dufferin the east, where it Left turns are prohibited at Street) No stopping is permitted EB 7:00am continues as Carlton Dufferin Street EB 7:00am to West
- to 10:00am & WB 3:30pm to Street. 10:00am & WB 3:30pm to 6:30pm, Mon.-Fri. 6:30pm, Mon.-Fri. The posted MajorArterial East speed limit is 40 km/h.
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Street Type Parking & Regulations Roadway Limits Description Name
Dufferin (see Dufferin Street above; same Street description applies.) (see Dufferin Street
South (see Dufferin Street above; - above; same (south of same description applies.) College On-street parking permissions vary; description applies.)
North Street) it is not prohibited.
College (see College Street Street (see College Street above; same (see College Street above; above; same (west of description applies.) same description applies.) Dufferin description applies.) Street) 4-lane cross-section, 2 lanes in Parking is permitted on both sides each direction. Middle lanes of the roadway. Pay parking have streetcar tracks and are in enforced 10:00am to 6:00pm, Mon.- Roadway extends active streetcar service. Dundas Fri., and 8:00am to 6:00pm on from Mississauga in Street Saturdays. the west to Kingston Left turns are prohibited at West Road in the east. Dufferin Street in both West
- No stopping is permitted EB 7:00am directions 7:00am to 7:00pm, to 9:00am & WB 3:30pm to 6:30pm, Mon.-Sat. The posted speed
Minor Arterial Minor East Mon.-Fri. limit is 40 km/h. Parking is permitted on the west side of the roadway prohibited on 2-lane cross section, 1 lane in the east, with the exception of Roadway extends each direction. Signalized Thursdays from Apr. 1 to Nov. 30, from Bloor Street Brock intersection at Bloor Street where the permissions flip sides of West in the north to Avenue West. The posted speed limit is South
- the street. Queen Street West in 40 km/h north of Croatia Street, the south. 30 km/h south of Croatia Street. No parking permitted from 12:01am North to 7:00am, except by permit. Stretch of south side of roadway allocated to daycare pick-up and drop-off area. Parking limited to 10 minutes in this area from 7:00am to 12:00pm and 2:00pm to 6:00pm, Roadway extends Mon.-Fri.; parking prohibited from 2-lane cross section, 1 lane in Sylvan from Dufferin Street in 12:00pm to 2:00pm. each direction. The posted Avenue the west to Havelock speed limit is 30 km/h.
Street in the east. Parking permitted on the south side of the roadway. West - No parking permitted from 12:01am Collector East to 7:00am, except by permit. No parking permitted at any time adjacent to subject site. West of the site, on south side of the street, no 2-lane cross section, 1 lane in Roadway extends parking permitted from 8:00am to each direction. Segment of Croatia from Brock Avenue in 5:00pm, Mon.-Fri., and No parking street has a grade-separated Street the west to Dufferin permitted from 12:01am to 7:00am, median. The posted speed limit Street in the east. except by permit. On the north side is 30 km/h. of the street is a school bus loading
zone; no parking is permitted. Extends from Dufferin
West
- Dufferin 2-lane cross section, 1 lane in Street in the west Park No parking permitted at any time. each direction. The posted terminating to the
Local East Avenue speed limit is 30 km/h. east.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 117 Figure 27 Existing Area Street Network
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 28 Existing Lane Configuration and Traffic Control
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 7.2 VEHICULAR TRAFFIC ASSESSMENT ASSUMPTIONS 7.2.1 Vehicular Traffic Volumes Traffic operations analyses have been undertaken during the weekday morning, weekday afternoon and weekend (Saturday) street peak hours under the following conditions:
• Existing traffic conditions – traffic activity levels under current conditions; • Future background traffic conditions – traffic activity levels 5 years into the future which include allowance for corridor growth and area specific background developments; and • Future total traffic conditions – traffic activity levels 5 years into the future with the projected site generated traffic added to the road network.
7.2.2 Existing Traffic Existing baseline traffic volumes were established at intersections within the study area for the weekday morning, weekday afternoon and weekend Saturday peak hour periods using traffic count information obtained from surveys undertaken by Spectrum Traffic Data Inc. A listing of the count data and sources are provided in Table 25.
The existing turning movement counts were reviewed in detail to ensure a general consistency in the traffic volumes on roadways between intersections. Where necessary, minor adjustments were made to balance traffic volumes between intersections to create a representative traffic volume base for the purposes of the traffic operations analyses undertaken as part of this study.
Existing, balanced baseline area traffic volumes for the weekday morning, weekday afternoon and weekend Saturday peak traffic hours are summarized in Figure 29.
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TABLE 25 EXISTING TURNING MOVEMENT COUNT SUMMARY
Signal Timing Intersection Control Type Source Agency Date Counted Date1
Bloor Street West / Brock Spectrum Traffic Thursday April 6, 2017 and Signalized April 5, 2017 Avenue Data Inc. Saturday April 8, 2017 Bloor Street West / Spectrum Traffic Thursday April 6, 2017 and Signalized April 5, 2017 Dufferin Street Data Inc. Saturday April 8, 2017 College Street / Brock Spectrum Traffic Tuesday December 11, 2018 and Signalized October 21, 2018 Avenue Data Inc. Saturday December 8, 2018 College Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Signalized October 21, 2018 Street Data Inc. Saturday December 8, 2018 Dufferin Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Signalized August 22, 2015 Mall (South Access) Data Inc. Saturday April 8, 2017 Dufferin Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Signalized April 22, 2014 Mall (Dufferin Park) Data Inc. Saturday April 8, 2017 Bloor Street West / Brock Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Avenue (North) Data Inc. Saturday April 8, 2017 Bloor Street West / Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Pauline Avenue Data Inc. Saturday April 8, 2017 Bloor Street West / Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Russett Avenue Data Inc. Saturday April 8, 2017 Brock Avenue / Brock Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Crescent Data Inc. Saturday April 8, 2017 Brock Avenue / Croatia Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Street Data Inc. Saturday April 8, 2017 Brock Avenue / Lindsey Spectrum Traffic Tuesday December 11, 2018 and Unsignalized - Avenue Data Inc. Saturday December 8, 2018 Brock Avenue / Muir Spectrum Traffic Tuesday December 11, 2018 and Unsignalized - Avenue Data Inc. Saturday December 8, 2018 College Street / Sheridan Spectrum Traffic Tuesday December 11, 2018 and Unsignalized - Avenue Data Inc. Saturday December 8, 2018 Croatia Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Mall (West Access) Data Inc. Saturday April 8, 2017 Croatia Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Mall (Centre Access) Data Inc. Saturday April 8, 2017 Croatia Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Mall (East Access) Data Inc. Saturday April 8, 2017 Croatia Street / Dufferin Spectrum Traffic Thursday April 20, 2017 and Unsignalized - Street Data Inc. Saturday April 22, 2017 Dufferin Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Mall (North Access) Data Inc. Saturday April 8, 2017 Dufferin Street / Dufferin Spectrum Traffic Thursday April 6, 2017 and Mall (Centre Access – Unsignalized - Data Inc. Saturday April 8, 2017 Garage) Dufferin Street / Lindsey Spectrum Traffic Tuesday December 11, 2018 and Unsignalized - Avenue Data Inc. Saturday December 8, 2018 Dufferin Street / Muir Spectrum Traffic Tuesday December 11, 2018 and Unsignalized - Avenue Data Inc. Saturday December 8, 2018 Dufferin Street / Sylvan Spectrum Traffic Thursday April 6, 2017 and Unsignalized - Avenue Data Inc. Saturday April 8, 2017 Note: 1. Signal Timing data issued by the City of Toronto – Transportation Services.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 121 Figure 29 Existing Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40
7.2.3 Future Background Traffic Traffic growth in the site vicinity has been considered based upon an evaluation of traffic volume changes related to:
• General corridor growth on the area arterial roads; and • Specific area development traffic (i.e. background development traffic).
7.2.3.1 Corridor Traffic Growth Historical weekday morning and afternoon peak hour traffic volumes at the Dufferin Street / Bloor Street intersection were reviewed to establish if there has been a sustained trend in east-west traffic volumes on Bloor Street West and in north-south traffic volumes on Dufferin Street.
A detailed review of the historical growth characteristics on Dufferin Street and Bloor Street West has found no empirical evidence of sustained traffic growth along the corridor.
Based on the foregoing, and given the comprehensive list of specific background developments accounted for in this analysis, no general corridor growth has been adopted for the purpose of this study.
The corridor growth analyses are provided in Appendix E.
7.2.3.2 Background Development Growth Traffic allowances were made for other specific proposed developments in the area, based on a review of the City of Toronto’s list of current development projects as of July 2019. These sites represent a total development in the order of 3,795 residential units and 75,213 m2 GFA of non-residential space.
Table 26 lists the background development projects and description of the key development statistics considered. Traffic allowances made for each development were based, were available upon traffic impact studies submitted to the City of Toronto as part of the development application process.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 123 TABLE 26 AREA BACKGROUND DEVELOPMENTS
Development Residential Units Non-Residential Source
1245 Dupont Street (Galleria Mall) 3,416 units 41,024 m2 BA Group
Mirvish Village 805 units 21,563 m2 BA Group
Bloor – Dufferin 2,098 units 23,409 m2 BA Group
55-77 Wade Avenue - 13,362 m2 LEA
72 Perth Avenue 105 units 484 m2 BA Group
150 Sterling Road 169 units 12,809 m2 Poulos & Chung
555 College Street 84 units 542 m2 LEA
646-648 Dufferin Street 85 units - NexTrans
737 Bloor Street West 2 units 232 m2 Trans-Plan
871-899 College Street 131 units 1,756 m2 TMIG
980-990 Bloor Street West & 756 102 units 660 m2 LEA Dovercourt Road
1439 Bloor Street West 169 units - GHD
1498 Dundas Street West 45 units 396 m2 NexTrans
Figure 30 summarizes the future background traffic volumes for the weekday morning, weekday afternoon and weekend Saturday peak hours, which were developed by adding the abovementioned allowances for corridor traffic growth and the specific background development to base existing traffic volumes.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 124 JULY 2019 7017-40 Figure 30 Future Background Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 7.2.4 New Site Related Traffic Volumes Site related traffic volumes forecasts have been developed based on a review of the existing person based mall activity (retail) and from a first principles (residential) using person trip characteristics for the key component uses within the Site (i.e. retail and residential trips).
