Kipling Village Secondary Plan by Kazi.Musaddique.Hossain

KIPLING VILLAGE Background Report

This document was prepared for the purpose of the PLG 520 Land Use Planning Studio at Ryerson Universityâ&#x20AC;&#x2122;s School of Urban Planning and was made for Professor Ron Keeble.

This document was prepared by: Erica Forrest Debra Gervais Anthony Guddemi Kazi Hossain Ellis Lewis Sophia Luu Adrienne Mariano Zhuowen Pan Carolina Stec James Todd

Submitted on October 29, 2019

Table of Contents

1.0 Introduction

1.1

Executive Summary

1.2

Site Area

2.0 Site Context

2.1

History of the Neighbourhood

2.2

Demographics

2.3

Residential Land Use

2.4 Institutional, Commercial and Social

Service 3.0 Policies and Regulatory Framework

3.1

Overview

3.2

Provincial Policy Statement

3.3

A Place to Grow: Growth Plan for the

Greater Golden Horseshoe (2019) 3.4

Ontario Heritage Act (1990)

3.5

The Big Move (2008)

3.6

Bill 108

3.7

Toronto Official Plan Overview

4.0 Findings (SWOT) 4.1

Strengths

01 01

4.2 Weaknesses

4.3

Opportunities

4.4 Threats 5.0 Appendix

01 01

1.0 INTRODUCTION

1.1 EXECUTIVE SUMMARY Kipling Village is a community in nNorthwestern Toronto whose residents will foresee significant changes in how the area will grow and develop.

Kipling Village Background Report

The purpose of this interim report is to provide a background analysis of the proposed Kipling Village project located at Kipling Avenue and Finch Avenue in North Etobicoke in the City of Toronto. The proposed project is at the centre of the Finch West Light Rail Transit (LRT) development and is in close proximity to two major land holdings, the Albion Centre Mall and Thistletown Regional Centre. These aforementioned initiatives will have a significant impact on the present and future development of the community in terms of opportunities and constraints. Ultimately these projects will increase the overall quality of life for residents in the community. The Secondary Plan will be developed to encourage investment back into the community in terms of housing, economic opportunities, and improvement of overall livability for the residents in the Kipling Village area. The introduction of a major transit project will introduce a number of changes and opportunities for growth and development and will serve significantly shape Kipling Village. The findings of this interim report will inform the framework and vision for the Kipling Village secondary plan.

1.0 INTRODUCTION

1.2 SITE AREA

LOCATION The study area is located within the City of Toronto, the most populous city in Canada with a population of over 2.7 million according to the 2016 Census. The site exists on the northwest edge of Ward 1, Etobicoke North and our site falls within the boundaries of two neighborhoods: Thistletown-Beaumond Heights and Mount Olive-Silverstone-Jamestown.

Albion Centre Secondary Plan VE NA

40 WAY HIG H

TO NG

40 WAY HIG H

I ISL

795 Hectares 7

L STEE

V ES A

SITE BOUNDARIES AVE ING KIPL

TIN MA R

The site area is about 795 hectares and is irregular in shape. It is bounded to the north by Steeles Avenue West, an urban boundary that separates the City of Toronto from York Region to the north. To the east, the Humber River is a natural boundary as well as Islington Avenue. The south is also bounded by the Humber River. The western boundary is established by the hydro corridor parallel to Highway 27 and is bounded by natural hydro and municipal boundaries.

VE R GR O

H FINC

W AVE

ALBIO N

27 WAY HIG H 27 WAY HIG H

AY 4 HW HIG 27

REXDALE BLVD

Â¯

285 570

1,140

1,710 Meters

1.0 INTRODUCTION

SITE VISIT A site visit was completed on September 8, 2019 where a windshield survey of of our study area was conducted over a span of three hours in order to develop a more thorough spatial understanding of the study area. The site visit was conducted over the span of four hours and we accessed the area via vehicle and on foot. A main goal of the site visit was to gather insight about the study area, paying closer attention to the different ways the residents moved about the area and interacted with local institutions, businesses, and services. The neighborhoods of Thistletown, Smithfield, Emery Village, Rexdale, and surrounding areas were a part of the site visit. The key takeaways was that Thistletown was a residential area with more affordable housing units and is home to many East Indian and Caribbean residents whereas Emery Village had more townhomes and larger buildings as part of their housing stock. A final key takeaway was that cars were the primary mode of transportation with little infrastructure supporting cycling or walking as a means of transit.

2.0 SITE CONTEXT

2.1 HISTORY OF THE NEIGHBOURHOOD

FIRST NATIONS

The Kipling Village study site sits on land that has been the territory to a number of many Indigenous groups such as the Mississaugas of the Credit, the Anishnabeg, the Chippewa, the Haudenosaunee and the Wendat peoples. The site area has been an active place of human activity for 15,000 years.

In the same report, Terraplan Landscape Architects (2014), also outlines the history of the Nomadic Paleo-Indians who were believed to have been the first humans to inhabit the area. They were thought to have migrated from Asia via the Bering Strait when a land mass connected the two Continents together (Terraplan Landscape Architects, 2014).

FIRST OCCUPANTS

During 1500’s, the Emery Master Plan, (Terraplan, 2014) they also stated that the Onondaga, Oneida, Seneca and Cayuga tribes formed what is known as the Six Nations Iroquois Confederacy. It was not until the 1700’s that the Tuscarora tribe joined the Confederacy (Terraplan Landscape Architects, 2014). Around 1600’s-1650’s, The Hurons, were Iroquois but not part of the Six Nations, - occupied the area around Lake Simcoe and ventured south along the footpath known as the Toronto Carrying Place, to Toronto (Terraplan Landscape Architects, 2014).

Terraplan Landscape Architects (2014) published information about the Indigenous history of the Etobicoke area in a report created for the Emery Village Business Improvement Area (BIA). The report mentioned that the Toronto Passage is believed to have been created by the Huron First Nations (Terraplan Landscape Architects, 2014). This trail was an established portage route that connected Lake Simcoe, to the south Humber River (Terraplan Landscape Architects, 2014). At the time, the Humber River was deemed impassable and too shallow, so the Passage became the best route to provide a connection between Lake Ontario and Lake Huron, via Lake Simcoe (Terraplan Landscape Architects, 2014). The First Nations, Iroquois, followed by the Mississauga’s occupied the land during the formation and use of the Toronto Passage, which was used to transport supplies from the north to Fort York where the British were stationed during the war of 1812 (Terraplan Landscape Architects, 2014). It is believed that supplies were most likely sent from the north to the St. Lawrence Market and used by new settlers who arrived at the fort. By 1850, the Toronto Passage had become deserted and overgrown which was due to the fact that lot lines and concession roads were established and used (Terraplan Landscape Architects, 2014).

The Ojibwa and the Algonquin soon followed, migrating south ultimately residing and taking control of the northern shores of Lake Ontario (Terraplan, 2014). The Ojibwa, who eventually became known as the Mississauga’s, lived here and were dependent on an abundance of fish, game, birds, and berries from the land in the area. The Mississauga’s were hunter gatherers and eventually ventured into growing crops such as corn, potatoes and beans in the area (Terraplan 2014). The Mississaugas continued to live and use land in the Kipling Village area up ntil 30 to 40 years after the Toronto Purchase, which involved 14-mile tract of land from Scarborough to Etobicoke. This land was negotiated and sold to Lord Dorchester in 1787 (Terraplan Landscape Architects, 2014).

2.0 SITE CONTEXT GRUBB FARM

SETTLER HISTORY OF THE AREA The Etobicoke Historical Society (2014-2015), outlined the history of settlers and villages that have initially called this area home after the Toronto Purchase was finalised. Kipling Village sits in the middle of two historical villages, Smithfield and Thistletown (Etobicoke Historical Society, 2014-2015). Acknowledging the history of these two villages is an important part of the research and development of the Kipling Village secondary plan. In the early 1800s, Thistetown was named Coonats Corners after a family who settled there (Etobicoke Historical Society, 2015-2015). After John Grubb was the next settler and major property owner to live in Thistletown (Etobicoke Historical Society 2014-2015). After, in 1832, a riverside colonial home was built by Grubbs which still sits on the 23 Jason Road (Etobicoke Historical Society, 2014-2015). Shortly after, John Grubbs became a very successful businessman and went on to build many roads in the village, with Albion Road being one of them (Etobicoke Historical Society, 2014-2015). The Historical Society (20142015) also stated, in 1847, after a post office was built in the village residents wanted to rename the village to St Andrews, after Grubbsâ&#x20AC;&#x2122;s home town in Scotland. However, due to confusion with another village in New Brunswick with the same name the residents were forced to choose another (Etobicoke Historical Society, 2015-2015). They eventually chose Thistletown, which was in honor of resident and doctor, John Thistle, who also lived in their village (Etobicoke Historical Society, 2015-2015).

