CIV1535 – Transportation and Development Eglinton Hub Assessment

Term Project

Patrick Loa (999913018), Puyuan Deng (998704898), Williams Diogu (1003495835)

4-13-2016

1.0 Rationale for Selecting this Hub

Of all the subway station on the TTC’s Yonge-University line (Line 1), Eglinton is the only non-terminal station with exceptionally high daily passenger volumes, about 3% greater than that of Sheppard-Yonge station [1]. Yonge- is anticipated to be a major transfer point between the Line 1 and the Eglinton Crosstown LRT (Line 5) upon the completion of the latter. In anticipation of the new LRT, Yonge-Eglinton Centre and the surrounding area are undergoing significant redevelopment. As the downtown core continues to be built out, the next strategic location for growth is in urban areas like Yonge-Eglinton. Multiple studies were done in this area to help guide a midtown character than can support the employment and residential growth.

Currently, the City is reviewing the issues surrounding growth and infrastructure in this area through the Midtown in Focus study. The study will update Yonge-Eglinton Secondary Plan with an infrastructure strategy to respond to the growing concertation of activities, intensifications, and investments. Given the increase in population density that is anticipated to result from this redevelopment, it is imperative that the mobility hub and surrounding area be designed to accommodate the increased population in an efficient manner.

2.0 Transportation Facilities Serving Yonge-Eglinton Hub

As an anchor hub, Yonge-Eglinton is a mixed-use node, encompassing several neighbourhoods in the Greater & Hamilton Area (GTHA) and includes the TTC Eglinton subway station on the Yonge-University-Spadina Line in Toronto [2].

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Map 1: Study area with Major Transit [3]

A reliable, comfortable, affordable, accessible, and inclusive transportation system plays a significant role in the development of a sustainable mobility hub. It is the vision of , to provide multi-modal transportation services and activities around the subway stations within this study area to maximize connectivity and accessibility for transit riders [4]. Facilities around Yonge-Eglinton include, but are not limited to, bus stops and layover zones, transit shelters with real-time arrival information, bike racks, car share facilities, taxi waiting/call areas, Wi-Fi services, and repair facilities. With a total population of 27,600 [5], providing various kinds of options to serve the different needs at Yonge-Eglinton anchor hub will greatly increase the number of destinations reachable by transit. The existing as well as planned transportation facilities will be described and analysed in the following sections.

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2.1 Existing Transportation Facilities

Street Framework

Key arterials within the Yonge-Eglinton anchor hub include , ,

Eglinton Avenue, Mount Pleasant Road and [3][1]. In addition, there are 118 intersections, which translates to 0.59 intersections per hectare within the boundaries of the hub as identified by Metrolinx [5].

Transit

The hub is also well served by public transportation.

Bus and subway services at the hub are provided by the

Toronto Transit Commission (TTC). Residents inside the hub boundary are within a 10-minute walk to

Eglinton Station, which serves connections to the north and south as well as east and west of the city and nearby communities. The various transit services include the Figure 1: Eglinton-Yonge Anchor Hub [5] following bus routes: 5 Avenue Rd., 32 Eglinton East, 51 Leslie, 54 Lawrence East, 56 Leaside,

61 Avenue Rd North, 97 Yonge, 103 MT Pleasant North, and 320 Yonge, and a subway line. The main transportation facility serving Yonge-Eglinton Mobility Hub is the Yonge-University-

Spadina Subway Line (running southbound and northbound) with headways of 2 to 3 minutes during the rush hours and every 4 to 5 minutes outside the peak hours. The Eglinton subway station is one of the busiest stations operated by the TTC with an average daily passenger count of 78,800 despite not being a terminus [1].

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Map 2: Transit with Bus Shelters and Bus Route [6]

Cycling Infrastructure

There is very limited supply of cycling infrastructure (e.g. bicycle lanes, cycling storage facilities, and racks) within the Yonge-Eglington mobility hub, despite a high volume of cycling traffic especially during the AM and PM peak periods. Throughout the study area, there are only 3.2 km of bikeways located west (on Lascelles Blvd.) and north (on Broadway

Ave.) of the Eglinton subway station [5]. The cycling traffic within the study area varies between the AM and PM peaks, the busiest intersection facilitates an average of more than

120 cyclists in the evening peak between 4:30 and 7:30PM as shown in Map 3a [6].