The following table provides a summary of the existing and future site related traffic volumes. Further details pertaining to the site traffic generation forecast are discussed in Section 3.0.
TABLE 27 FUTURE DUFFERIN MALL SITE TOTAL TRIP GENERATION
AM Peak Hour PM Peak Hour SAT Peak Hour Travel Mode In Out 2-Way In Out 2-Way In Out 2-Way Existing Trips Auto Trips Total 405 205 610 695 790 1,485 1,025 1,005 2,030 Auto Driver Primary Trips1 405 205 610 520 615 1,135 775 755 1,530
Auto Driver Pass-by Trips2 0 0 0 175 175 350 250 250 500
New Retail Trips Auto Trips Total 40 20 60 70 75 145 115 95 210
Auto Driver Primary Trips 40 20 60 50 55 105 90 70 160 Auto Driver Pass-by Trips2 0 0 0 20 20 40 25 25 50
New Residential Trips Auto Driver Primary Trips3 30 110 140 85 50 135 85 85 170
Total Site Trips
Auto Driver Total Trips 475 335 810 850 915 1,765 1,225 1,185 2,410 Pass-by Trips 0 0 0 195 195 390 275 275 550
Primary Trips 475 335 810 655 720 1,375 950 910 1,860 Notes: 1. Based on site driveway counts performed by BA Group on Thursday, April 6, 2017, Saturday April 8, 2017, Friday, April 5, 2019 and Saturday, April 6, 2019. Based on the two sets of peak hour counts, a composite existing traffic base was determined. 2. A retail pass-by trip percentage of 25% was assumed in the weekday afternoon and Saturday peak hours based on data contained within the ITE Trip Generation Handbook, 3rd Edition. 3. A 5% decrease in residential driver trips was assumed due to the ‘internalization’ of some peak hours trips that would result from the residential building being within the same site as a large shopping centre. These trips are still made internally by walking, but are no longer made external to the site. Note that it is assumed that these walk-in trips originating and ending within the site do not displace any external retail trips.
The proposed redevelopment programme for the site would generate in the order of 200, 240 and 330 new primary two-way trips during the weekday morning, afternoon, and Saturday peak hour periods.
Total existing and new site related traffic is forecast in the order of 810, 1,375 and 1,860 two-way primary trips during the weekday morning, afternoon, and Saturday peak hour periods
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New site traffic is distributed to the traffic network based on trip distribution patterns observed on the site today for retail traffic and from a review of the 2016 Transportation Tomorrow Survey (2016 TTS) data for residential traffic. The adopted traffic distribution is summarized in Table 28.
TABLE 28 SITE TRAFFIC DISTRIBUTION
Retail Residential To/From Route Inbound Outbound Inbound Outbound North Dufferin Street 35% (25%) [25%] 35% (30%) [30%] 35% (35%) [35%] 40% (40%) [40%] Bloor Street West 5% (10%) [15%] 10% (10%) [10%] 20% (20%) [20%] 15% (15%) [15%] East College Street 5% (5%) [5%] 5% (5%) [5%] 5% (5%) [5%] 10% (10%) [10%] South Dufferin Street 30% (30%) [25%] 30% (30%) [25%] 30% (30%) [30%] 25% (25%) [25%]
Bloor Street West 25% (30%) [30%] 15% (20%) [20%] 5% (5%) [5%] 10% (10%) [10%] West College Street 0% (0%) [0%] 5% (5%) [5%] 5% (5%) [5%] 0% (0%) [0%] Notes: 1. xx (xx) [xx]: weekday AM (weekday PM) [Saturday peak hour]
New residential site traffic volumes are illustrated on Figure 31. Net new retail primary and pass-by volumes are illustrated on Figure 32 and Figure 33.
Net new site traffic volumes are illustrated on Figure 34.
7.2.5 Future Total Traffic Volumes Future total traffic volumes are developed by adding traffic generated by the proposed Dufferin Mall Site expansion to future background traffic volumes. Future total traffic volumes are illustrated on Figure 35.
Traffic volumes increases associated with the proposed development are mostly limited to the local arterial routes – i.e., Dufferin Street and Bloor Street West – and the road connections between the site and those routes. Traffic volume increases on local residential streets, namely Brock Avenue to the west, are anticipated to be minor and in the order of 15 to 35 two-way vehicle trips per hour during the peak times and less at other times. These minimal impacts are, in part, a result of the planned extension of Pauline Avenue from Bloor Street West to Croatia Street, which will provide site traffic a convenient route to/from Bloor Street West, and the maintenance of existing right-in/right-out driveway restrictions on Croatia Street.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 127 Figure 31 New Residential Site Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 32 New Retail Primary Site Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 33 New Retail Pass-By Site Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 34 Net New Site Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 35 Future Total Traffic Volumes
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 133 8.0 CAPACITY OPERATIONS ANALYSIS 8.1 ANALYSIS SCENARIOS Traffic operations analyses were undertaken at the study area intersections for the weekday morning, weekday afternoon and weekend Saturday peak travel hours under the following traffic conditions:
• existing traffic conditions; • future background traffic conditions, which include allowances for general corridor traffic growth and area specific background developments and; • future total traffic conditions, which take into consideration future background traffic volumes plus site- generated traffic volumes.
8.2 ANALYSIS METHODOLOGY
Traffic operations analyses have been completed using the Synchro (Version 9.2) capacity analysis software in accordance with the methodologies outlined in the Highway Capacity Manual (HCM) and the City of Toronto’s Guidelines for the Preparation of Transportation Impact Studies (2013), as well as the City of Toronto’s Guidelines for Using Synchro 9 (March 2016).
The key performance indicator of the signalized intersection evaluation is an intersection performance index (volume to capacity ratio, or v/c), where a v/c index of 1.00 indicates ‘at or near capacity’ conditions.
The key performance indicator of the unsignalized intersection / driveway analyses is an average delay per vehicle (in seconds) and a level of service (LOS) designation, where the LOS A (little delay) to LOS F (extended delay) range provides an understanding of the relative time a motorist may have to wait to complete a turn at an intersection or driveway.
Synchro analysis worksheets are included in Appendix F.
Signal Timing Plans Existing traffic signal timing plans for all signalized intersections within the study area were obtained from the City of Toronto. Analyses were undertaken using this signal timing plan for existing, future background and future total traffic conditions.
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Road Network Assumptions Existing lane and site access configurations within the area road network have been assumed in the analysis for the existing traffic scenarios.
Under future conditions, it was assumed that the intersection of Croatia Street / Dufferin Street operates under signalized control, the intersection of Bloor Street West / Pauline Avenue operates under signalized control and that the planned south extension of Pauline Avenue from Bloor Street West to Croatia Street is complete. It is also assumed that under future total conditions, the site driveways have been reconfigured as discussed in Section 1.2.5 and summarized below:
• The existing right-in/right-out central mall access on Croatia Street is relocated further west to align with the Pauline Avenue extension and operates under STOP-control on the north and south approaches. • The existing right-in/right-out eastern mall access is slightly shifted to align with the private street proposed as part of the Bloor-Dufferin development to the north. It remains as a right-in/right-out access. • The existing site driveway on Dufferin Street, south of Croatia Street, is closed.
The existing and future road network intersection lane configurations are shown in Figure 28.
Other Analysis Assumptions A base saturation follow rate of 1,900 passenger cars per hour of green time per lane (pcphgpl) has been adopted as the base assumption within all Synchro analyses detailed in this study. Peak hour factors and heavy vehicle percentages utilized in the analyses were based upon existing intersection turning movement counts. A loss time adjustment factor of -1.0 seconds was also assumed.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 135 8.3 SIGNALIZED INTERSECTIONS OPERATIONS The following tables provides a summary of the existing and future planned signalized intersection operations.
• Bloor Street West / Brock Avenue • Bloor Street West / Dufferin Street • College Street / Brock Avenue • College Street / Dufferin Street • Dufferin Street / Dufferin Mall (South Access) • Dufferin Street / Dufferin Mall (Dufferin Park) • Bloor Street West / Pauline Avenue (planned signal) • Dufferin Street / Croatia Street (planned signal)
TABLE 29 BLOOR STREET WEST / BLOCK AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBTR 0.52 (0.31) [0.38] A (A) [A] 0.56 (0.37) [0.45] A (A) [A] 0.57 (0.38) [0.47] A (A) [A]
WBLT 0.36 (0.54) [0.43] B (C) [B] 0.41 (0.59) [0.48] B (A) [A] 0.42 (0.59) [0.49] B (A) [A]
NBLR 0.38 (0.55) [0.62] C (C) [D] 0.43 (0.58) [0.67] C (C) [D] 0.45 (0.60) [0.70] C (D) [D]
Overall 0.49 (0.55) [0.49] B (B) [B] 0.54 (0.59) [0.54] B (A) [B] 0.55 (0.60) [0.56] B (B) [B] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 30 BLOOR STREET WEST / DUFFERIN STREET
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBTR 0.62 (0.34) [0.43] B (B) [B] 0.66 (0.39) [0.48] A (B) [B] 0.66 (0.39) [0.55] B (B) [B]
WBTR 0.33 (0.56) [0.42] B (B) [B] 0.39 (0.64) [0.50] B (B) [B] 0.40 (0.65) [0.60] B (B) [C]
NBLTR 0.48 (0.80) [0.77] C (C) [C] 0.55 (0.88) [0.90] C (D) [C] 0.62 (0.92) [0.82] C (D) [C]
SBT 0.64 (0.58) [0.60] C (C) [C] 0.68 (0.65) [0.65] C (C) [C] 0.69 (0.68) [0.59] C (C) [B]
SBR 0.09 (0.23) [0.22] B (C) [B] 0.12 (0.34) [0.32] B (C) [B] 0.13 (0.36) [0.30] B (C) [B]
Overall 0.63 (0.65) [0.59] B (C) [B] 0.67 (0.74) [0.68] B (C) [C] 0.68 (0.76) [0.71] B (C) [C] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour 2. The signal timing plan has been modified under the future scenarios in order to better accommodate the traffic demand. The phase lengths (splits) have been modified while maintaining the existing cycle length and pedestrian minimum clearance times.
