Junction Triangle Precinct Plan
Planning the Future of the Junction Triangle
Prepared by:
Vanessa Aubrey, Marcel Gelein, Justin Leung, Abasi White Sanders, Abdul Bajwa, Andrews Boadu, Claire Malcolmson, Emily Stewart, Marko Cekic, Rebecca Tannahill, and Ryan Shannon
Edited by Vanessa Aubrey and Marcel Gelein April 2011 TABLE OF CONTENTS
1. INTRODUCTION ...... 5 1.1 The Junction Triangle...... 5 1.2 Purpose of the Precinct Plan...... 7 1.3 Interpretation...... 7
2. PLANNING CONTEXT: LAND USE IN THE JUNCTION TRIANGLE ...... 8 2.1 Avenues: Bloor Street West ...... 8 2.2 Neighbourhoods and Apartment Neighbourhoods ...... 9 2.3 Mixed Use Areas ...... 11 2.4 Employment Lands ...... 12 2.5 Parks and Open Space...... 12 2.6 Other Considerations ...... 13 2.6.1 Regeneration Areas ...... 13 2.6.2 Provincial Policy Statement, 2005 ...... 13
3. PLANNING PROCESS: COMMUNITY ENGAGEMENT ...... 14 3.1 Community Design Charrette ...... 14 3.2 Increasing Connectivity...... 15 3.3 Enhancing the Public Realm...... 16 3.4 Creating Space for Community Amenities...... 17 3.5 Providing Affordable Housing...... 17 3.6 Supporting the Natural Heritage System...... 18
2 4. EXISTING CONDITIONS: CHALLENGES AND OPPORTUNITIES ...... 19 4.1 Public Realm...... 19 4.2 Built Form...... 21 4.3 Cultural Heritage ...... 22 4.4 Housing and Residential Development ...... 24 4.5 Community Services...... 25 4.6 Natural Heritage...... 27 4.7 Transportation ...... 29
5. VISION FOR THE JUNCTION TRIANGLE ...... 32
6. PLANNING THE FUTURE: GOALS AND OBJECTIVES...... 33 6.1 Land Use...... 33 6.2 Public Realm...... 35 6.3 Built Form...... 41 6.4 Cultural Heritage ...... 48 6.5 Housing and Residential Development ...... 52 6.6 Community Services...... 54 6.7 Natural Heritage...... 59 6.8 Transportation ...... 62
7. IMPLEMENTATION...... 64 7.1 Statutory Initiatives: Official Plan, Secondary Plan, Zoning and Site Plans ...... 64 7.1.1 Official Plan and Zoning Amendments ...... 64 7.1.2 Secondary Plans...... 65 7.1.3 Zoning By‐Laws...... 67 7.1.4 Site Plan Control ...... 69
3 7.2 Policy Initiatives: Development Permit System and Management Plans...... 70 7.2.1 Development Permit System ...... 70 7.2.2 Management Plans ...... 71 7.3 Urban Design: Retaining the Identity and Character of the Junction Triangle...... 73 7.3.1 Urban Design Guidelines ...... 73 7.3.1 Cultural Heritage Conservation and Management Plan ...... 75 7.4 Community Development Strategy ...... 76 7.5 Conclusion...... 78
8. CREDITS ...... 78
9. REFERENCES ...... 79 9.1 Photo References...... 81
10. APPENDICES ...... 84 Appendix A: Map of Land Use, Housing and Residential Development, and Natural Heritage ...... 84 Appendix B: Map of Public Realm and Built Form...... 85 Appendix C: Cultural Heritage, Community Services, and Transportation ...... 86
4 1. INTRODUCTION
The following is a proposed precinct plan for the Junction Triangle neighbourhood. Developed over the autumn of 2010, this plan was written by graduate students who took part in a Bioregional Planning Workshop within the Faculty of Environmental Studies at York University. Under the direction of the course instructors Steve Heuchert, MCIP, RPP, MRTPI and Quentin Hanchard, MCIP, RPP, the precinct plan is intended to provide a new perspective on the current planning and development processes that have and continuing to take place in the Junction Triangle. Integrating the knowledge gained from academic texts with personal exposure to the neighbourhood through site visits and a community engagement session, this plan should be read as an analytical interpretation of the land uses and conditions as they exist and continue to define the neighbourhood. Originally narrated by a number of authors, and further refined in February 2011, this precinct plan provides an in‐depth examination of the present planning context, land use, public realm, built form, cultural heritage, housing and residential development, community services, natural heritage, and transportation. This document will begin by providing the physical context of the Junction Triangle and then expand upon the purpose of the plan and its relevance to ongoing planning and development processes.
1.1 The Junction Triangle
The Junction Triangle is a neighbourhood located in the west end of Toronto, Ontario. Bounded by three railway corridors, the Junction Triangle lies within the area extending north and east from Dundas Street West to Bloor Street West, Dupont Street, and Landsdowne Avenue (Figures 1 & 2). The neighbourhood is in an ongoing transition phase of development and growth. The boundaries of three railway corridors and pockets of remnant industrial lands and manufacturing buildings define the Junction Triangle neighbourhood. Unlike the surrounding areas, the Junction Triangle has not yet experienced rapid redevelopment and gentrification. However as Toronto’s population continues to grow, the rate of redevelopment and density in the city is gradually intensifying. In response, Toronto is directing growth and increasing density within areas that are currently underdeveloped. Susceptible to such trends, the Junction Triangle is drawing the attention of developers who are interested in building upon derelict or underdeveloped previously industrial lands within the neighbourhood (Junction Triangle, 2010). While this is a common pattern among cities that continue to grow, these pending changes in the Junction Triangle present an opportunity for the neighbourhood to debate and express their interests in directing development in a manner that will enhance the local character and degree of cohesion among the surrounding areas.
5 Increasingly active in recent years, residents of the Junction Triangle have worked to define their neighbourhood and build upon a sense of community. Until recently, the neighbourhood was left largely undefined by the City of Toronto’s Neighbourhood Map, previously encompassed as one part of a large area named Dovercourt‐Wallace‐Emerson‐Junction (Fuzzy Boundaries, 2010). In a community effort to formerly establish their own distinct identity, residents within the rail‐bounded area voted on the name ‘Junction Triangle’ in March 2010 (Vallis, 2010). Establishing a firm sense of community identity is an important step that encourages residents to take an active interest in directing change that will enhance rather than erode the current character and cohesiveness of the neighbourhood.
Figure 1: Junction Triangle, Toronto (Base Source: Google Maps, 2010) Figure 2: Boundaries of the Junction Triangle (Base Source: Google Maps, 2010)
6 Residents of the Junction Triangle have already expressed an interest in ensuring future development and growth yields positive and long‐term results for the community. On November 18th, 2010 a community engagement workshop was held at the Church of the First Born with residents of the Junction Triangle, York University MES planning students, Castlepoint Developments, and professionals in the field of planning, architecture and development. Intended to guide future development and growth in the area, this precinct plan outlines important issues that are reflective of the community’s vision for the neighbourhood as expressed at the workshop.
1.2 Purpose of the Precinct Plan
This precinct plan is intended to guide future development in a manner that is responsive to the interests and desires of residents who seek to improve the overall quality of life in the Junction Triangle. Developed to work in conjunction with the current City of Toronto Official Plan, this precinct plan is consistent with municipal and provincial policy goals as well as legislated plans for growth. To be implemented over the coming decades, this plan outlines themes and issues to be considered in the continued development of the Junction Triangle’s built and natural environment. While specifically focused on the Junction Triangle neighbourhood, the proposals articulated in this precinct plan attempt to take into consideration the surrounding neighbourhoods and land uses in order to achieve an integrated sense of cohesion on a larger scale.
1.3 Interpretation
This plan is meant act as a guiding document that may be used to achieve the vision set out for the Junction Triangle. While building upon ideas and concepts related to planning and community development, this precinct plan aims to establish a flexible framework in which to achieve the community’s vision. More exact details guiding development and growth will need to be developed and articulated through various implementation measures consistent with the Precinct Plan, the City of Toronto Official Plan, and related provincial policies and plans.
7 2. PLANNING CONTEXT: LAND USE IN THE JUNCTION TRIANGLE
The Junction Triangle contains a diverse array of land uses that establish a physical framework for where people can live, stores may be located, industry built, and where a mix of land uses is appropriate (City of Toronto, 2007). Following standards and guidelines that are detailed in the City of Toronto Official Plan, development and land use is regulated through zoning by‐laws that designate what is permitted in terms of location, size, height, and density. The land use designations present in the Junction Triangle are Avenues, Neighbourhoods, Apartment Neighbourhoods, Mixed Use Areas, Employment Areas, and Parks and Open Spaces (Figure 3). Developing a strong vision for how to best utilize these lands and work within the regulatory boundaries of their designations is crucial for fostering sustainable growth and community development. The following planning context explains how municipal land use designations exist and operate within the Junction Triangle.
2.1 Avenues: Bloor Street West
As Toronto’s main arteries of movement, Avenues are corridors along major streets where re‐urbanization is encouraged to create new housing and job opportunities while also enhancing pedestrian movement, physical design, local businesses and transit services for community residents (City of Toronto, 2007). Avenues are recognized by the City as key areas in which to direct future growth, manage urban design, and enhance transit and service delivery issues. Cohesive and integrated development throughout Avenues is crucial, as they act as arterial corridors that “draw together disparate parts of the City and link us with the larger region” (City of Toronto, 2007, p. 2‐15).
In planning for gradual change, new development on each Avenue is established by altering zoning by‐laws and creating design guidelines in consultation with surrounding residents and neighbourhood organizations (City of Toronto, 2007). To accommodate for change along Avenues, a study is carried out that details the particular pressures and demands for development while also considering the
Figure 3: Land Use Designations in the Junction Triangle (City of Toronto, 2007)
8 physical character of surrounding neighbourhoods. Administered by the City of Toronto’s Planning Division, such studies involve local residents, businesses and other stakeholders (City of Toronto, 2007). Extending between Dundas Street West and Landsdowne Avenue, Bloor Street West is a designated Avenue (City of Toronto, 2003) (Figure 4).
In 1999, the City of Toronto commissioned the Bloor‐Landsdowne Study. Adopted by City Council in November 2002, the Bloor‐ Landsdowne ‘Avenue’ pilot study provided a site‐specific framework for accommodating additional transit‐supportive homes and jobs in this underutilized portion of Bloor Street West. This framework was developed through extensive community engagement including a design charrette, public meetings and the work of a local Advisory Panel over a three‐year period. The study was used to implement site‐specific amendments to the City of Toronto Official Plan and zoning by‐laws (City of Toronto, 2003).
2.2 Neighbourhoods and Apartment Neighbourhoods Figure 4: Bloor‐Landsdowne Study Area (City of Toronto, 2003)
Detailed in Section 4.1 of the City of Toronto Official Plan, Neighbourhoods are areas that “contain a full range of residential uses within lower scale buildings, as well as parks, schools, local institutions and small‐scale stores and shops serving the needs of area residents” (City of Toronto, 2007, p. 4‐2). Recognized as physically stable areas, neighbourhoods are predominantly made up of residential uses in lower scale buildings such as detached and semi‐detached houses, duplexes, triplexes, townhouses and walk‐up apartment buildings that are no taller than four storeys. In contrast, Section 4.2 of the Official Plan defines Apartment Neighbourhoods as “stable areas of the City where … a greater scale of buildings is permitted and different scale‐related criteria is needed to guide development” (City of Toronto, 2007, p. 4‐5). Distinguished from Neighbourhoods by size and the density of
9 residential use, Apartment Neighbourhoods direct growth and infill development towards improving residential amenities and implementing services that support a healthy quality of life (City of Toronto, 2007).
While historical development patterns have certainly played a role in the variety of residential, parks, and small‐scale shops that exist in an urban community, policies regarding the appropriate integration of these land uses are an important consideration for ensuring quality of life among Toronto’s neighbourhoods (City of Toronto, 2007). While a degree of social and demographic change is inevitable, maintaining the general physical character of Toronto’s Neighbourhoods and Apartment Neighbourhoods is considered a priority within the Official Plan. Consequently, continued and future physical changes to such areas “must be sensitive, gradual and generally ‘fit’ the existing physical character” (City of Toronto, 2007, p. 4‐3).
As illustrated in Figure 3, the Neighbourhood designation comprises most of the central section of the Junction Triangle. Demonstrating a positive pattern of integration, the existing parks, schools and churches are dispersed throughout the residential area extending between Bloor Street West and Dupont Street. While current and future development within the Neighbourhood of the Junction Triangle will likely capitalize on the underdeveloped areas and derelict industrial lands, the New Neighbourhoods policy (Section 3.3) of the Official Plan will work to ensure the area as a whole maintains its distinct character and identity. This policy specifies that significant and new neighbourhood growth will follow a comprehensive planning framework that takes into account the pattern of streets, blocks, open spaces and infrastructure while also enhancing connections with surrounding neighbourhoods. New streets shall be constructed in a manner that provides short blocks, enhanced public access to buildings, and maximum connectivity for users of roads, sidewalks and trails (City of Toronto, 2007). Given the somewhat isolated physical character of the Junction Triangle, the New Neighbourhoods policy will act as a valuable tool to ensure new development works to improve the connectivity, access, services and quality of life in the area.
10 2.3 Mixed Use Areas
The sections of Bloor Street West and Dupont Street that run through the Junction Triangle are designated a Mixed Use Areas within the City of Toronto’s Official Plan. In bringing together a number of different urban planning objectives, Mixed Use Areas are made up of “a broad range of commercial, residential and institutional uses, in single or mixed use buildings, as well as parks, open spaces, and utilities” (City of Toronto, 2007, p. 4‐10). By acting as an inclusive and sustainable node of city life, Mixed Use Areas allow people to live, work, and shop in the same area (Figure 5). This subsequently decreases dependency on private transit and creates districts that are active, attractive and safer at all times of the day and night. As Toronto continues to grow in population and density, Mixed Use Areas are anticipated to provide for an increase in housing, retail, offices and service employment. Its worth emphasizing that new development within Mixed Use Areas will take into consideration the scale, density, and physical character of the surroundings. This will ensure that an inclusive and socially sustainable neighbourhood is created and maintained (City of Toronto, 2007). As both the easterly and westerly directions of Bloor Street West and Dupont Street in the Figure 5: Mixed Use Area. Apartments lie above retail services at the corner of Edwin Avenue and Dupont Street (Photo: Vanessa Aubrey) Junction Triangle continue to undergo significant regeneration and development, it is essential to ensure Official Plan policies governing Mixed Use Areas are applied in a manner that enhances rather than erodes the distinct character and affordability of the neighbourhood.
2.4 Employment Lands
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Significant sections of land within and bordering the Junction Triangle are designated as Employment Lands. Defined as “places of business and economic activity”, Employment Lands are intended to enhance the economic competitiveness, social function and physical attractiveness of an area (City of Toronto, 2007, p. 4‐12). As laid out in Section 6.1.1 of the City of Toronto Official Plan, Employment Lands are physical places that accommodate the following uses: offices, manufacturing, warehousing, distribution research and development facilities, utilities, multimedia facilities, hotels, retail, restaurants and small scale stores that serve surrounding businesses and employees. Working to create an economic cluster that brings new wealth to a neighbourhood and surrounding areas, Employment Lands provide the adequate infrastructure for a well‐educated and highly‐skilled labour force, dynamic business climate, and a quality of life that adds value to a cohesive and inclusive neighbourhood (City of Toronto, 2007).
