Finch West: Linking Social Equity and Transit Improvement
Finch West - Final Report
Linking Social Equity and Transit Improvement
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Report Prepared By
April 8th, 2015 Victor Copetti Noel Cubacub Francesco Fiorani Kristina Galinac Nikolas Koschany Kerby MacInnis Sharon Mannie Fred Sandoval Michael Uttley Andre Villanueva
Report Prepared For Tom Ostler Studio Advisor, Ryerson University Matt Armstrong Client, Planner in Strategic Innitiatives, Planning Division, City of Toronto David Phalp Client, HUB and Station Planning, Metrolinx
S.E.A.T.
Every Neighbourhood Deserves One
Finch West: Linking Social Equity and Transit Improvement
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Table of Contents Executive Summary
..................................................................................................................9
1.0 Introduction
1.1 - Background and Context...........................................................11 1.2 - Neighbourhood Improvement Areas.......................................13 1.3 - Development Trends...................................................................15 1.4 - Stakeholders................................................................................15
2.0 Community Benefit Agreements
2.1 - Introduction..................................................................................17 2.2 - Implementation & Community Coalitions...............................19 2.3 - History...........................................................................................20 2.4 - Areas of Influence.......................................................................20
3.0 Demographic Analysis and Community Servicing
3.1 - Age Distribution...........................................................................27 3.2 - Immigration..................................................................................28 3.3 - Education.....................................................................................29 3.4 - Income..........................................................................................30 3.5 - Employment Data.......................................................................31 3.6 - Recommendations......................................................................33
4.0 Local Economy
4.1 - Employment Districts..................................................................37 4.2 - Employment Density...................................................................38 4.3 - Recommendations......................................................................39
5.0 Housing
5.1 - Affordability..................................................................................43 5.2 - Physical Adequacy......................................................................44 5.3 - Recommendations......................................................................45
6.0 Existing Physical Conditions and Transit Compatibility
6.1 - Built Form....................................................................................49 6.2 - Modal Splits.................................................................................49 6.3 - Vehicle Counts.............................................................................51 6.4 - Walkability Audit..........................................................................51 6.5 - Recommendations......................................................................53
7.0 Moving Forward
7.1 - Community Engagement...........................................................56 7.2 - Formulation of Community Benefit Agreements....................56 7.3 - Promotion of Policy and Programs..........................................56 7.4 - Areas of Further Research........................................................57 7.5 - Conclusion....................................................................................57
Appendices
Appendix 1 - Works Cited...................................................................58 Appendix 2 - Development Applications..........................................62 Appendix 3 - Stakeholder Profiles.....................................................65 Appendix 4 - Toronto Employment Districts....................................67 Appendix 5 - Walkability Audit...........................................................68 Appendix 6 - Emery Village Transportation Master Plan...............98
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Table of Maps and Figures* Map 1 - The Finch West Corridor within the City of Toronto......................................................................................8 Map 2 - Locational Context and Neighbourhood Improvement Areas..................................................................12 Map 3 - Development Applications..............................................................................................................................14 Map 4 - Community Services.......................................................................................................................................26 Map 5 - Employment Density........................................................................................................................................36 Map 6 - Toronto Community Housing Buildings Over Five Storeys.......................................................................42 Map 7 - Public Transit Usage and Housing Type.....................................................................................................48 Figure 1 - NEI Indicators...............................................................................................................................................13 Figure 2 - NEI Indicator Category Weight...................................................................................................................13 Figure 3 - Population Distribution by Age..................................................................................................................27 Figure 4 - Immigration Status........................................................................................................................................28 Figure 5 - Highest Level of Education Attained..........................................................................................................29 Figure 6 - Household Income Distribution..................................................................................................................31 Figure 7 - Unemployment Rates...................................................................................................................................31 Figure 8 - Employment by Sector.................................................................................................................................31 Figure 9 - Jobs per Employment District.....................................................................................................................37 Figure 10 - Business Establishments per Employment District..............................................................................37 Figure 11 - 60% TIEG Grant over 10 Year Period.....................................................................................................39 Figure 12 - Inadequate Apartment Problems.............................................................................................................44 Figure 13 - Dominant Mode of Transportation...........................................................................................................49 Figure 14 - Vehicle and Pedestrian Counts................................................................................................................50 Figure 15 - Walkability Audit Scores............................................................................................................................52 Figure 16 - Islington Station Pedestrian Accessibility...............................................................................................51 Figure 17 - An Inadequate Pathway.............................................................................................................................51 Figure 18 - A ‘Winter Edge’.........................................................................................................................................53
*All Photos in the report ©Nikolas Koschany, unless noted otherwise.