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TABLE 31 COLLEGE STREET / BROCK AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLTR 0.47 (0.35) [0.33] B (A) [A] 0.47 (0.36) [0.33] B (A) [A] 0.47 (0.37) [0.34] B (A) [A]
WBLTR 0.25 (0.44) [0.26] A (C) [B] 0.26 (0.45) [0.26] A (C) [B] 0.26 (0.45) [0.26] A (C) [B]
NBLT 0.25 (0.27) [0.34] C (C) [C] 0.26 (0.29) [0.37] C (C) [C] 0.26 (0.29) [0.37] C (C) [C]
NBR 0.04 (0.04) [0.04] C (C) [C] 0.04 (0.04) [0.04] C (C) [C] 0.04 (0.04) [0.04] C (C) [C]
SBLTR 0.30 (0.36) [0.29] C (C) [C] 0.35 (0.41) [0.36] C (C) [C] 0.35 (0.41) [0.36] C (C) [C]
Overall 0.41 (0.41) [0.33] B (B) [B] 0.43 (0.44) [0.34] B (B) [B] 0.43 (0.44) [0.35] B (B) [B] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 32 COLLEGE STREET / DUFFERIN STREET
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLTR 0.59 (0.53) [0.45] B (B) [B] 0.60 (0.54) [0.45] B (B) [B] 0.60 (0.54) [0.45] B (B) [B]
WBLTR 0.41 (0.70) [0.45] B (C) [C] 0.42 (0.71) [0.45] B (C) [C] 0.42 (0.72) [0.46] B (C) [C]
NBLTR 0.33 (0.40) [0.34] B (B) [B] 0.36 (0.44) [0.39] B (B) [B] 0.38 (0.47) [0.42] B (B) [B]
SBLTR 0.62 (0.63) [0.52] B (B) [B] 0.68 (0.73) [0.58] B (B) [B] 0.74 (0.80) [0.67] C (C) [B]
Overall 0.61 (0.66) [0.49] B (B) [B] 0.64 (0.72) [0.53] B (B) [B] 0.68 (0.77) [0.59] B (C) [B] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 33 DUFFERIN STREET / DUFFERIN MALL (SOUTH ACCESS)
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLR 0.19 (0.36) [0.40] C (C) [C] 0.19 (0.36) [0.40] C (C) [C] 0.16 (0.39) [0.44] C (C) [C]
NBLT 0.25 (0.42) [0.44] A (A) [A] 0.27 (0.46) [0.49] A (A) [A] 0.30 (0.51) [0.56] A (A) [A]
SBTR 0.29 (0.31) [0.35] A (A) [A] 0.32 (0.35) [0.38] A (A) [A] 0.34 (0.37) [0.41] A (A) [A]
Overall 0.29 (0.42) [0.47] A (A) [A] 0.31 (0.46) [0.51] A (A) [A] 0.33 (0.50) [0.58] A (A) [A] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 137 TABLE 34 DUFFERIN STREET / DUFFERIN MALL (DUFFERIN PARK)
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLT 0.44 (0.65) [0.74] C (C) [C] 0.44 (0.65) [0.74] C (C) [C] 0.54 (0.69) [0.79] C (C) [C]
EBR 0.04 (0.13) [0.18] C (C) [C] 0.04 (0.13) [0.18] C (C) [C] 0.06 (0.16) [0.22] C (C) [B]
WBLTR 0.01 (0.01) [0.02] C (C) [B] 0.01 (0.01) [0.02] C (C) [B] 0.01 (0.01) [0.02] C (B) [B]
NBLTR 0.27 (0.49) [0.38] A (A) [A] 0.29 (0.55) [0.42] A (A) [A] 0.31 (0.62) [0.46] A (A) [A]
SBLTR 0.38 (0.35) [0.45] A (A) [A] 0.41 (0.40) [0.49] A (A) [A] 0.43 (0.42) [0.53] A (A) [A]
Overall 0.39 (0.56) [0.56] A (A) [B] 0.41 (0.60) [0.60] A (A) [B] 0.45 (0.67) [0.64] A (B) [B] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 35 BLOOR STREET WEST / PAULINE AVENUE (PLANNED SIGNAL)
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLTR -- (--) [--] -- (--) [--] 0.78 (0.43) [0.49] C (A) [A] 0.44 (0.33) [0.47] A (A) [A]
WBLTR -- (--) [--] -- (--) [--] 0.56 (0.70) [0.55] A (C) [A] 0.31 (0.57) [0.59] A (B) [A]
NBLTR -- (--) [--] -- (--) [--] 0.10 (0.14) [0.20] B (B) [A] 0.43 (0.28) [0.25] D (C) [B]
Overall -- (--) [--] -- (--) [--] 0.44 (0.47) [0.43] C (C) [A] 0.44 (0.50) [0.47] A (B) [A] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 36 DUFFERIN STREET / CROATIA STREET (PLANNED SIGNAL)
Existing Traffic Future Background Traffic Future Total Traffic Movement V/C LOS V/C LOS V/C LOS
EBLR -- (--) [--] -- (--) [--] 0.54 (0.55) [0.65] C (B) [B] 0.62 (0.60) [0.83] C (C) [D]
NBLT -- (--) [--] -- (--) [--] 0.31 (0.67) [0.75] A (A) [B] 0.34 (0.72) [0.77] A (A) [B]
SBTR -- (--) [--] -- (--) [--] 0.40 (0.44) [0.53] A (A) [A] 0.43 (0.46) [0.53] A (A) [A]
Overall -- (--) [--] -- (--) [--] 0.44 (0.65) [0.73] A (A) [B] 0.49 (0.70) [0.80] A (A) [B] Notes: 1. 0.00 (0.00) [0.00] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
As summarized in Table 29 to Table 36, all of the signalized intersections within the study area will operated below theoretical capacity under all scenarios. As such, new site related traffic can be acceptably accommodated at the existing and planned area signalized intersections. No improvements beyond the proposed site driveway reconfigurations and the road network improvements planned as part of the Bloor- Dufferin development immediately to the north are required or recommended.
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8.4 UNSIGNALIZED INTERSECTIONS OPERATIONS The following provides a summary of the unsignalized intersection operations.
• Bloor Street West / Brock Avenue (North) • Bloor Street West / Pauline Avenue • Bloor Street West / Russett Avenue • Brock Avenue / Brock Crescent • Brock Avenue / Croatia Street • Brock Avenue / Lindsey Avenue • Brock Avenue / Muir Avenue • College Street / Sheridan Avenue • Croatia Street / Dufferin Mall (West Access) • Croatia Street / Dufferin Mall (Centre Access) • Croatia Street / Dufferin Mall (East Access) • Croatia Street / Dufferin Street • Dufferin Street / Dufferin Mall (North Access) • Dufferin Street / Dufferin Mall (Centre Access – Garage) • Dufferin Street / Lindsey Avenue • Dufferin Street / Muir Avenue • Dufferin Street / Sylvan Avenue
TABLE 37 BLOOR STREET WEST / BROCK AVENUE (NORTH)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
SBL 18.9 (21.7) [32.1] C (C) [D] 12.8 (19.6) [25.9] B (C) [D] 19.7 (22.6) [26.5] C (C) [D]
SBR 11.0 (12.0) [18.8] B (B) [C] 9.4 (10.8) [17.1] A (B) [C] 11.1 (12.7) [17.3] B (B) [C] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 38 BLOOR STREET WEST / PAULINE AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLT 1.2 (1.9) [2.6] A (A) [A] -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 139 TABLE 39 BLOOR STREET WEST / RUSSETT AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
SBL 14.4 (28.9) [49.9] B (D) [E] 11.4 (18.5) [36.1] B (C) [E] 16.9 (23.9) [37.6] C (C) [E]
SBR 9.8 (11.3) [19.5] A (B) [C] 9.8 (11.0) [19.6] A (B) [C] 9.8 (11.0) [19.6] A (B) [C] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 40 BROCK AVENUE / BROCK CRESCENT
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBLR 9.7 (10.9) [12.6] A (B) [B] 9.8 (11.0) [12.8] A (B) [B] 9.8 (11.1) [13.1] A (B) [B]
SBLT 0.2 (0.2) [0.2] A (A) [A] 0.2 (0.2) [0.2] A (A) [A] 0.2 (0.2) [0.2] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 41 BROCK AVENUE / CROATIA STREET
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBLR 7.9 (8.4) [8.4] A (A) [A] 8.3 (8.9) [9.1] A (A) [A] 8.4 (9.1) [9.3] A (A) [A]
NBTR 8.2 (8.7) [8.3] A (A) [A] 8.4 (9.0) [8.6] A (A) [A] 8.4 (9.1) [8.7] A (A) [A]
SBLT 9.3 (9.6) [10.0] A (A) [A] 9.6 (10.1) [10.6] A (B) [B] 9.8 (10.4) [11.1] A (B) [B] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 42 BROCK AVENUE / LINDSEY AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBLR 11.4 (12.1) [11.7] B (B) [B] 11.5 (12.4) [12.0] B (B) [B] 11.5 (12.4) [12.0] B (B) [B] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
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TABLE 43 BROCK AVENUE / MUIR AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
NBTR 8.7 (8.8) [8.5] A (A) [A] 8.8 (9.0) [8.6] A (A) [A] 8.8 (9.0) [8.7] A (A) [A]
SBLT 8.5 (8.1) [7.9] A (A) [A] 8.7 (8.3) [8.1] A (A) [A] 8.7 (8.3) [8.1] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 44 COLLEGE STREET / SHERIDAN AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLT 1.3 (1.3) [1.3] A (A) [A] 1.3 (1.2) [1.3] A (A) [A] 1.3 (1.2) [1.3] A (A) [A]
WBLT 1.8 (1.1) [1.4] A (A) [A] 1.8 (1.1) [1.4] A (A) [A] 1.8 (1.1) [1.4] A (A) [A]
NBLTR 23.5 (14.8) [22.0] C (B) [C] 23.2 (14.8) [22.0] C (B) [C] 23.2 (14.9) [22.4] C (B) [C]
SBLTR 16.0 (16.6) [19.2] C (C) [C] 15.8 (16.6) [19.2] C (C) [C] 15.8 (16.7) [19.6] C (C) [C] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 45 CROATIA STREET / DUFFERIN MALL (WEST ACCESS)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBLT 0.0 (1.1) [2.2] A (A) [A] 0.0 (0.9) [1.9] A (A) [A] 0.0 (0.9) [1.9] A (A) [A]
NBLR 10.1 (11.4) [13.1] B (B) [B] 10.3 (11.8) [13.6] B (B) [B] 10.4 (12.1) [14.0] B (B) [B] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour 2. This driveway is used only by service / delivery vehicles accessing the mall’s rear laneway.