Picture taken from Etobicoke Historical Society Archives

ELM BANK HERITAGE (1820 - 23 Jason Rd. original Grubb property)

Picture taken from Etobicoke Historical Society Archives

2.0 SITE CONTEXT THE VILLAGE OF SMITHFIELD

Smithfield - Albion Road (looking west) and Martingrove Road

Smithfield was another village in the Kipling Village area that dated back to the 1800’s. The village was located at the intersection of Martin Grove and Albion Road (Etobicoke Historical Society, 2015-2015). It takes its name from Robert Smith, who owned approximately 200 acres of farm property in Smithfield. Smithfield’s history appears to be centered around farming and faith. The Etobiocke Historical Society (2014-2015) recorded that Smith’s family was known for donating land, time, and material to churches in Smithfield and in neighbouring villages, St. Andrew’s (which was the previous name of Thistletown) (Etobicoke Historical Society, 2015-2015). The Etobicoke Historical Society (2014, 2015) also mentions the thriving Primitive Methodist Chapel which was located at Martin Grove Road and Albion Road (Etobicoke Historical Society, 2015-2015). There are no formal buildings or structures that were a part of Smithfield village stands today except for one item that acts as a reminder of Smithfield’s existence. (Etobicoke Historical Society, 2015-2015). A stone plaque that hung on the front door of Smithfield school, which stated; “School Section No. 7”, would go on to be the only thing preserved from historic Smithfield (Etobicoke Historical Society, 2015-2015). In 1954, Smithfield School was demolished and children were transferred to school in Thistletown. A new school named Smithfield Senior Public Schooll was eventually built on Mount Olive Drive in 1966. There in the front lobby of Smithfield Senior Public School, is a plaque symbolizing the last piece of Smithfield history, in remembrance of community, collaboration and shared faith that defined Smithfield. (Etobicoke Historical Society, 2015-2015).

Picture taken from Etobicoke Historical Society Archives

THISTLETOWN REGIONAL CARE CENTRE

Picture taken from Etobicoke Historical Society Archives

2.0 SITE CONTEXT Although Thistletown’s heritage was rich and progressive, only one heritage site from Thistletown can be found in the Kipling Village area. The Thistletown Regional Centre, a registered heritage site, located at Kipling Avenue and Finch Avenue Westtand is a registered Heritage Site (City of Toronto 2014). According to the Etobicoke Historical Society (2014-2015), the concealed property on 51 Panorama Court was formerly Thistletown Regional Centre for Children and Adolescents. Currently, there is a concrete wall that obstructs the view and public access to this property at 51 Panorama Court. Toronto’s Hospital for Sick Children was looking to expand their facilities, eventually they selected Thistletown as the location of their expanded facilities, purchasing a total of 90 acres of land from Francis and Arabella Kingdon, and Henry and Elizabeth Barker in 1925 and 1927, respectively (Etobicoke Historical Society, 2015-2015). Sproatt & Rolph, one of the country’s most important architectural firms, was selected to design and build the Thistletown Regional Centre,which was built in the Modern Classical tradition. On October 24,1928, Sick Children’s Hospital officially opened its doors as the “Country Branch.” This location was key to the hospitals treatment model; the “Palace of sunshine.” Their clientele consisted of children who were expected to spend an extended period of time recovering in the hospital (Etobicoke Historical Society, 2015-2015). Subsequently, the hospital accommodated approximately 112 patients, with 6 to 8 patients occupying each room. Due to the hospital’s belief in the importance of the natural environment in recovery, multiple gardens and 30,000 tree seedlings were planted throughout the hospital grounds. (Etobicoke Historical Society, 2015-2015).

SOUTHERN PORCH OF THISTLETOWNCENTRE

Picture taken from Sick Children’s Hospital Archives

Picture taken by Dennis Harris

2.0 SITE CONTEXT

2.2 DEMOGRAPHICS In the 1950s, Thistletown Regional Centre was very self sufficient and one of the things that made this hospital popular with attractive to staff was their transportation services for staff and patients (Etobicoke Historical Society, 2015-2015). Unfortunately, in 1954, Hurricane Hazel caused a major power failure in the hospital ultimately leading to the evacuation of 17 incubated babies, causing the hispital to close its doors shortly after (Etobicoke Historical Society, 2015-2015). In 1957, the Province of Ontario bought the property and renamed ito Ontario’s Hospital for Sick Children, making it the first children and youth mental health centre operating at the provincial level (Etobicoke Historical Society, 2015-2015). When it formally opened in 1958, it would provided treatment for 72 children between the ages of six to seventeen (Etobicoke Historical Society, 2015-2015). In 1972, 10 cottages were commissioned to be built on the south west side of the hospital’s property, where it many of their patients would be placed, giving them a “home away from home” experience during their stay. (Etobicoke Historical Society, 2015-2015). For many years the hospital was a pivotal fixture in the community, clients with a wide range of mental health and behavioral issues were given treatment faithfully (Etobicoke Historical Society, 2015-2015). Unfortunately, in 2012, the province announced their plans to close the institution due to cuts in government funding. (Etobicoke Historical Society, 2015-2015). After its closure, the historic building still stands where it has always stood since its opening. Currently, the Government of Ontario d the City of Toronto, was added to the Heritage Register on May 8, 2014 (Etobicoke Historical Society, 2015-2015).

The Kipling Village study area does not fall neatly into neighborhood boundaries, therefore the demographics data for the study were extracted from two Neighborhood Profiles: Mount OliveSilvestone-Jamestown (Mount Olive) and Thistletown-Beaumond Heights (Thistletown) Neighborhood Profiles prepared by the City of Toronto in 2016 with census data provided by Statistics Canada. The Kipling Village area falls within the political boundaries of Etobicoke North - Ward 1. Both Mount Olive and Thistletown have been identified as two Neighbourhood Improvement Areas (NIAs) under the Toronto Strong Neighborhoods Strategy 2020. The Neighborhood Profiles shows that Mount Olive has an immigrant population of 65.5% whereas Thistletown's immigrant population is 54%, both neighborhoods have higher immigrant populations than the City of Toronto (51.2%). The City of Toronto's percentage of the population who identify as a visible minority is 51.5%, which is l ower than Thistletown’s 64.3% and Mount Olive's 86.7%. Arabic, Assyrian Neo-Aramaic, Gujarti, Italian, Spanish, Tamil, Urdu are among some of the most common non-English languages spoken by the residents in the Kipling Village area. As an area heavily populated by immigrant, newcomer, and visible minority populations, any future planning projects should take into account the needs and concerns of these particular communities.

2.0 SITE CONTEXT

2.3 LAND USE

2.3.1 RESIDENTIAL LAND USE The study area is a densely residential area comprised of a mix of high-rise apartment buildings situated along the major arterial roads and low-rise housing are mainly found in the neighborhoods. In terms of home ownership, the Kipling Village area has a 50% split in those who rent their home versus who own the homes they live in.

COMMUNITY HOUSING Toronto Community Housing Corporation (TCHC) manages several properties in the Kipling Village study area: Kendleton Drive, Kipling Mount Olive, Lightwood Sanagan, Martin Grove Albion, Robert J Smith, Rowntree Manor, Thistletown 1 and Thistletown 2 are buildings in the area currently operated by Toronto Community Housing Corporation (TCHC). All the listed buildings except for Kendleton Drive, which is a TCHC-run rental home for seniors, are mainly rent-gear-to-income rental units for families with the exception for Rowntree Manor and Robert J. Smith, two buildings with market-type rentals available. According to the TCHC site, there are currently no vacancies available with the list of buildings.

AFFORDABILITY Housing affordability is a huge issue in the site area based on the trend of increasing residential property values since 2005 and the expected appreciation of housing which will be transit influenced. Homes in the area are on the verge of ranging between $700,000

2.0 SITE CONTEXT and $750,000 by 2025, and it is unreasonable for people in Ward 1 to afford these prices. This will put pressure to assuring affordable housing. It will create an increase in demand for higher-density forms of housing especially within close proximity to new rapid transit lines (Finch LRT). Methods to solve affordable housing in the site area are Affordable Rental and Ownership Housing which is referenced as positive solution in the Official Plan (c. 3.2.1).

2.3.2 INSTITUTIONAL, COMMUNITY AND SOCIAL SERVICES There is a wide range of community and social services serving the needs of those who live in the Kipling Village area. These community and social services include the Rexdale Women's Centre, Rexdale Women's Centre, Delta Family Resource Centre, Rexdale Community Hub, and Smithfield Community Centre. Albion Neighborhood Services, Language and Information for Newcomers to Canada (LINC) and the YMCA currently operate out of the Albion Centre mall. Albion Neighborhood Services, Delta Family Resource Centre, Rexdale Community Health Centre, Rexdale Community Hub, Rexdale Community Legal Clinic, Rexdale Employment Services, and Rexdale Women's Centre are some of the community and health services located at 21 Panorama Court. There is a high number of child care and before-after school services operating in the Kipling Village area. Some of these include the Etobicoke Children's Centre, Etobicoke Albion Heights YMCA Before and After School Programs, Garderie La Farandole Felix-Leclerc, Silverstone Montessori Day Care. Many of the programs and services in the area have free to low cost fees or accept child care fee subsidies, which makes

accessing the services more accessible for low income families. The most prevalent amenities provided in the Kipling Village are middle schools and high schools. The shopping amenities in the community include grocery stores and shopping malls that feature goods and foods oriented to the area's diverse population. The largest and dominant shopping centre in the Kipling Village is the Albion Mall. Shops at Albion, Albion 27 Plaza, Martin Grove Mall, Sheriff 's No Frills, Rabba Fine Foods, and Sunny Food Mart. Historically, the area's religion was mainly of Christian denomination. This has now changed, and it is readily apparent when one compares the number of churches (two: St. Andrew's Roman Catholic Church and Thistletown Baptist Church) to the number of mosques (five: Rexdale Namaz Centre, Canadian Islamic Civic Academy, Rexdale Jame Masjid, United Muslim Association and Jannatul Ferdous Mosque). Within the Kipling Village area there is one medical facility: the Martin Grove Medical Centre. Lastly, there is one public library located within the Kipling and Finch boundary, Toronto Public Library, Albion Branch.