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Table of Case Studies Case Study 1 - Neighbourhood Improvement Funding: Hollywood and Vine CBA..........................................28 Case Study 2 - Neighbourhood Improvement Funding: Minneapolis Digital Inclusion CBA...........................29 Case Study 3 - Living Wage Requirements: North Hollywood Commons Redevelopment CBA....................30 Case Study 4 - Jobs Program: North Hollywood Commons Redevelopment CBA..........................................32 Case Study 5 - Affirmative Action Approach.............................................................................................................38 Case Study 6 - Social Impact Bonds: Saskatoon Saskatchewan.........................................................................39 Case Study 7 - Affordable Housing: Boston Green Line LRT CBA......................................................................43 Case Study 8 - Neighbourhood Improvement Funding: LA ‘Live’ Development CBA.....................................45 Case Study 9 - Low Income Transit Fares: Seattle..................................................................................................49
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Finch West: Linking Social Equity and Transit Improvement
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Map 1 - The Finch West Corridor within the City of Toronto
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Executive Summary On January 22nd 2015, the City of Toronto Planning Department and Metrolinx commissioned The Social Equity and Transit Team (S.E.A.T.) to consider socially equitable perspectives on the eleven kilometre Finch West LRT project, planned to open in 2020. Located in the north western corner of Toronto, the Finch West corridor is home to approximately 186,564 residents (Stats Canada, 2011). The Finch West LRT will directly service eight neighbourhoods, seven of which are designated Neighbourhood Improvement Areas (NIAs). A multitude of equity indicators show many of the residents in the corridor are below city averages, most notably in household income (City of Toronto, 2014). Initially slated to open in 2019, the LRT was canceled for two years in 2010, before being revived by council on February 8th, 2012 (City of Toronto, “council”, 2012). Construction of the LRT is now scheduled to begin in 2016 (Metrolinx, 2015). This report is split into seven sections, four of which, have a series of recommendations for the corridor. The first section outlines background and context, the purpose of Neighbourhood Improvement Areas, development trends, and community stakeholders. This is to provide a profile of the corridor and the current planning interventions. The second section outlines Community Benefit Agreements (CBAs) and their utility in the corridor. It provides a history of CBAs, how they are implemented, possible areas of influence, and outlines the role of community coalitions in such agreements. Case studies of CBAs will be posited in subsequent sections of the report, to show how the problems S.E.A.T. identified have been addressed with such measures in the past. The third section profiles the demographics and community services in the area, including population distribution, immigration, education and income. This establishes a connection between the levels of local service and population that uses these services. The fourth section focuses on the corridors’ local economy, including employment density and employment districts. This allows the connection between transit and employment to be better understood, and advises how transit can leverage private investment. The fifth section briefly outlines the affordability and adequacy of housing in the area, and how this affects the community. The sixth section profiles existing built form, transportation choices, and physical connectivity of the corridor. This is done to show how small changes to the pedestrian environment can promote better accessibility to the LRT. Finally, the seventh section summarizes the recommendations made throughout the report and potential next steps for Metrolinx and the City of Toronto. Key recommendations from the report include: • Establishing ongoing community negotiation with developers and planners, and directing community attention to specific CBA possibilities during that process. • Connecting the population with the services of the Finch West corridor using an online platform for community engagement. • Promoting the IMIT Incentive program and other initiatives which could benefit the corridor and incentivize transit oriented development. • Revitalizing Toronto Community Housing Corporation tower communities using Public-PrivatePartnership Agreements, provided market demand for housing is strong after the LRT is built. • Creating and upgrading new and existing pathways, to shorten pedestrian commutes, and promote active transportation. Not all recommendations contained herein need to be adopted, but the information contained in this report should be addressed by City Council and the corridors’ communities in the future, both during and after the LRT’s construction. The Finch West LRT may prove to be one of the most significant planning interventions ever made in the area, but only if a proactive and intergenerational planning framework is put in place.
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1.0 Introduction
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1.1 - Background and Context The Finch West corridor is located in the northwestern portion of Toronto. Prior to the 1960s, the Finch West area was sparsely populated agricultural land (ACT for Youth, 2009). Much of the area was developed during the1960s and 1970s for immigrant populations. The character of this era remains today, with a notable immigrant population, substantive industry, and numerous subdivisions and post-war tower blocks. The boundaries for the study area were determined by census tract areas from Statistics Canada and an analysis of physical characteristics which revealed ‘hard edges’ such as rail corridors, rivers, and highways. These were established as: Keele Avenue to the East; Steeles Avenue and the CN rail corridor to the north; Highway 427 and the Humber River to the west; and the Humber River and Sheppard Avenue the south. As these neighbourhoods are aligned with Canadian Census tract areas, data collection across the area was consistent.