TABLE 46 CROATIA STREET / DUFFERIN MALL (CENTRE ACCESS)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLTR -- (--) [--] -- (--) [--] 0.2 (0.2) [0.2] A (A) [A] 0.2 (0.2) [0.2] A (A) [A]
WBLTR -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--] 0.4 (1.3) [1.0] A (A) [A]
NBLTR -- (--) [--] -- (--) [--] 9.1 (11.1) [11.3] A (B) [B] 9.8 (12.4) [12.5] A (B) [B]
SBLTR -- (--) [--] -- (--) [--] 10.7 (13.5) [16.8] B (B) [C] 12.0 (17.1) [25.1] B (C) [D] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour 2. Under existing and future background conditions, this is a right-in/right-out driveway accessing the north parking lot. With the proposed redevelopment, the centre access would become aligned with the planned Pauline Street extension to Bloor Street West and operate under two-way STOP-controlled conditions.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 141 TABLE 47 CROATIA STREET / DUFFERIN MALL (EAST ACCESS)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBT -- (0.4) [--] -- (A) [--] -- (0.4) [--] -- (A) [--] -- (0.3) [--] -- (A) [--]
NBR 9.1 (10.5) [12.2] A (B) [B] 9.3 (10.9) [12.9] A (B) [B] 9.7 (11.1) [14.1] A (B) [14.1] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour 2. Existing right-in/right-out restriction at driveway assumed to be maintained in the future scenarios.
TABLE 48 CROATIA STREET / DUFFERIN STREET
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLR 19.4 (25.9) [68.7] C (D) [F] -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--]
NBLT 1.5 (2.7) [3.9] A (A) [A] -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--]
SBTR -- (--) [--] -- (--) [--] 4.6 (5.6) [7.4] A (A) [A] 6.0 (6.0) [8.7] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 49 DUFFERIN STREET / DUFFERIN MALL (NORTH ACCESS)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLR 13.2 (15.4) [21.1] B (C) [C] 16.0 (17.0) [20.8] C (C) [C] 15.7 (17.1) [22.7] C (C) [C]
NBLT 0.0 (0.2) [0.6] A (A) [A] 0.0 (0.2) [0.6] A (A) [A] 0.0 (0.2) [0.6] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 50 DUFFERIN STREET / DUFFERIN MALL (CENTRE ACCESS - GARAGE)
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLR 13.7 (21.1) [25.4] B (C) [D] 14.2 (23.3) [26.9] B (C) [D] 12.8 (26.0) [30.4] B (D) [D]
NBLT 1.5 (1.5) [2.5] A (A) [A] 1.5 (1.5) [2.5] A (A) [A] 1.8 (1.9) [3.0] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
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TABLE 51 DUFFERIN STREET / LINDSEY AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
- -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--] -- (--) [--] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 52 DUFFERIN STREET / MUIR AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
EBLR 32.7 (30.5) [31.7] D (D) [D] 35.0 (32.9) [31.6] D (D) [D] 34.4 (34.4) [32.5] D (D) [D] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
TABLE 53 DUFFERIN STREET / SYLVAN AVENUE
Existing Traffic Future Background Traffic Future Total Traffic Movement Delay LOS Delay LOS Delay LOS
WBLTR 20.2 (24.8) [28.5] C (C) [D] 20.2 (25.0) [28.0] C (D) [D] 20.1 (25.7) [28.7] C (D) [D]
SBLT 1.5 (3.2) [3.8] A (A) [A] 1.5 (3.2) [3.9] A (A) [A] 1.5 (3.3) [4.1] A (A) [A] Notes: 1. 0.0 (0.0) [0.0] – AM Peak Hour, PM Peak Hour, Saturday Peak Hour
As summarized in Table 37 to Table 53 all of the unsignalized intersections within the study area operate at an acceptable Level of Service (LOS). As such, new site related traffic can be acceptably accommodated at the area unsignalized intersections. No improvements beyond the proposed site driveway reconfigurations and the road network improvements planned as part of the Bloor-Dufferin development immediately to the north are required or recommended.
Based on the traffic analyses performed as part of this study, the traffic volume
increases associated with the proposed retail and residential expansion of Dufferin Mall, taking into consideration allowances made for background area developments, can be appropriately accommodated on the local area road network from a traffic capacity perspective.
Considering the planned area road network improvements, namely: a) the signalization of the Dufferin Street / Croatia Street intersection; b) the signalization of the Bloor Street West / Pauline Avenue intersection; c) the extension of Pauline Avenue from Bloor Street West to Croatia Street; and d) the reconfiguration of the site driveways to align with the proposed new road connections to the north, impacts to local area traffic operations are expected to be minimal.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 143 9.0 SITE PLAN REVIEW 9.1 VEHICULAR PARKING CONSIDERATIONS BA Group has undertaken a review of the vehicular parking aspects of the proposed development recognizing the area context (including the presence of Dufferin Mall and its parking requirements and demand), available alternative transportation options, trends in parking demand, and parking supply reduction approvals.
9.1.1 Parking Space Requirements 9.1.1.1 Zoning By-law Parking Requirement Synthesis The site is subject to the minimum parking requirements of City of Toronto Zoning By-law 569-2013 although the general requirements of Chapter 200 (Parking Space Regulations) do not apply to the development site in a straightforward manner. The relevant minimum parking requirements for the site are the following:
• The site is located in the “all other areas of the City” policy area. • 900 Dufferin Street is subject to Zoning By-law 569-2013 Exception CR 1335 – Chapter 900.11.10(1335). o 900 Dufferin Street includes Dufferin Mall and the development site (essentially the entire block with the exception of the lot containing Our Lady of Croatia Church) • Exception CR 1335 states the following: On 900 Dufferin Street, for the 64,500 square metres of gross floor area that existed on March 30, 2017 the minimum parking space requirement is 1523. [By-law: OMB PL130592] o The provision is applicable to the development site and the Mall and must be adhered to. o Although it is stated that 1,523 parking spaces are required, BA Group has recorded the parking supply at Dufferin Mall several times since 2006 (see Section 9.1.3.2) and it has never been observed with 1,523 parking spaces. As a result, for the purpose of this report, the intent of this provision will be adhered to, which is considered to be the following: all surface parking that supports Dufferin Mall that is being removed within the development site must be replaced. • Exception CR 1335 states the following: These premises must comply with Exception 900 11.10(2). o Exception CR 2 contains the minimum residential parking requirements of former City of Toronto Zoning By-law 438-86 (Section 4(3)), which are the following: o (ii) 0.5 for each bachelor and one-bedroom dwelling unit; o (iii) 0.75 for each dwelling unit with two or more bedrooms; and o (iii) 0.06 for each dwelling unit and used for visitor parking.
To simplify, in relation to the proposed land uses and Dufferin Mall, the applicable zoning-related minimum parking requirements for the proposal are the following:
• Residential: requirements outlined in Zoning By-law 569-2013 Exception CR 2 (via Exception CR 1335) • Existing Dufferin Mall: Replace all existing Dufferin Mall parking that is being removed within the development site, as outlined in Zoning By-law 569-2013 Exception CR 1335 • New Retail: Zoning By-law 569-2013 minimum parking requirements outlined for the “all other areas of the City” policy area
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9.1.1.2 Minimum Parking Requirements As stated in Section 1.1.2, there are currently 1,444 parking spaces at Dufferin Mall, including 1,126 parking spaces in the parking structure located on the east side of Dufferin Mall, 9 parking spaces located in the rear of the mall along the service laneway, and 309 parking spaces located on two surface parking lots which comprise the majority of the space within the boundaries of the redevelopment site; the proposed development will remove the latter. Given that all parking that is removed must be replaced, 309 parking spaces allocated to Dufferin Mall are required, to be provided within the proposed parking garage, to meet the requirement of Zoning By-law 569-2013 Exception CR 1335.
For the purpose of this redevelopment, in addition to maintaining the Dufferin Mall parking supply, the parking provision for new retail will be provided on a “net new retail” basis. Retail GFA that is being demolished and then replaced – 1,750 m2 GFA – is not counted as part of the net new retail space.
The proposed parking supply for the new development and Dufferin Mall is provided in Table 54 based upon the applicable minimum parking requirements (as per Section 9.1.1.1).