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Map 3a: AM peak Cycling volumes in red [6] Map 3b: PM peak Cycling volumes in red [6]

Pedestrian Facilities

Within the study area, the highest level of pedestrian traffic occurs close to the Yonge Street and intersection during the AM and PM rush hours. The temporal patterns for pedestrian traffic is similar to the cycling traffic, the evening peak period is busier than the morning peak period. The sidewalk widths vary from street to street; the widest sidewalk is around 4.0 meters, and it is along Eglinton Avenue (Appendix – Map I).

Map 4a: AM Peak Pedestrian Volumes in red [6] Map 4b: PM Peak Pedestrian Volumes in red [6]

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Parking

Numerous public parking lots, underground garages as well as on-street parking strips are identified in Map 5. Interestingly, the map shows that there are no parking provisions on

Eglinton Avenue as well as Yonge Street, but on-street and intermittent parking spaces are spread across the northern and southeastern sides of the Yonge and Eglinton intersection.

There are four public parking lots, ranging between 25-460 spots, owned by the Toronto

Parking Authority located close to the boundaries of the study area. There is also an 800-spot parking lot associated with retail and office developments for the Yonge-Eglinton Center [6].

In total, there are 8.8 hectares of surface parking, accounting for about 5% of the mobility hub area [5][2].

Map 5: Surface Parking [6]

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Vehicles

Vehicular movement has had a significant impact on the study area and will continue to play a crucial role in the hub’s future. According to the Yonge-Eglinton Mobility Hub Profile, out of the total 15,610 daily commuters 48% are travelling out by car, and 45% of 23,770 commuters are driving into the area by car [5].

Figure 2: Metrolinx estimated Morning Commutes Mode Split [5]

As redevelopment occurs, alternative mode choices should be provided to support auto- independence, connect existing and planned transit facilities, and improve the public realm within the study area. This process is already underway with the implementation of the Eglinton

Crosstown LRT and its associated improvements. It will be imperative to continue this trend throughout the remainder of the community.

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2.2 Planned Transportation Facilities

A comprehensive approach towards the design of transportation facilities can correct past shortcomings and ensure new investment is conducive to transit-oriented development. To achieve the vision of creating a highly connected central place in Yonge-Eglinton, Metrolinx mapped out future provision of transportation facilities and services. Below are some of the planed facilities. Figure 3: Yonge-Eglinton Anchor Hub Transit LRT [5]

At the moment, a new light rapid transit line (known as the Eglinton Crosstown LRT) is being constructed across Eglinton Avenue (19 kilometers in length), and Eglinton station will serve as one of its intermodal stops [6]. The plan is to retrofit the currently abandoned TTC bus terminal at Eglinton, and utilize it as a main entrance to the station. This station will be serving the underground portion of the Crosstown LRT and providing interchange access to the Subway line (Figure 4). This new development is projected to attract a ridership of up to

15,000 customers per hour in the summer of 2020, the projected opening date.

Figure 4: Systematic Layout of the new Platform [7]

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Cycling Infrastructure

To achieve a healthy transportation system and to provide the commuters with the chance to make environmentally sustainable and physically beneficial choices, an inclusion of cycling amenities is critical. There is a planned Eglinton Avenue bike route (Map 6) which is designed to increase the capacity of the cycling network. However, there are currently no plans in the pipeline to provide cycling facilities on Yonge Street despite the high cyclist usage. More importantly, the proliferation of bike racks on Yonge Street clearly shows that the City understands the high demand. Yet, there are no proposals for a bike facility on Yonge Street, possibly due to the fear of pushback from the auto users in the community.