Introduction
The Finch West LRT plan represents a major opportunity, connecting one of the city’s most vital transport corridors with the Toronto-York Spadina Subway Extension. This new mobility option will affect the 187,000 corridor residents, 44,000 daily bus riders, and those employed by area firms or enrolled in local schools (Stats Canada, 2011; TTC, 2012). The LRT project may prove to be one of the most significant planning interventions ever made in the area.
1.25
5
Thistletown-Beaumond Heights Humber Summit
Finch West LRT (Line 7)
Roads
Area Boundaries
Buildings
Mount Olive-Silverstone-Jamestown
Neighbourhood Improvement Areas
2.5
Spadina Subway (Line 1)
LRT Stops and Subway Stations
Legend
0
Kilometers 10
ÂŻ
Source: Toronto Open Data, 2014
York University Heights
Glenfield-Jane Heights
Black Creek
Humbermede
7.5
Map 2 - Locational Context and Neighbourhood Improvement Areas
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1.2 - Neighbourhood Improvement Areas The Toronto Strong Neighbourhood Strategy 2020 is another major effort underway in the Finch West corridor. This strategy, released in 2005 by Toronto City Council, identified twenty-two Neighbourhood Improvement Areas (NIAs), seven are located within the study area, seen in Map 2. These NIAs are to be targeted for investment with the goal of providing social, economic, and cultural opportunities (City of Toronto 2014). Pioneered by the Centre for Research on Inner City Health at St. Michael’s Hospital, this includes a Neighbourhood Equity Index (NEI) based on fifteen differently weighted indicators, seen in Figures 1 and 2 (City of Toronto, 2014). Indicators create a score out of 100, with scores below the 42.89 benchmark being considered NIAs (City of Toronto, 2014). This benchmark was established by an algorithm from the Urban Health Equity Assessment and Response Tool, which was in turn, originally created by the World Health Organization (City of Toronto, 2014). The lowest scoring neighbourhood in the city is Black Creek, with a score of 21.38 (City of Toronto, 2014). Comparatively, Yonge and Eglinton is one of the higher scoring neighbourhoods with a score of 88.11 (City of Toronto, 2014). The discrepancy here shows the importance of the physical surroundings indicator and how rapid transit options are an integral part of strong neighbourhoods. Yonge and Eglinton is a central neighbourhood, well serviced by subway, while Black Creek is peripheral and served only by bus. Part of the process in determining indicators for the equity index were a series of community consultations (City of Toronto, 2014). It is worth noting that certain indicators identified by the public throughout this process could not be included in the NEI. Some of these include housing, safety, transit, racism, and the strength of the community service system. As of March 2014, the identification phase of the Strong Neighbourhoods Strategy has concluded (City of Toronto, March 4, 2014). Next, the targeted action implementation strategy will start at a local level by assessing communal assets such as facilities and organizations (City of Toronto, March 4, 2014). The focus of this implementation stage will be to work with residents to ensure services are integrated and supportive, and to create investment strategies for local services and facilities (City of Toronto, March 4, 2014).
Figure 1 - NEI Indicators Figure 2Neighbourhood - NEI Indicator Category Weight Equity Index
Social Development
30%
30%
Participation Decision Making Physical Surroundings Healthy Lives
7% 5%
28%
Introduction
Economic Oppurtunities
Rd
HWY 27
Martin Grove Rd
Area Boundaries
Office
Transport
Community Services
Commercial Retail
Residential
Legend
Al bi on
Islington Ave
Kipling Ave
HWY 427
Steeles Ave
0
1
2
Sheppard Ave W
Jane St
Keele St
4 Kilometers Source: City of Toronto Development Applications 2015
0.5
Weston Rd
Finch Ave W
HWY 400
Map 3 - Development Applications
ÂŻ
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1.3 - Development Trends While the area garners significant attention from planners and policy makers, private interests have also been piqued, especially since the LRT was revived by City Council in 2012 (City of Toronto, “council�, 2012). Seventeen of the twenty-two development applications submitted to the City of Toronto since 2002 for properties in the study area were submitted after 2012, as shown in Appendix 2. Various applications are for mid-rise, mixed-use office or residential development with commercial retail at grade. Many of these developments, shown in map 3, are within 500 metres of proposed LRT stations, demonstrating how transit-oriented development principles are being embraced along the corridor.