2.0 SITE CONTEXT

2.4 TRANSPORTATION

to south. Major access corridors include Highways 407 and 27 which exist just on the northern and western edges of the site. All the major roads in the site allow for 4 lane traffic. The site is not pedestrian or cyclist oriented and the roads provide mainly transportation networks, typical of low-density neighbourhoods further from urban cores. The major bus routes serve as the primary way for connecting the site to the rest of the municipality. Primarily the residential blocks surrounding the Albion Mall and Thistletown regional center experience typical to low levels of traffic on the major arterial roads that run through the site. Despite the presence of Albion mall, there is not major congestion near Finch and Kipling Avenue during off-peak hours the road remains free of major congest ion.The automobile reliancy is bought on the orientation of the built environments and lack of safe bus stops, however issues are present pertaining the lack of walkability. The proposed Finch West LRT provides opportunity in the near future for a significant shift to a pedestrian friendly and oriented site. The existing infrastructure on the site would serve as a foundation for visible lit streets and active streetscapes to promote walkability and sustainable modes of transport amongst the community.

EXISTING NETWORK

PUBLIC TRANSIT ACCESS

On the north-western edge of Toronto, the site is serviced well major arterial roads. Steeles Avenue W, a major collector road that divides York region and Toronto runs north of the site, Arterial roads, Albion road runs through the site from the bottom south-east corner of the site, up to the north-west corner of the site. Martin Grove Road and Kipling Avenue run adjacent to Steeles Ave West from north

The TTC currently has extensive bus networks which service the area to connect it to the rest of the City. Two Express networks of busses run along Kipling Avenue and Martin Grove Rd, the major

2.0 SITE CONTEXT frequency bus routes follow along Finch Ave W, the 36 ends at Finch station and primarily connects residents to the rest of the city. Regular frequency routes runs along Albion Road, 73 and 96. These routes are mainly accessible and most routes connect to subway stations. The bus routes are restricted on off-peak hours and often require some walking through busier vehicle oriented intersections for the nearby residents to access. The 36 Finch west line currently has an estimated ridership of about 44.000 per business day and is a significant bottleneck on the system. While the current system does serve population sufficiently, it promotes more vehicular travel and is not exceptionally accessible or efficient. The Proposed higher transit would bring with it significant investment and would serve the current ridership in a more efficient manner which would strengthen the public transit in the area and encourage less automobile usage. The Finch West LRT serves strong opportunity to better balance between improved wait times, ease daily car and transit use; overall reducing congestion and related impacts will help create a better balance between daily car and transit use, reducing congestion and related impacts.

3.0 POLICIES AND REGULATORY FRAMEWORK

3.1 OVERVIEW The policies and regulatory framework of Ontario provide guidance to the Kipling Village Secondary Plan Area. The most relevant policies pertaining to the site area include: The Provincial Policy Statement (2014), The Growth Plan for the Greater Golden Horseshoe (2019), the Ontario Heritage Act (1990), the Big Move, and the City of Toronto Official Plan. These policies are integral towards the plan area for their emphasis on key issues existing in the area, including sound land use planning, adequate housing, transportation systems, economic prosperity and environmental considerations.

3.2 PROVINCIAL POLICIY STATEMENT (2014) Ontario's Provincial Policy Statement (PPS) is a vital piece of provincial legislation to be consulted for the Kipling Village Secondary Plan area, and is important that decisions made for the site are consistent with the PPS. The PPS highlights the Province's interests through land use planning. The provincial interests that relate most to the Secondary Plan Area include public health and safety, quality of the natural and built environment, and improved land use planning (Ministry of Municipal Affairs and Housing, 2014). By adhering to these interests, a higher quality of life can be provided to residents, and businesses within the Kipling Village Secondary Plan Area. The following are crucial sections of the PPS in relation to the site area.

3.0 POLICIES AND REGULATORY FRAMEWORK

BUILDING STRONG HEALTHY COMMUNITIES (SECTION 1.0)

HOUSING (Section 1.4)

This section discusses the economic, environmental and social considerations in order to create healthy communities. In particular, section 1.1.1 outlines the land use considerations to sustain healthy, livable and safe communities. Section 1.1.1.b. states: accommodating an appropriate range and mix of residential, employment, recreation, parks and open space, and other uses to meet long-term needs (Ministry of Municipal Affairs and Housing, 2014). This is an important consideration for our site, because some parcels of land will be subject to redevelopment, in order to accommodate more residential, employment and social services for the community, and ultimately strengthen the community's economy, and social wellbeing.

This section of the PPS discusses the importance of providing a mix of housing types, densities to sustain future needs, and to promote residential intensification, and development where there are infrastructure and public service facilities, and to promote affordable where needed. Housing is one of the largest considerations for the site area, and is in need for an increase in affordable housing and residential intensification (Ministry of Municipal Affairs and Housing, 2014). These are important policies to implement in order for residents to have adequate housing, and to provide a high quality of life for residents.

EMPLOYMENT (SECTION 1.3) This section of the PPS highlights the Province's interest in Employment Areas, since they are significant economic drivers for the province. With this in mind, one of the goals for the Kipling Village Secondary Plan Area is to increase employment opportunities in the community. Subsections that are vital to this goal include 1.3.1.c "encouraging compact, mixed-use development that incorporates compatible employment uses to support livable and resilient communities" (Ministry of Municipal Affairs and Housing, 2014). The consideration for mixed use development of employment areas is crucial, in order to transform the area into a complete community, while also facilitating economic growth.

PUBLIC SPACES, RECREATION, PARKS, TRAILS AND OPEN SPACE (Section 1.5) This section highlights the considerations for healthy and active communities. It discusses the adequate planning for public streets and spaces, equitable distribution of public buildings, and recreational areas in natural settings (Ministry of Municipal Affairs and Housing, 2014). The consideration of public and open spaces is crucial in our site area, primarily around the Thistletown Regional Centre and Humber River corridor. These are key areas since they contain significant public spaces, parks, and recreational trails for the community. To preserve and enhance these areas is an asset for the Secondary Plan Area.

3.0 POLICIES AND REGULATORY FRAMEWORK INFRASTRUCTURE AND PUBLIC SERVICE FACILITIES (Section 1.6) This extensive section of the PPS is important for the secondary plan area, notably the subsection regarding safe, adequate and energy efficient transportation systems. It is pertinent to provide adequate transportation systems, for enhancing the quality of life for residents, and for developing economic growth (Ministry of Municipal Affairs and Housing, 2014). The development of the Finch West LRT is an example of an efficient transportation system, but this can also include providing transportation infrastructure to facilitate the movement of pedestrians and cyclists.

LONG TERM ECONOMIC PROSPERITY (Section 1.7) This section of the PPS discusses the importance of providing a mix of housing types, densities to sustain future needs, and to promote residential intensification, and development where there are infrastructure and public service facilities, and to promote affordable where needed. Housing is one of the largest considerations for the site area, and is in need for an increase in affordable housing and residential intensification (Ministry of Municipal Affairs and Housing, 2014). These are important policies to implement in order for residents to have adequate housing, and to provide a high quality of life for residents.

ENERGY CONSERVATION, AIR QUALITY AND CLIMATE CHANGE (Section 1.8) This section of the PPS aims to mitigate the effects of climate change and greenhouse gas emissions through adequate built form, transportation methods, focus employment lands on transit serviced areas, and increase the mix of employment and housing uses to shorten commute times (Ministry of Municipal Affairs and Housing, 2014). All of these provisions relate to the secondary plan area. The plan area is currently focused on promoting public and active transportation, and incorporating mixed use lands into the site area, which will not only benefit the community's economy and residents' personal health, but also mitigate the impacts of climate change.

3.3 A PLACE TO GROW: GROWTH PLAN FOR THE GREATER GOLDEN HORSESHOE (2019) A Place to Grow is an integral Provincial Plan which aims to manage growth in the Greater Golden Horseshoe Region of Ontario. Economic prosperity, environmental protection, and attaining a high quality of life in communities are the provinceâ&#x20AC;&#x2122;s main priorities. Furthermore, it acts as a long-term framework for growing the region as a whole, and its encompassing municipalities, which together form the most economically significant region in Canada (Ministry of Municipal Affairs and Housing, 2019).