Map 6: Existing and Future Bicycle Network [6]

Pedestrian Facilities

Street infrastructure not only influences our mode choice, but it also affects the safety and quality of life in the community. There are plans to revitalize neighbourhoods around the Yonge-

Eglinton Mobility Hub area by improving the neighbourhood character, rejuvenating a vibrant

Page 9 of 27 pedestrian-oriented streetscape, as well as widening the sidewalks to accommodate public and private activities.

3.0 Built Form

The characterization of the built form around the Eglinton Station Hub is often described with the term “midtown”. The midtown character refers to a balanced built form between downtown density and uptown open environment. This characterization is introduced by the

City Planning Department and Midtown Planning Group as a vision for this area through their

Midtown in Focus initiative. Currently, this still remains as the vision that the City is working towards. Through previous studies like the Midtown in Focus: Parks, Open Space and

Streetscape Plan, Eglinton Connects, and the on-going Midtown in Focus study, the City is making proactive planning decisions to transform the surrounding built form of Eglinton

Station Hub into one with midtown character.

3.1 Factors Influencing the Built Form

The built form of the area surrounding the Eglinton Station Hub is shaped by various government policies, such as Ontario’s Places to Grow Act, Toronto’s Official Plan, and the

Yonge-Eglinton Secondary Plan. Furthermore, the household residing within the area, under the influence of socio-economic forces of the region, is also shaping the built form. In 2015, as part of Metrolinx’s effort to identify the major transportation hubs in the GTHA, a profile study was done on the area within 800 meters of the subway station. The profile study on this anchor hub showed interesting housing patterns. Single houses, duplexes, and row houses only accounted for 13% of the total houses. Whereas, mid-rises and high-rises (more than 5 stories) accounted for 71% while low-rises (less than 5 stories) accounted for the remaining 16% of the total housing types. As a result of the large condominium type housing market, more

Page 10 of 27 residents rented (71%) in this area compared to the GTHA average (31%). Furthermore, less residents owned personal vehicles (31%) in this area compared to the average in GTHA (13%) [5].

[5]. The unique profile could be well served by a transit-oriented, pedestrian friendly, mixed-use, and livable built form, but more importantly, demands one as well.

3.2 Current Built Form

The following discussion is mostly pertaining to the area bounded by the Yonge-Eglinton

Secondary Plan, which is approximately 1.5 km in radius. As shown in Map 7 and 8, there is a character profile which describes the types of buildings and land uses that currently exist. Within the red dotted boundaries of the Yonge-Eglinton Center, there is a mix of residential towers, residential apartments, commercial offices, and institutions.

Map 7: Existing Character Profile [23] Map 8: Existing Land Use [23]

As an employment center, residential hotspot, and transit hub, Yonge-Eglinton is the largest

Secondary Plan in the City by population. According to the 2011 census, 57,941 residents are living in this area, and young adults (25 to 34 years old) represent 30% of the population [3]. The

Page 11 of 27 current built form is a result of different layers of development in the past century. When North

York was added to the City of Toronto in 1912, the street layout for Yonge-Eglinton was established. Then, commercial establishments opened on Yonge Street under the presence of the streetcar line and later the subway line. Following the opening of the Yonge subway line in 1954, dense commercial offices were developed in the form of mid-rise buildings. When

Toronto moved away from manufacturing sectors, industrial lands in this area were transformed into lands for office and service sectors. New office buildings were developed around the Yonge and Eglinton intersection, forming the Yonge-Eglinton Center. In 2014, the

Yonge-Eglinton area represents 2.4% of the City’s total employment [3]. These employments are concentrated in the five business improvement areas (Uptown Yonge, Midtown Yonge,

The Eglinton Way, Mount Pleasant Village, and Bayview Leaside), retail clusters on Redpath

Avenue or Merton Street, and local businesses on Mount Pleasant Road or Bayview Avenue.

Rental apartments were initially developed around after the installment of the subway line. From 1954 until 1990, most high-rise buildings were for rental purposes.

Since then, there has been an influx of condominium developments instead of purpose built rental units. Despite this, the main housing type in 2011 was still rental apartments (62%) [3].