As derelict industrial lands continue to be reclaimed and rehabilitated, the southern section of the Junction Triangle is anticipated to become the centre of Employment Lands within the neighbourhood. As this part of the Junction Triangle develops, it will play a significant role in improving the economic and social activity within the area as well as working to enhance connectivity with surrounding neighbourhoods.
2.5 Parks and Open Space
Present throughout the Junction Triangle are parks and open spaces. Valued as spaces that offer residents and visitors a range of experiences, parks and open spaces provide for recreational and cultural activities, as well as natural habitat, stormwater management facilities, and greenery (Figure 6). Comprising part of the natural and green open space network that exists in Toronto, development is generally prohibited within Parks and Open Space Areas, excluding only Figure 6: Perth Street Parkette. One of the many recreational and cultural facilities, cemeteries, public transit and essential public parks and open spaces in the Junction Triangle. (Photo: Vanessa Aubrey) works and utilities (City of Toronto, 2007). Official Plan policies governing Parks and Open Spaces provide an opportunity to enhance the current natural heritage corridors and parks within the Junction Triangle. In particular, the railway corridors present an opportunity to promote habitat connectivity, urban agriculture, and the extension of the
12 West Toronto Railpath to other areas of the city. In applying Official Plan policies, new and existing parks should continue to provide the setting for cultural events, recreational pursuits, and the location for unique assets and events that celebrate the surrounding community.
2.6 Other Considerations
2.6.1 Regeneration Areas
The lands immediately adjacent to the northeast part of the Junction Triangle in the neighbourhood of Davenport Village are specifically designated as a Regeneration Area. Many of the policies applying to these lands could also be relevant to the underutilized and derelict spaces within the Junction Triangle, provided the targeted amount of employment can be protected. Defined as spaces that are vacant or underused due to shifts in the local economy, Regeneration Areas are where commercial, residential, live/work, institutional and light industrial uses can be mixed within the same city block or building (City of Toronto, 2007). Similar to Mixed Use and Employment Lands, areas designated for regeneration are intended to revitalize the surroundings by creating “new jobs and homes that use existing roads, transit, sewers, social services and other infrastructure” (City of Toronto, 2007, p. 4‐14). Supporting development that is environmentally conscious and sustainable, Regeneration Areas restore, re‐use and retain existing buildings that are economically adaptable for re‐use, particularly heritage buildings and structures (City of Toronto, 2007). While not designated as such, the Tower Automotive Lands within the Junction Triangle provide a good example of lands that may be considered for designation as a Regeneration Area provided controls are in place to protect employment and the appropriate public facilities secured that will add significant value to the surrounding community.
2.6.2 Provincial Policy Statement, 2005
In providing policy direction on matters of provincial interest related to land use planning and development, Ontario’s 2005 Provincial Policy Statement (PPS) has set a political and economic trajectory of directing future growth within existing urban areas. New and current and land use patterns will be geared towards supporting a “mix of housing, employment, parks and open spaces, and transportation choices that facilitate pedestrian mobility and other forms of travel” (Government of Ontario, 2005, p. 2). By orienting land use planning in this direction, the Province seeks to “minimize the undesirable effects of development” while ensuring continued growth supports “strong, livable and healthy communities that enhance social well‐being and are economically and
13 environmentally sound” (Government of Ontario, 2005, p. 2). New and continued development within the Junction Triangle will apply provincial and municipal policies to locate a mix of residents, community amenities, employment uses and services within close proximity to one another and adjacent areas. This precinct plan is consistent with the PPS.
3. PLANNING PROCESS: COMMUNITY ENGAGEMENT
Good planning takes place in a way that does not impose a plan on a community, but works with local residents and businesses to develop a plan that can best address the needs of the community. Meaningful and inclusive, community engagement is a necessary step in creating a plan for local growth and development. On November 18, 2010, York University Master of Environmental Studies (Planning) students held a design charrette with residents of the Junction Triangle at the Church of the First Born at 72 Perth Avenue, from 5:30 to 8:30 pm. The Charrette was facilitated by Vas Bednar. The purpose of the charrette was to gather ideas from the community regarding the current and projected development of the neighbourhood. Adding to knowledge gained from interviews with individual community members, the charrette provided students with valuable feedback regarding the particular issues, concerns, and interests present among residents and people employed within the Junction Triangle, and assisted with developing the vision for the Junction Triangle.
3.1 Community Design Charrette
14 Roughly 50 to 60 people attended the charrette, including York University students, residents of the Junction Triangle, working professionals, developers, members of the business community, and the newly elected City Councilor Ana Bailao. The evening commenced with a presentation on the existing conditions found in the Junction Triangle as summarized under the thematic headings of strengths, weaknesses, opportunities and threats. Following the presentation, students and attendees participated in roundtable discussions and worked together in groups of 5 to 8 people to draw and map the envisioned physical development of the Junction Triangle. After the roundtable discussion, one member from each group shared their ideas with everyone at large. These ideas provided students with valuable insight and information that has significantly contributed to our understanding of the neighbourhood and the development of this precinct plan. A concise summary of the five most pressing issues identified by attendees of the charrette are presented below. Taken together with our own site analysis and secondary research, these issues not only informed our analysis of the existing conditions, but also helped us develop a guiding vision for the future development and growth of the Junction Triangle.
3.2 Increasing Connectivity
Surrounded by railway corridors, the connectivity within and extending outwards from the Junction Triangle is a key issue among residents. Beginning with the most obvious barrier to connectivity, enhancing the relationship between the Junction Triangle and the surrounding areas will require constructing walkways to and over the railway corridor and alongside the adjacent West Toronto Railpath. Such connections would link the Junction Triangle to destinations within the surrounding areas, namely Roncesvalles Village, Loblaws, LCBO, and West Toronto Collegiate. Suggested access and crossover points included Golden Avenue, Dora Avenue, with enhanced linkages to Sterling Road and Perth Avenue following the completed development of the Tower Automotive Lands site (Figure 7 & 8). As Dupont Street and Bloor Street West have increasingly become major thoroughfares for motorists, preserving and
creating bike lanes is a principal concern among residents who rely on active forms of transportation. In providing greater support for cyclists, many of the charrette attendees called for the provision of bike lock stands and racks adjacent to the Bloor Street GO Station, as well as at various points along Dupont Street, Bloor Street West, Sterling Road, Symington Avenue and the West Toronto Railpath. In supporting greater access to public transit networks, increasing the visibility and openness of the Bloor Street GO Station is seen as a strategy that can enhance the pedestrian flow to and between the station and TTC access points. Taking all forms of mobility and transportation into consideration, the street network throughout the neighbourhood should be significantly enhanced by: extending Dublin Street and Dora Avenue to Sterling Road; connecting Paton Road East to Paton Road West over the CPR rail line; and linking Lappin Avenue to Antler Street via a pedestrian bridge.
3.3 Enhancing the Public Realm
The older architecture and industrial buildings remnant of the post‐war era were recognized by attendees of the charrette as an element that provides the neighbourhood with distinct character and identity. A perceived threat to the future development and infill of the neighbourhood is not losing this identity per se, but having it transformed and sterilized as sections of the Junction Figure 10: The vacant Glidden Paint Site (above) was a Triangle change over time. In working to draw attention to the distinct identity of the common suggestion for a potential community hub. neighbourhood, attendees suggested a further enhancement of public space within and Figure 11: The Dupont Branch of the Toronto Public around sites that continue to define the local character of the area. Suggestions included Library (below) is a key community amenity in the developing the Glidden Paint site as a potential community hub by making it the location of Junction Triangle. (Photos: Steve Heuchert) a future community centre, amphitheatre, or public square with art installations (Figure 10). Further south of this site, the Tower Automotive Lands shall be developed in a manner that prioritizes open space among buildings and provides access to the adjacent Railpath. As the main public spaces within the Junction Triangle, the parks and Railpath will be enhanced by the provision of street furniture (benches, gazebos, planters) and installations by local
16 artists. In particular, some attendees suggested a re‐imaging of the Perth Avenue Parkette (locally known as Holly Park), by creating an open space that is more oriented towards children’s activities and community events.
3.4 Creating Space for Community Amenities
One of the issues most emphasized by attendees of the charrette was the need to increase the amount of community‐centered space within the neighbourhood. Related to many of the ideas associated with the enhancement of the public realm, the demand for more community amenities is also an opportunity to retain and re‐use existing heritage structures. While varying in interpretation by different attendees, community amenities was a collective term used to refer to the physical space and facilities that are used and operated by community members or organizations for a variety of community services, including recreational, educational, cultural, and spiritual purposes (Figure 11). A common suggestion regarded re‐purposing the underutilized West Toronto Collegiate as a community centre, given that the recreational equipment, education facilities, and infrastructure is already present and in working condition. The former St. Josaphat’s Catholic School on Pelham Street is also a potential site in which to locate community services, or as a space to facilitate local education and recreation programs. In supporting local artists and fostering a creative class within the neighbourhood, some suggested re‐using some of the empty or re‐constructed heritage buildings as affordable studio space, or as live‐work spaces for artists. While supporting the creation of community amenities that would serve the immediate neighbourhood, these spaces will also draw visitors to area and potentially build upon a broader demand for locally situated community services.
3.5 Providing Affordable Housing
Many attendees of the charrette articulated their concern regarding recent trends of gentrification and the rising cost of housing that has occurred in the adjacent areas of Dufferin Grove, The Junction, and Roncesvalles Village. A common pattern in large cities like Toronto, gentrification and increased housing prices often go hand‐in‐hand with revitalization and infill development in areas close to the urban core. In pushing to avoid such trends and guarantee affordable housing within the Junction Triangle, residents seek to ensure there remains a mix of housing types that can continue to address the needs of a diverse population (e.g. family units, people with disabilities, young professionals, students) with varying income levels. While recognizing that the neighbourhood will play a part in accommodating Toronto’s growing population, residents suggested additional infill housing be geared towards supporting the conversion of older industrial buildings into lofts for artists and young professionals. To the extent that condominium
17 and apartment towers will play a role in catalyzing development, several sites were suggested, including the vacant spaces along Wallace Avenue and Perth Avenue. One of the more emphasized themes within this discussion regarded people’s interest in seeing that infill housing is blended within the existing built form and urban design so as to maintain the local character and identity therein.
3.6 Supporting the Natural Heritage System
A reoccurring issue during the charrette was the desire to enhance the natural environment and integrate measures of environmental sustainability throughout the neighbourhood. In focusing on improving the natural environment, suggestions were made regarding the need to further develop an extensive linear park along each railway corridor so as to support the ecological connectivity of species and natural flows. Parks within the Junction Triangle should reflect indigenous elements of the natural heritage system through the planting of native plant species. In addition, planting a tree canopy along the railway path will not only improve air quality but also support a visually appealing aesthetic to an area dominated by trains (Figure 12). Efforts to enhance the environmental sustainability of the area should include the installation of permeable pavement, increased connectivity for active transportation, green roofs on all new developments, additional space for a community garden, and a naturalized Figure 12: Many people suggested improving the existing natural overpass across the railway corridors so as to accommodate the heritage system that extends along the West Toronto Railpath (Photo: movement of urban wildlife. Steve Heuchert)
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4. EXISTING CONDITIONS: CHALLENGES AND OPPORTUNITIES
The following analysis of the existing conditions present in Junction Triangle is informed by site visits, the concerns and ideas articulated by residents and interested parties at the community charrette, and the knowledge gained from a review of relevant literature throughout the planning workshop. The challenges and opportunities presented below were used to create vision for the neighbourhood and also develop a concise list of thematic goals and objectives intended to guide the future development and growth of the Junction Triangle.
4.1 Public Realm
The City of Toronto Official Plan collectively defines the public realm as the streets, parks, open spaces and public buildings which exist within the city (City of Toronto, 2007). A valuable component of social infrastructure, public spaces provide the room that allows for people to connect with one another while also physically representing various facets of the city’s local identity. A common venue for festivals, parades and events, public space is where a sense of community is fostered.
Within the Junction Triangle, the principle concern regarding the existing public realm is the numerous underutilized spaces that exist in the area (Figure 13). This includes places such as the Glidden Paint Site, which has either been abandoned or undergone construction for such a considerable amount of time to the extent it appears derelict and contributing to local concerns regarding public safety. In addition, the rail lines disconnect the area from adjacent neighbourhoods and inhibit greater pedestrian and cyclist mobility. Figure 13: There are a number of underutilized spaces in the Junction Triangle that contribute to local concerns of public safety (Photo: Steve Heuchert)
19 New development that has occurred within the Junction Triangle has failed to increase the amount of public space, contributing to a ‘sterile’ environment within the community. Street materials and furniture that are distributed within the area appear to be situated only within redeveloped areas. As such this serves to create a pervasive sense of discontinuity within the neighbourhood.
That being said, the existing public realm within the Junction Triangle also contains a number of opportunities. One of these opportunities can be explored through the additional installation of public art in strategic locations throughout the community (Figure 14). Overall this will contribute to the vitality and spirit of the area. Another opportunity lies in increasing street level connections and constructing ‘lounges’ along the West Toronto Railpath. This will be beneficial in making the Junction Triangle a more accessible and attractive tourist destination. Encouraging businesses to open up along the Railpath will make it more connected and popular destination for residents while also increasing the path’s public safety. Pedestrian pathways could be better connected to transit hubs to utilize the numerous transit routes which serve the Junction Triangle. The creation of a new transit hub at the Bloor GO Station will also encourage visitors to the area. Such opportunities capitalize on the idea that public spaces can be redeveloped with specific and defined uses in mind. Potential sites include: Sterling Road, Perth Avenue, Tower Figure 14: New development in the Junction Triangle has contributed Automotive Lands and the Glidden Paint Site. The historical to a sterile environment. However the underutilized open spaces such character of these sites shall be retained in the creation of more as those pictured above provide opportunities for the installation of physically and visually attractive public spaces for local residents street furniture, play equipment, or public art. (Photo: Steve and visitors. Heuchert)
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4.2 Built Form
Built form is defined by municipal planners as “what a building looks like, how tall it is, how much of the lot it takes up, how far it is set back from the sidewalk and street, how many windows or doors it has visible from the street, and its architectural style” (San Francisco Planning, 2007, p. 1). Although this definition is borrowed from an American municipality, the meaning applies equally to the urban environment of Toronto. The development and maintenance of built form applies principles of dictating how a building is designed and situated within a community so as to increase attention, mobility, business development to an area .
Figure 15: New infill development on Bloor Street West ignores the relationship with street and inhibits the potential In reflecting upon the challenges present among the existing built form to create an active streetscape (Photo: Marcel Gelein) within the Junction Triangle, environmental contamination among former industrial lands is an issue that has contributed to the discontinued and fragmented redevelopment of the built environment. The resultant empty spaces are underutilized, uninviting and create a sense of emptiness. The departure of industrial activity within the Junction Triangle means that residents and planners must find new uses for such lands. New uses must allow for the vacant and unappealing spaces to be transformed into centres that encourage the congregation and vibrant activity of businesses and residents alike (Figure 16).