1.4 - Stakeholders Listed below are organizations that have key interests in the Finch LRT development. These stakeholders will be directly affected by the project and any development which takes place as a result of the new LRT. Several stakeholders are listed below, while a profile of each is listed in Appendix 3. City of Toronto Toronto Transit Commission Metrolinx Humber College and York University Toronto Regional Conservation Authority Toronto Community Housing Corporation Jane/Finch Community and Family Centre Jane Finch Action Against Poverty San Romanoway Revitalization Association Albion Islington Square BIA Emery Village BIA
Introduction
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2.0 Community Benefit Agreements
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2.1 - Introduction
CBAs derive much of their value from the bargaining outcomes and from the inclusiveness of the process by which these improvement measures are identified. (Gross et al, 2005). With the community having a role in both the planning and contractual stages, it is ensured that meeting times are convenient for the community, dialogue is ongoing, non-english speakers are included, and that the most suitable community outreach strategies are applied (Gross et al, 2005). Also worth noting are the social capital and community-building opportunities brought forth in the CBA process. By bringing together a variety of community stakeholders in a casual but objective environment, the process can serve as a relationship incubator. These realities combined with the inherent clarity of CBA outcomes has allowed the tool to emerge as a favorite for community planners, labour unions, resident associations, church groups, affordable housing organizations, and environmental groups over the past fifteen years.
Community Benefit Agreements
The spatial realities of the Finch West corridor findings of the Neighbourhood Equity Index, and level of community and stakeholder activity - suggests that proper engagement in relation to the LRT project may be difficult, but extremely important. Community Benefits Agreements (CBAs) have proved to be one of the more appropriate engagement strategies in situations such as these. They are a relatively new approach to community planning and are a method and form of contract that ensures residents, businesses, and institutions affected by large development projects also experience benefits from the associated development (Gross et al, 2005). Formed through a citizen engagement processes, these community partnerships are legally-enforceable (Gross et al, 2005). For the community, CBAs offer measurable, permanent improvements (Gross et al, 2005). Developers enter such agreements to ensure projects will not be opposed by locals and to gain approval from government entities (Gross et al, 2005).
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Berkowitz and Wolff, In The Spirit of the Coalition (2000) define a coalition as “an organization which is made up of multiple community groups which aim to address the needs and problems of a designated community.�
Proposals and counter-proposals
Uses of caucuses and time-outs
Data gathering negotiation
Selection of a negotiating team
Meetings with public agency planners
Initiation of a CBA negotiation
Formulation of a community coalition
CBA Process
Signing and enforcement
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2.2 - Implementation & Community Coalitions Though CBAs have been largely successful in practice, there are a number of challenges and shortcomings worth noting. While they are renowned for their low expense relative to the appeal process, there are considerable legal costs as communities must hire an attorney. Another concern may be how foreign the CBA concept is to community groups. This is especially true in the Toronto context, with the lone local example being the Regent Park Revitalization. Community groups also may not feel comfortable entering a legal contract or relinquishing their right to appeal. Social learning and educational strategies could be used strategically to overcome these implementation barriers. Perhaps the most concerning challenge in drafting and implementing a CBA is the tendency to rely on past agreements from other regions as precedents. Ideally, all parties involved in the CBA process should have a working knowledge of CBAs - how they work, potential outcomes, and so forth. However, it would be unwise to attempt replication of any previous agreement, as each has been tailor-made for the community which drafted the CBA. As few have been enacted in Canada, precedents are limited to those in other countries which have different legal and socio-economic frameworks.
In relation to land use planning, these coalitions are generally formed as part of reactionary social movement, sometimes in reaction to large development proposals. They are formed to identify and support a collective vision dedicated to improving or maintaining the current status. One prominent example of a coalition that has worked towards negotiating fair and equitable CBAs would be the Los Angeles Alliance for a New Economy (LAANE) which pioneered the CBA concept (Gross et al, 2005). The process of CBA implementation is generally completed in eight steps, as outlined by Baxamusa (2008): 1. Formation of a community coalition. This step ensures the creation of a transparent and inclusive process. 2. Initiation of a CBA negotiation. This step can only be completed by the developer who must recognize the recently formed coalition. 3. Selection of negotiating team(s), leaders, and moderators. It should be noted that elected officials may appoint a moderator for the negotiations. 4. Proposals and counterproposals. The proposals list are generally long as they address all issues brought up by the coalitions. Developer counterproposals will address similar issues but rarely are all concerns brought forth by a coalition actually included in a CBA. 5. The use of caucuses and time-outs which are used to give time to discuss feedback and consider next steps. 6. Data gathering during negotiation. This can also include experts who explain details and intricacies of proposals and counterproposals. 7. Meetings with public agency planners to ensure that commitments in the CBA are possible within the local regulatory framework. 8. Signing and enforcement. Members of the organizations connected the CBA sign the contract which then goes through a ratification process.