The Secondary Plan encourage a full range of housing forms to support the diverse types of families in contextually sensitive and compatible ways [8]. This means that new developments should conform to the existing residential use patterns or planned built form. There are designated mixed-use areas as shown in this map from the Secondary Plan (Map 11), which contain multiple types of uses, such as retail, service, office and residential. As a result, the spatial distribution of building heights peaks around two focal points - Yonge-Eglinton Center and Davisville Subway Station.

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Map 9: Existing Building Height [3] Most of the neighbourhoods are below 5 storeys, and recent amendments to the Secondary

Plan will restrict future developments that could block sunlight onto Eglinton Park and Redpath

Parkette [8]. Within the Yonge-Eglinton Center, 5 to 11 storey buildings are around the boundary and surround the taller 20 to 29 storey buildings. A few 30 to 39 storey buildings are located at the intersection of Yonge-Eglinton. The tall buildings around Davisville Subway Station are developed in the block north of the Mount Pleasant Cemetery and south of Davisville Avenue, between Yonge Street and Mount Pleasant Road. The buildings’ heights ascend northward from the cemetery to Davisville Avenue from 5 stories to 29 stories, with a few buildings reaching 30 to 39 stories. At Mount Pleasant Station, there is a mix of mid-rise and taller buildings to create a transitional hub between the tall and dense areas and neighbourhood areas. On the eastern boundary, there are a few mid-rise buildings in the Bayview Focus Area which is consistent with

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Eglinton Connects. The principle behind the establishments of different build heights is to create a hierarchy and legible skyline to identify this area from vantage points in the City of

Toronto.

As a whole, the current built form for Yonge-Eglinton is characterized by retail-oriented main streets, mixed-use transit corridors, and buffered by parks and open green spaces. Low- rise residential neighbourhoods are tucked between major streets, while high-density apartments are located on major intersections.

3.3 Future Built Form

The continued development of the area to ensure its sustainable growth and livable environment should be done within the context of the City’s and the Province’s planning framework. Many of the recommendations from the past studies were only recently adopted into Toronto’s Official Plan. Thus, the built form is slowly evolving to adhere to the vision

“of embracing midtown urban with midtown green” [9]. In 2015, the City Council adopted the

Midtown in Focus study and requested the City Planning Staff to amend the Secondary Plan to include key strategies and recommendations including the parkland acquisition strategy, public realm improvements, and the five Place-Making Moves.

The parkland acquisition strategy will lead to more green spaces in the area and improve the public realm. Parklands on Soudan Avenue between Yonge Street and Mount Pleasant

Road, and extension to the Redpath Parkette are identified as priority projects (Appendix -

Map III). As part of the acquisition process, the City will work together with developers to secure new lands from developments for parks, school boards to better utilize recreation facilities, and private property owners to protect public access to the various parks. In addition

Page 14 of 27 to acquiring more land for parks and green spaces, the City is also planning enhancements to streetscapes by widening the sidewalks, creating tree-lined side streets, multi-purpose promenades, promenades, and mid-block pedestrian connections [8]. These public realm improvements are culminated in the five Place-Making Moves which will be the focal points of civil improvements and developments (Appendix – Map II).

An example of a place-making move is the Eglinton Green Line, which will be a major green open space on Eglinton Avenue from Eglinton Park to Mount Pleasant Road. The storefronts on the north side of this segment will be setback a minimum of 12 meters, which will allow accessible space for plazas and frontcourts. Other place-making moves are Yonge Street Squares, Park Street

Loop, Midtown Greenways, and Redpath Revisited. Each of these moves is intended to provide pedestrian amenity, green linkages or cycling facilities to enhance the vibrancy of this mixed-use community. By expanding and improving the network of parks, the City is hoping to create a high- quality public realm befitting of the midtown character.