Another challenge affecting the built form within the neighbourhood is the lack of connections that the area shares with its surroundings. This isolation contributes to the reduced mobility of residents and prevents the formation of vibrant streetscapes (San Francisco Planning, 2007). Thus Figure 16: The Tower Automotive Lands hold strong potential for new infill development to re‐knit the existing built form. (Photo: Marcel Gelein) 21 far, the new built form which is appearing within the Junction Triangle fails to conform to the surrounding and older styles of the built environment. This may stagnate opportunities aimed at creating active and animated street fronts. New condominium developments situated on major thoroughfares like Bloor Street West have limited active street frontages and subsequently fail to capitalize on opportunities that may increase pedestrian traffic and interactions along the streetscape (Figure 15).
Appropriately planned and designed infill developments have the potential to re‐knit the built form and create a vibrant community and public realm. Events such as the community design charrette are an important exercise to extract the needs of both public and private stakeholders that can derive common objectives for both parties. These objectives can then be used to find common ground in the creation of a new built form that is both economically feasible for developers and supportive of community activity and public spaces.
4.3 Cultural Heritage
Cultural Heritage collectively refers to the aesthetic, historic, cultural, social or spiritual importance of physical features and places that are significant to past, present and future generations (Ministry of Culture, 2006). As a neighbourhood located in a dense urban centre the Junction Triangle can be interpreted as a cultural heritage landscape which is a physical environment composed of particular places and built forms that hold meaning and value to people both within and external to the community (Figure 17, 18, & 19).
As one of the older industrial neighbourhoods in Toronto, the Junction Triangle has many cultural heritage buildings and features of historical Figure 17: “Our heritage buildings, districts and landscapes create significance. Recognizing and maintaining cultural heritage features a unique sense of place and a rooted sense of local identity and within the neighbourhood is not without its challenges. The southern continuity for Torontonians. Heritage conservation is also a wise section of the Junction Triangle has a high concentration of former investment for a municipality... it not only make our industrial sites, many of which are derelict and in disrepair. The neighbourhoods even more attractive, it also increases their redevelopment potential of these sites is hampered by the degree of desirability and value” (City of Toronto Official Plan, 2007, p. 3‐10). Pictured above is the 2010 Jane’s Walk on Perth Avenue with the Tower Automotive Lands in the background. (Gedris, 2010b).
22 Figure 18: Extending from Caribou Avenue to Dundas environmental contamination which exists as a consequence of Street, the West Toronto prolonged industrial activity. As such, many developers are Railpath was completed in unwilling to commit to redevelopment due to the significant 2008. Constructed to facilitate cyclist and time and financial resources required to invest and remediate pedestrian use, the path was these sites as per regulated government standards (Ministry of part of a larger project to Culture, 2006). While the City of Toronto and Government of restore historical rail bridges Ontario supports the redevelopment of brownfields and and create space for native retention of cultural heritage structures, the re‐use and planting. The path provides essential views of the redevelopment of contaminated sites remains expensive and Junction Triangle, of unpopular among the development and construction industry. industrial factories to the south and the extending Where the redevelopment and re‐use of cultural heritage landscape of Bloor Street buildings does occur, it can also introduce other challenges West and Dupont Street. (Photos: Vanessa Aubrey) related to the gentrification of the surrounding community. Defined by a series of events, gentrification occurs over time as extensive redevelopment takes place in area in a manner that boosts property values and tends to attract residents of a higher income and a smaller family size. As a related consequence, increased rent, house prices and property values can invariably lead to the economic eviction of existing lower income residents (Ministry of Culture, 2006). The likelihood of gentrification is increased in centrally located urban neighbourhoods such as the Junction Triangle, where diminishing industrial operations opens the door for new commercial development and housing opportunities. Figure 19: Constructed circa 1890s, the Wallace Street Footbridge extends over the eastern railway tracks in the southern end of the In spite of such challenges, the presence and abundance of Junction Triangle. The bridge was constructed for the industrial labourers cultural heritage structures and features within the Junction who crossed the tracks to work in factories that lined the southern corridor of railway tracks. A distinct local landmark, the bridge now plays Triangle presents valuable opportunities for the retention and an important role in connecting residents of the Junction Triangle with adjacent neighborhoods. (Photos: City of Toronto Archives, 1915 (left); Vanessa Aubrey (right)). 23 enhancement of the neighbourhood’s distinct character and identity. The preservation and adaptive re‐use of heritage buildings is increasing in popularity as available land for redevelopment in the city is both valuable and limited. Incentives and regulatory tools guiding the redevelopment and adaptive re‐use of heritage buildings are inscribed within current legislation (Ministry of Culture, 2006; Ontario Heritage Act, 2005). Recent amendments to the Ontario Heritage Act, 2005, have strengthened legislative and regulatory tools so as to ensure historic buildings and landscapes are more easily designated and protected. As available land continues to be limited in Toronto, opportunities for redevelopment will allow heritage buildings and sites to be re‐integrated within the community as centres of activity and housing. Beyond related aesthetic and cultural purposes, the retention of heritage buildings also preserve and convey a sense of historical identity to residents and visitors.
4.4 Housing and Residential Development
Housing can be defined as “an occupied or vacant dwelling, an occupied mobile or improvised housing unit or any other place occupied as living quarters by a household at the time of the census … inclusive of housing at various levels of permanency and acceptability” (OECD, 2003). Unlike other neighbourhoods in Toronto, the Junction Triangle is unique for its range of housing stock that accommodates the incomes and diversity of tenants, property owners, and living arrangements (Figure 20 & 21). Consequently, the challenges and opportunities for the neighbourhood must be approached in a multi‐faceted manner.
While housing is relatively affordable in the Junction Triangle in relation to other Toronto neighbourhoods, the rising cost of housing and rental costs are contributing the economic eviction of established residents who can no longer afford to live in the area (City of Toronto, 2007). While generalized for the municipal Ward 18, where the Junction Triangle neighbourhood is located, the City of Toronto estimates that residents in the area spend up to 30 percent of their income on housing (City of Toronto, 2007). Although the Figure 20: A variety of housing exists in the Junction area continues to hold character and appeal, the increased costs of rent, Triangle. Above are apartment buildings extending along Bloor Street West. (Photo: Steve Heuchert) ownership and property taxes combined with the aging housing stock, has contributed to many of the houses falling into disrepair. The implications of a
24 degraded housing stock can be traced to a decreased sense of pride and ownership amongst some residents which may underscore more significant social issues present within the area (City of Toronto, 2007). These challenges are compounded by new residential development that has commenced in the area. Related to patterns of gentrification, new developments may have a limited affordable housing component and thus contribute to an overall increase in property values and the subsequent economic displacement of established residents. More related to aspects surrounding the cohesiveness of the built form, new developments may not blend with the existing character of residential housing. This disconnect could affect the distinct character and identity currently present in the Junction Triangle. Figure 21: Duplexes and townhouses are common throughout the older sections of the Junction Triangle. Pictured above are Although such challenges are significant and ongoing, there are attached multi‐storey dwellings along Perth Avenue. (Photo: opportunities to implement regulating measures for the future. Steve Heuchert) Sharing similar housing qualities and challenges as Toronto, the City of Vancouver’s Affordable Housing Policy could be applied to ensure affordable housing stock remains in the Junction Triangle. This policy stipulates that 20 percent of new residential units be designated affordable housing (City of Vancouver, 2010). Related to other opportunities identified in this precinct plan, this policy provides for live‐work dwellings that support artists unable to afford housing in areas where new development is taking place (City of Vancouver, 2010). As this policy also outlines means of ensuring infill developments are sensitively designed, the challenges of affordable and adequate housing in the Junction Triangle can be properly addressed. With progressive political direction, infill development could be constructed in a manner that reaffirms rather than erodes a connected and diverse community.
4.5 Community Services
Community services can be defined as a collective series of services provided for the benefit of the public and its institutions (City of Toronto, 2007). Within the Junction Triangle, this should encompass a variety of services and institutions that serve the needs and
25 interests of residents of all ages, abilities, and incomes. This may include day care, schools, recreation centres, and spiritual institutions that are distributed amongst different neighbourhoods in a broadly defined urban area (Figure 22 & 23). These services act to elevate the overall standard of living for community members by ensuring that vital services are provided in the vicinity of their residence. This helps to reduce the need to travel extensive distance in order to access services residents seek for themselves or family members (City of Toronto, 2007).
In evaluating the challenges facing the existing community services within the Junction Triangle, the most pressing issue is related to the distribution and intensity of vehicular traffic in and throughout the area. This traffic presents a hindrance to cyclists and pedestrians wishing to access local community centres and facilities. Figure 22: Schools provide valuable community Traffic calming measures may be necessary to address this issue and ensure existing services for the neighbourhood and surrounding community services are accessible for all users and modes of transportation. Noted area. Pictured above is the Perth Avenue Public by residents during the community design charrette, the continued support and School (Photo: Vanessa Aubrey) access to existing community services is also threatened by periodic drug and gang activity in the area. If such activity persists, this will continue to dissuade residents from utilizing such services, especially those with young children. In responding to changing demographics in the area, community services will need to develop additional programs and assistance for an ethnically diverse and aging population. The absence or limited availability for funding to address these challenges may result in drawing funding from other services and programs to ensure adequate care is provided to senior residents.
Identifying and creating opportunities for community services tends to have a positive impact on other conditions that influence the quality of life present in a neighbourhood. For example, community delivered arts programs are likely to result in a local art scene that attracts other artists in the city to work and possibly relocate Figure 23: Public parks and open spaces provide to the area. Increased dialogue and interaction between young and elderly residents well‐needed room for community events and services such as recreational programs. Pictured above is Campbell Park (Photo: Vanessa Aubrey) 26 will also provide a new and positive dynamic in the community. Through the organization and facilitation of community events, recreation programs, educational seminars, and health services, residents will develop a greater sense of pride and ownership of their neighbourhood. Such sentiments tend to translate into a higher degree of community participation in local programs and organizations’, making the ongoing provision of community services a self‐sustaining activity.
4.6 Natural Heritage
Expanding upon the definition of parks and open spaces that is detailed in the planning context of this precinct plan, natural heritage is made up of the significant natural land forms and physical features that support terrestrial habitats (forests, meadows, and wetlands), vegetation communities, living species, hydrological functions, and significant biological features native to the area (City of Toronto, 2007). There are currently no natural heritage designated areas in the Junction Triangle.
The primary challenge facing the existing natural heritage system within the Junction Triangle is fragmentation. This is most evident in the lack of connection between the parks and open spaces which are the greatest source of naturalized space within the neighbourhood. The absence of trees along the Railpath does little to mitigate the transmission of air pollution from the diesel trains travelling along the CNR and CPR corridors. Although yet to be determined, planting trees could be a challenge, as newly planted trees and taller vegetation have a limited Figure 24: The fragmentation of a natural heritage system is ability to deal with environmental stressors. Due to former industrial use, a common problem in urban areas. Pictured above are the CPR Railway tracks. (Photo: Steve Heuchert) many of the lands in the Junction Triangle contain ground contamination which has serious implications for the successful regeneration of natural
27 features and vegetation communities. Moreover, toxins in the soil can affect organisms and plant life not only in their capacity to regenerate but can also eradicate some of the primary food sources and energy flows that directly affect predator or consumer species.
In spite these challenges, the spread of unpaved and open green space throughout the Junction Triangle presents valuable opportunities for increasing the natural heritage throughout the neighbourhood. As stated in the Official Plan, the City of Toronto has set a goal of reaching a tree canopy of 34 percent (City of Toronto, 2007). Increasing the tree canopy will mitigate the fragmentation of natural heritage and provide links to larger parks in the adjacent areas, such as High Park and Dufferin Grove. If successful, the eventual growth of large trees will also act as carbon sinks and allow for a reduction in air pollution. Increasing the tree canopy and the spread of native vegetation can be applied to the existing parks and open spaces of the Junction Triangle. This would create habitat for native species and create a more resilient natural system that is capable of handling the local environmental stressors such as air and soil pollution, as well as human disturbances.
Figure 25: Stormwater management pond (Photo: Steve Figure 25: Maximizing garden space with a diverse array of native Heuchert). vegetation provides significant ecological value to the natural heritage system in a neighbourhood. Pictured above is a home on Ruskin Avenue (Photo: Steve Heuchert) 28 Not to be limited to the value they provide to the natural environment, enhancing the biological diversity present within the parks of the Junction Triangle also offers educational opportunities. A common locale for children, parks provide opportunities for children not only to play and engage with one another but also to connect with nature. For example, creating a pollinator garden could beautify the space and also provide children with a valuable learning opportunity to see pollination at work.
The use of green roofs can also increase natural heritage and provide for storm management functions (City of Toronto, 2007). Serving a number of functions, green roofs reduce development impacts on storm water quality and quantity, reduce the urban heat island effect by decreasing overall city temperature, and also add to local biodiversity and habitat. Given the considerable size and subsequent built environment of Toronto, the role naturalized spaces and terrain plays in cities is significant. Integrating storm water management techniques within new developments will reduce runoff and ensure that stormwater is naturally filtered and slowly returned to the atmosphere.
4.7 Transportation
Transportation can be broadly understood as the movement of people and goods from one location to another through modes such as air, rail, water, cable, pipeline and physical space, as facilitated through infrastructure and motorized transportation (Oxford English Dictionary, 2009). Given the urban context of the Junction Triangle, various modes of transportation exist for residents who base their choices on a combination of environmental, financial or accessibility considerations (Figure 26).
In evaluating the challenges of transportation that are present in the area, issues related to the adequate safety and accessibility of pedestrians and cyclists are most apparent. The lack of integration and support for cyclists and pedestrians within motorized traffic routes are particularly exacerbated during morning and evening rush hours. The general absence Figure 26: Transportation networks in the Junction Triangle. of bicycle lock stands and racks throughout the neighbourhood tend to The West Toronto Railpath borders the GO Train line. (Gedris, 2009b). discourage cyclists from using their bikes when travelling to and from
29 transit stations and other destinations in the area. Traffic management is also lacking, as priority signalling for pedestrians and cyclists is currently non‐existent in the Junction Triangle. Consequently, motorists maintain preferential access on all thoroughfares in the neighbourhood, discouraging users of alternative and active forms of transportation. Connectivity remains a major issue for pedestrians and cyclists as the Wallace Street Footbridge remains the only functional connection over the railway corridor. The lack of connections has created a fractured street grid that works to separate the Junction Triangle from other neighbourhoods, thus reducing opportunities not only for access but also the potential to foster stronger community and functional relationships to adjacent destinations such as Roncesvalles Village and Dufferin Grove Park.