TABLE 54 MINIMUM ZONING PARKING REQUIREMENTS (NEW DEVELOPMENT & DUFFERIN MALL)
Use Number of Units / GFA Requirement Number of Spaces Required3 Bachelor 117 58 0.5 spaces per unit 1-bedroom 452 226
2-bedroom 461 345 0.75 spaces per unit 3-bedroom or more 105 78
0.62 space per unit Resident Sub-total 1,135 707 (Overall) Visitors 1,135 0.06 spaces per unit 68 Dufferin Mall Parking 1,135 (to remain) Maintain existing Dufferin 63,080 m2 GFA Dufferin Mall Parking Mall parking supply 309 (to be replaced)
(Net New) Retail 9,889 m2 GFA1 3 spaces per 100 m2 GFA2 296
Non-Resident Sub-total 1,808
New Development Total (Including Replacement Spaces) 1,380 900 Dufferin Street TOTAL 2,515 Notes: 1. Listed retail GFA deducts the existing Dufferin Mall GFA (1,750 m2 GFA) that is being demolished as part of the proposed site plan. 2. As per Table 200.5.10.1, for the “retail store” use, if the gross floor area is 10,000 square metres or more but less than 20,000 square metres, at a minimum rate of 3.0 for each 100 square metres of gross floor area. 3. As per Chapter 200.5.1.10(9), if the calculation of the number of required parking spaces results in a number with a fraction, the number is rounded down to the nearest whole number, but there may not be less than one parking space.
As per the applicable minimum parking requirements, a total of 1,380 parking spaces are required for the new development, including 707 resident parking spaces, 68 visitor parking spaces, 296 parking spaces for net new retail space and 309 replacement parking spaces for Dufferin Mall. In total, with the proposed redevelopment, the prevailing by-law would require a total of 2,515 parking spaces for the entire Dufferin Mall block.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 145 9.1.2 Recommended Parking Supply It is proposed to provide vehicular parking in accordance with the minimum parking rates outlined below. The proposed parking supply rates do not meet the aforementioned requirements and therefore, will require variances. The application of the proposed parking supply rates and totals is outlined in Table 55.
• Residents: 0.29 parking spaces per unit • Residential Visitors: None • Existing Dufferin Mall: 1,444 parking spaces • New Retail: 1 space per 100 m2 GFA (Zoning By-law 569-2013 minimum parking requirement outlined for “Policy Area 3”)
TABLE 55 RECOMMENDED PARKING SUPPLY (NEW DEVELOPMENT & DUFFERIN MALL)
Number of Spaces Use Number of Units / GFA Requirement Required2 Residents 1,135 0.29 spaces per unit 329
Resident Sub-total 1,135 - 329 Visitors 1,135 None 0 Dufferin Mall Parking (to 1,135 remain) Maintain existing Dufferin 63,080 m2 GFA Dufferin Mall Parking (to be Mall parking supply 309 replaced) (Net New) Retail 9,889 m2 GFA1 1 space per 100 m2 GFA 98
Non-Resident Sub-total 1,542 New Development Total (Including Replacement Spaces) 736
900 Dufferin Street TOTAL 1,871 Notes: 1. Listed retail GFA deducts the existing Dufferin Mall GFA (1,750 m2 GFA) that is being demolished as part of the Project. 2. As per Chapter 200.5.1.10(9), if the calculation of the number of required parking spaces results in a number with a fraction, the number is rounded down to the nearest whole number, but there may not be less than one parking space. 3. Combined total of 1,444 parking spaces includes the existing 1,135 parking space structure and 309 parking spaces that will be built to meet Zoning By-law 569-2013 Exception CR 1335 requirement.
A total of 736 parking spaces are recommended for the new development, including 329 resident parking spaces, 309 Dufferin Mall replacement parking spaces, and 98 parking spaces for net new retail space. In total, the proposed concept plan would provide 1,871 parking spaces for the entire Dufferin Mall block.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 146 JULY 2019 7017-40
The proposed parking supply will be divided between the existing parking structure that services Dufferin Mall and an underground parking garage to be constructed as part of the proposed development:
• Existing Dufferin Mall parking structure + service laneway parking: 1,135 parking spaces • New development underground parking garage: 736 parking spaces • 900 Dufferin Street Combined Total: 1,871 parking spaces
Note that this supply does not include approximately 37 parking spaces located within the proposed new underground parking link between the new garage constructed as part of the redevelopment and the existing Dufferin Mall parking garage.
9.1.3 Appropriateness of Parking Supply 9.1.3.1 Resident Parking Assessment In our opinion, the resident parking standards outlined in Zoning By-law 569-2013 Exception CR 2 (via Exception CR 1335) overstate the parking needs of contemporary residential buildings located in highly transit- accessible locations.
Adoption of a reduced resident parking supply ratio – 0.29 parking spaces per unit – is considered appropriate based on the following considerations:
• the site’s proximity to significant transit services and bicycle route facilities that provide non-automobile dependent travel connections across the City; • the site’s proximity to an array of commercial, retail (i.e. Dufferin Mall), institutional, and service amenities within walking distance of the site that will reduce the need for building residents to use / own a car for general trip making; • the mixed-use nature of the proposed development plan that helps to internalize trip making within the development itself; • the adoption of a comprehensive Transportation Demand Management Plan for the proposal; • the range of (reduced) parking supply standards being approved at a significant number of new residential developments in transit-accessible locations. Such approvals are being provided by City Council, the Ontario Municipal Board and the Committee of Adjustment, at supply rates that are significantly below the Zoning By-law requirements that would ordinarily apply; and • resident parking demand observed at residential buildings – located in downtown Toronto and outside of it – that are indicative of low resident parking demand.
The following provides an overview of the contextual factors influencing parking demand at residential buildings in the downtown area and the appropriateness of the proposed parking supply in this instance.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 147 Transportation Demand Management Plan A comprehensive Transportation Demand Management (TDM) Plan is proposed as part of the development plan. Much of it will be integrated with the Site Plan, as is outlined in Section 1.0. The TDM Plan is intended to include infrastructure and strategies to reduce car reliant travel.
The TDM plan is focussed upon enhancing mobility options for building residents, employees, and visitors with a view to providing realistic and practical travel means that do not rely upon use of private vehicles. To this end, the TDM plan incorporates recommendations to provide car-share spaces on site (replacing existing car-share vehicles), bicycle facilities, and other incentive based / promotional initiatives that leverage the site’s location to encourage residents, employees, and visitors to travel by non-automobile dependent modes to a greater extent than would typically be expected.
One of the most effective TDM strategies is to limit resident parking supply availability within a development plan. A limited availability of parking, combined with the availability of other viable travel options, tends to limit car ownership to only a small group of unit purchasers with the majority of units purchased by a demographic that is less reliant on car ownership. The reduced parking supply proposed as part of the development plan is supportive of this TDM initiative and the TDM plan as a whole.
Transportation Planning Principles Providing additional parking encourages automobile ownership, which encourages single occupant automobile commuting. Taking a holistic perspective of the overall transportation network, the simplest way to effect change in travel behaviour is to reduce the amount of available vehicle parking. While the consideration and implementation of various TDM initiatives is advised, these are always more effective implemented in tandem with a limited vehicle parking supply. Providing a limited amount of parking is a direct incentive for residents to use sustainable transportation.
Site-Related Factors The site is located in an area that is well served today by transit, cycling routes, and is also within walking distance of a range of retail, institutional, entertainment, and recreation amenities located along the Bloor Street West and Dufferin Street corridors. There are, notably, significant investments planned and being studied for the transit and bicycle network systems serving the area that will further enhance non-automobile travel options for the site and surrounding area in the near future.
The site is well situated in relation to public transit options; it is located in close proximity to Dufferin subway station, express bus service on Dufferin Street, Bloor GO/UPX Station, and in close proximity to the planned Bloor-Lansdowne GO station. These provide higher-order regional and City-wide connections through the GO / R.E.R / SmartTrack, UP Express, and subway services that currently operate from these major facilities.
This existing and significantly evolving and improving level of transit connectivity provides highly convenient transit travel options for residents of and visitors to the proposed development. It is supportive of non-automobile dependent travel and offers residents and visitors of the building an excellent and convenient travel alternative that avoids the use of a private automobile on a daily basis. This reduces the need for vehicle ownership as has been experienced in many recent residential developments across Toronto.
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The site is located in close proximity to existing and planned cycling routes, including the West Toronto Railpath and the potential for a major east-west cycling corridor along Bloor Street West, which is under study by the City and which would provide strong cycling linkages across the western portions of Toronto.
Similar to the level of transit accessibility, the future bicycle connections will offer a viable and attractive travel alternative for residents and visitors to the proposed redevelopment. This will, in turn, assist in reducing the extent of on-site private vehicle parking required to support the essential parking needs of the proposed development.
The site is also located in an area that is oriented to pedestrian activity due to its nature; it is connected to a shopping mall and is located in close walking distance to a subway station. In general, it is located in close proximity to a range of retail, institutional, commercial, recreational, and entertainment facilities that can be readily reached without use of a car. The proximity to such a broad array of key destinations, services, and amenities, augmented by the mix of uses and community hub planned as part of the development proposal, creates an urban environment that is strongly conducive towards supporting non-automobile transportation choices.
These factors, combined with the mix of uses planned as part of development proposal, public realm connections, and the TDM Plan is highly supportive of the adoption of parking standards for the development that are lower than the prevailing Zoning By-law requirements.
Parking Trends The City of Toronto actively promotes lower levels of auto ownership through a number of initiatives, both from a policy directive perspective and the provision of additional infrastructure to support alternative modes of transportation. This includes strategies, guidelines, and charters to direct future developments towards more walkable developments by encouraging mixed uses, orienting and locating building entrances towards the pedestrian realm and utilizing the existing transit services and road networks. Infrastructure and facility related additions (i.e. bike-share) are also implemented to further encourage residents and visitors to rely less on auto ownership.