Apart from government initiated projects, developers are rapidly building new residential and office buildings to supply the rapid growth. As of late 2015, there are 24 developments, which will add 509,190 square meters of gross residential space and 57,195 square meters of gross employment space, approved or under construction [10]. Meanwhile, 21 more developments are under review, which will add an estimated 388,917 square meters and 57,818 square meters of residential and employment space respectively. As shown in Map 10, most of these are concentrated around the Yonge-Eglinton Center, with a few developments scattered around

Davisville Station. The darker red dots are 40 or more stories, red dots are 30 to 39 stories, orange dots are 12 to 19 stories, and yellow dots are 5 to 11 stories.

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Map 10: Future Development Heights [3]

The City is currently reviewing the area’s growth, built form and infrastructure issues again for opportunities to implement the vision of the midtown that is livable and vital to the

City of Toronto. This ongoing study will build on the findings from existing policies, studies and reviews such as the Focused Review (2009), Yonge Helendale Block Study (2013),

Eglinton Connects (2014), and Midtown in Focus (2015). With an expected completion date of early 2017, the Midtown in Focus (2017) will impact the future built form of this area once it is adopted into the Official Plan.

4.0 Policies

4.1 Existing Policies

The area surrounding the Yonge-Eglinton Centre mobility hub is one of four areas in the city of Toronto that has been designated as a “Centre” in the City’s Official Plan. Centres are

Page 16 of 27 described by the Official Plan as “places with excellent transit accessibility where jobs, housing and services will be concentrated in dynamic mixed use settings with different levels of activity and intensity” [11]. These areas are meant to act as focal points of the surface and rapid transit systems, facilitating access to jobs and rapid transit for people living across the city and in the suburbs [11]. The Official Plan envisions centres as areas that are capable of supporting residential and office job growth outside of downtown, and emphasizes the role that providing a comfortable environment for pedestrians and cyclists plays in attracting new investments and residents [11].

The Official Plan states that the potential for new development in and around Yonge-Eglinton

Centre stems from the potential for infill and redevelopment to the east, mid-rise development to the south and to the north, and infill within apartment neighbourhoods [11]. The areas along

Eglinton Avenue to the west and Yonge Street to north and south are designated as an avenue [12], which are defined as areas where urbanization is expected to “create new housing and job opportunities while improving the pedestrian environment, …, and transit service for community residents” [11].

The designation of Eglinton Avenue as both a future higher-order transit corridor [13] and a transit priority segment [14] is reflective of the emphasis placed on transit access to the area, and is likely the result of the initiation of the Eglinton Crosstown LRT project. As shown in Map 11, the areas along Yonge Street and Eglinton Avenue are designated as mixed use areas (red), with the majority of the surrounding areas designated as neighbourhoods (yellow) or apartment

Page 17 of 27 neighbourhoods (orange). As outlined in the

Yonge-Eglinton Secondary Plan [8], new developments will be encouraged to incorporate infrastructure that benefits sustainable modes of transportation, such as facilities for car-sharing, cycling facilities, and improved access to transit.

Furthermore, minimum parking requirements may be reduced for developments near subway or light rapid transit access points [8].

Map 11: The land use designations of the areas surrounding Yonge-Eglinton Centre [21] 4.2 Policies Critical to the Success of the Hub

As part of its Mobility Hub Guidelines for the Greater Toronto and Hamilton Area report that was published in September 2011, Metrolinx identified three categories of objectives that a mobility hub should aim to fulfill: seamless mobility, placemaking, and successful implementation [15]. Each of these categories contain a subset of objectives, such as the safe and efficient movement of people with high levels of pedestrian priority or the creation of an attractive public realm [15]. The policies outlined in the following section aim to improve the likelihood that said objectives are achieved.

Improved Cycling Access to Yonge-Eglinton Centre

While the Eglinton Connects study carried out by HDR Inc, on behalf of the City of

Toronto, recommends that a four-lane roadway with a right-of-way width of 27 meters including bicycle lanes on both the north and south sides of Eglinton Ave [16], it does not make mention of improvements to cycling facilities in the surrounding areas. Given the

Page 18 of 27 relatively high traffic volumes along Yonge Street and Eglinton Avenue, consideration must be given to the manner in which cyclists would access the hub, with the most significant consideration being the location at which the bicycle parking facilities will be situated. The installation of bicycle boxes (such as those shown in Figure 5), in conjunction with cyclist-actuated traffic signals, can help facilitate the safe passage of cyclists through an intersection when completing a turning movement.