In addressing these challenges, opportunities arise that can simultaneously reduce the impact of other issues present in the Junction Triangle. Additional infrastructure and improvements to pedestrian walkways and cyclist routes will reduce local dependence on automobiles as a principal means of transportation. In capitalizing on the model of ‘complete streets’, improvements to the cyclist and pedestrian pathways through enhanced lighting, bridges and designated routes will contribute to a more comfortable, accessible, and safe modes of travel for users of active transportation. Through a comprehensive and community‐oriented design, complete streets also support safer and more comfortable means of accessibility for people with disabilities, young children and the elderly (National Complete Streets Coalition, 2010)(Figure 27). Through well‐executed urban transportation design, Figure 27: A demonstration of a complete street network. It makes room for automobile traffic, bike lanes, sidewalks, and a landscaped boulevard. planners and designers can strike a balance for all (National Complete Streets Coalition, 2010). transportation uses, active and private alike, so as to reduce conflicts and aggression shared among users of public infrastructure.
30 In focusing attention on public means of transportation, the construction of an open and visible transit hub above the current Bloor Street GO Station would greatly enhance the connectivity and accessibility of the Junction Triangle. In applying a user‐friendly design, this transit hub can contain important features such as a short and long‐term bicycle storage facility, lockers, and parking space for an auto‐share program. Contributing to the City of Toronto’s demand for increased infill development, the upper levels of the proposed transit hub can also be developed with sensitively located higher‐rise condominium or office towers. This transit hub will not only facilitate the movement of people from one area to the next, but it will also stimulate commercial and retail development within the Junction Triangle. Given the neighbourhood’s railway history, this hub could be further enhanced if designed in a manner that draws attention to the distinctiveness of the Junction Triangle.
31 5. VISION FOR THE JUNCTION TRIANGLE
The following vision was developed for the Junction Triangle to address the existing conditions within the neighbourhood while also acting as a reflection of the local knowledge and lived experience that residents shared through the community design charrette. This vision should be read as statement that seeks to guide future development of the Junction Triangle in a direction that is representative of the desires, needs and aspirations of local residents and interested parties.
“The Junction Triangle celebrates its industrial and artistic heritage, building on the resilience of its community, is accessible and linked to the city, offers housing for all ages, stages, and income levels, and connects and creates natural spaces as it goes.”
Figure 28: Community engagement and participation is a key factor in developing a vision for the future in the Junction Triangle. Pictured above is the 2010 Jane’s Walk taking place along the Railpath. (Gedris, 2010c) 32 6. PLANNING THE FUTURE OF THE JUNCTION TRIANGLE: GOALS AND OBJECTIVES
The following goals and objectives vary according the thematic context in which they exist and can be further developed within the Junction Triangle. Some themes contain broader goals and objectives, under which more site‐specific goals and objectives are detailed according the particular physical location and related dynamics in which they can be applied. These goals and objectives can be further identified in the maps contained within Appendix A, B, and C.
6.1 Land Use
As the Junction Triangle is currently blessed with a variety of zoning including commercial, residential, and employment, it is necessary to preserve and enhance these land uses to create a vibrant and sustainable community. The Junction Triangle has a large number of employment lands located within the boundaries of the neighbourhood. Some of these lands are currently vacant, while others are expected to phase out their industrial uses in the next five to ten years. These lands represent the largest physical opportunity for new development in the Junction Triangle. Developing a long term vision for these lands is of extreme importance in order to ensure that their potential is identified and maximized. The Junction Triangle shall take advantage of the employment zoning to attract new businesses to the area. Community consultation has revealed a desire for more Information Technology (IT) and gaming companies, or their like, to locate within the neighbourhood. Employment lands can play a valuable role in hosting these functions. Furthermore, in Figure 29: Dupont Street shall continue to evolve as a order to ensure that that both Bloor Street West and Dupont Street commercial mixed use main street, where residential uses are evolve as healthy, commercial mixed use main streets, residential uses located above commercial streets. Pictured above is Dupont shall be prohibited at grade and located above instead. Development shall Street at the corner of Franklin Avenue. (Source: Google Maps, 2010). focus on promoting the main street function by encouraging a diverse
33 array of commercial uses at street level on Bloor Street West and Dupont Street (See Appendix A).
Goal 6.1.1 Bloor Street West and Dupont Street shall evolve as vibrant, mixed use “main streets” with commercial uses at grade and a variety of commercial and residential uses above.
Objectives 6.1.1.2 Limit the number of restaurants and bars within each block in order to encourage diverse commercial facilities. 6.1.1.3 Limit the width of commercial storefronts to the historical pattern of Bloor Street West and Dupont Street in order to provide affordable commercial spaces for local businesses and to respect the main street size and character of each street. 6.1.1.4 Prohibit the development of new residential uses at grade.
Goals 6.1.2 Identify and maximize the potential of employment lands.
Objectives 6.1.2.1 Prepare a detailed employment lands study for the Junction Triangle in order to determine the market demand for employment, the desired type of employment and ancillary uses and the incentives necessary for attracting new employment. 6.1.2.2 Prepare a visioning exercise to identify non‐ employment community needs that could be Figure 30: This industrial scrap yard is an example of an active satisfied by redesignating employment lands. employment area in the Junction Triangle. New employment uses on employment lands do not necessarily have to be industrial in 6.1.2.3 Ensure that all viable employment options are nature. It is also important to ensure residential and non‐ explored and that projected future employment residential uses interface appropriately. (Photo: Rebecca Tannahill) needs are met before considering development
34 applications that would require a land use re‐designation.
Goal 6.1.3 Ensure neighbourhoods are “stable but not static”.
Objectives 6.1.3.1 Ensure that new development and redevelopment within and adjacent to the neighbourhoods is appropriate in terms of existing scale, height, density and use. 6.1.3.2 Ensure that new development and redevelopment interfaces and connects appropriately with existing development and adjacent neighbourhoods.
6.2 Public Realm
Safe and welcoming public spaces help people connect, thus strengthening relationships and communities. Each new and existing public space in the community has a function and feel, be it a place of play, entertainment, eating, quiet contemplation, or simply for getting from A to B. The spaces described in this section serve unique purposes in the area. In addition to enhancing existing community spaces, many more new spaces can be imagined. For example in the Tower Automotive Lands or Glidden Paint site, public spaces shall be developed as opportunities arise and as the community’s needs change. Public art provides an opportunity to enhance the public realm while celebrating the neighbourhood’s rich past and exciting future. New public spaces in the Junction Triangle shall connect existing green spaces to each other and increase overall biodiversity of the area with water features and landscaping. The creation of public spaces that address multiple community needs and accommodate events is consistent with Toronto Official Plan (OP) policy 3.1.1.10 (See Appendix B). Figure 31: Public art installations provide a personal aesthetic quality to a neighbourhood. Pictured above is a painting on a light post adjacent to the Wallace Street footbridge. (Photo: Steve Heuchert).
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Goal 6.2.1 Create new, and enhance existing, outdoor community meeting spaces, and imbue each with unique character and qualities.
Objectives 6.2.1.1 Dedicate 15% of development area to the public realm by: building paths for pedestrians to pass through properties to reach other destinations including those outside the Triangle; building public squares or public naturalized areas; and by building sidewalks wide enough to create resting or viewing areas and accommodate landscaping. 6.2.1.2 Provide amenities near parks such as running water, cafes and public restrooms.
Site‐Specific Goal 6.2.2 Develop the Glidden Paint site as employment lands enhanced by a new public meeting and events space that celebrates the arts and the West Toronto Railpath. In the public part of the Glidden Paint site: Site‐Specific Objectives 6.2.2.1 A new community centre will anchor the public space and be accessible by all forms of locomotion via road, sidewalk, and Railpath (see Community Services implementation section). The community centre should relate to the street, the Wallace Bridge and the Railpath, consistent with Toronto OP policy 3.1.1.10. 6.2.2.2 The public space should be large and flexible Figure 32: Glidden Paint site. (Photo: Rebecca Tannahill). enough to accommodate medium sized crowds attracted by events such as Nuit Blanche.
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6.2.2.3 Incorporate a public square, bandstand, or amphitheatre alongside the new community centre, to enhance the multi‐purpose use of the space. 6.2.2.4 Design competitions should be used to select rotating public art, creating a continually changing exhibition of art for viewing, or that doubles as street furniture or play space. 6.2.2.5 Enhance the portal between the Railpath and the public space with a gateway feature that builds on the style of the Wallace Bridge, and creates the feeling of “arriving” at the public meeting and events space. 6.2.2.6 To improve access to the site, maintain the Wallace Bridge and improve safety with better lighting.
Site‐Specific Goal 6.2.3 Create a public square in the Tower Automotive Lands development that builds on and celebrates the unique architectural style of the Tower Automotive building. Site‐Specific Objectives 6.2.3.1 The landscaped and treed public square should provide creative spaces for those working in the adjacent employment lands, and to those transitioning through the square on foot, bicycle or service vehicles. 6.2.3.2 A wide, treed, boulevard for fast or slow moving pedestrians and cyclists shall link the Railpath, through the public square, to Sterling Road, with a clear view from Sterling to the Railpath. Clear signage should indicate the boulevard’s route and connected paths. 6.2.3.3 The boulevard shall pass through an inviting gateway feature and terminate in a resting place, or outdoor lounge, and bicycle lock up at the Railpath. 6.2.3.4 Some design elements of the boulevard and signage should extend Figure 33: Once completed, the redevelopment of the Tower Automotive to new pedestrian overpasses, from the area of the Sterling/Perth Lands (above) should provide creative and intersection to Golden Avenue to the west, from the old transformer open space for those working in the building on Sterling to Dora Avenue to the east (see Built Form). adjacent employment lands. Landscaping should also provide transitioning space for those traveling through the area to the adjacent Railpath. (Photo: Steve Heuchert).
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6.2.3.5 The public square should be linked to the proposed parkette just to the north of the Tower Automotive Lands, where Perth and Sterling meet, via a pedestrian portal‐like path which terminates at a controlled intersection where pedestrians can cross the street. Natural heritage patches shall connect the Railpath to the parkette and the treed public square, consistent with OP policy 3.1.1.17.
Site‐Specific Goal 6.2.4 Create a quiet, naturalized parkette over an underground public parking facility at the revised Perth and Sterling Road. Site‐Specific Objectives 6.2.4.1 The parkette should include seating in sun and shade where people will feel comfortable at all times of day or night. 6.2.4.2 The parkette and the parking lot entrance should be well lit. 6.2.4.3 There should be a variety of creative seating forms and arrangements. 6.2.4.4 The naturalized design should create a contemplative and Figure 34: The existing parkette at Perth and Sterling could become a place of quiet and calm, away from calming atmosphere. home and work. (Photo: Claire Malcolmson)
Site‐Specific Goal 6.2.5 Build a high quality civic space on top the Bloor GO Station, on the Georgetown railway tracks, north of Bloor Street, and in the parking lot site to the west of the GO platform. Site‐Specific Objectives 6.2.5.1 Build a train station and commercial space whose architecture and design evokes the romantic feeling of rail travel, echoes the style of Union station, and is a destination for GO travelers and for the general public.
38 6.2.5.2 Design the space to provide services for travelers such as restaurants, bars, cafes, bookshops, clothing stores, hairdressers, drycleaners, a hotel and car rentals. The building could accommodate condominiums or apartments on the upper levels, and an underground parking lot. 6.2.5.3 Make clear linkages and paths to Bloor Street West and Dundas West, and to Lansdowne and Dundas West TTC subway stations (see Transportation; Built Form). 6.2.5.4 Support different modes of travel from the transit hub, such as cycling, walking, public transit, taxi and automobile (see Transportation; Built Form).
Goal 6.2.6 Integrate high quality, diverse art into the public realm, with some art reflecting the industrial and railroad character of the Junction Triangle.
Objectives 6.2.6.1 Incorporate diverse art forms into public spaces, such as “art” that doubles as play spaces, acoustic experiences, or other interactive experiences, in locations including: the proposed community centre at the Glidden Paint site; the proposed public square at Tower Automotive Lands, the proposed parkette where Perth and Sterling meet, along the West Toronto Railpath, Perth Square, and new development areas. 6.2.6.2 Request submissions from local artists to reflect the Figure 35: Creative public art installations such the one shown industrial and railroad character of the Junction Triangle above not only add a distinct aesthetic quality to the area, they can also serve a number of other purposes. This silhouette in benches, bike lockups, tree pits and lighting designs. artscape stretching south along Landsdowne Avenue masks a 6.2.6.3 Use murals and installations on fences at construction derelict industrial site while also representing distinct landmarks sites to beautify derelict lands, and on the proposed GO and features that define the Junction Triangle. (Photo: Vanessa Train wall along the Railpath. Aubrey)
39 Goal 6.2.7 Increase the appeal of the West Toronto Railpath, and weave it into and out of other public spaces.
Objectives 6.2.7.1 Increase connections to the Railpath at the street level, for example, just west of Perth and Sterling, between the new buildings south of Bloor on Perth (see Built Form). 6.2.7.2 Use the Railpath as a path to connect new proposed public realm destinations, such as the public square at the Tower Automotive Lands and an events site at the Wallace Bridge / Glidden Paint site (see previous goals and objectives of Public Realm). 6.2.7.3 Put benches on the Railpath to create outdoor “lounges” for cyclists and pedestrians in at least three places: at the Wallace Bridge / Glidden Paint site; where the Railpath meets the proposed pedestrian boulevard from the Tower Automotive public square (see previous goals and objectives of Public Realm); and at its southern terminus at Dundas West. Each lounge should display a map of the area, and reflect the character of the adjacent public space. 6.2.7.4 Install environmentally friendly lighting to increase safety on the Railpath and these intersections, and at other points identified by the community. 6.2.7.5 Where the Railpath intersects with roads, allow businesses to face the Railpath as well as the road. For example, a “lounge” could be created around a café that faces the Railpath; a large bicycle lock‐ up area could be in front of a bicycle repair shop close to an Figure 36: The West Toronto Railpath could be employment area. These spaces create interactions between the enhanced with public art installations and some commercial and public realms, and welcome people from outside restful lounges for pedestrians and cyclists. (Photo: Claire Malcolmson) the Triangle to explore the area.
40 6.3 Built Form
Identified within this section is how the relationship between buildings, blocks and streets may be enhanced to create a rich urban environment. As the Junction Triangle is isolated by railway boundaries, connectivity must be addressed. Connectivity is essential within the built form as it helps create vibrant streets with an ease of mobility. Direct connections throughout the Junction Triangle and with adjacent neighbourhoods shall be maximized to reduce isolation. Furthermore, through infill development the Junction Triangle’s built form shall be re‐knit and continuous. Continuous built form is necessary to prevent large underutilized open spaces that create unappealing urban environments and remove pedestrians from the streetscape. By respecting architectural styling but not replicating it, the built form shall maintain the feel and legacy of the neighbourhood while contributing to an urban environment that is varied, unique and creative. In adhering to design principles, the Junction Triangle will redevelop in a manner that works with existing built form and uses so as to create a vibrant and engaging built form (See Appendix B).
Goal 6.3.1 Connectivity within the neighbourhood and adjacent neighbourhoods shall be increased by enhancing access to and developing connections through streets, West Toronto Railpath, walkways and bridges.