The key to the success of a reduction in auto ownership is implementing a limited parking supply that shifts modal use to alternative modes of transportation. Recently, the City has approved a number of developments with significantly less parking supply than that required by the Zoning By-law, particularly within transit accessible areas, including the Downtown and Waterfront area.
Parking demand surveys over time have also shown a decrease in the level of auto ownership, gauged through parking demand counts and rental records at rental apartments. Together, these are indicative of a shift towards other mobility options and modes.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 149 Historical Parking Trends (Rental Building) It is notable that the downtown Toronto area, in general, houses residential buildings of all types with a range of parking supply ratios that vary based upon a number of factors including the age of a building and the approval and parking demand regimes that were in place at the time a building was constructed and the marketing needs of a particular product.
There is a broad spectrum of parking supplies and demands associated with residential buildings across the downtown and these have been changing (reducing) over recent years in response to the changing demographics, economic factors, City policy and planning, mobility choices and parking needs of residents at newer buildings.
Parking supply and demands are typically governed by a number of factors and influences, not limited to the location of the building, building characteristics, market positioning (i.e. rental or owned units, size of units), geography, potential heritage considerations and other site specific factors, area demographics, alternative area mobility options (i.e. transit, car-share, bike share), and proximity to services, employment centres, amenities and retail facilities. These factors contribute towards the choices that residents and visitors make with respect to vehicular and non-vehicular travel mode use and, particularly in the case of residents, their choice of a building in which to own or rent a unit.
Residential parking standards outlined in Zoning By-laws 569-2013 and 438-86 can generally be considered as conservatively high relative to the parking demands generated by residential buildings within the downtown area based upon current trends.
BA Group has conducted a number of parking demand studies for rental apartment buildings within transit accessible areas of the City over a substantial period of time. BA Group has been able to obtain parking demand information for a series of observations at three rental buildings over the last 20 years (1996 to 2015).
The overall history of demands recorded in each case provides a significant level of insight into the way parking demands have evolved at each building over time and may continue to evolve in the future. It is noted that the availability of parking supply at any of these buildings has not been constrained at any time. Survey information recorded at these buildings is illustrated in Figure 36. The three buildings are as follows:
• 45 Dunfield Avenue: rental apartment building in Yonge / Eglinton area 7 information points between 1996 and 2015
• 55 / 57 Charles Street West: rental / condominium buildings in the Bay / Bloor area 6 information points between 2005 and 2015
• 77 Davisville Avenue: rental apartment building in the Yonge / Davisville area 8 information points between 2011 and 2013
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FIGURE 36: RENTAL BUILDING PARKING TRENDS (1996-2015)
It is notable that all three buildings have experienced, while not always linear, a significant decrease in parking demands during the timeframe outlined above. Overall parking demands have reduced by 20 to 30 percent at each building. This provides strong evidence of the downward evolution of parking needs at residential buildings in transit accessible locations.
It is notable that the three buildings listed above are rental buildings. The overall trends relate to the increase in modal split towards non-automobile modes as vehicle ownership decreases within the downtown.
Residential Parking Demand BA Group has conducted a number of parking demand studies for residential buildings located within downtown and transit accessible areas of the City of Toronto over a substantial period of time. The results of these studies suggest parking demand ratios that range from as low as 0.06 spaces per unit to others that run through and above the 0.24 spaces per unit range. These examples are outlined in Table 56; each are relevant given the level of transit accessibility afforded to the site. One example (55 / 57 Charles Street West) are the sites identified in Figure 36; the latest parking utilization counts are shown in Table 56.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 151 Recent Approval Trends It is notable that central areas of Toronto house residential buildings of all types with a range of parking supply ratios that vary depending upon a number of factors including building age, the approval and parking demand regimes that were in place at time of a building’s construction, building tenure and the marketplace in which they were built.
There is, as such, a broad spectrum of parking supplies and demands associated with residential buildings across the Toronto area and these have been changing (reducing) over recent years in response to the changing demographics, economic factors, City policy and planning, and mobility choices of residents within newer buildings in particular.
Parking supply and subsequent demands have, more recently, become governed by a number of factors and influences not limited to:
• the location of a building; • building characteristics and market positioning; • geography; • area demographics; • alternative area mobility options (i.e. transit, car-share, bike share); and • proximity to services, employment centres, amenities and retail facilities.
These factors contribute towards the choices that residents make with respect to vehicular and non-vehicular use and, in the case of renters in particular, their choice of building to rent within.
Given the preceding, parking provisions at a substantial proportion of new residential (notably condominiums) buildings in transit accessible areas of the City have been approved at levels that are less than the applicable Zoning By-laws (often by some margin). Such approvals have been secured through City Council, the former Ontario Municipal Board, the Local Planning Appeal Tribunal (LPAT) and the Committee of Adjustment (CoA).
These range, from as low as 0.09 spaces per unit to others in the 0.30 to 0.35 spaces per unit range. A selection of examples of such residential buildings in which reduced overall resident parking supplies have been approved in the downtown area by the City or other processes is provided in Table 57. The provided approvals are separated by several general areas (i.e. Yorkville and the north part of downtown Toronto, Yonge-Eglinton, and other areas).
It is notable that City of Toronto staff recommended resident parking be provided at a rate of 0.29 spaces per dwelling unit in a Memorandum to the City’s Community Planning division (dated December 6, 2017) regarding the Official Plan Amendment and Zoning By-law Amendment application related to the Bloor-Dufferin development immediately to the north of the site.
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Resident Parking Assessment Summary In summary, the proposed resident parking supply ratio – 0.29 spaces per unit – is contextually appropriate based upon its location which provides ample opportunity for the use of non-auto transportation options, the number of destinations located in walking distance, the mixed-use nature of the development plan, a documented general decline in parking demand, and the adoption of a comprehensive TDM Plan that will foster the use of sustainable transportation options among residents.
In addition, empirical data supports the proposed rate. Recent reduced resident parking supply ratio approvals and a review of parking demands observed / recorded by BA Group at other residential buildings in the City’s downtown area have been documented in the 0.06 to 0.33 resident spaces per unit range. In each case, the proposed resident parking supply (0.29 resident spaces per unit) falls within the upper end of the range provided or is higher.
Based upon this context, the proposed resident parking supply is appropriate and will adequately meet the requirements of future residents of the proposed development.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 153 TABLE 56 RESIDENTIAL PARKING SPACE UTILIZATION
Observed Parking Effective Parking Address Site Description Date of Study Demand Demand Ratio
70 Tues., Sept. 26, 2017 49 spaces 0.06 spaces/unit 798 units / Temperance 80 parking spaces Street Thurs., Sept. 28, 2017 46 spaces 0.06 spaces/unit
Wed., May 18, 2016 13 spaces 0.09 spaces/unit 155 Dundas 148 units (occupied) / Thurs., May 19, 2016 11 spaces 0.07 spaces/unit Street East 64 parking spaces Wed. May 25, 2016 15 spaces 0.10 spaces/unit
Sat., Mar. 24, 2018 6 spaces 0.08 spaces/unit 57 Charles 76 units / Tues., Mar. 27, 2018 8 spaces 0.11 spaces/unit Street East 38 parking spaces Wed., Mar. 28, 2018 7 spaces 0.09 spaces/unit
Fri., Aug. 17, 2012 21 spaces 0.18 spaces/unit 155 Wellesley 115 units / Tues., Aug. 21, 2012 21 spaces 0.18 spaces/unit Street East 80 res parking spaces Wed., Aug. 22, 2012 21 spaces 0.18 spaces/unit
Tues., Jun. 7, 2011 37 spaces 0.20 spaces/unit 77 Dunfield 177 units / Wed., Jun. 8, 2011 35 spaces 0.19 spaces/unit Avenue 50 parking spaces Thurs., Jun. 9, 2011 34 spaces 0.19 spaces/unit
Thurs., Nov. 24, 2016 94 spaces 0.17 spaces/unit 75 McCaul 552 units / Sun., Nov. 27, 2016 109 spaces 0.20 spaces/unit Street 604 parking spaces2 Tues., Nov. 29, 2016 110 spaces 0.20 spaces/unit
290 Adelaide 393 units / Wed., Sept. 27, 2017 85 spaces 0.22 spaces/unit Street West 149 parking spaces Thurs., Sept. 28, 2017 88 spaces 0.22 spaces/unit
Thurs., Feb. 19, 2015 92 spaces 0.23 spaces/unit 399 units / 55 / 57 Charles 230 res parking spaces Tues., Feb. 24, 2015 81 spaces 0.20 spaces/unit Street West (1 car-share) Wed., Feb. 25, 2015 92 spaces 0.23 spaces/unit
Thurs., Jan. 16, 2014 80 spaces1 0.23 spaces/unit River City, 351 units / Phase 1 Fri., Jan. 17, 2014 81 spaces1 0.23 spaces/unit 103 spaces Garage Tues., Jan. 21, 2014 83 spaces1 0.24 spaces/unit Notes: 1. Observed parking demand is a composite of parking utilization observed parking demand in the parking garage and on-street parking permit data provided by the City of Toronto. 2. Resident and visitor parking not separated; demand accounts for both.