Figure 5: An example of a bicycle box with an inductive loop. Source: NACTO

Similarly, the installation of sharrows on local streets in the area can help improve a cyclist’s perceptions of safety. By providing sharrows on the local roads leading to and from the mobility hub can also provide cyclists with a viable alternative to cycling along Yonge St, which currently lacks cycling infrastructure. These measures contribute to the ability of the hub to seamlessly integrate different modes of transportation, and help move people in a safer and more efficient manner.

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Improving the Pedestrian Environment:

For an area like Yonge-Eglinton Centre, Metrolinx’s objectives of creating a “vibrant, mixed-use environment with higher land use intensity” and creating an “attractive public realm” can go hand-in-hand. From the perspective of Jane Jacobs’ Social Theory, the continued development of mixed-use areas along Yonge Street and Eglinton Avenue helps to ensure that there are “eyes on the street” at various times of the day. The co-location of green space in the proximity of these mixed-use areas can ensure that the same phenomena occurs in parks, i.e. they are used by different types of people throughout the day. In terms of policy, offering incentives to developers to provide privately-owned public spaces (POPS) on their properties can help make the public realm more inviting and vibrant by providing gathering places, and by increasing the amount of greenspace in the area, which has been shown to have positive psychological impacts on residents [17]. Incentives such as an expedited approvals process could be offered to developers as a means of increasing the intensity of land use in the area, although existing greenspaces will be protected from development. Offering incentives to developers to include space for small-scale retail uses in the ground floor of multi-storey residential units is another means of facilitating mixed-use development.

Minimizing Ecological Impact:

The redevelopment that is anticipated to take place in the area surrounding Yonge-

Eglinton Centre, and along Eglinton Avenue in general, due to the construction of the Eglinton

Crosstown LRT presents a unique opportunity to minimize the ecological footprint of the mobility hub and surrounding area. Incentives such as an expedited approvals process or relaxed floor space restrictions can be offered to developers as a means of encouraging the incorporation of green building technologies and sustainable building practices into new

Page 20 of 27 developments. Strategies such as localized energy generation and storage systems, green roofs, passive solar design, nested thermal envelopes, rainwater capture systems, and an emphasis on on waste diversion and reduced consumption all serve to offset the upstream and lifecycle emissions of the activities that take place within the mobility hub. Similar to what is currently offered in the United States, federal and provincial programs could be put in place to incentivize property owners to retrofit their existing buildings to adopt renewable energy systems and systems that improve energy efficiency. These programs include grants, tax credits, loans, and rebate programs [18].

An interesting example of a city-wide green building strategy comes from Vancouver. The goals of the Vancouver Green Building Strategy are to: reduce GHG emissions by 20% from 2007 levels by 2020; ensure that all buildings built after 2020 are carbon-neutral; ensure that all buildings are carbon-neutral by 2030; and reduce energy consumption by 33% by 2020 [19]. A number of policies have been enacted by the City of Vancouver in order to achieve these goals.

The City has created a team of municipal employees whose sole purpose is to work with the owners of the city’s worst-polluting buildings, in order to develop individualized strategies to reduce emissions. On the policy side, the City has changed the process through which development permits are issued to allow for the development of passive solar buildings. The City has also begun to provide incentives in the form of grants and loans to encourage property owners to retrofit their buildings and incorporate technologies and systems that improve energy efficiency [20].

5.0 Success of Eglinton Mobility Hub

Given the population and employment growth that is expected to take place around the hub in the coming years, the success of the Yonge-Eglinton Centre mobility hub will be determined by the hub’s ability to accommodate this growth. The accomplishment of the objectives set out by

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Metrolinx pertaining to mobility hubs would make a significant contribution to ensuring the accommodation of this growth, and by extension the success of the mobility hub. In a fiscally- constrained environment, political will is required to ensure that the feasibility of the incentive programs being proposed, particularly if these incentives were to be offered throughout the city.