Objectives 6.3.1.1 Connect Sterling Road with Golden Avenue by bridge that is accessible to automobiles, pedestrians and bicyclists over railway tracks. 6.3.1.2 Connect Sterling Road with Dora Avenue by pedestrian bridge over railway tracks. 6.3.1.3 Connect the Railpath at street level by pedestrian path at Sterling Avenue west of Perth Avenue, Bloor Figure 37: Sites of Connectivity: Antler Street & Lappin Avenue (top right), Ruskin Avenue & Railpath (middle left), Paton Avenue. Street West, Randolph Avenue and Ruskin Avenue. (Base Source: City of Toronto, 2007)
41 6.3.1.4 Reconnect Paton Avenue at street level to enhance flow of automobiles, pedestrians and bicyclists while increasing access to Landsdowne Street and Landsdowne TTC station. 6.3.1.5 Connect Lappin Avenue with Antler Street at street level to enhance flow of automobiles, pedestrians and bicyclists. 6.3.1.6 Connect the Bloor GO Station to Dundas West TTC station by building a tunnel for pedestrians and cyclists under railroad tracks. Tunnel shall provide street access to both Bloor Street West and Dundas Street.
Figure 38: Sites of Connectivity: Randolph to Railpath (top), Figure 39: Sites of Connectivity: Sterling and Perth to Golden and Pedestrian & Bicycle Tunnel between Bloor GO Station and Dundas Railpath (left), Sterling to Dora (right). (Base Source: City of West TTC Station (middle), Bloor Street to Railpath (bottom). Toronto, 2007) (Base Source: City of Toronto, 2007)
42 Goal 6.3.2 Re‐knit the built form in the Junction triangle through infill development on the following locations:
Objectives 6.3.2.1 Corner of Dupont Street and Symington Avenue; along Perth Avenue south of the Church of the First Born; the Tower Automotive Lands; the Glidden Paint Site; corner of Bloor Street West and Perth Avenue and; corner of Ernest Avenue and Randolph Street.
Figure 40 & 41: Infill development at Ernest Avenue and Randolf Avenue (top left and above). (Image: Abdul Bajwa)
Figure 42: Infill development at the Tower Automotive Lands (left). (Image: Abdul Bajwa)
43 Goal Figure 43: A general rule of the thumb: The smaller 6.3.3 New built form in respecting the heritage of the community not the block the better. replicating it, and existing uses, shall adhere to design guidelines to Blocks that are going to be ensure built form is continuous, situated on the block perimeter, recreated for example in creates active street frontages (Figure 44) and scale and height is the Tower Automotive compatible with surrounding development. Lands, need to be no larger than 50‐100m in length to create an Objectives optimum network for pedestrians, bicycles and Optimal block size 6.3.3.1 Lot sizes and setbacks shall generally maintain vehicles. within the Neighbourhoods to ensure compatible scale with existing development.
Site‐Specific Goal 6.3.3.2 Infill development on Dupont Street and Symington Avenue shall be conform to the following: Site‐Specific Objectives 6.3.3.3 Block Perimeter and Frontages: Infill development shall be built on the block perimeter to continue building lines. Active street frontages on both Dupont Street and Symington Avenue shall be utilized to enhance interaction between buildings and pedestrians and continue existing mixed commercial Figure 44: Buildings situated on the block perimeter help to residential uses. create an ‘active street frontage’ (where the building meets the public realm) which includes office, commercial and retail 6.3.3.4 Building Height: Built form shall be no higher while leaving block interiors for other uses such as squares, than 4 storeys as to respect heights of mixed parking or green spaces. Good frontage may be achieved with commercial residential and residential buildings. 10 – 15 premises per 100m (Urban Design Compendium, 2007). Pictured above is an example of active street frontage in London, England. (Photo: Urban Design Compendium, 2007) 44 6.3.3.5 Setbacks: Buildings shall be setback 2.0m from sidewalk along Dupont Street and Symington Avenue. 6.3.3.6 Parking: Parking shall be provided on block interior and below grade.
Site‐Specific Goal 6.3.4 Infill development on Perth Avenue, south of the Church of the First Born shall be residential or live work to respect adjacent residential buildings on the east side of Perth Avenue and shall conform with the following: Site‐Specific Objectives 6.3.4.1 Block Perimeter, Interior and Frontages: Infill development shall be situated on the block perimeter to continue building lines. Residential or live work frontages are envisioned at grade to maintain character existing on street. Block interior may be utilized for courtyards or green space. 6.3.4.2 Building Height: Built form shall be no higher than 4 storeys as to not dominate the predominately 2‐3 storey adjacent residential buildings and to maintain a smaller scale on the Figure 45: By filling empty lots throughout the neighbourhood street. Junction Triangle, the built form will be re‐knit and continuous. Such continuity is necessary to 6.3.4.3 Setbacks: Buildings shall be setback 2.0m from sidewalk prevent large underutilized open spaces that along Perth Avenue and 25m from the rail corridor. may create unappealing urban environments and 6.3.4.4 Parking: Parking shall be provided on street and below grade. removes pedestrians from the street. Pictured above is a LEED certified mixed‐use lot of infill Site‐Specific Goals development in Portland, Oregon, US. As an example of progressive and environmentally 6.3.5 Infill development on the Tower Automotive Lands shall be mixed sensitive urban design, the rooftop garden atop employment with ancillary commercial and limited residential with a significant the building supplies fresh produce to the public square that is a regional destination for those living, and working within restaurants and tenants on the floors below. and outside of the community and shall conform with the following: (Photo: Burnside Rocket, 2010).
45 Site‐Specific Objectives 6.3.5.1 Block Perimeter, Interior and Frontages: Buildings shall be situated on the block perimeter and continuous but permit access to the block interior. Active frontages shall be achieved at grade along Sterling Road and Perth Avenue to enhance the relationship between the buildings and streets. The block interior shall create a vibrant public square with active frontages at the ground floor. 6.3.5.2 Building Heights and Setbacks: The Tower Automotive building shall be maintained as the tallest and visual landmark on the site. Buildings on the North side of the block shall be no more 5 total storeys with a setback at the 4th storey to maintain a smaller scale of adjacent residential buildings on Perth and Sterling Road. Buildings along the west side and south side of block shall be no more than 6 Figure 46: Setbacks are the area between the front property line and the building face. 1.5m – 3m storeys with a setback at the 5th storey to allow for sunlight setbacks are optimal as they provide space for on the public square and to enhance views of the Tower benches, bicycle stands and spill out areas from cafes Automotive building. The architectural styling shall work to and shops that enhances the public realm. As celebrate the heritage characteristics of the Tower pictured above, minimal setbacks help to create this Automotive building. active street front in London, England. (Photo: Urban Design Compendium, 2007) 6.3.5.3 Setbacks: Buildings shall be setback 2.0m from sidewalk along Perth Avenue and Sterling Road and 0.0m in block interior. 6.3.5.4 Parking: Parking shall be provided in buildings.
Site‐Specific Goal 6.3.6 Infill development on the Glidden Paint Site shall be employment (potentially a community centre) with a public meeting and events spaces that integrates with adjacent commercial offices and residential uses and shall conform to the following:
46
Site‐Specific Objectives 6.3.6.1 Block Perimeter, Interior and Frontages: Buildings shall be built on the block perimeter and continuous while providing access to the public meeting and events space. Active frontages shall be achieved on Wallace Avenue to attract West Toronto Railpath users. Block interior will be lined with active street frontage at grade to coordinate with the interior public space. 6.3.6.2 Build Height: Built form shall be no more than 4 storeys in height as to not dominate existing residences on Wallace, Macaulay and Ruskin Avenues. 6.3.6.3 Setbacks: Building shall be setback 2.0m from sidewalk on Wallace and Ruskin Avenues and 0.0m on block interior to maximize interaction. 6.3.6.4 Parking: Parking shall be accommodated for on street and within block interior.
Site‐Specific Goal 6.3.7 Infill development on Perth Avenue and Bloor Street West shall be mixed commercial residential and be compatible with existing adjacent uses including institutional, residential and commercial. Site‐Specific Objectives 6.3.7.1 Block Perimeter and Interior, Frontages: Built form shall be situated on the block perimeter and continuous. Active street frontages are envisioned on Bloor Street West and Perth Avenue through commercial uses at grade. A public space or green space shall be created to allow for access to the West Toronto Railpath. 6.3.7.2 Build Heights and Setbacks: Built form shall be no more than 6 storeys and setback at the 5th storey as to not dominate smaller built form on Bloor Street West and Perth Avenue. 6.3.7.3 Setbacks: Buildings shall be setback 2.0m from sidewalk on Bloor Street West and Perth Avenue. 6.3.7.4 Parking: Parking shall be provided on block interior and be concealed by buildings.
Site‐Specific Goal 6.3.8 High density mixed use development situated on top of the Bloor GO Station and in adjacent parking lot to maximize density at the transit hub.
47 Site‐Specific Objectives 6.3.8.1 Block Perimeter and Interior, Frontages: Built form shall be situated on the block perimeter and continuous. Active frontages shall be achieved by commercial development at grade. 6.3.8.2 Building Height and Setbacks: Buildings shall be no more than 14 storeys with setbacks at the 8th and 10th storeys. 6.3.8.3 Parking: Parking shall be provided within buildings.
6.4 Cultural Heritage
The Junction Triangle neighbourhood has a distinct character and identity that is present in the physical features that define the urban landscape therein. The history of industrial development in the Junction Triangle is a visible and defining characteristic that deserves to be celebrated. As the neighbourhood continues to grow and move forward, it is important to recognize and celebrate the Junction Triangle’s unique character, cultural heritage and history. To ensure that this occurs, the recognition, preservation, rehabilitation and adaptive re‐use of cultural heritage properties shall be pursued. Identification and preservation of culturally significant built forms and areas shall be achieved by ensuring that the demolition and adaptive reuse of properties and areas maintain and enhance the neighbourhood’s distinct character and identity. Historical buildings and landscapes shall be preserved and adaptively re‐used to ensure that they may be enjoyed by current and future generations (See Appendix C).
Goal 6.4.1 Promote the recognition, preservation, rehabilitation and adaptive re‐use of cultural heritage properties or areas of interest in concert with the growth Figure 47: Built in the early 1900s at 224 Wallace Avenue, the General Electric Water and development of the neighborhood. Tower is a local landmark and is visible in many parts of the Junction Triangle. (Photo: Vanessa Aubrey)
48 Objectives 6.4.1.1 Identify the cultural heritage properties and the physical features that define the Junction Triangle’s character and identity in both the public and private realm. 6.4.1.2 Create and maintain an inventory of all cultural heritage properties that have been designated and those that have been identified as being of potential cultural heritage value or interest. 6.4.1.3 Create comprehensive design guidelines that provide direction and set limitations regarding the preservation and alteration of the neighborhood’s built form, including architectural style and quality, streetscapes and cultural heritage landscapes. These guidelines shall ensure physical development and growth is compatible with the Junction Triangle’s heritage character – in its built, cultural and natural environments. 6.4.1.4 Ensure the official heritage designation and preservation of the General Electric Water Tower on Wallace Avenue so as to guarantee its preservation and recognition as a local landmark. 6.4.1.5 Ensure the official heritage designation and preservation of the Wallace Bridge so as to guarantee its preservation and recognition as a local landmark. 6.4.1.6 Ensure the official heritage designation and preservation of the Ukrainian Orthodox Church of St. Andrews at 1630 Dupont Street The heritage designation shall recognize and preserve the distinctive architectural style and its place in the community as a local landmark and historical religious institution. 6.4.1.7 Ensure the official heritage designation and preservation of the Perth Avenue Church at 224 Wallace Avenue. The heritage designation shall recognize and preserve the distinctive architectural style and its place in the community as a local landmark and historical religious institution.
Figure 48: Dupont Street, extending from Landsdowne Street to Edwin Avenue, has a distinct character and identity. As one of the main streets in the Junction Triangle, it is a commercial and retail service area for the surrounding neighbourhoods. The retention of the original built form and historic quality makes Dupont Street a strong candidate for being designation a Heritage Conservation District. Pictures to the left and right capture the heritage character of Dupont Street (Photos: Vanessa Aubrey).
Goal 6.4.2 Promote the identification, designation, preservation and enhancement of cultural heritage landscapes within the Junction Triangle.
Objectives 6.4.2.1 Conserve and enhance visual amenities and provide new ones where possible. 6.4.2.2 Consider the impact that development will have on landscapes, scenic vistas and visual amenities including landmarks and landforms. 6.4.2.3 Create and maintain design guidelines to promote the consistent views and landscape quality for prime corridors that offer scenic views of the physical Figure 49: The neighbourhood of the Junction Triangle has an historical feel to features and buildings that define the it, apparent in the older and British style construction of the houses, many of which were built at the turn of the century. Pictured above are the residences Junction Triangle’s heritage character of 436, 438 and 440 Perth Ave, in 1944 (left) and 2010 (right). (Photos: City of and identity. Toronto Archives, 1944; Vanessa Aubrey) 6.4.2.4 Designate the West Toronto Railpath as a cultural heritage landscape in recognition of its functional, associative and aesthetic value to the Junction Triangle. The physical and visual continuity of the Railpath will be maintained and enhanced as much as possible as it provides exposure to the neighborhood’s distinctive architectural style, landmarks, and history of industrial land use and development. 6.4.2.5 Recognize and support the distinct character, identity and cultural heritage resources of Dupont Street, between the intersections of Landsdowne Avenue and Edwin Avenue. Promote the designation of this section of Dupont Street as a Heritage Conservation District, in recognition of the historic use of this area as a main street centre and
50 service area for the Junction Triangle and surrounding neighborhoods. Future growth and physical development of Dupont Street will rehabilitate and enhance the historical character and identity of the street.
Goal 6.4.3 Ensure the demolition and adaptive reuse of cultural heritage properties or areas of interest maintain and enhance the neighborhood’s distinct character and identity.
Objectives 6.4.3.1 Supports the adaptive reuse of heritage buildings and structural elements in circumstances where the conservation of heritage property is not possible. 6.4.3.2 The official heritage designation of the Perth Avenue Church at 224 Wallace Avenue will provide for the adaptive reuse of the building as a nursing home and retirement residence facility. 6.4.3.3 Proposed infill and redevelopment projects should enhance, Figure 50: The Junction Triangle contains several historic wherever possible, the heritage quality of the property. religious institutions, many of which were built at the 6.4.3.4 Any addition or alteration of an existing heritage structure turn of the century. The Perth Avenue Church (above) is unused and has recently been purchased by a developer. will be compatible to the scale, design, color and materials Official heritage designation of the church could provide of the existing development present on the property and for the adaptive reuse of the building as nursing home within the surrounding neighbourhood and retirement facility. (Photo: Vanessa Aubrey). 6.4.3.5 Development on brownfields is encouraged. The retention, renewal and conservation of industrial buildings of historical and architectural merit will be encouraged if they are affected by an application for development or re‐development. The impact of such development plans on the character of the surrounding area will also be considered.
51 Goal 6.4.4 Recognizes the importance of preserving and adaptively reusing cultural heritage so as to ensure the neighborhood’s historical buildings and landscapes will be experienced and appreciated by existing and future generations.