3.0 POLICIES AND REGULATORY FRAMEWORK TRANSIT CORRIDORS AND STATIO AREAS (Section 2.2.4) This section of the Growth Plan emphasizes development for major transit station areas, and establishes density targets for residents and employers around transit stations. The projections are important for the secondary plan area, since there are four proposed stations for the Finch West LRT project. The Growth Plan requires a minimum density target of 160 residents and jobs combined per hectare for areas that are served by light rail transit (Ministry of Municipal Affairs and Housing, 2019). This density will adequately maintain economic growth in the community, guide the type of built form, all while supporting the ridership and fiscal viability of the Finch West LRT project.

EMPLOYMENT (Section 2.2.5) The Growth Plan dedicates a section for employment, in order to establish criteria for economic growth. Some relevant points from this section that relate directly to the Secondary Plan Area includes planning high employment densities around transit, minimizing surface parking lots while supporting transit-supportive built form and active transportation. Furthermore, in relation to Albion Mall, part of the plan mentions the promotion of compact built form and intensification for retail and services use, to support complete communities (Ministry of Municipal Affairs and Housing, 2019).

HOUSING(Section 2.2.6) The Growth Plan highlights a few considerations for the Secondary Plan Area, such as supporting the achievement of complete communities, and to support housing choices through the minimum density targets, while providing for a mix of housing options and densities (Ministry of Municipal Affairs and Housing, 2019).

Incorporating adequate densities and developing complete communities is a goal sought after by the group, to enhance the quality of life for residents in the Kipling Village Secondary Plan Area.

TRANSPORTATION - GENERAL (Section 3.2.2) The transportation section in the Growth Plan stresses the need moving people, via public transit for areas with higher residential and employment densities. In the Kipling Village Area, Albion Mall remains crucial for this policy (Ministry of Municipal Affairs and Housing, 2019). While residential and employment lands intensify around the area, it is important that the area is serviced with adequate public transportation, such as the Finch West LRT project, and future transit projects that will benefit the community.

PUBLIC SERVICE FACILITIES (Section 3.2.8) This section of the Growth Plan is incredibly important for the development of the Kipling Village Secondary Plan Area. The policy section highlights the importance for planning public services facilities that act as community hubs, prioritizing the adaptation of existing service facilities, public service facilities that are near growth areas, and are easily accessible by public transportation (Ministry of Municipal Affairs and Housing, 2019). The opportunity to transform the Thistletown Regional Centre into a community hub would conform with all of these policies mentioned under this section of the Growth Plan.

NATURAL HERITAGE SYSTEM (Section 4.2.2.) Preserving natural heritage systems in the Kipling Village Secondary Plan Area is a priority. This section under the Growth Plan ensures it. The policies under this section highlight the importance of

3.0 POLICIES AND REGULATORY FRAMEWORK eliminating negative features on the natural heritage features, and further preserving the existing vegetation in the area (Ministry of Municipal Affairs and Housing, 2019). These policies are applicable given the presence of the Humber River in the site, and acts not only as a strong recreational location, but necessary to preserve for the environmental wellbeing.

CULTURAL HERITAGE RESOURCES (Section 4.2.7.) The provincial government views cultural heritage resources as an important resource to preserve for future generations. In the Kipling Village Secondary Plan area, the most notable cultural heritage resource to preserve is the Thistletown Regional Centre. The policy states in 4.2.7.1 that “cultural heritage resources will be conserved in order to foster a sense of place and benefit communities, particularly in strategic growth areas” (Ministry of Municipal Affairs and Housing, 2019). Given the looming opportunities for intensification in the area, it is also crucial to preserve existing cultural heritage resources, like the Thistletown Regional Centre.

3.4 ONTARIO HERITAGE ACT (1990) The Ontario Heritage Act is an important statute, through the Ministry of Tourism, Culture and Sport. The purpose of the act is to allow for municipalities and provincial government to preserve properties that have a heritage value in Ontario. In the Kipling Village Secondary Plan Area, the Thistletown Regional Centre can become a designated property, to preserve the cultural heritage of the area. Section 29 of the Ontario Heritage Act states that it is possible for a municipal council to enact a by-law to preserve the property, where there is cultural

heritage value (Ministry of Heritage, Sport, Tourism and Culture Industries, 2017).

3.5 THE BIG MOVE The Big Move is a comprehensive plan undertaken by Metrolinx, to plan for transportation across the Greater Toronto and Hamilton Area. This plan is an important consideration for our site, given Metrolinx’s development of the Finch West LRT, which will drastically enhance transportation and connectivity throughout the Kipling Village Secondary Plan Area.

3.6 BILL 108 The Act is amended to require a council of a municipality, when exercising a decision-making authority under a prescribed provision of Part IV or V of the Act, to consider the prescribed principles, if any. Section 27 of the Act currently requires the clerk of each municipality to keep a register that lists all property designated under Part IV of the Act and also all property that has not been designated, but that the municipal council believes to be of cultural heritage value or interest. Amendments are made to the section to require a municipal council to notify an owner of a property if the property has not been designated, but the council has included it in the register because it believes the property to be of cultural heritage value or interest. The owner is entitled to object by serving a notice of objection on the clerk of the municipality and the council of the municipality must make a decision as to whether the property should continue to be included in the

3.0 POLICIES AND REGULATORY FRAMEWORK register or whether it should be removed. Other technical amendments are made to the section. Currently, section 29 of the Act governs the process by which a municipal council may, by by-law, designate a property to be of cultural heritage value or interest. The process set out in the section is amended to require a municipal council, after a person objects to the notice of intention to designate the property, to consider the objection and to make a decision whether or not to withdraw the notice of intention within 90 days after the period for serving a notice of objection on the council ends. If no notice of objection is served or the council decides not to withdraw the notice of intention, the council may pass a by-law designating the property, but must do so within 120 days after the notice of intention was published. If a by-law is not passed within that period, the notice of intention is deemed to be withdrawn. A person who objects to a by-law passed under the section may appeal to the Local Planning Appeal Tribunal. Similar amendments are made to section 30.1 in connection with proposed amending by-laws and to section 31 in connection with proposed repealing by-laws. However, those amendments do not include the restriction that the amending by-law or repealing by-law, as the case may be, must be passed within the 120-day period. Section 29 of the Act is also amended to provide that, if a prescribed event occurs, a notice of intention to designate a property under that section may not be given after 90 days have elapsed from the prescribed event, subject to such exceptions as may be prescribed. Section 32 of the Act currently governs the process by which an owner of a property may apply to a municipal council to repeal a by-law designating the property. The section is amended to provide that the municipal council must give notice of the application and that any per-

son may object to the application. The council must, within 90 days after the period for serving a notice of objection on the council ends, make a decision to refuse the application or consent to it and pass a repealing by-law. If the council refuses the application, the owner of the property may appeal the councilâ&#x20AC;&#x2122;s decision to the Tribunal or if the council consents to the application, any person may appeal the decision to the Tribunal. Currently, section 33 of the Act restricts the alteration of a property designated under section 29. Amendments are made to provide that an application under the section must be accompanied by the prescribed information and materials and any other information or materials the municipal council considers it may need. Re-enacted subsection 33 (4) provides that the council must, upon receiving all of the required information and material, notify the applicant that the application is complete. The council is also permitted, under re-enacted subsection 33 (5), to notify the applicant of the information and material that has been provided, if any, or that has not been provided. The council must make a decision on the application within 90 days after notifying the applicant that the application is complete. However, if the applicant is not given a notice under subsection (4) or (5) within 60 days after the application commenced, the councilâ&#x20AC;&#x2122;s decision on the application must be made within 90 days after the end of that 60-day period. Similar amendments are made to section 34. Currently, sections 34 and 34.5 of the Act restrict the demolition or removal of a building or structure on properties designated under Part IV. Those sections are amended to also restrict the demolition or removal of any of a designated propertyâ&#x20AC;&#x2122;s heritage attributes. Similarly, section 42 currently restricts the demolition or removal of buildings or structures on properties located in heritage conservation districts designated under Part V. That section is amended to also restrict any

3.0 POLICIES AND REGULATORY FRAMEWORK demolition or removal of an attribute of a property if the demolition or removal would affect a heritage attribute described in the plan for the district in which the property is situated. Consequential amendments are made to sections 34.3, 41 and 69. Section 1 is amended to provide that, for the purposes of certain specified provisions of the Act, the definition of “alter” does not include to demolish or remove and “alteration” does not include demolition or removal.