Community Benefit Agreements
In the United States, CBA implementation generally involves the participation of three parties; the local government, the developer, and community organizations (Baxamusa, 2008). This approach emerged due to difficulties in draft CBAs with a large number of community organizations. This concern is real especially in corridor developments such as the Finch West LRT. To address this issue, a coalition of all area stakeholders can be formed.
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2.3 - History CBAs are a recent phenomenon, beginning in California near the turn of the millennium in Greater Los Angeles and the East Bay region (Wolf-Powers, 2010). The highly acclaimed CBAs for the Staples development and the expansion of Los Angeles International Airport gained worldwide recognition for both the Greater Los Angeles planning community and the CBA approach (Saito et al, 2015). The success of CBAs is pronounced in the regions where they have been truly embraced. In these areas, CBAs have reshaped and reframed the community planning process and proved to be an effective tool for leveraging investment. The majority of CBAs have been used in scenarios where a private-led inner city commercial or residential development abuts a disadvantaged neighbourhood (Wolf-Powers, 2010). It is clear there has to be a considerable level of interest, demand, and speculation for the community to have any leverage. Pertaining to examples of when CBAs have been used in the construction and operation of a light-rail transit system, there are few examples. The only regions where attempts are being made are Boston, Los Angeles, and Minneapolis-St. Paul.
2.4 - Areas of Influence CBAs can address a broad range of community planning goals. Some of the more popular focus areas are listed below, selected based on compatibility with the Finch West corridor.
Areas of Influence - Jobs Programs Project-related job programs have been common elements in many CBAs. First-source hiring and training programs are the most common approaches used within a jobs program. First-source hiring, or local hiring, is a common method in economically disadvantaged areas. Programs such as these give priority to area residents who have been displaced or will otherwise feel the adverse effects of a development project (Gross et al, 2005). Training programs can be altered to assist locals in finding employment related to a CBA project (Gross et al, 2005). This approach can be combined with a first-source program so that prospective trainees are given priority in admission. Often, worker retention and system enforcement issues are associated with jobs programs (Gross et al, 2005). Long-term effects of local hirings are also debatable, as hirings are often temporary while providing low wages, no benefits, and little in terms of training or transferable skills (Gross et al, 2005). With these issues, it is unclear if a jobs program could truly address area economic concerns.
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Beyond these commonly-cited issues, the Finch West corridor poses a major situational challenge for implementing a jobs program - area population. In CBAs where a job program has been the primary focus, catchment areas and potential hiring pools were often small. Within the Finch West corridor, approximately 187,000 people live in the study area, many of whom reside in NIAs (Stats Canada, 2011). There would be a disproportionate number of short and long term jobs made available at the local level, therefore making it unreasonable and inequitable to rely on hiring programs as the primary element of this project-related CBA.
Areas of Influence - Living Wage and Worker Retention Requirements It is possible to enhance the long-term benefits of a jobs program with the inclusion of supporting benefit agreements. Worker retention requirements are applicable to construction contractors, system operators, or tenants (Gross et al, 2005). These agreements protect employees in the event of ownership changes, making them applicable to the Finch West LRT only if a build-own-operate-transfer model is used. Living wage requirements can be used to ensure that workers hired in job programs are provided with a living wage; an income level which allows one to provide for themselves and any dependants (Gross et al, 2005). This includes the cost of housing, transportation, and other basic needs (Gross et al, 2005). These requirements have often caused tension between businesses and the public and they can also bring a number of adverse economic outcomes. For example, businesses may become more selective in their hiring process, therefore providing fewer positions, despite more adequate pay. A cost-benefit analysis should be carried out to determine if a wage requirement would be worthwhile.