Objectives 6.4.4.1 Supports the public’s participation, interest and involvement in local preservation and restoration efforts that foster neighbourhood residents’ understanding and appreciation of the Junction Triangle’s cultural heritage. 6.4.4.2 Support an integrated vision of local cultural development that emphasizes connections across the full range of arts, heritage, cultural industries, libraries, archives and other cultural activities. 6.4.4.3 Cultural activities will be concentrated and promoted to establish particular venues, areas, or corridors that Figure 51: Aesthetically interesting and appealing, public art collective draw public attention to the Junction installations within the Junction Triangle play an important Triangle’s distinct character and identity. role in making visible the neighborhood’s history and local 6.4.4.4 Artistic and cultural activities will be encouraged and cultural identity. (Photos: Vanessa Aubrey). integrated into the neighborhood’s urban design.
6.5 Housing and Residential Development
As property values increase in the Junction Triangle, issues of affordability are becoming of concern in the neighbourhood. As a result, affordable housing options must be increased in the Junction Triangle in order to allow current residents to remain and for the number of residents currently spending more than 30 percent of their income on housing to decrease. As the Junction Triangle changes, it is important for the housing stock to reflect those changes. It is, therefore, important to examine the options for new or different forms of housing in order to meet these changing needs of the community. Alleyway garage apartments as second suites are one option. This will serve to increase the housing stock as there is a lack of land suitable for residential development, which has subsequently placed an increased importance on infill development. Increased housing for artists will accommodate for the influx of
52 a creative class in the neighborhood, while minimum and maximum lot sizes will preserve the character of the low‐rise residential areas. Lastly, as the residents in the community begin to age, it is important to construct retirement and nursing facilities in order to allow those individuals to remain in the Junction Triangle (See Appendix A).
Goal 6.5.1 Increase the affordable housing stock.
Objectives 6.5.1.1 Ensure 20% of new housing is affordable housing. 6.5.1.2 Affordable units should be integrated throughout all newly developed residential buildings.
Goal Figure 51: Gentrification is becoming an increasing concern among residents living within 6.5.2 Explore various options for new or different forms of housing. This new the Junction Triangle. Affordable housing housing development should address the various needs of the community options must be made available within the and its members, including tenure and type. neighbourhood so as to moderate the impacts of gentrification. Current examples of Objective gentrification related development within the Junction Triangle are shown in the photos above 6.5.2.1 Construct second suites above alleyway garages within existing and below (Photos: Vanessa Aubrey). residential lots. Suitable alleyways for second suites include the alley between Perth Avenue and Symington Avenue that runs from Dekoven Mews to Dupont Street and the alley between Symington Avenue and Campbell Avenue that runs from Wallace Avenue to just north of Dupont Street 6.5.2.2 Encourage new residential construction include both rental and ownership units. 6.5.2.3 Increase housing for artists in the community.
53 6.5.2.4 Implement minimum and maximum lot sizes for low‐rise residential neighbourhoods. 6.5.2.5 Construct a 100‐room retirement/nursing facility on the site located west of Perth Avenue and South of Bloor Street West.
6.6 Community Services
This section envisions the Junction Triangle becoming a destination community by developing a distinct community character for attracting artists, athletes and community events. Local initiatives such as community policing programs, chaperon services and senior and youth programs will increase the safety of the community while simultaneously linking past and future generations. Services shall be expanded to create a community that is healthy, socially, ethnically and religiously inclusive, so as to ultimately capture and enhance the essence of Toronto’s diversity (See Appendix C).
Goal 6.6.1 Provide the residents of the neighbourhood unique opportunities to promote the Junction Triangle as a destination community to attract outsider interest and develop a distinct community character. Figure 52: Skateboard parks provide unique opportunities for Objectives youth recreation while also acting as a local destination that helps attract outsider interest in the community. Free of charge 6.6.1.1 Allocate adequate space south of the Tower and publicly accessible, skate parks can be an adaptive re‐use of Automotive building to create a unique destination former industrial land that would otherwise remain derelict. theme that promotes extreme sports entertainment Pictured above is a skate park within the East York and technology. neighbourhood of Toronto (Photo: Spectrum Skateparks, 2010).
54 6.6.1.2 Reproduce community initiative projects, such as Campbell‐Rankin community gardens, to promote vegetable market places at Toronto Collegiate Institute and Ernest Avenue near the tracks. 6.6.1.3 Facilitate visitor interest in destination activities through unique urban design.
Goal 6.6.2 Enhance community reputation and residents’ feeling of being “safe”.
Objectives 6.6.2.1 Create a transitioning program within the community to assist the progression of the socially marginalized into mainstream society. 6.6.2.2 Design community‐policing programs to promote the concept of community monitoring that will utilize community volunteers and local investment in the neighbourhood. 6.6.2.3 Establish community chaperon services to facilitate the movement of children, seniors and other residents who must Figure 53: Volunteers play a big role in assisting with travel alone throughout the community during the day or night. the provision of community services such as park cleanups, the hosting local events, chaperon services, Goal and a range of other activities related to improving 6.6.3 Advance community health by placing necessary health improvement the quality of living within a neighbourhood. Pictured above are volunteers working with organization services within a single building that caters to all ages. Volunteer Toronto. (Photo: Hume, 2011)
Objectives 6.6.3.1 Introduce multiple‐use recreational centers in preserved buildings that should provide the community with a source of enclosed active movement. 6.6.3.2 Create health care clinics within recreational centers to accommodate children, adolescents, teens, adults and senior citizens. 6.6.3.3 Employ an aerobics instructor within the facility to lead residents in cardio exercises to assist active movement activities.
55 6.6.3.4 Employ nutritionists to encourage proper eating habits through nutrition presentations and individualized programs for at risk residents with diabetes or obesity.
Goal 6.6.4 Design a community planning office in Toronto Collegiate Institute to coordinate community service activities throughout the Junction Triangle.
Objectives 6.6.4.1 Apply for grants that specialize in funds for community services located in post‐industrial neighbourhoods. 6.6.4.2 Identify local and regional businesses that would have interest in donating to innovative community service programs. 6.6.4.3 Develop links to local and regional community service providers to share ideas, information and strategies.
Goal 6.6.5 Facilitate the creation of more widely accessible services for persons of various ages, ethnicity, religious and income backgrounds.
Objectives 6.6.5.1 Ensure local community‐related organizations promote programming aimed at a variety of groups. 6.6.5.2 Promote such programs actively within the community and encourage persons of all backgrounds to be involved to ensure more successful integration of new residents to the Junction Triangle. 6.6.5.3 Vacant property on the eastern section of the Junction Figure 54: In providing for greater accessibility for residents, the Triangle (Dupont Street and CN Rail line) could be the City of Toronto’s TTC service Wheel‐Trans provides door‐to‐ door service for people with physical disabilities who have the location of a “mini” community centre which would be a most difficulty using conventional transit services. (Photo: City suitable candidate to have programming which focuses of Toronto, 2011d).
56 on the specific needs of residents within the immediate geographic area which would most likely bring person of various different backgrounds to the centre. 6.6.5.4 In conjunction with Public Realm, a potential community centre at the Glidden Paint site (Wallace and CN Rail line) would also be built in tandem with public spaces as well.
Goal 6.6.6 Allow for enhanced interaction between youth and senior residents to promote successive community stewardship.
Objectives 6.6.6.1 Explore mentorship program potential in local schools as initial means of reaching out to at risk youth. 6.6.6.2 Use local events held in public spaces (in tandem with Public Realm) like parks to be another environment to allow for greater youth and senior resident interactions. 6.6.6.3 Look at the crime and safety perspective by creating a sense of pride and ownership with youth through the time they spend with older residents thereby creating generational stewardship. Figure 55: YMCA provides valuable space within a neighbourhood for recreational activities geared towards people of all ages and abilities. They are also a valuable Goal resource for residents in the area, as YMCA staff and 6.6.7 Create adaptive community service related infrastructure that can volunteers offer childcare services and youth mentorship adapt to the changing needs and demographics of the area. programs. Pictured above in the West End YMCA in Toronto. (Photo: Google Maps, 2011). Objectives 6.6.7.1 Use local surveying and polling to understand what the needs of the Junction Triangle are and to track changes over time. 6.6.7.2 Ensure new community services related facilities are designed to be flexible in their day‐to‐day operations.
57 6.6.7.3 Local community leaders proactively recruit persons of different demographic groups into important community organizations to ensure “fresh” perspective on issues. 6.6.7.4 Skating rink contained with the Campbell Avenue Playfield (Campbell Avenue and Antler Street) allows for conversion outside of the winter season to various other uses that could allow for more locally inspired events to have an immediate venue by which to operate out of.
Goal 6.6.8 Increase the size and accessibility of necessary community services, such as, libraries, day cares, community centers, community gardens, and recreation venues in a single facility.
Objectives 6.6.8.1 Locate a space that is the most preferable for community residents to travel to. The preferred distance would be 800 meters of 10 minutes walking distance. 6.6.8.2 Have residents work together to identify potential new sites for the expansion of such services to keep pace with population changes in area. 6.6.8.3 Vacant West Toronto Collegiate Institute (Landsdowne Avenue north of College Street) provides a possible location for such a centre by utilizing existing infrastructure to construct a facility that would be cost‐efficient and help restore the building’s presence and identity in the area. The building will also be designated a Figure 56: The recently vacant West Toronto Collegiate (above) heritage building (see Cultural Heritage). would be an ideal location for a community service centre given the infrastructure already present in the building (Photo: Google Maps, 2011).
58 Goal 6.6.9 Introduce a retirement/nursing facility for independent and dependent senior citizens on Ernest Avenue.
Objectives 6.6.9.1 Accommodate both active and inactive senior citizens within a single facility to provide consistent housing and on‐ site medical services for those at different stages of health.
6.7 Natural Heritage
The natural heritage system shall be created and enhanced. In the neighbourhood, increasing the tree canopy shall create natural corridors that link natural heritage patches. These natural corridors will connect the parks to each other, which will increase the overall ecological value of the natural heritage patches. Connected areas provide better habitat for birds and other creatures. Naturalizing the existing parks will provide increased habitat for native species, increase natural systems processes within the parks, and reduce the population of invasive species (City of Toronto, 2008). Furthermore, parks in the Junction Triangle will provide education opportunities for local residents and schoolchildren to learn about native species within their neighbourhood. Parks will also serve the bird migration routes within the Greater Toronto Area, assisting in the extension of bird habitat from Tommy Thompson Park all the way to the Oak Ridges Moraine (City of Toronto, 2008). Serving an additional function for the area, the Junction Triangle can incorporate stormwater management practices into the existing natural spaces. New development and new parks and public spaces shall be guided by the principles and implementation measures articulated in the Toronto Region Conservation Authority’s (TRCA) Low Impact Development Stormwater Management Planning and Design Guide (STEP, 2009). Playing a vital role in an urban centre as big as Toronto, storm Figure 57: The West Toronto Railpath water management helps to maintain the hydrologic cycle, protect water quality, and (above) is not only a route for active transportation. It also acts as a natural prevent increased flooding and erosion (STEP, 2009) (See Appendix A). corridor for ecological functions, energy flows, and habitat for a wide range of native species. (Photo: Claire Malcolmson)
59 Goal 6.7.1 Connect existing natural heritage by increasing the tree canopy to 32%.
Objectives 6.7.1.1 Plant native trees within soil cells on city streets including: Campbell Avenue between Antler Street and Wallace Avenue; Wallace Avenue between pedestrian bridge and Railpath; Perth Street, on the southwest side of Bloor Street West; Sterling Road south and north of Tower Automotive Lands and; Symington Avenue 6.7.1.2 Plant native trees in soil cells along the West Toronto Railpath. Plant trees and shrubs adjacent to the fence that encloses the train corridor to create a solid row of flora. Plant trees along the opposite side of the Railpath while providing visual connections to the neighbourhood.
Goal 6.7.2 Increase native biodiversity throughout the Junction Triangle.
Objective 6.7.2.1 Increase the distribution of native vegetation within the existing parks. 6.7.2.2 Plant native trees, shrubs and understory on the west (Edwin Avenue), north (Railpath), and east (Franklin Avenue) boundaries of Carlton Park while balancing the needs of recreation users. Figure 58: City streets lined with trees planted in soil cells (above) does a great deal 6.7.2.3 Naturalize the north section of Symington Avenue Playground by to increase the tree canopy and improve air planting native plant species that will encourage pollinators. Plant trees quality. (Photo: City of Toronto, 2010). and shrubs along the north (Railpath) and west (Perth Avenue) boundaries of the park.
60 6.7.2.4 Plant trees and shrubs on the north (Antler Street) and west (Campbell Avenue) boundaries of Campbell Avenue Playground. Maintain recreation area (soccer fields, splash pad). Plant trees around the splash pad to provide shade to increased usage. 6.7.2.5 Create an urban woodlot at Perth Square by planting trees and shrubs along Parkman Avenue and Perth Avenue, and retain splash pad. 6.7.2.6 In the parking lot south of Perth Square plant trees within the parking lot and replace asphalt with permeable pavement.
Goal 6.7.3 Integrate storm water management into new and existing developments using creative best management practices in the TRCA’s Low Impact Development Guideline.
Objectives 6.7.3.1 Integrate innovative storm water management facilities compatible with the natural heritage system alongside the West Toronto Railpath. 6.7.3.2 Incorporate storm water management into the design of all new developments, parks and public spaces through the use of one or more of the following: green roofs, rainwater harvesting, permeable pavement, soak‐aways, depression storage, bio‐retention areas, rain gardens, water features.
Figure 59: Naturalizing the existing parks and laneways will provide increased habitat for native species, increase natural systems processes within the parks, and reduce the population of invasive species. (Photo: City of Toronto, 2010). 61 6.8 Transportation
It is envisioned that the transportation in the Junction Triangle will support a variety of users and a variety of transport modes. Complete streets are encouraged to accommodate all users (pedestrians, bicyclists, motorists, transit riders and people of all ages, including children, seniors, and people with disabilities), with priority given to pedestrians and cyclists throughout the areas. Active transportation (walking and bicycling) opportunities will be maximized to provide options for alternative modes of mobility. Increasing transportation connectivity within the community and adjacent areas through a variety of transportation types enhances options for traveling and the flow of goods to destinations. This will be aided by a transportation hub that will act as a place to connect individuals with a multitude of transportation options. This will increase interconnectivity and the movement of people to and from the areas while encouraging placemaking. Implementing the goals and objectives of this precinct plan will offer residents of the Junction Triangle the opportunity to choose more environmentally friendly transportation options and recreational activities, contributing to an overall improvement in health and a quality of life therein (See Appendix C).
Goal 6.8.1 New development and public investments shall promote active transportation and complete street model. Figure 59: As captured in this public art display along the West Toronto Railpath, transportation issues remain a defining Objective feature within the Junction Triangle. (Photo: 6.8.1.1 Integrate bicycle and walking facilities into transportation designs and Vanessa Aubrey). circulation plans. 6.8.1.2 Provide public bike lockers at major transit stations to promote active transportation.