A major impediment to the success of the mobility hub is the fact that the Yonge Subway line is presently approaching capacity, and without further investment in the city’s transit network, will exceed capacity by 2031 [21].

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Appendix

Map I: Sidewalk Width

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Map II: Five Place-Making Moves [8]

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Map III: Future Parks and Open Spaces [8]

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References

[1] TTC, "TTC Operating Statistics 2013," 2013. [Online]. Available: https://www.ttc.ca/About_the_TTC/Operating_Statistics/2013.jsp. [Accessed 11 April 2017]. [2] G. P. Associates, "Yonge-Eglinton Community Services And Facilities Assessment Midtown In Focus: Growth, Built Form And Infrastructure Review," 2016, Toronto. [3] City Planning, "Yonge-Eglinton Area Profile," City of Toronto, Toronto, 2016. [4] Metrolinx, "Green paper #5 - Moving goods and delivering services: development of a regional transportation plan for the greater Toronto and Hamilton area," Canada, 2008. [5] Metrolinx, "Yonge-Eglinton Mobility Hub Profile," Metrolinx, City of Toronto, 2015. [6] L. deSorcy and H. Iardas, "Appendix B - Transportation Overview," City of Toronto, Toronto, 2014. [7] Metrolinx, "Eglinton-Scarborough Crosstown: Yonge-Eglinton Station," Metrolinx, Toronto, 2013. [8] City of Toronto, "Yonge-Eglinton Secondary Plan," City of Toronto, Toronto, 2015. [9] Public Work Office, "Midtown in Focus: Yonge-Eglinton Parks, Open Spaces, and Streetscape Master Plan," City of Toronto, Toronto, 2014. [10] City of Toronto, "Midtown in Focus - Status Report," City of Toronto, Toronto, 2016. [11] City of Toronto, "Toronto Official Plan," City of Toronto, Toronto, 2015. [12] City of Toronto, "Toronto Official Plan - Map 2: Urban Structure," City of Toronto, Toronto, 2015. [13] City of Toronto, "Toronto Official Plan - Map 4: Higher Order Transit Corridors," City of Toronto, Toronto, 2015. [14] City of Toronto, "Toronto Official Plan - Map 5: Surface Transit Priority Network," City of Toronto, Toronto, 2015. [15] Metrolinx, "Mobility Hub Guidelines for the Greater Toronto and Hamilton Area," Metrolinx, Toronto, 2011. [16] HDR, Inc., "Eglinton Connects: City of Toronto Planning Study," HDR, Inc., Toronto, 2014. [17] University of Washington - College of the Environment, "Mental Health & Function," University of Washington - College of the Environment, 16 September 2015. [Online]. Available: https://depts.washington.edu/hhwb/Thm_Mental.html. [Accessed 18 March 2017]. [18] NC Clean Energy Technology Centre, "Programs," NC Clean Energy Technology Centre, 2017. [Online]. Available: http://programs.dsireusa.org/system/program?zipcode=80203. [Accessed 10 February 2017].

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[19] "Greenest City goals," City of Vancouver, 2017. [Online]. Available: http://vancouver.ca/green-vancouver/greenest-city-goals-targets.aspx . [Accessed 12 February 2017]. [20] "Green Buildings," City of Vancouver, 2017. [Online]. Available: http://vancouver.ca/green-vancouver/green-buildings.aspx. [Accessed 12 February 2017]. [21] L. Woo and A. Pace, "Yonge Relief Network Study (YRNS)," Metrolinx, Toronto, 2015. [22] City of Toronto, "Toronto Official Plan - Map 17: Land Use Plan," City of Toronto, Toronto, 2015. [23] Midtown Planning Group, "Yonge + Eglinton Built Form Study," City of Toronto, Toronto, 2016.

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