The affirmative action approach capitalizes on the business opportunities related to a project by awarding contracts to local firms (Gross et al, 2005).This approach provides a number of the same outcomes of a jobs program, increased local employment and economic activity specifically. For the Finch West LRT these contracts may include manufacturing, construction, security, custodial work, maintenance/ mechanical, landscaping, and others. These programs give priority to small, locally-owned businesses especially those displaced in construction. The benefits of this approach come through the ‘economic multiplier effect (Gross et al, 2005). This principle suggests there are a number of communal benefits which result from awarding contracts to local businesses including local hiring and local reinvestment (Gross et al, 2005). These outcomes could be ensured by including a hiring mechanism in any contracts and subcontracts. A point of concern here is how the Affirmative Action potentially conflicts with Metrolinx’ contracting practice. A review of current projects such as the Eglinton Crosstown suggests that Metrolinx prefers to work with a minimal number of prime contractors and never with smaller firms. Even as these prime contractors sub-contract their work loads, these industry relationships are well-established and have often already been forged. Within this framework, Metrolinx must be willing to alter its practice slightly. A method for overcoming this is including language in any prime contractor agreement which requires commitment to local businesses in subcontracting work. There are a number of tactics which can ease both the prime and sub-contractors into such a situation, including meet-and-greets and assistance in bid preparation for sub-contractors (Gross et al, 2005). A cooperative environment would be key and perhaps challenging to achieve, but the outcomes would be comparatively extensive to a jobs program.
Community Benefit Agreements
Areas of Influence - Affirmative Action/Awarding Contracts to Local Businesses
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Areas of Influence - Affordable Housing The provision of affordable housing appears to be one of the more highly demanded community benefits. This benefit is often achieved by requiring a certain number of affordable units in a new residential development but can be provided through alternative measures (Gross et al, 2005). These include developer-financed aid programs for local home ownership or home improvement initiatives, the creation of affordable housing funding streams, or significant donations to local non-profit housing organizations (Gross et al, 2005). Such a strategy would help the communities in the Finch West corridor to grow in a way that does not disadvantage families of lower income. The number of affordable housing units, their size, and their location is generally determined through negotiations between developers and community representatives (Wolf-Powers, 2010). Fifteen to thirty percent affordable is often deemed acceptable. The implementation of affordable housing strategies in CBA projects which do not have a residential component is inherently difficult. Within a Finch West CBA, affordable housing strategies could be initiated through the sale of underutilized municipally-owned lands acquired for the LRT line. Other approaches which could be highly effective are property assessment and rent-freezing strategies and responsible landlord requirements. These have been sparsely used in CBAs and only in instances with small catchment areas - one which covers an eleven kilometre corridor would presumably be controversial.
Areas of Influence - Neighbourhood Improvement Funding Frequently in CBAs, communities request financial contributions or donations to institutions, organizations, facilities, or services of their choosing. Neighbourhood Improvement Funding is similar to Section 37 of the Ontario Planning Act in the types of benefits that can be provided. Past examples of where funding has been directed include: community centres, job training programs, child care facilities, non-profits, schools, housing authorities, safety initiatives, infrastructure, parks, and aesthetic improvements. Donations should be made carefully and be representative of a population in need. Environmental Improvement Funding is another common CBA element where traffic management, mitigation of construction pollution, green building practices, and other benefits have often been included (Alliance for Metropolitan Stability, 2008).
Conclusion CBAs are not limited to the areas of influence listed above, though these are the most common and typically the most successful. As they are an emerging field, the area of influence expands constantly. A number of case studies are referenced in Sections Three, Four, and Five of this report to demonstrate how CBAs may be used along the Finch West corridor. It is important to consider these only as examples as to what can be included in a CBA and not as actual recommendations for the Finch West corridor. The communities in the corridor should define their own needs.
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Community Benefit Agreements
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3.0
Demographic Analysis and Community Servicing
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This section outlines the demographics of the Finch West corridor and the community services which service the diverse local population. Demographics analyzed include age distribution, immigration, education, income, and employment. These variables were chosen as social equity indicators, to reflect some of the categories in the Neighbourhood Equity Index, outlined in Section 1.2 of this report. In analyzing these groups and organizations, the city can begin to develop strategies to better coordinate and connect residents to the services along the corridor.