Goal 6.8.2 Create and improve connections between existing streets. (See Public Realm; Built form)
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Objectives 6.8.2.1 Develop a transit hub centered on the Bloor GO Station and TTC Dundas Subway Station. 6.8.2.2 The transit hub will support pedestrian and sustainable transportation mode as priority over single occupancy travel vehicle. 6.8.2.3 Build a pedestrian tunnel around Bloor GO Station and Dundas Street West TTC station.
Goal 6.8.3 Increase access to and over the Railpath. (See Public Realm; Built form)
Objectives Figure 60: An image of the proposed transit hub above the GO Station. This 6.8.3.1 Create interconnected trials and sidewalk to hub would contain a hotel, retail services, a parking lot, public space, and of support connectivity along the rail corridor. course connections to a variety of transportation options. (Image: Abdul 6.8.3.2 Provide opportunities for development of a Bajwa) multi‐modal mobility plan including consideration of walk, cycle and transit supportive initiatives 6.8.3.3 Increase connections between the Railpath and existing streets such as through the Tower Automotive Lands (see Built Form; Public Realm). 6.8.3.4 Pedestrian overpass shall go from sterling/Perth intersection to Golden Avenue to the west, from the old transformer building on Sterling to Dora Avenue to the east; and between new buildings south of Bloor Street West. (See Built Form; Public Realm).
63 7. IMPLEMENTATION
Plans are only as good as their implementation. This section details the variety of legal, policy, and community led tools that can be applied in the Junction Triangle as a means of fulfilling the stated goals and objectives of this precinct plan. With the intention of being used thoughtfully and consistently, the following implementation tools will help ensure the Junction Triangle becomes a good place to work, live and play.
7.1 Statutory Planning Tools – Official Plan, Secondary Plan, Zoning and Site Plan
7.1.1 Official Plan and Zoning Amendments
Municipalities have a variety of direct and indirect land use controls to shape development, all of which have significant impacts on the use and value of land. As the municipality’s principal land use planning document, the Official Plan establishes goals, objectives and policies to manage and direct physical change and the impacts such change has on the social, economic, and natural environment (Doumani and Foran, 2010). It is also the basis for all the zoning by‐laws that regulate land use and property development in the city. As a city grows and develops, it is sometimes necessary to amend the plan and provide the appropriate policy or land use designations for certain developments that were not anticipated when the plan was prepared (City of Toronto, 2007). City councilors or the owner of a property can submit an application to City Council to amend the Official Plan. Some applications require specific studies and assessments be made before Council can consider any changes to the current zoning of a property or area. The Bloor‐Landsdowne Study is an example of a site‐specific assessment that led to a number of changes governing the designated land uses and future development of the area.
As they apply to the Junction Triangle, the following list builds upon the goals and objectives of this precinct plan and details suggested amendments to the Official Plan and/or Zoning:
Land Use: Commission an employment lands study to determine the current and future market demands for employment and the desired type of employment. Projected future employment needs for the Junction Triangle in conjunction with adjacent employment lands north and south should be determined. Once assessments have been made, amendments to the
64 Official Plan Land Use Map in conjunction with Zoning Amendments in the area of currently designated employment lands may be needed to accommodate appropriate redevelopment opportunities while ensuring that the amount of employment space is protected or enhanced. Public Realm: Determine if an official plan amendment is required to include public open space in the lands currently zoned as employment lands at the Glidden Paint Site. If required, change the zoning of all or part of the Glidden Paint Site to General I Institutional so as to accommodate the proposed community centre. Housing: As it is important to accommodate the housing needs of residents of all ages and stages in the Junction Triangle, a retirement or nursing facility should also be a consideration for the Glidden Paint Site. This development would require an official plan amendment from employment lands to institutional. Community Services: A local study focusing on the neighbourhood’s community service issues should be carried out as a means of drafting a comprehensive policy guiding future changes and the governance of existing and future services. While requiring the engagement of community groups and organizations, such a policy may identify particular lands suitable for implementation of community services, possibly necessitating official plan amendments so as accommodate the provision of such services. The scrap yard at the corner of Perth Avenue and Sterling Road may be an area that could be a future location of a community service centre and would require an amendment to the Official Plan.
7.1.3 Secondary Plans
Implemented through an Official Plan Amendment, Secondary Plans establish local development policies to guide growth and development in defined areas of the city where major physical changes are expected and desired (City of Toronto, 2007). A valuable planning tool that should be considered for the Junction Triangle, Secondary Plan policies adapt and implement the objectives, policies and overall planning approach of the Official Plan to fit a local context. Once approved, Secondary Plan policies are adopted as amendments to the Official Plan (City of Toronto, 2007; Doumani and Foran, 2010).
Beyond existing as an area where major growth is expected to take place, Secondary Plans are developed for areas demonstrating many of the physical, economic, and social characteristics currently present in the Junction Triangle. In drawing from Section 5.2.1 of the Official Plan, some of these characteristics include:
Large areas of underutilized land that would benefit from suitable redevelopment (e.g. Glidden Paint Site)
65 Areas targeted for major public or private investment (e.g. Tower Automotive Lands) Areas where development is occurring, or proposed, at a scale, intensity or character which necessitates a reconsideration or reconfiguration of local streets, block plans, public works, open spaces or other public services or facilities (e.g. Tower Automotive Lands; Future development anticipated by the Bloor‐Landsdowne Avenue Study) Other growth areas identified in provisions of this Plan, such as selected Avenues identified by Committees of Council and Regeneration Areas (e.g. Bloor‐Landsdowne is a selected Avenue; the Regeneration Area that lies to the immediate north‐east of the Junction Triangle)
Unless Council determined that development was to proceed by site‐specific zoning amendments, a Secondary Plan for the Junction Triangle would be an overarching planning framework containing policies that are transferrable as Official Plan amendments. Comprehensive in scope, a Secondary Plan for the Junction Triangle would build upon this precinct plan by providing in greater detail and depth the local context of the following (City of Toronto, 2007, p. 5‐9):
Overall capacity for development in the area, including anticipated population Opportunities and (or) constraints posed by distinct environmental, economic, heritage, cultural and other features or characteristics Affordable housing objectives Urban design objectives, guidelines and parameters Necessary infrastructure investment with respect to any aspect of: transportation services, environmental services, community and social facilities, cultural, entertainment and tourism facilities, pedestrian systems, parks and recreation services, or other municipal services Where a Secondary Planning area is adjacent to an established neighbourhood(s), new development must respect and reinforce the existing physical character and promote the stability of the established neighbourhood(s)
Although not as big or complex as the Junction Triangle, the Davenport Village neighbourhood immediately to north east of the Junction Triangle shares many of the same issues and existing conditions that are identified in this precinct plan. Recently released in the fall of 2009, the Davenport Village Secondary Plan provides a good template for what a potential Junction Triangle Secondary Plan might consider regarding future development and growth in the area (City of Toronto, 2009b). The City is highly encouraged to conduct a Secondary Plan as soon as possible for the sections of the Junction Triangle that are ripe for redevelopment.
66 7.1.3 Zoning Bylaws
Zoning by‐laws control the use of land within a community. More specifically, it indicates how land may be used, where buildings and other structures can be located, the types of buildings that are permitted and how they may be used, including the lot sizes and dimensions, parking requirements, building heights and setbacks (Doumani and Foran, 2010). In addition to land use control, there are two components within zoning by‐laws that may be useful for the Junction Triangle: (1) Holding By‐laws and (2) Increased Height and Density By‐laws (Section 37 Agreements).
Holding By‐laws
Holding by‐laws provide for the future use of land for development or building construction but delay such changes until local services such as roads or sewers are in place (Doumani and Foran, 2010). Holding by‐laws are applied in circumstances “where the intended use and zoning of lands is known, but development should not take place until specific facilities are in place or conditions are met” (City of Toronto, 2007). Applied in land use development circumstances similar those found in the Junction Triangle, holding by‐laws work to ensure issues such as soil remediation, flood proofing, road construction, and the provision of community services are dealt with before development can begin. Detailed in subsection 36(3.1) of the Planning Act, 1990, City Council can pass a ‘holding’ zoning by‐law that places an “H” symbol over the zoning of the site while detailing the specific conditions that must be met before the “H” symbol is removed and development can begin (City of Toronto, 2007). As it applies to the Junction Triangle, holding by‐laws can be used as a negotiating tool to assist in remediating contaminated lands, instituting community service facilities, and increasing the degree of connectivity the neighbourhood can share with adjacent areas. More specifically as it applies to the underutilized lands within the Junction Triangle (e.g. Tower Auto site), holding by‐laws would require developers to remediate the contaminated lands, perhaps provide for a community service facility, or secure a certain floor area of employment use. In an effort to increase the degree of connectivity within the neighbourhood, holding by‐laws can be applied pending the negotiation of the construction of extended automobile or pedestrian bridges over the CNR and CPR railway corridors.
67 Increased Height and Density By‐laws (Section 37 Agreements)
Provided for under Section 37 of the Planning Act, 1990, the City can pass a by‐law that authorizes an increase in height or density for a development that is greater than the existing zoning would otherwise permit in exchange for community benefits, services or capital facilities (Doumani and Foran, 2010). Colloquially known as “lets make a deal planning”, the City evaluates a developer’s application for increased height and density based on the municipally established principles of good planning, consistency with the objectives of the Official Plan, and its compliance with built form policies and all applicable neighbourhood protection policies (City of Toronto, 2007). The negotiated provision of community benefits must have a reasonable economic and geographic relationship to the proposed increased in height and density, including a consideration of the potential social and environmental impacts on the surrounding neighbourhood. That being said, it worth emphasizing that the City of Toronto maintains a policy of selecting Section 37 community benefits on the basis of “local community needs, intensification issues in the area, the nature of the development application, and the strategic objectives and policies of the Official Plan” (City of Toronto, 2007, p. 5‐4).
Overlapping and intersecting in the implementation of the proposed goals and objectives in this precinct plan, the community benefits that fall under Section 37 agreements are arranged thematically below. For further reference see Section 5.1.1 of the City of Toronto Official Plan.
Themes Community Benefits
68 Public Realm Streetscape improvements; Land for other municipal purposes; Cash‐in‐lieu for municipal purposes
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7.1.4 Site Plan Control
Site Plan Control is tool used by the City to ensure the functional and well‐designed development throughout Toronto. It involves a municipal review of plans detailing “the location, design and massing of buildings, the relationship to adjacent streets and buildings, public access areas, the layout of parking and service areas, site landscaping and other aspects of development” (City of Toronto, 2007, p. 5‐5). For areas and types of development where site plan control is applied, the City Council may approve a particular
70 applied, the City Council may approve a particular criteria of plans and drawings, necessitating property owners to enter into an agreement with the City to secure approval of a project as shown in the plans (City of Toronto, 2007; Planning Act, 1990, ss. 41(4)).
As explained in the City of Toronto Official Plan, the entire city is a site control area. Obviously including the Junction Triangle neighbourhood, any proposed development shall be required to submit an application for development approval according to their conformity of providing an “attractive, functional, safe, environmentally sound and universally accessible development” (City of Toronto, 2007, p. 5‐5). As it applies to the Junction Triangle, suggested below are particular conditions of site plan approval that would enhance the built, natural, and community environment of the neighbourhood.
Land Use: Require as a condition of site plan approval that all new development within and adjacent to the neighbourhood provide, where appropriate, suitable connections through conditions relating to, at a minimum, setbacks, landscaping and exterior facades. Natural Heritage: Use site plan control by‐laws to ensure trees and additional landscaping are provided throughout the Junction Triangle. 7.2 Policy Initiatives: Develop Permit System, Servicing and Management Plans
7.2.1 Development Permit System
A Development Permit System (DPS) is a relatively new development control tool that helps to facilitate and streamline development. A DPS is made up of three components: (1) Official Plan policies, (2) development permit system by‐law, and (3) the site‐specific development permit that can be issued in the form of a planning approval. By combining these components into one, a DPS also works to combine zoning, site plan controls, and minor variances into one application and approval process. As a consolidated application, the period of time for review by the relevant City approval departments is significantly reduced (45 days compared to 120 days for a zoning by‐law amendment). By reducing the amount of time required to obtain approvals and the number of applications required, a DPS works to create a system that is expedient and more appealing to developers (Doumani and Foran, 2010).
Communities are a key part of the DPS process. Mandatory to the development or amendment of a DPS, the municipal planners and developers involved are required to host a public open house. An additional public meeting is also required prior to Council making
71 its decision on the DPS. This provides a valuable opportunity for the public to voice their interests and concerns regarding any new or continued development that they may affect them (Doumani and Foran, 2010).
The comprehensive nature of the DPS assists in the creation of a long term planning vision that is rooted in community engagement and consultation. Comprehensive in scope, a DPS can be used to enhance environmental protection, heritage preservation and brownfield redevelopment (City of Toronto, 2007). Given the anticipated development and range of land uses in the Junction Triangle, a DPS could address a number of the goals and objectives identified in this precinct plan. The implementation of a DPS within the Junction Triangle may be used to achieve the following:
Land Use: Set intensification requirements for new developments o Brownfield redevelopment o Preserve opportunities for new employment space Public Realm: Streetscaping improvements in the form of landscaping, street furniture and bicycle parking facilities o Appropriately designed and located public art installations Built Form: Development of exterior designs that respect the neighbourhood character o ‘Stepping back’ of additional height to buildings to reduce shadow effects o External sustainable design features such as green roofs and solar panels Cultural Heritage: Heritage buildings to be preserved and adaptively re‐used Housing: Re‐use and intensification of laneway structures for new and affordable housing Natural Heritage: Ongoing monitoring to ensure the existing natural heritage along the CNR and CPR railway corridors is not negatively affected by new developments o Permeable paving of all new parking lots and paved areas Transportation: Sharing of driveways and parking areas o Multi‐level or underground parking facilities
7.2.2 Management Plans
Environmental Management Plan
72 Unlike most neighbourhoods its size, the Junction Triangle has a number of parks, open spaces, and a linear extension of natural heritage features and vegetation alongside the CNR and CPR railway corridors. Given the area’s history of industrial land use combined with the contemporary environmental stressors common to a dense urban setting, is an environmental imperative to create a localized environmental management plan (EMP). Acting as a guiding policy document, an EMP for the Junction Triangle would be a means of implementing strategic improvements to the neighbourhood’s parks and open spaces, while also enhancing the existing natural heritage system. As a collaborative effort, this EMP would be developed with the support and input of residents, the TRCA, and the City of Toronto’s Department of Parks, Forestry and Recreation. Based upon an understanding and commitment to act on local environmental issues, an EMP would be carried out by drawing support, resources, and knowledge from existing environmentally related programs, policies, and initiatives at the federal, provincial and municipal level (DPRA, 2007).