3.7 TORONTO OFFICIAL PLAN REVIEW The Official Plan of Toronto is used as a tool to shape the city’s future, setting a clear vision for the metropolitan in the pursuit of personal and communal development. By partaking in activities that attract economic growth, promote diversity and investment in infrastructure, Toronto puts itself in position for a healthy, prosperous future. In order to ensure these plans come to fruition, we also have to plan for a city that makes sustainable choices in deciding how to go about its growth. We have to meet our needs of today without risking strong conditions for future generations. The vision of the Official City Plan of Toronto is to create an attractive and safe city, enhancing our abilities and providing a good quality of life. According to the Toronto Official Plan, some goals include: • vibrant neighbourhoods that are part of complete communities; • affordable housing choices that meet the needs of everyone throughout their lives; • create attractive streets with shops and housing that are designed for walking; • a strong and competitive economy which creates sustainable, well paying, safe and fulfilling employment opportunities for all Torontonians; • a connected system of natural features and ecological functions;

• green spaces of all sizes that bring people together • a wealth of recreational opportunities that promote health and wellness and; • public transit that is universally accessible As Canada’s largest city, Toronto plays a key role in not only establishing itself as an economic centre but also must serve as a central station, creating interdependent relationships with other nearby areas to encourage further growth, aiding the constant expansion of our population. As we’ve seen in recent years, it is not only important that we establish a strong business district but also focus attention on making similar progressions in other surrounding neighbourhoods. We view the Kipling Village region of Etobicoke as one of these areas that can promise a great amount of prosperity and is bursting with economic potential. We viewed the addition of the Finch LRT line as the infrastructure project that can spurn a lot of the turnaround in the area, opening doors for a fresh,new identity. The LRT project is key to site development as it will bring in new housing, employment opportunities and educational facilities amongst many other dynamic projects. We will go into detail on how our revitalization of the area will provide new opportunities and ways in which it coincides and work alongside the Official Plan of the City of Toronto. By using the guide for direction, we will be able to provide reasoning as to why our strategy is of great importance with the use of policy and expectation to meet demanded growth targets.

INTEGRATING LAND USE AND TRANSPORTATION In order to stay constant with the vision to make Toronto more liveable, future growth has to be served by transit as the current road network already has properties in place that have great redevelopment potential

3.0 POLICIES AND REGULATORY FRAMEWORK (Toronto Official Plan, 2019). Rather than unnecessarily putting money towards the construction of new buildings, our group has seen the opportunity to take advantage of the shopping centres that are already in existence and looking at the potential of renovating these sites in order to boost the local economy. Plazas and malls currently align the streets of Finch, Kipling and Islington avenue. Each is well served by current modes of transportation so we only see this improving with the delivery of the Finch LRT, providing easier commutes to the area. The integration of transportation and land use is critical in the aim to improve accessibility through its two key components; mobility and proximity. The city has made it a goal to target residential and job growth in areas that are supported by affordable transit services (Toronto Official Plan, 2019). The Finch LRT allows for fluid movement throughout this section of the city, even connecting to the Finch West subway station ( Line 1) which allows connectivity to the northern and southern parts of the city. Making sure people live within close distance to these stations is also a major point of emphasis as we know this will play a key role in making the area more walkable and it will suit a healthier lifestyle for all, freeing up a lot of the current congestion. Proximity is critical as high ridership will ensure that the LRT is well served and essential to the area but it also allows for people of all walks of life to have access to work, educational institutions, needed medical assistance, etc.

CENTRES: VITAL MIXED COMMUNITIES Through the competition of this secondary plan, we will create a centre where a great concentration of residential and commercial office growth will be provided as growth outside of the downtown core is also important. The Finch LRT will serve as an engine, encouraging large populations of workers and residents to congregate in these locations

due in large part to its accessibility. Each centre is different in terms of its local character, demographic and goal for potential growth (Toronto Official Plan, 2019). When designing our secondary plan, we discussed ideas of not wanting to change the demographic at all as the area is already home to many services that help this particular population (day cares, senior homes, recreational facilities, smaller local stores, etc). We also know that by not changing our demographic target, we would be able to maintain the character as the current residents have the greatest connection with the landscape. In order to be considered a mixed-use centre, some policies that secondary plans must include are: â&#x20AC;˘ achievement of 400 jobs and residents / hectare â&#x20AC;˘ support residential development, offering a full range of housing opportunities â&#x20AC;˘ assess to existing community services, facilities and local institutions

HOUSING When looking through the strategic themes laid out in this project, our group chose to focus on the ability to assist individuals and families with affordable rents by providing various housing types for families of different sizes and incomes. We are looking in depth at ways in which we can take money that is allocated from some of our projects and find ways that this can be put back into the housing for those with lower income, hopefully lowering rental costs. This will be demonstrated through our efforts to include housing at a premium cost, taking a dvantage of our proximity to the newly renovated mall, schools and subways stations. Secondly, we are not only looking to assist people with the attainment of housing but hope that they will eventually be able to own a home by

3.0 POLICIES AND REGULATORY FRAMEWORK running a program similar to Habitat for Humanity. There is government funding available for new housing but a lack of interest from developers to create affordable housing due to minimal financial return (Toronto’s Affordable Housing Plan, 2009). If we can use the government funding as a foundation for new housing, this will allow a qualified buyer to purchase a home at a lower price. If they decide to sell the house eventually, they will be able to capitalize on equity that they’ve earned from the original payment and can then decide if they would like to move elsewhere with the new money from their investment. This plan will allow people to build on top of an asset that may have seemed unfeasible and puts financial control in their hands. We considered housing for seniors and those with disabilities when designing our plan, looking at the possibility of incorporating shared housing in the redevelopment of Albion Center. Being that these are groups that may require more aid, we plan to have them living in the mall, with services nearby and allowing for integration. There is a need to provide at least 2700 new homes for the two groups through the Investment in Affordable Housing for Ontario Program (Ministry of Affordable Housing, N.D). We are also looking to revitalize the neighbourhood as a whole with the awareness that we are working to improve an entire community as opposed to individuals. The city of Toronto emphasizes the importance of healthy communities and we hope people are going to care about this revival plan, imagining that the potential for a new identity will be realized. We can draw comparisons with the success story of Regent Park to provide evidence that the benefit of funding for housing is critical. A 6 phase project , stemming over a 15 year span began in 2006 and upon completion, the population will increase from 7500 residents to over 12,500. Housing units will also increase from 2000 units to 5100

affordable and market homes (Affordable Housing Toronto, 2009). As a result, streets have already been reopened after over a half century of closure providing the area with recreation and shopping services. The capital investment through both public and private ventures put this neighbourhood in place to create a healthy and socially inclusive community. The diversity seen throughout the neighbourhood (housing types, incomes, etc.) , effective partnerships and democratic planning are all contributing keys to success. As a result, projects are to follow in the Lawrence Heights and York University area (Affordable Housing Toronto, 2009).

EMPLOYMENT AREAS: SUPPORTING BUSINESS AND EMPLOYMENT GROWTH The city’s Employment areas are healthy with large amounts of investment and low building vacancies. Given the value of land, residential parcels are rarely converted (Toronto Official Plan, 2019). As a group, we discussed the significance of keeping our employment areas in the mall and plazas, choosing to only convert areas that may not be seen as serviceable to the community any longer. These spaces would create room for our housing or more commercial businesses. We were able to recognize the need for protecting these spaces , knowing that if they were to be converted to residential uses, they would be hard to convert back to employment grounds as developers do not see this is financially beneficial. We also want to provide residents with the opportunity to find work at all entry levels within their own community. Another objective of this project is to provide training for skilled labourers. The promotion and support of apprentice labourers is a huge factor as we are dealing with a population where many people have low incomes and lack post secondary education. By providing them with jobs, they are learning skills that are not only beneficial to the project

3.0 POLICIES AND REGULATORY FRAMEWORK right now but that can be used elsewhere in the future under similar circumstances. This goes without mentioning that they will be directly engaged in healthy community building.

available, we know that it would be in good taste to keep the historic features of the building around where possible.

TORONTO’S GREEN SPACE SYSTEM AND WATERFRONT

Along with a creative and insightful plan is the need for outlined implementation and we are aware of the potential need for zoning by-law amendments, minor variances and the need for the municipalities influence to fulfill the plan’s objective (Toronto Official Plan, 2019). With the use of the Planning Act, municipalities are given the ability to create new spaces and seek the addition of residents and jobs which in turn bring growth.

When first conducting an analysis of the land we are working with, we noticed that there are some parts that would be difficult to convert to development lands. Areas within our boundaries include flood plains, hills, water corridors, environmental safe lands, etc. We found it important to keep these land designations intact as the character of our neighbourhood is strengthened by these natural landscapes. These areas are not expected to accommodate much growth as they are seen as areas that will mature and evolve. The city also has a goal of creating a beautiful city where nature is well kept, heritage features and buildings are preserved and the city’s natural features such as hills and water corridors are protected, enhanced and restored. This will be done through our idea to convert the space formerly used by the Thistletown Regional Centre and having part of it converted to an open green space, similar to what is used for Evergreen Brickworks, adding bike paths and sidewalks which grants accessibility and also serve as a connection to the Humber River grounds.