Demographic analysis and Community Servicing
Introduction
® v
×
Rd
% L · ²
c ² Æ ·
Martin Grove Rd
HWY 427
× × ×
Public Library
Grocery Store
Community Centre Area Boundaries
· ²
L %
® v
c Æ
Legend # I Employment Centre
L %
HWY 27
· ²
· ²
Al bi on
×
c Æ
L %
Islington Ave
· ²
Retirement Centre
Senior Housing
Shelter
Hospital
Æ× c
L %
×
· ²
# I
L %
Kipling Ave
Steeles Ave
· ² · ²
Weston Rd
c Æ
0.5
c Æ
L %
²² · ·² ·
1
2
Sheppard Ave W
® v
×
· ²
L %
Jane St
c Æ
Source: Wellbeing Toronto 2015
0
Finch Ave W
HWY 400
Map 4 - Community Services
3
· ²
Keele St
×
4 Kilometers
××
· ²
# I
¯
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3.1 - Age Distribution Within the study area, individuals between the ages of 0-20 represent thirty percent of the population. In the city of Toronto only twenty-two percent are in this cohort as Figure 3 shows. In contrast, those aged sixty and over comprise roughly twenty percent of the study area, in line with city averages. Health care facilities, childcare centres, retirement homes, and other services can provide for this population.
There are two hospitals within the study area; Humber River Hospital at the intersection Finch Ave West and Highway 400 and Etobicoke General Hospital at Humber College Boulevard and Highway 27. The Humber River Hospital is relocating to a new site at the intersection of Keele Street and Highway 401 in October of 2015 (Humber River Hospital, 2014). The existing Humber River Hospital complex will not be closed, instead it will be renewed as an ambulatory care centre with emergency, dialysis, and family health teams (Humber River Hospital, 2014). Meanwhile, the Etobicoke General Hospital is currently undergoing a $4.2 million renovation and expansion (William Osler Health System, 2015).
Childcare and Daycare There are numerous daycare options available within the study area. Some of these child centres are businesses while others are part of a school, church, or community centre. Some facilities include special needs staff for different languages or cultures (City of Toronto, 2015).
Retirement Homes and Senior Care Facilities
Percentages
There is one retirement home in the corridor, the Downsview Retirement Community located on Keele Street near Sheppard Ave West. The facility provides for long term care and independent living (Downsview Retirement Community, n.d.). There are Figure 3 - Population Distribution by Age (2011) Population Distribution By Age (2011) five senior housing facilities 35 located within the study area. Some of these have unique 30 admission requirements 25 such as the Leasureworld Caregiving Centre which 20 devotes 20% of all units to Study Area 15 residents of Italian heritage Toronto (Leisureworld, 2012). This 10 likely has provided a number 5 of area residents with the opportunity to age in place, 0 0-20 Years 20-40 Years 40-60 Years 60-80 Years 80+ Years as Italians were the first major Age Groups ethnic group in the area (Narain, 2012). The Kipling Acres also fosters community by having a local volunteer team, on-site child care centre, and a day program which provides services to seniors not yet ready to move into a senior housing facility (City of Toronto, 2015).
Demographic analysis and Community Servicing
Hospitals
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CBA Case Study: Neighbourhood Improvement Funding Hollywood and Vine With a high proportion of children and youth, seniors, and first-generation immigrants in the corridor suggests there may be a strong appetite for community services, facilities, and programs. These can be provided through a CBA which provides neighbourhood improvement funding. An agreement such as this was included in the Hollywood and Vine CBA (Los Angeles Alliance for a New Economy, 2004).
Image Source: Wikipedia
The local community negotiated contributions towards the arts program and culinary jobs training program at Hollywood High School (Los Angeles Alliance for a New Economy, 2004). This agreement brought better learning experiences and recreational opportunities, and enhanced local physical attributes (Los Angeles Alliance for a New Economy, 2004). The funding is to be directed towards the provision of space, supplies, and appliances (Los Angeles Alliance for a New Economy, 2004). If neighbourhood improvement funding is agreed upon in a Finch West corridor CBA, there are a number of local organizations, facilities, and services which could be enhanced to the benefit of the local population. It would be important to consult with communities in the Finch West corridor in a neighbourhood improvement funding agreement to ensure the most appropriate funding recipients are selected.
3.2 - Immigration
Figure 4 - Immigration Status (2006)
Immigration Status (2006)
90 80
Percentage
70 60 50 40 30 20 10 0
First Generation
Second Generation Study Area
Toronto
Third Generation
Seventy percent of the population within the study area identify as immigrants. Figure 4 shows approximately seventy-eight percent of immigrants in the corridor are first-generation. Conversely, in the city of Toronto, only sixty percent of immigrants are first generation. The area is serviced by a number of community centres, ethnic grocery stores, places of worship, and other services which provide for these residents.