As a means of implementing the goals and objectives articulated in the Natural Heritage section of this precinct plan, some of the possible strategic actions and improvements to be detailed in a Junction Triangle EMP will include the following:
The identification, inventory and assessment of the existing natural features, species, vegetation and environmental conditions present in the Junction Triangle. Development of a long‐term trail management strategy for the West Toronto Railpath. Within this strategy, stormwater management techniques and the planting of native trees, shrubs, and understory plants shall be incorporated. In utilizing the City of Toronto’s Parkland Naturalization Program, one or several of the parks in the Junction Triangle shall be designated as a Stewardship Site (City of Toronto, 2011). Given its central location amongst major transit corridors, the Junction Triangle would be an eligible candidate to apply for the City of Toronto’s Live Green Community Investment Program (CIP). This program provides residents and neighbourhood organizations with the human and financial resources to identify and take collective action on measures that reduce greenhouse gases and smog‐causing emissions (Livegreen Toronto, 2010). As a means of addressing the economic barriers to development posed by contaminated lands, businesses and developers of the Junction Triangle shall be encouraged to apply for the City of Toronto’s ChemTRAC Toxic Reduction Grants. Designed to help protect the public, rehabilitate the natural environment, and help local businesses go green, the
73 ToxicTRAC program funds a number of different projects and business‐community partnerships dedicated to tracking and reducing 25 toxic chemicals found at level of concern in the urban environment Livegreen Toronto, 2010b). To increase the tree canopy within the parks, open spaces and natural heritage system of the Junction Triangle, residents of the neighbourhood shall apply to take part in the City’s Trees Across Toronto (TAT) program. Sponsored by the City of Toronto, native tree species are supplied to volunteers to plant in backyards, public parks, and open spaces. The West Toronto Railpath is a good location for this program (City of Toronto, 2011b).
Transportation Management Plan
A key aspect of an attractive, functional, and sustainable urban community is effective transportation. Given the existing conditions inhibiting the operation of an effective and accessible transportation system within the Junction Triangle, there are reasons to believe a locally developed transportation management plan (TMP) would be greatly beneficial to the neighbourhood and surrounding areas. As a guiding policy document, a TMP for the Junction Triangle would be the means of implementing strategic improvements to the existing transportation system within the boundaries of its operations in the area. As a collaborative effort, this TMP would be developed with the support and input of residents, TTC advisors, and Transportation Planning staff at the City of Toronto’s Planning Division. Based upon an understanding and commitment to improve accessibility within the Junction Triangle, a locally‐driven TMP would develop strategies to address the following three issues: (1) guarantee service for areas that currently have poor transit coverage, (2) improve connectivity (through all modes of transportation), and (3) enhance connections with the urban and regional transit services (City of Toronto, 2001).
As a means of implementing the goals and objectives articulated in the Transportation, Public Realm, and Built Form sections of this precinct plan, some of the possible strategic actions to be detailed in a Junction Triangle TMP would include the following:
Increase the visibility and safety of active modes of transportation through the establishment of bike lanes on the major transportation corridors within the neighbourhood, including but not exclusive to: Bloor Street West, Dupont Street, and Symington Avenue. Enhance the connectivity of the Junction Triangle by constructing additional pedestrian and bike path bridges above the CNR and CPR railway corridors at selected points determined by Toronto Planning staff and local residents. Improve transit accessibility for disabled and senior citizens.
74 Support traffic engineering and street designs that encourage walking and cycling. Implement measures that reduce air pollution and emissions from transportation. Construct a well‐designed, integrated and enhanced facility for the Bloor Street GO Station.
7.3 Urban Design: Retaining the Identity and Character of the Junction Triangle
7.3.1 Urban Design Guidelines
As a means of retaining the identity and character of the Junction Triangle, urban design guidelines shall be created to support and implement the goals and objectives of this precinct plan while also serving to set the framework for continued and future redevelopment. In focusing on the built form of the neighbourhood, these urban design guidelines shall, where appropriate, make reference to: block size and shape, perimeter and interior, building placement on blocks, building widths, heights, massing and setbacks, street pattern, and frontage. Emphasis will be placed on the idea that build form shall be compact, continuous, and compatible with adjacent built forms so as to create active street fronts and public realms wherever possible. In prioritizing the role for community engagement, design charrettes will be undertaken with developers so that residents may contribute to the future development of their neighbourhood. The design charrette will provide several design alternatives that are open to critical feedback and improvements.
In addressing the site‐specific goals and objectives of this plan, urban design guidelines should give particular attention to the following:
Land Use: Main street urban design guidelines should be created for both Bloor Street West and Dupont Street. In accordance with the Bloor‐Landsdowne Study, these guidelines shall incorporate criteria that address: exterior facades, storefront lengths and widths, street furniture and heritage preservation concerns. Housing: To maintain the character of low‐rise residential areas within the Junction Triangle, lot sizes will be regulated and controlled. Allowed maximum and minimum lot sizes shall be established in order to prevent inappropriate development that is inconsistent with the character of the neighbourhood. These lot sizes shall, where appropriate, conform to the existing lot lengths and widths of the subject site.
75 Community Services: Urban design criteria will emphasize the need for enhanced accessibility, reliability and adaptability to the constantly evolving needs of the Junction Triangle. o Accessibility will address the capacity and exterior designs of community service facilities to accommodate seniors and people with disabilities. o Reliability will address the construction methods and materials used for community service facilities. o Adaptability will address how community service facilities exist within the surrounding built and human environment. Urban design interfaces should consider the ways in which the facility integrates within the natural rhythm of the neighbourhood while also becoming an identifiable landmark in the area. Natural Heritage: The design of existing and new parks and public spaces should incorporated best management practices detailed in the TRCA’s Low Impact Development Stormwater Management Planning and Design Guide. o All existing and new parks and public spaces should incorporate a naturalized landscape design that relies on native trees, shrubs and understory plants to support a healthy ecosystem function while providing habitat for native and migrating species. o The streetscape designs within the neighbourhood should incorporate the planning of native trees in soil cells. Transportation: Design guidelines will support land use patterns that promote transit use and give high priority to the increased walkability and issues of accessibility within and connecting to surrounding neighbourhoods.
7.3.2 Cultural Heritage Conservation and Management Plan
A neighbourhood’s buildings, landscapes and landmarks are key features that speak to the area’s local cultural and historical development. As the area undergoes anticipated changes and development, the enactment of a Heritage Conservation Management Plan will play a significant role in ensuring the retention of features that have and continue to define the Junction Triangle’s identity and local character. Pursuant to the Ontario Heritage Act, 2005, a Heritage Conservation Management Plan entails the identification and assessment of the neighbourhood’s cultural heritage properties and areas of interest. This evaluation of cultural heritage properties and features will be the cornerstone for developing a strategy guiding the conservation and management of the buildings and physical features which are recognized by both heritage professionals and local residents as defining the area’s local character and identity. The assessment of cultural heritage properties and features contained within this plan will also be included in any future development application as a prerequisite for development approval by the City of Toronto (Ontario Heritage Act, 2005).
76 Another means of ensuring the recognition and conservation of the neighbourhood’s cultural heritage properties is through the local branch of the Municipal Heritage Committee (MHC). Pursuant to Section 28 of the Ontario Heritage Act, 2005, the City of Toronto Official Plan provides for an MHC to advise Council on matters related to the designation, preservation and adaptive re‐use of cultural heritage resources that are of local and/or regional interest. The local MHC is known as the Toronto Preservation Board, which consists of representatives of four Community Preservation Panels (CPP) to assist City Council with making informed decisions regarding the conservation of the city’s built heritage, landmarks, and areas of interest. The CPP is made up of 15 members in four designated districts that make up the municipal City of Toronto. Located in Ward 18, the Junction Triangle is encompassed within the CPP of Toronto and East York Preservation Panel (Ministry of Culture, 2006; City of Toronto, 2007).
Speaking on behalf of the neighbourhood, a resident of the Junction Triangle shall join the Toronto and East York Preservation Panel. They shall speak to the neighbourhood’s distinct cultural heritage properties and areas of interest so as to ensure the following the CPP advises the MHC speaks to City Council on the following:
To encourage development that is sympathetic to the preservation and adaptive re‐use of cultural heritage properties and resources. Speaks to matters associated with the identification, conservation and adaptive re‐use of cultural heritage resources within the Junction Triangle. Designate properties within the Junction Triangle that are of cultural heritage value or local interest. Define any area or areas within the Junction Triangle as a location deserving of the official designation of a Heritage Conservation District.
7.4 Community Development Strategy
A strategy for community development applies a multi‐faceted approach to the planning, design and management of local social infrastructure. A community development strategy for the Junction Triangle requires the engagement and involvement of community members, organizations, agencies, businesses and City departments in the creation, enhancement and integration of services and programs that serve neighbourhood residents. Through the identification and assessment of local needs, services and desired programs, a community development strategy will apply the skills and resources available among involved actors and
77 organizations in manner that capitalizes on a local community’s assets so as promote community health, happiness and well‐being (PPS, 2011; City of Toronto, 2011c).
Initiating the community development strategy, a group similar to a steering committee should be established to deal specifically with community services and means of directing such services and related programs to residents of the Junction Triangle. Subgroups of this committee will deal with more specific issues such as cultural interests, programs for seniors, single mothers, and youth‐at‐ risk. The appointment of other participants such as municipal staff and police liaison officers should also be incorporated to ensure that ideas that are formulated could be executed in tandem with other community actors that are active in the Junction Triangle. Particular strategies for community development related specifically to the provision of community services are as follows:
To establish additional community gardens such as those found at Campbell‐Rankin Park, community members, organizations and others interested or currently involved in urban agriculture initiatives and servicing programs should be contacted. These volunteers could collaboratively manage the garden(s) and rotate responsibility throughout the summer months. To inspire a community based policing program, volunteers could contact the police for adequate training. These volunteers could compose a team to create an agenda to complete tasks. To implement the soup kitchen, individual community members could contact local food suppliers interested in supplying resources for groups and individuals who are socially marginalized. To develop an adequate senior‐citizen escorting service, community members could post information throughout the neighborhoods to get volunteers. Volunteers for the recreational centre would be professionals in the field and non‐professional residents. A professional aerobics instructor is not completely necessary, but someone throughout the city or community may have interest. A local volunteer could lead cardio activities. Multiple doctors and nutritionists in the city may be interested in volunteering time to work in the clinic. Community members must contact and network with local hospitals and clinics to find possible professional volunteers. To create the community planning office, a local counselor’s office must be notified to acquire funds for the administrative office and community services. Members of the counselor’s office must identify individuals who are qualified for this position. This position should require budgeting experience, an understanding of independent research, networking abilities, and grant writing techniques.
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In addressing the site‐specific goals and objectives of this plan, a community development strategy for the Junction Triangle should also give particular attention to the following strategic directions:
Land Use: Prepare a community visioning exercise to receive resident feedback and identify non‐employment community needs that could be potentially satisfied by redesignating employment lands. This exercise should focus on needs that cannot be met adequately elsewhere. Public Realm: Pursuant to the City of Toronto Official Plan Section 3.1.4, the City dedicates 1% of the capital budget of all major municipal building and structures to public art. Residents are encouraged to take advantage of this policy by recommending particular sites for the City’s Public Art Master Plan, with a dedicated emphasis on the lands under the City’s jurisdiction, such as the West Toronto Railpath. o The City of Toronto’s Public Art Reserve Fund can be accessed to supplement the cost of new public art installations. Natural Heritage: Consult with residents of the Junction Triangle for the development of a trail management strategy for the West Toronto Railpath. o Promote volunteerism within the Junction Triangle for the management, rehabilitation and restoration of parks and public spaces. o Create an environmental stewardship group within the Junction Triangle. The group’s mandate should include: encouraging volunteerism, supporting other community stewardship efforts, and providing local environmental education opportunities.
7.5 Conclusion
The list of implementation measures is broad and it is recognized that not all of them will be appropriate or necessary for the growth of the Junction Triangle to proceed in a manner that can be embraced by the community. What is important is that: 1) a comprehensive planning process takes place at the municipal level; 2) statutory planning instruments are put in place to ensure the vision, goals and objectives for the Junction Triangle are implemented; 3) planning does not occur on an ad‐hoc or individual development application basis; and 4) significant challenges to the vision, goals and objectives can be effectively dismissed at the Ontario Municipal Board.
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8. CREDITS
The York University students and instructors would like to thank the following for their assistance:
Ms. Vas Bednar (www.vasbednar.com) for expertly facilitating the community engagement Charrette. Residents of the Junction Triangle for their enthusiasm and volunteering their time to be interviewed. Castlepoint Developments for engaging the students and community, and providing the venue for the Charrette. The City of Toronto Community Planning staff and Councilor’s office for participating in the Charrette. Vanessa Aubrey and Marcel Gelein for their hard work dedicated towards editing and building upon the final version of this precinct plan. 9. REFERENCES
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80 City of Toronto. (2009b). Davenport Village Secondary Plan. City of Toronto Official Plan; Chapter 6: Secondary Plans. Retrieved from: http://www.toronto.ca/planning/official plan/pdf secondary/27 davenport aug2007.pdf
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Livegreen Toronto. (2010b). Live Green Toronto ChemTRAC Toxics Reduction Grants. City of Toronto Environment Office. Retrieved from: http://www.toronto.ca/livegreen/greenneighbourhood rebates chemtrac.htm
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Wikipedia. (2010). West Toronto Rail Path. Retrieved from: http://en.wikipedia.org/wiki/West Toronto RailPath
Vallis, M. (2010). Meet Toronto’s Newest Neighbourhood: Junction Triangle. National Post (March 16, 2010). Retrieved from: http://network.nationalpost.com/NP/blogs/toronto/archive/2010/03/16/meet‐toronto‐s‐newest‐neighbourhood‐junction‐triangle.aspx
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9.1 Photo References
Burnside Rocket. (2010). LEED Platinum Buildings. Retrieved from: http://burnsiderocket.com/images/rocket13.jpg
City of Toronto. (2003). New Official Plan – Avenue Studies; Official Plan and Zoning By‐law Amendments to Implement the Bloor/Landsdowne Area Avenue Study (Ward 14 – Parkdale‐High Park; and Ward 18 – Davenport). Council Report. (April 14, 2003). Retrieved from: http://www.toronto.ca/planning/studies.htm#completed
City of Toronto. (2007). City of Toronto Official Plan. City of Toronto Planning Division. Retrieved from: http://www.toronto.ca/planning/official plan/pdf chapter1‐5/chapters1 5 aug2007.pdf
City of Toronto. (2009). Land Use Map 18. City of Toronto Official Plan. City of Toronto Planning Division. Retrieved from: http://www.toronto.ca/planning/official plan/pdf chapter1‐5/18 landuse oct2009.pdf
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84 10. APPENDICES
Appendix A: Map of Land Use, Housing and Residential Development, and Transportation
WEST TORONTO RAILPATH
GLIDDEN WALLACE PAINT FOOTBRIDGE SITE
BLOOR GO STATION
TOWER AUTOMOTIVE LANDS
Land Use
Housing and Residential Development
Natural Heritage Appendix B: Map of the Public Realm and Built Form
WEST TORONTO RAILPATH
GLIDDEN PAINT SITE
WALLACE FOOTBRIDGE
BLOOR GO STATION
TOWER AUTOMOTIVE LANDS
PUBLIC REALM
BUILT FORM
87
Appendix C: Cultural Heritage, Transportation, and Community Services
WEST TORONTO RAILPATH
GLIDDEN PAINT WALLACE SITE FOOTBRIDGE
BLOOR GO STATION
TOWER AUTOMOTIVE LANDS
Cultural Heritage
Transportation
Community Services
88