HERITAGE CONSERVATION Throughout the streets of Toronto, significant buildings, districts, landscapes and archeological sites can be found. Their protection and wise management demonstrate the city’s goal to integrate the achievements of people from our past with our current neighbourhoods, using these as influence and contributing to a sense of belonging for its inhabitants (Toronto Official Plan, 2019). Our group has recognized this by converting the Thistletown Regional Centre into one of Humber College’s campuses. While we would like to have institutional facilities

IMPLEMENTATION

By making certain proposals that go against the original city plan, a contribution may have to be made from the private developer which would be seen as beneficial to the people of a community. An example of this could be through a height/density incentive that would accompany the development. This can include the allocation of affordable and purpose built rental housing in a new building or a holding provision which ensures that community development is in place before further development takes place. As a group, we have planned to complete all of our community projects before we can begin our private investment as we are aware that in order to change the identity of the community and attract people to the area, we must have infrastructure in place that allows them to gravitate to our rejuvenated neighbourhood. Due to such intense construction, we also know that the area will be under site control, ensuring that the exterior design of the building is within good fit with the rest of the existing neighbourhood (Toronto Official Plan, 2019). This was another reason as to why we wanted to continue to use the space that is already built and not veering too far away

3.0 POLICIES AND REGULATORY FRAMEWORK from these ideas, making it much easier to pass plan approval. Another issue that may arise is the need for a temporary use by-law which is used to issue a trial for an unfamiliar built form (Toronto Official Plan, 2019). Lastly, we know that we will be responsible for taking care of development charges as it is believed that development pays for itself (Toronto Official Plan, 2019). An example of how we will cover development costs will be through the incorporation of energy efficiency features in the housing. We are aware that this will come with extra upfront costs but as the developers, we understand that it will be beneficial for the environment and it will put less of a financial burden on the tenant down the line through lowered utility and energy costs. POLICY

PROVINCIAL GOALS

CITY-WIDE GOALS

POTENTIAL CONFLICT

Employment

• Encourage • Attract more • Province mixed use people to tarhas ideas of development geted growth spreading in employment areas employment lands. • Downtown locally where• Increase to feature as city looks density around myriad of to keep it cenemployment activities such tered in few areas. as entertainlocations • Minimize ment, restausurface rants, attracparking lots in tions employment • Restrictions on areas and enauto-oriented courage public services transportation options to service employment areas.

Housing

• Provide • Stimulate • Province is options for production of open to addaffordable new private ing to what is housing. sector rentalready avail• Facilitate the al housing able while city development supply. looking to of complete • Eventual complete communities, replacement overhaul of through a variof social houssystem. ety of housing ing, rethinking types. housing plan. • Adding density • Intensificaand promoting tion geared intensification. towards specific centres and downtown.

Transportation

• Moving people • Giving high • City still has using public priority to the heavy reliance transportation. restoration on the automo• Connectand rehabilitabile. ing people tion of roads/ to places highways of higher • Emphasis on densities, and use of bike to employlanes. ment lands and other significant institutions.

Heritage Preservation

• Ensuring the protection of areas that are culturally significant.

• Looking at ways in which these spaces can be used differently also.

• City prefers increasing usage of these spaces.

4.0 FINDINGS Parks and Green Space

• Protecting • Design high important quality parks natural feathat promote tures. user comfort • Providing a vaand safety riety of parks • Promoting and open the usage of spaces that are recreation faaccessible to cilities everyone within a community.

• Province has plans to preserve green spaces whereas city wants to create new parks

4.1 STRENGTHS One of the primary strengths associated with the Secondary Plan Area are the existing institutions and facilities. There are a number of social and community institutions, including secondary and elementary schools, the Albion Library, the Rexdale Community Hub, the University of Guelph-Humber, and the Etobicoke General Hospital that provide needed services and employment to the surrounding communities. Their presence will help in advancing social policies in the Secondary Plan Area. The Area near Albion Mall will face significant changes with the new transportation opportunities, it presents great opportunities for redevelopment and intensification to meet future community needs, namely housing and keeping the community affordable. Market demands for residential uses and office or commercial uses can be expected to rise as a result of the Finch LRT that is proposed. Demand will grow within walking areas of already proposed stations. Existing land use and land ownerships will influence the future direction of these developments. Great value could be gained from higher density

developments where owners and renters can utilise the transit services of the area.

4.2 WEAKNESSES One of the weaknesses associated with the area is the dominance of auto orientated mobility. As a result, the area has an elevated rate of pedestrian injuries. With that being said, the area lacks cycling infrastructure, making the area equally dangerous for cyclists. Furthermore, the portion of the city that the area lies in is heavily stigmatized due to its higher than city average crime rate. Lastly, much of the housing stock is becoming increasingly dilapidated, especially the existing apartment buildings, built primarily during the 1960’s and 1970’s.

4.3 OPPORTUNITIES The Kipling Village Secondary Plan area presents many opportunities. Albion Mall is prime land for redevelopment, which can facilitate economic growth, through job creation. With that being said, an opportunity to redevelop Albion Mall is complemented by the development of the Finch West LRT, which will enhance connectivity within the neighbourhood, and to the City of Toronto as a whole. It will connect residents to important educational institutions like Humber College, and connect to the TTC’s subway network. The completion of the Finch West LRT will also introduced new opportunities to increase the overall walkability and safety of the Kipling Village area for pedestrians. Furthermore, the presence of the Thistletown Regional Centre provides an opportunity for heritage and cultural preservation for the community. The site can be readapted for uses that will ultimately serve the community. Lastly, there is an opportunity to provide more affordable housing units to the neighbourhood, given the

4.0 FINDINGS high demand for it in the study area. The Area near Albion Mall will face significant changes with the new transportation opportunities, it presents great opportunities for redevelopment and intensification to meet future community needs, namely housing and keeping the community affordable. Market demands for residential uses and office or commercial uses can be expected to rise as a result of the Finch LRT that is proposed. Demand will grow within walking areas of already proposed stations. Existing land use and land ownerships will influence the future direction of these developments. Great value could be gained from higher density developments where owners and renters can utilise the transit service of the area. The primary stakeholders involve the residents who rent and own in the community, the Toronto Transit Commision, the businesses and major landowners, including RioCanada who owns the Albion Center Mall and The Province who owns 51 Panorama Court. The revival and reinvestment along the corridor through transit will be primary residential concerns. The significant reinvestment and land appreciation associated with LRT projects poses great opportunities for working with private landowners to create vibrant retail/residential or office spaces to accommodate growth and mitigate a dramatic inflation in affordable housing. The public-private partnership also would guide the benefit of the reinvestment in the community and the lower income individuals in the area, including youth, disabled and elderly citizens. The market impacts proposed by a high-order transit operation when implemented will identify many opportunities for sites that present many opportunities for intensification to meet new demand that is typical within walking distance of a transit station, especially in the adjacent retail properties along Finch Avenue West

4.4 THREATS The primary threat concerning the Kipling Village Secondary Plan Area revolves around gentrification and the risk of displacement that happens with increasing land values and rent costs. With an opportunity to redevelop prime lands such as Albion Mall, there is a risk that development of Albion Mall and intensification around planned LRT stations could displace existing business owners and residents alike, and drive up housing costs. As a result, finding a balance between economic development and social cohesiveness is crucial. A potential solution to mediate these threats would be to create a thorough Community Benefits Agreement for all future developments in the area, to hold them accountable for creating equitable housing and employment opportunities for residents in the Kipling Village area.

5.0 APPENDIX

5.1 PROVINCIAL POLICY STATEMENT 1.0

Building Strong Healthy Communities Ontario is a vast province with urban, rural, and northern communities with diversity in population, economic activities, pace of growth, service levels and physical and natural conditions. Ontario’s long-term prosperity, environmental health and social well-being depend on wisely managing change and promoting efficient land use and development patterns. Efficient land use and development patterns support sustainability by promoting strong, liveable, healthy and resilient communities, protecting the environment and public health and safety, and facilitating economic growth.

1.3.1

Planning authorities shall promote economic development and competitiveness by: • providing for an appropriate mix and range of employment and institutional uses to meet long-term needs; • providing opportunities for a diversified economic base, including maintaining a range and choice of suitable sites for employment uses which support a wide range of economic activities and ancillary uses, and take into account the needs of existing and future businesses; • encouraging compact, mixed-use development that incorporates compatible employment uses to support liveable and resilient communities; and • ensuring the necessary infrastructure is provided to support current and projected needs.