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TABLE 57 SUMMARY OF APPROVED PARKING SUPPLY STANDARDS
Effective Resident Permission Through: Address Parking Ratio
- Accepted by City staff, Memorandum from Dev Eng to 90 Croatia Street (‘Bloor-Dufferin’) 0.29 spaces per unit Planning, Dec. 6/18 Bloor Dufferin
40 Wellesley Street East 0.09 spaces per unit Site-Specific By-Law 524-2016 (OMB)
Site-Specific By-laws 852-2017 & 853-2017 411 Church Street 0.14 spaces per unit OMB File # PL160145
27-37 Yorkville Avenue & 26-32, 50 Cumberland Street 0.17 spaces per unit CoA Decision – A1235/18TEY
Accepted by City staff, Memorandum from Dev Eng to 2 Bloor Street West 0.17 spaces per unit
Planning, Dec. 4/18
OMB Decision - PL111050 (2012) 9-21 Grenville Street 0.18 spaces per unit Site Specific By-Law 621-2012 (OMB)
480-494 Yonge St. and 3 Grosvenor St. 0.18 spaces per unit Site-Specific By-law 1263-2017
Site Specific By-Law 1724-2013 454-464 Yonge Street 0.19 spaces per unit CoA Decision – A0179/17TEY
0.20 spaces per unit 1000 Bay Street Site Specific By-law 838-2015(OMB) (with car-share)
454-464 Yonge Street 0.21 spaces per unit Site Specific By-Law 1724-2013
475 Yonge St. 0.21 spaces per unit Site Specific By-laws 1472-2017 and 1473-2017
587-599 Yonge St, 2-4 Dundonald St, & 7-9 Gloucester St. 0.21 spaces per unit Site Specific By-law 778-2016(OMB)
70-72 Carlton Street 0.22 spaces per unit CoA Decision – A0712/16TEY (2016)
297 College Street 0.24 spaces per unit Site Specific By-Law 1631-2012
0.24 spaces per unit 50-60, 62, 64 Charles Street & 47 and 61 Hayden Street Site Specific By-Laws 1039-2014 & 1040-2014 (with car-share) Yorkville and Downtown (College Street and north) and Street (College Downtown and Yorkville
501-521 Yonge Street, 6-8 Alexander Street, & 23 Mainland St. 0.24 spaces per unit Site Specific By-law 139-2014
81 Wellesley Street East 0.25 spaces per unit CofA Decision – A0075/17TEY
836-850 Yonge Street & 1-9A Yorkville Avenue 0.28 spaces per unit Site Specific By-Law 646-2015
0.28 spaces per unit Site Specific By-Law 7-2013 (OMB) 42 Charles Street East (with car-share) OMB Decision PL120212 (2013)
0.13 spaces per unit Site-Specific By-laws 1344-2018 & 1345-2018 85-91 Broadway Avenue and 198 Redpath Avenue (with car-share) OMB Case #PL170407
0.17 spaces per unit 18-30 Erskine Avenue Site-Specific By-law 265-2017 (with car-share)
0.20 spaces per unit 97-99 Broadway Ave & 197 Redpath Ave CoA Decision – A0663/16TEY (2016) (with car-share)
0.20 spaces per unit 161 & 173-175 Eglinton Ave E CoA Decision – A0881/15TEY (2015) (with car-share) Eglinton - 0.21 spaces per unit 150 Eglinton Ave E Site-specific By-law 1215-2018 & 1218-2018 (with car-share)
Yonge 55 Eglinton Ave E 0.23 spaces per unit OMB Decision PL160872 (2017)
151-177 Roehampton Avenue & 140-144 Redpath Avenue 0.23 spaces per unit CoA Decision – A0446/16TEY (2016)
89-101 Roehampton Ave 0.25 spaces per unit OMB Decision PL160796 (2017)
2263-2287 Yonge St, 10 Eglinton Ave E & 25-25R Roehampton Ave 0.28 spaces per unit CoA Decision – A0297/17TEY (2017)
183-195 Roehampton Ave & 139-145 Redpath Ave 0.30 spaces per unit CoA Decision – A0436/16TEY (2016)
592 Sherbourne Street & Selby Street 0.30 spaces per unit Site-Specific By-law 276-2015
41 River Street 0.31 spaces per unit CoA Decision – A1061/16TEY
Other Site Specific By-Laws 276-2019 (LPAT) & 46-54 Power Street and 113-135 Parliament Street 0.33 spaces per unit 277-2019 (LPAT)
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 155 9.1.3.2 Non-Resident Parking Assessment Given that Dufferin Mall is an existing shopping mall with a substantial amount of parking that is not being removed as part of this development application, the proposed parking supply for the residential visitor and retail component of the project should be contextually analyzed in that manner. As noted, all parking that will be removed will be replaced in the proposed underground parking garage to meet the requirement of Zoning By-law 569-2013 Exception CR 1335 (see Section 9.1.2).
Dufferin Mall Parking Utilization Usage of the parking facilities at Dufferin Mall has been measured several times by BA Group going back to 2006. The studies, in all cases, capture parking demand in both the parking structure and the surface parking lots that are located within the boundaries of the current development site. A summary of the results of these studies is outlined in Table 58.
TABLE 58 DUFFERIN MALL PARKING UTILIZATION COUNTS
Peak Parking Peak % Time Period Date Total Parking Supply (at time of survey) Demand Time Utilization
Friday, October 6, 2006 957 2:00pm 65%
Saturday, October 7, 2006 1,110 3:00pm 75% October 2006 1,474 Saturday, October 14, 2006 1,284 4:00pm 87%
Sunday, October 15, 2006 1,185 3:00pm 80%
December 2006 Saturday, December 9, 2006 1,4401 1,450 3:00pm 101%
Saturday, December 13, 2014 1,422 3:00pm 95% December 2014 1,496 Sunday, December 14, 2014 1,406 3:00pm 94%
Friday, December 21, 2018 1,027 6:00pm 71% December 2018 1,444 Saturday, December 22, 2018 1,420 3:00pm 98% Notes: 1. 34 Parking spaces were not available due to Christmas trees and decoration sales.
The results of studies indicate noticeable patterns that have remained since 2006:
• On the weekend, during peak season (December when Christmas shopping occurs), parking demand approaches capacity during each study. • On the weekend, outside of peak season, parking demand was within the 75% to 87% range. • Irrespective of season, parking demand was within the 65% to 71% range on weekdays.
Given the aforementioned results, it is justifiable and appropriate to replace the Dufferin Mall parking that is being removed as part of the project.
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“Net New” Retail Parking It is proposed to provide parking for the “net new” retail component of the project at a lower rate than what is required by Zoning By-law 569-2013. The site is located in the “all other areas of the City” policy area which requires 3 parking spaces per 100 m2 GFA for retail uses. It is proposed to adopt “Policy Area 3” rate for this use: 1 parking space per 100 m2 GFA.
Notably, as per the City of Toronto online Zoning By-law interactive map, Policy Area 3 is located along Bloor Street West, which is 175-200 metres from the site. Generally, Policy Area 3 follows routes that are serviced by the City’s subway system. Given the site’s close proximity to Bloor Street West (and specifically, Dufferin Station), it is our opinion that it is appropriate to adopt the Policy Area 3 rate for the “net new” retail component of the project.
The existing Dufferin Mall and proposed Dufferin Mall parking supply is summarized in Table 59. The proposed parking supply represents a reduction of 8% on a GFA basis and 5% on a GLA basis with respect to parking supply rate. Given the context of the site and the available and convenient alternative travel modes that can be used to the travel to the mall, this relatively modest reduction in retail vehicle parking may be an appropriate measure that will encourage retail patrons to forgo using a vehicle to travel to the site.
TABLE 59 DUFFERIN MALL RETAIL PARKING SUPPLY SUMMARY
Gross Gross Retail Parking Retail Parking Retail Floor Leasable Supply Rate Supply Rate Parking Area Area (spaces per 100m2 (spaces per 100m2 Supply (GFA) (GLA) GFA) GLA) 1,444 2.29 spaces per 2.66 spaces per Existing Dufferin Mall 63,080m2 54,238m2 spaces 100m2 GFA 100m2 GLA Future Dufferin Mall with 1,542 2.11 spaces per 2.52 spaces per 72,969m2 61,370m2 Proposed Redevelopment spaces1 100m2 GFA 100m2 GLA
% Retail Parking Supply Rate Reduction 8% 5% Notes: 1. It is proposed that this parking supply be utilized to accommodate the visitor parking demands of the proposed 1,135 residential units on a non-exclusive basis. The prevailing zoning by-law visitor parking requirement for the residential component of the development is 68 spaces. By-law 569-2013 specifies a daytime occupancy rate of 35% of the total residential visitor parking supply. Applying this occupancy rate yields a residential visitor occupancy of 23 spaces. Removing these 23 spaces from the total mall non-residential supply results in an effective retail parking supply of 1,519 spaces – 2.08 spaces per 100m2 GFA or 2.47 spaces per 100m2 GLA for the overall mall.
Area Commercial Parking It is notable that there is a substantial supply of commercial parking located within 600 metres of the site. There are five (5) “Green P” parking lots that collectively provide approximately 200 parking spaces, as is outlined in Table 60 and illustrated in Figure 37.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 157 TABLE 60 AREA COMMERCIAL PARKING
Address Facility Type Number of Parking Spaces 695 Lansdowne Avenue Municipal Carpark 81 Surface Lot 40 9 Emerson Avenue Municipal Carpark 82 Surface Lot 56
7 Bartlett Avenue Municipal Carpark 130 Surface Lot 37 9 Salem Avenue Municipal Carpark 84 Surface Lot 35
9 Bonar Place Municipal Carpark 241 Surface Lot 34
TOTAL: 202
Residential Visitors It is proposed to not provide dedicated residential visitor parking because of the substantial amount of parking, in general, that will be available at Dufferin Mall (including within the underground parking garage located on the development site).
As is noted in Table 58, parking demand at Dufferin Mall generally peaks during the middle of the afternoon while peak parking demand associated with residential visitor parking usually occurs during evening periods. Given that the Zoning By-law parking requirement for residential visitors is 68 parking spaces (see Table 54) and that 1,448 parking spaces will be provided for Dufferin Mall, it is likely that 68 parking spaces will frequently be available for visitors if needed.
Non-Resident Parking Assessment Summary Based upon this context, the proposed non-resident parking supply may represent an appropriate reduction compared to prevailing (and non-context sensitive) zoning by-law requirements that can be used as a measure to reduce vehicle trips made to and from the site by encouraging the use of alternative modes of transportation.
Through providing a reduced retail, resident and visitor parking
supply, which be utilized by different user groups on a shared-use basis, the intention of the concept plan is to: a) minimize the amount of physical space consumed by parking spaces, replacing this space with uses more conducive to an active pedestrian realm; and b) encourage the use of auto alternative methods of transportation by not over-supplying parking, which puts other modes of transportation at a disadvantage. Based on the rationale provided herein, this parking reduction can likely be achieved while still providing an adequate parking supply to serve residents, visitors and retail patrons to the site, without negative impacts on the surrounding area neighbourhood.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 158 JULY 2019 7017-40 Figure 37 Area Commercial Parking
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 9.1.4 Site Parking Configuration Parking for the new development will be provided within a new 3-level underground parking garage containing a total of 736 parking spaces. This parking supply will comprise 329 resident parking spaces and 407 non- resident spaces that will be publically accessible to serve retails patrons of the mall and visitors to the residential component of the development.
This parking garage will be accessed via two parking ramps. One ramp will be located on Croatia Street opposite the planned Pauline Street extension and is intended to be a primarily residential parking access. The second ramp will be located on the west side of the main mall north-south driveway and serve both residential and retail parkers. The proposed site access points Figure 3.
Underground parking garage plans illustrating the configuration of the proposed site plan are shown in Figure 38 to Figure 40. It is noted that approximately 37 parking spaces will be located within an underground link proposed to connect the new garage with the existing Dufferin Mall parking garage on the south portion of the mall property. These parking spaces are not currently included the parking supply discussed herein, as they will technically be constructed as part of a separate building permit application. However, it was assumed that this link would be available for use by residents of the new development to access Dufferin Street directly in the site traffic assignments discussed in Section 7.2.4.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA 160 JULY 2019 7017-40 Figure 38 Proposed Underground Parking Garage - P1 Level
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 39 Proposed Underground Parking Garage - P2 Level
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 Figure 40 Proposed Underground Parking Garage - P3 Level
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40 9.2 BICYCLE PARKING CONSIDERATIONS 9.2.1 Zoning / Toronto Green Standard Requirement The Toronto Green Standards (TGS) Version 3.0 (V3) for Zone 1 (Tier 1) bicycle parking standards (which are based upon Zoning By-law 569-2013) have been applied to the site’s proposed residential and non-residential uses, and are summarized in Table 61.
TABLE 61 TORONTO GREEN STANDARDS BICYCLE PARKING REQUIREMENTS
Units / Requirement Use 1 Rate Floor Area Long-Term Short-Term Long-term: 0.9 spaces / unit Residential 1,135 units 1,022 spaces 114 spaces Short-term: 0.1 spaces / unit Long-term: 0.2 spaces / 100 m2 of IFA Retail2 11,639 m2 Short-term: 24 spaces 38 spaces 3 + 0.3 spaces / 100 m2 of IFA3 1,046 spaces 152 spaces TOTAL 1,198 spaces Notes: 1. Development statistics based on architectural site plans provided by Quadrangle Architects Limited, dated July 2019. 2. The site is located in Bicycle Zone 1, as defined in City of Toronto Zoning By-law 569-2013. 3. As per By-law 569-2013 bicycle parking space calculations resulting in fractions are to be rounded up to the nearest whole number. 4. Listed retail GFA does not deduct the existing Dufferin Mall GFA that is being removed.
Application of the TGS bicycle parking standards to the proposed development requires a minimum of 1,198 bicycle parking spaces on the site (1,046 long-term spaces and 152 short-term spaces).
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9.2.2 Proposed Bicycle Parking Supply In total, 1,198 bicycle parking spaces are proposed for the redevelopment site, of which 1,046 spaces are for long-term use and 152 are for short-term use. These spaces are located on the P1 levels of the new parking garage, at grade, and on the mezzanine level of the Eastern Block. All long-term space will be provided within secure, weather-protected and access-controlled rooms.
Considering the existing short-term bicycle parking contained within the Dufferin Mall site, the proposed supply would bring the total short-term bicycle parking for the mall up to 221 spaces (from 93 spaces).
The proposed new bicycle parking facilities are highlighted in Figure 7.
9.2.3 Change & Shower Facilities and Bicycle Repair Stations To facilitate increased cycling activity to the new retail land uses, 1 change and shower facility will be provided for each gender, meeting the Section 230.5.1.10(7) requirement of Zoning By-law 569-2013. These facilities are highlighted in Figure 7. Bicycle repair stations will also be provided in locations within or nearby to the proposed bicycle parking areas.
The intention of providing conveniently located, high-quality bicycle facilities for the
site including short-term and secure, weather-protected long-term spaces, as well as
shower and change room facilities and bicycle repair stations is to encourage the use of cycling as a viable and actually desirable active mode of transportation to travel to and from the site – potentially displacing trips that would have otherwise been made by automobile.
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 165 9.3 LOADING CONSIDERATIONS 9.3.1 Zoning Requirement Application of the City of Toronto Zoning By-law 569-2013 loading space requirements to the proposed development are summarized in Table 62. Application of these standards requires 5 loading spaces, including 1 Type A, 3 Type B, and 1 Type G space.
TABLE 62 CITY OF TORONTO ZONING BY-LAW 569-2013 LOADING REQUIREMENTS
Type A Type B Type C Type G Use Units / Floor Area1 Total Spaces Spaces Spaces Spaces
Residential 1,135 units - - 1 space 1 space 2 spaces
Retail 11,639 m2 1 space 3 spaces - - 4 spaces
SUBTOTAL 1 space 3 spaces 1 spaces 1 space 6 spaces
TOTAL (with sharing)2 0 spaces 3 spaces 0 spaces 1 space 4 spaces Notes: 1. Development statistics based on architectural site plans provided by Quadrangle Architects Limited, dated July 2019. 2. Shared Loading Space Calculations based upon Section 220.5.10.1(11) of City of Toronto Zoning By-law 569-2013. As per the by-law, the requirement for a Type C space is met by the provision of a Type B space in a mixed-use building. Furthermore, the requirement for a Type A space is met by the provision of a Type G space in a mixed- use building, provided that the Type G space can appropriately accommodate the larger vehicle type a Type A space is meant to accommodate.
It is noted that the refuse storage and collection facilities for the new buildings have been designed according to the City of Toronto Requirements for Garbage, Recycling and Organics Collection Services for New Development and Redevelopments (May 2012).
9.3.2 Proposed Loading Facilities Each of the Eastern Block and the Western Block will contain loading facilities internal to the buildings that will accommodate service vehicles serving the development. The Eastern Block contains 1 Type ‘B’ and 1 Type ‘G’ space, which will serve both the retail and residential components of the block. These spaces are accessed from the Eastern Block traffic loop. The Type ‘G’ loading space has been designed so that the outbound manoeuvre exits onto Croatia Street in a forward motion via a controlled-access driveway.
Waste collection and storage facilities for both the Eastern Block and Western Block have been consolidated so that residential refuse collection will occur from the Type ‘G’ space located within the Eastern Block. Residential refuse collection bins from the Western Block will be transferred to Eastern Block waste storage room and staging area via the P1 level of the new underground parking garage and service elevators included specifically for this purpose.
The Western Block contains a consolidated loading facility that will accommodate both moving / delivery activity for the residential component of the building and general loading activity for the retail portion of the block, which will be integrated as part of the existing Dufferin Mall. The Western Block loading area will contain 2 Type ‘A’ spaces and 3 Type ‘B’ spaces.
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This facility will be accessed via the existing service driveway on Dufferin Street at the south end of the mall. Egress for loading vehicles will be from the existing service driveway on Croatia Street, which is a change from the two-way traffic operation of the driveway today. The loading spaces included in this loading area are intended to replace the existing Toys ‘R’ Us and Winners loading facilities that will be removed with the development, as well as add new loading spaces to serve to proposed Dufferin Mall retail expansion.
The proposed loading facilities are illustrated in Figure 41; vehicle manoeuvring diagrams are provided in Appendix G illustrating functional vehicle maneuvers with appropriate vehicles.
Through consolidation of the residential waste collection facilities into a location internal to the Eastern Block and away from the established residential neighbourhood to the east, the local noise and visual impacts of necessary building operations is reduced. Furthermore, the consolidation of a number of commercial loading spaces into a contained, internal loading area, as well as the change from two-way to one-way (outbound) operation of the existing service vehicle driveway on Croatia Street has a similar effect and is an improvement to the existing loading condition at the northwest corner of the mall.
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P2 Level
Figure 41 Proposed Loading Facilities
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS JULY 2019 7017-40
DUFFERIN GROVE VILLAGE - URBAN TRANSPORTATION CONSIDERATIONS - OPA & ZBA JULY 2019 7017-40 169 9.4 PICK-UP / DROP-OFF CONSIDERATIONS The Eastern Block will have a central traffic loop that will accommodate pick-up / drop-off traffic for both the residential and retail components of the block. Additionally, pick-up / drop-off traffic for the existing church to the north of the site will be accommodated in this loop as well. This facility is accessed from the east side of the main mall north-south driveway.
The Western Block will have a traffic loop accommodating pick-up / drop-off traffic that will be accessed directly from Croatia Street at the northwest corner of the site. Furthermore, 6 taxi staging spaces are located along the west side of the north-south driveway, north of the main mall east-west driveway, to replace the existing taxi staging spaces that will be removed as part of the redevelopment.
Both traffic loops within the Eastern Block and Western Block have been designed to accommodate the movements of a TTC Wheel Trans bus. The pick-up / drop-off facilities proposed as part of the redevelopments are illustrated in Figure 3.
New vehicle pick-up / drop-off and taxi staging areas are proposed for both the Eastern Block and Western Block as a measure to keep Croatia Street and the main north-south mall driveway clear of blockages caused by vehicles pulled over to load or unload passengers. The intention of this design feature is to mitigate vehicular
impacts on the surrounding neighbourhood and existing Dufferin Mall.
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