1.4.1

1.4.2

1.4.3

To provide for an appropriate range and mix of housing types and densities required to meet projected requirements of current and future residents of the regional market area, planning authorities shall: • maintain at all times the ability to accommodate residential growth for a minimum of 10 years through residential intensification and redevelopment and, if necessary, lands which are designated and available for residential development; and • maintain at all times where new development is to occur, land with servicing capacity sufficient to provide at least a three-year supply of residential units available through lands suitably zoned to facilitate residential intensification and redevelopment, and land in draft approved and registered plans. Where planning is conducted by an upper-tier municipality: • the land and unit supply maintained by the lower-tier municipality identified in policy 1.4.1 shall be based on and reflect the allocation of population and units by the upper-tier municipality; and • the allocation of population and units by the upper-tier municipality shall be based on and reflect provincial plans where these exist. Planning authorities shall provide for an appropriate range and mix of housing types and densities to meet projected requirements of current and future residents of the regional market area by:

1.4.3

Planning authorities shall provide for an appropriate range and mix of housing types and densities to meet projected requirements of current and future residents of the regional market area by: • establishing and implementing minimum targets for the provision of housing which is affordable to low and moderate income households. However, where planning is conducted by an upper-tier municipality, the upper-tier municipality in consultation with the lower-tier municipalities may identify a higher target(s) which shall represent the minimum target(s) for these lower-tier municipalities; • directing the development of new housing towards locations where appropriate levels of infrastructure and public service facilities are or will be available to support current and projected needs; • promoting densities for new housing which efficiently use land, resources, infrastructure and public service facilities, and support the use of active transportation and transit in areas where it exists or is to be developed; and • establishing development standards for residential intensification, redevelopment and new residential development which minimize the cost of housing and facilitate compact form, while maintaining appropriate levels of public health and safety.

1.5.1

Healthy, active communities should be promoted by: • planning public streets, spaces and facilities to be safe, meet the needs of pedestrians, foster social interaction and facilitate active transportation and community connectivity; • planning and providing for a full range and equitable distribution of publicly-accessible built and natural settings for recreation, including facilities, parklands, public spaces, open space areas, trails and linkages, and, where practical, water-based resources; • providing opportunities for public access to shorelines; and • recognizing provincial parks, conservation reserves, and other protected areas, and minimizing negative impacts on these areas.

1.6.1

Infrastructure, electricity generation facilities and transmission and distribution systems, and public service facilities shall be provided in a coordinated, efficient and cost-effective manner that considers impacts from climate change while accommodating projected needs.

1.6.2

Planning authorities should promote green infrastructure to complement infrastructure.

1.6.3

Before consideration is given to developing new infrastructure and public service facilities: • the use of existing infrastructure and public service facilities should be optimized; and • opportunities for adaptive re-use should be considered, wherever feasible.

1.6.4

Infrastructure and public service facilities should be strategically located to support the effective and efficient delivery of emergency management services.

1.6.5

Public service facilities should be co-located in community hubs, where appropriate, to promote cost-effectiveness and facilitate service integration, access to transit and active transportation.

1.6.8.2

Major goods movement facilities and corridors shall be protected for the long term.

5.0 APPENDIX 1.6.8.3

Planning authorities shall not permit development in planned corridors that could preclude or negatively affect the use of the corridor for the purpose(s) for which it was identified.

1.6.8.4

The preservation and reuse of abandoned corridors for purposes that maintain the corridor’s integrity and continuous linear characteristics should be encouraged, wherever feasible.

1.6.8.5

When planning for corridors and rights-of-way for significant transportation, electricity transmission, and infrastructure facilities, consideration will be given to the significant resources in Section 2: Wise Use and Management of Resources.

1.7.1

Long-term economic prosperity should be supported by: • promoting opportunities for economic development and community investment-readiness; • optimizing the long-term availability and use of land, resources, infrastructure, electricity generation facilities and transmission and distribution systems, and public service facilities; • maintaining and, where possible, enhancing the vitality and viability of downtowns and mainstreets; • encouraging a sense of place, by promoting well-designed built form and cultural planning, and by conserving features that help define character, including built heritage resources and cultural heritage landscapes; • promoting the redevelopment of brownfield sites; • providing for an efficient, cost-effective, reliable multimodal transportation system that is integrated with adjacent systems and those of other jurisdictions, and is appropriate to address projected needs to support the movement of goods and people; • providing opportunities for sustainable tourism development; • providing opportunities to support local food, and promoting the sustainability of agri-food and agri-product businesses by protecting agricultural resources, and minimizing land use conflicts; • promoting energy conservation and providing opportunities for development of renewable energy systems and alternative energy systems, including district energy; • minimizing negative impacts from a changing climate and considering the ecological benefits provided by nature; and • encouraging efficient and coordinated communications and telecommunications infrastructure.

1.8.1

Planning authorities shall support energy conservation and efficiency, improved air quality, reduced greenhouse gas emissions, and climate change adaptation through land use and development patterns which: • promote compact form and a structure of nodes and corridors; • promote the use of active transportation and transit in and between residential, employment (including commercial and industrial) and institutional uses and other areas;

•

• • • •

focus major employment, commercial and other travel-intensive land uses on sites which are well served by transit where this exists or is to be developed, or designing these to facilitate the establishment of transit in the future; focus freight-intensive land uses to areas well served by major highways, airports, rail facilities and marine facilities; improve the mix of employment and housing uses to shorten commute journeys and decrease transportation congestion; promote design and orientation: and maximize vegetation within settlement areas, where feasible.

5.2 A PLACE TO GROW: GROWTH PLAN FOR THE GREATER GOLDEN HORSESHOE (2019) Transit Corridors and Station Areas (Section 2.2.4)

Transit Corridors and Station Areas • The priority transit corridors shown in Schedule 5 will be identified in official plans. Planning will be prioritized for major transit station areas on priority transit corridors, including zoning in a manner that implements the policies of this Plan. • For major transit station areas on priority transit corridors or subway lines, upper- and single-tier municipalities, in consultation with lower-tier municipalities, will delineate the boundaries of major transit station areas in a transit-supportive manner that maximizes the size of the area and the number of potential transit users that are within walking distance of the station. • Major transit station areas on priority transit corridors or subway lines will be planned for a minimum density target of: • 200 residents and jobs combined per hectare for those that are served by subways; • 160 residents and jobs combined per hectare for those that are served by light rail transit or bus rapid transit; or • 150 residents and jobs combined per hectare for those that are served by the GO Transit rail network. • For a particular major transit station area, the Minister may approve a target that is lower than the applicable target established in policy 2.2.4.3, where it has been demonstrated that this target cannot be achieved • Notwithstanding policies 5.2.3.2 b) and 5.2.5.3 c), upper- and single-tier municipalities may delineate the boundaries of major transit station areas and identify minimum density targets for major transit station areas in advance of the next municipal comprehensive review, provided it is done in accordance with subsections 16(15) or (16) of the Planning Act, as the case may be. • Within major transit station areas on priority transit corridors or subway lines, land uses and built form that would adversely affect the achievement of the minimum density targets in this Plan will be prohibited.

5.0 APPENDIX •

•

• •

Employment (Section 2.2.5)

The Province may identify additional priority transit corridors and planning requirements for major transit station areas on priority transit corridors or subway lines, to support the optimization of transit investments across the GGH, which may specify: • the timeframes for implementation of the planning requirements; • the boundaries of the area that will be subject to the planning requirements; and • any additional requirements that may apply in relation to these areas. All major transit station areas will be planned and designed to be transitsupportive and to achieve multimodal access to stations and connections to nearby major trip generators by providing, where appropriate: • connections to local and regional transit services to support transit service integration; • infrastructure to support active transportation, including sidewalks, bicycle lanes, and secure bicycle parking; and • commuter pick-up/drop-off areas. Lands adjacent to or near to existing and planned frequent transit should be planned to be transit-supportive and supportive of active transportation and a range and mix of uses and activities. In planning lands adjacent to or near higher order transit corridors and facilities, municipalities will identify and protect lands that may be needed for future enhancement or expansion of transit infrastructure, in consultation with Metrolinx, as appropriate.

Economic development and competitiveness in the GGH will be promoted by: • making more efficient use of existing employment areas and vacant and underutilized employment lands and increasing employment densities; • ensuring the availability of sufficient land, in appropriate locations, for a variety of employment to accommodate forecasted employment growth to the horizon of this Plan; • planning to better connect areas with high employment densities to transit; and • integrating and aligning land use planning and economic development goals and strategies to retain and attract investment and employment. • Major office and appropriate major institutional development will be directed to urban growth centres, major transit station areas or other strategic growth areas with existing or planned frequent transit service. • Retail and office uses will be directed to locations that support active transportation and have existing or planned transit. • In planning for employment, surface parking will be minimized and the development of active transportation networks and transit-supportive built form will be facilitated. • Municipalities should designate and preserve lands within settlement areas located adjacent to or near major goods movement facilities and corridors, including major highway interchanges, as areas for manufacturing, warehousing and logistics, and appropriate associated uses and ancillary facilities. • Upper- and single-tier municipalities, in consultation with lower-tier municipalities, will designate all employment areas in official plans and protect them for appropriate employment uses over the long-term. For greater certainty, employment area designations may be incorporated into upper- and single-tier official plans by amendment at any time in advance of the next municipal comprehensive review.

•

The conversion of lands within employment areas to non-employment uses may be permitted only through a municipal comprehensive review where it is demonstrated that: • there is a need for the conversion; • the lands are not required over the horizon of this Plan for the employment purposes for which they are designated; • the municipality will maintain sufficient employment lands to accommodate forecasted employment growth to the horizon of this Plan; • the proposed uses would not adversely affect the overall viability of the employment area or the achievement of the minimum intensification and density targets in this Plan, as well as the other policies of this Plan; and • there are existing or planned infrastructure and public service facilities to accommodate the proposed uses.

•

Notwithstanding policy 2.2.5.9, until the next municipal comprehensive review, lands within existing employment areas may be converted to a designation that permits non-employment uses, provided the conversion would: • satisfy the requirements of policy 2.2.5.9 a), d) and e); • maintain a significant number of jobs on those lands through the establishment of development criteria; and • not include any part of an employment area identified as a provincially significant employment zone. Any change to an official plan to permit new or expanded opportunities for major retail in an employment area may only occur in accordance with policy 2.2.5.9 or 2.2.5.10. The Minister may identify provincially significant employment zones and may provide specific direction for planning in those areas to be implemented through appropriate official plan policies and designations and economic development strategies. Outside of employment areas, development criteria should be established to ensure that the redevelopment of any employment lands will retain space for a similar number of jobs to remain accommodated on site. The retail sector will be supported by promoting compact built form and intensification of retail and service uses and areas and encouraging the integration of those uses with other land uses to support the achievement of complete communities. Upper- and single-tier municipalities, in consultation with lower-tier municipalities, the Province, and other appropriate stakeholders, are encouraged to undertake a co-ordinated approach to planning for large areas with high concentrations of employment that cross municipal boundaries and are major trip generators, on matters such as transportation demand management and economic development. If necessary, the Minister may identify certain areas that meet these criteria and provide direction for a co-ordinated approach to planning. In recognition of the importance of cross-border trade with the United States, this Plan recognizes a Gateway Economic Zone and Gateway Economic Centre near the Niagara-United States border. Planning and economic development in these areas will support economic diversity and promote increased opportunities for cross-border trade, movement of goods, and tourism.

• •

•

5.0 APPENDIX Housing (Section 2.2.6)

Transportation - General (Section 3.2.2)

Upper- and single-tier municipalities, in consultation with lower-tier municipalities, the Province, and other appropriate stakeholders, will: • support housing choice through the achievement of the minimum intensification and density targets in this Plan, as well as the other policies of this Plan by: • identifying a diverse range and mix of housing options and densities, including second units and affordable housing to meet projected needs of current and future residents; and • establishing targets for affordable ownership housing and rental housing; • identify mechanisms, including the use of land use planning and financial tools, to support the implementation of policy 2.2.6.1 a); • align land use planning with applicable housing and homelessness plans required under the Housing Services Act, 2011; and • implement policy 2.2.6.1 a), b) and c) through official plan policies and designations and zoning by-laws. Notwithstanding policy 1.4.1 of the PPS, 2014, in implementing policy 2.2.6.1, municipalities will support the achievement of complete communities by: • planning to accommodate forecasted growth to the horizon of this Plan; • planning to achieve the minimum intensification and density targets in this Plan; • considering the range and mix of housing options and densities of the existing housing stock; and • planning to diversify their overall housing stock across the municipality. To support the achievement of complete communities, municipalities will consider the use of available tools to require that multi-unit residential developments incorporate a mix of unit sizes to accommodate a diverse range of household sizes and incomes. • •

•

Transportation system planning, land use planning, and transportation investment will be coordinated to implement this Plan. The transportation system within the GGH will be planned and managed to: • provide connectivity among transportation modes for moving people and for moving goods; • offer a balance of transportation choices that reduces reliance upon the automobile and promotes transit and active transportation; • be sustainable and reduce greenhouse gas emissions by encouraging the most financially and environmentally appropriate mode for tripmaking and supporting the use of zero- and low-emission vehicles; • offer multimodal access to jobs, housing, schools, cultural, and recreational opportunities, and goods and services; • accommodate agricultural vehicles and equipment, as appropriate; and • provide for the safety of system users. In the design, refurbishment, or reconstruction of the existing and planned street network, a complete streets approach will be adopted that ensures the needs and safety of all road users are considered and appropriately accommodated. Municipalities will develop and implement transportation demand management policies in official plans or other planning documents or programs to:

• • • • • Public Service Facilities Section 3.2.8

• • • •

• •

Natural Heritage Systems (Section 4.2.2.)

•

reduce trip distance and time; increase the modal share of alternatives to the automobile, which may include setting modal share targets; prioritize active transportation,transit, and goods movement over single-occupant automobiles; expand infrastructure to support active transportation; and consider the needs of major trip generators.

Planning for public service facilities, land use planning and investment in public service facilities will be coordinated to implement this Plan. Public service facilities and public services should be co-located in community hubs and integrated to promote cost-effectiveness. Priority should be given to maintaining and adapting existing public service facilities and spaces as community hubs to meet the needs of the community and optimize the long-term viability of public investments. Existing public service facilities that are located in or near strategic growth areas and are easily accessible by active transportation and transit, where that service is available, should be the preferred location for community hubs. Municipalities will collaborate and consult with service planning, funding, and delivery sectors to facilitate the coordination and planning of community hubs and other public service facilities. New public service facilities, including hospitals and schools, should be located in settlement areas and preference should be given to sites that are easily accessible by active transportation and transit, where that service is available. A Natural Heritage System for the Growth Plan has been mapped by the Province to support a comprehensive, integrated, and long-term approach to planning for the protection of the region’s natural heritage and biodiversity. The Natural Heritage System for the Growth Plan excludes lands within settlement area boundaries that were approved and in effect as of July 1, 2017. Municipalities will incorporate the Natural Heritage System for the Growth Plan as an overlay in official plans, and will apply appropriate policies to maintain, restore, or enhance the diversity and connectivity of the system and the long-term ecological or hydrologic functions of the features and areas as set out in the policies in this subsection and the policies in subsections 4.2.3 and 4.2.4. Within the Natural Heritage System for the Growth Plan: • new development or site alteration will demonstrate that: • there are no negative impacts on key natural heritage features key hydrologic features or their functions; • connectivity along the system and between key natural heritage features and key hydrologic features located within 240 metres of each other will be maintained or, where possible, enhanced for the movement of native plants and animals across the landscape; • the removal of other natural features not identified as key natural heritage features and key hydrologic features is avoided, where possible. Such features should be incorporated into the planning and design of the proposed use wherever possible;

5.0 APPENDIX •

•

Cultural Heritage • Resources (Section 4.2.7.) •

except for uses described in and governed by the policies in subsection 4.2.8, the disturbed area, including any buildings and structures, will not exceed 25 percent of the total developable area, and the impervious surface will not exceed 10 percent of the total developable area; • with respect to golf courses, the disturbed area will not exceed 40 percent of the total developable area; and • at least 30 percent of the total developable area will remain or be returned to natural self-sustaining vegetation, except where specified in accordance with the policies in subsection 4.2.8; and • the full range of existing and new agricultural uses, agriculturerelated uses, on-farm diversified uses, and normal farm practices are permitted. However, new buildings or structures for agricultural uses, agriculture-related uses, or on-farm diversified uses are not subject to policy 4.2.2.3 a), but are subject to the policies in subsections 4.2.3 and 4.2.4. Provincial mapping of the Natural Heritage System for the Growth Plan does not apply until it has been implemented in the applicable upper- or single-tier official plan. Until that time, the policies in this Plan that refer to the Natural Heritage System for the Growth Plan will apply outside settlement areas to the natural heritage systems identified in official plans that were approved and in effect as of July 1, 2017. Upper- and single-tier municipalities may refine provincial mapping of the Natural Heritage System for the Growth Plan at the time of initial implementation in their official plans. For upper-tier municipalities, the initial implementation of provincial mapping may be done separately for each lower-tier municipality. After the Natural Heritage System for the Growth Plan has been implemented in official plans, further refinements may only occur through a municipal comprehensive review. Beyond the Natural Heritage System for the Growth Plan, including within settlement areas, the municipality: • will continue to protect any other natural heritage features and areas in a manner that is consistent with the PPS; and • may continue to protect any other natural heritage system or identify new systems in a manner that is consistent with the PPS. If a settlement area is expanded to include the Natural Heritage System for the Growth Plan in accordance with the policies in subsection 2.2.8, the portion that is within the revised settlement area boundary will: • be designated in official plans; • no longer be subject to policy 4.2.2.3; and • continue to be protected in a manner that ensures that the connectivity between, and diversity and functions of, the natural heritage features and areas will be maintained, restored, or enhanced. Cultural heritage resources will be conserved in order to foster a sense of place and benefit communities, particularly in strategic growth areas. Municipalities will work with stakeholders, as well as First Nations and Métis communities, in developing and implementing official plan policies and strategies for the identification, wise use and management of cultural heritage resources.

•

Municipalities are encouraged to prepare archaeological management plans and municipal cultural plans and consider them in their decision-making.

5.3 ONTARIO HERITAGE ACT 29 (1)

•

The council of a municipality may, by by-law, designate a property within the municipality to be of cultural heritage value or interest if, • (a) where criteria for determining whether property is of cultural heritage value or interest have been prescribed by regulation, the property meets the prescribed criteria; and • the designation is made in accordance with the process set out in this section. 2005, c. 6, s. 17 (1).