Community Centres There are seven community centres located within the study area. Services and amenities include preschool, day care, summer day camps, fitness and swimming classes, fully functional kitchens, and meeting for hire (City of Toronto, 2015). Some community centres, offer certain programs for free while others charge a user fee (City of Toronto, 2015). This fee is cheaper for residents of the community than for non-residents (City of Toronto, 2015).
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Grocers Food options in the area vary from chain grocers to ethnic specialty stores which provide for the large Caribbean, Oriental, and Middle Eastern populations in the corridor (Wellbeing Toronto, 2015).
Places of Worship There is a great diversity of places of worship in the study area. Faith groups found here include but are not limited to Sikh, Muslim, Catholic, Christian, Lutheran, and Buddhist (Wellbeing Toronto, 2015).
FigureLevels 5 - Highest Level Attained, of Education of Education 15-64Attained (2006) (2006)
Percentage
Statistics Canada data shows that 51.5% of the Finch West corridor population has attained postsecondary education (including apprenticeship programs), compared to 58.9% of the City of Toronto, as shown in Figure 5. Many of those who have not are within the 15-24 age group, and could still be in the process of completing their education. Numerous elementary and secondary schools, adult night school programs, post-secondary institutions, and libraries service the population.
45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0
No Certificate or Degree
High School Study Area
Trades or Apprentiship
College
University
City of Toronto
CBA Case Study: Neighbourhood Improvement Funding Minneapolis Digital Inclusion CBA The relatively low educational attainment combined with the large populations of first generation immigrants, children, and youth suggests that enhanced educational and communication opportunities may be desired by residents of the Finch West corridor. A unique way to provide such opportunities is through a digital inclusion CBA which will help to bridge the “digital divide� and connect people to their local communities, services, and institutions. The Minneapolis Digital inclusion CBA was signed in June 2006. It provided a local wifi network using city owned utility poles, computer hardware for low-income residents, and free or partially subsidized internet access to public libraries, parks, nonprofits, and schools (Alliance for Metropolitan Stability, 2008). Studies here showed that less than forty-two percent of households in the city had easy access to the internet while twenty-seven percent lacked internet access entirely (Alliance for Metropolitan Stability, 2008.). To understand how a digital inclusion CBA could affect the population of the Finch West Corridor, it would first be important to survey local internet access.
Demographic analysis and Community Servicing
3.3 - Education
Page 30
Schools Post-secondary institutions include Humber College, the University of Guelph-Humber, and York University. These institutions provice a variety of other community services as well. There are also numerous elementary and secondary schools in the area, part of either the Toronto District School Board and the Toronto Catholic District School Board. In response to the area’s cultural diversity, some schools offer international language or heritage language courses (Toronto Catholic District School Board, 2015). A number of the high schools also cater to adults through night schooling programs.
Libraries The study area has six libraries. Many provide additional educational services reflective of the area population and their diverse needs. For example, the Albion, Woodview Park, York Woods, and Jane/Sheppard Public Libraries offer books in a number of languages while the Albion Library offers a learning centre and the York Woods Library has a Community Arts Hub (Toronto Public Library 2015).
3.4 - Income Figure 6 displays household income distribution. The average household income within the Finch West Corridor is $62,726 while the city of Toronto average was $96,602. Median household income also differs significantly with the corridor median of $51,712 in comparison to the city of Toronto median of $64,935. In comparison to the city of Toronto, considerably fewer families have incomes in excess of $100, 000. Average individual income in the area is $24,833, as opposed to the city average of $40,376. On the whole, this data could indicate a lack of access to higher paying jobs by the area’s residents.
CBA Case Study: Living Wage Requirements North Hollywood Commons Redevelopment Image Source: Wikipedia
The relatively low area incomes in the Finch West corridor suggest a living wage requirement may be desired in any CBA agreement. The North Hollywood Commons (NoHo Commons) development is an example of such an agreement. Here, the Los Angeles Alliance for a New Economy (LAANE) coalition entered into an agreement with the developer of NoHo Commons to enact a living wage agreement (Los Angeles Alliance for a New Community, 2001). This living wage requirement worked in tandem with the first-source hiring program which hired those qualified from the surrounding area (Los Angeles Alliance for a New Community, 2001). It was agreed with the coalition and the developer that a minimum of seventy-five percent of the jobs provided by development tenants must receive a living wage (Los Angeles Alliance for a New Community, 2001). The living wage amount was on the cost of living and taxes for a specific location and took into account the basic necessities for individuals and their dependents (Los Angeles Alliance for a New Community, 2001). If the community desires, this benefit could be used as part of a jobs program related to the construction and contracting of the Finch West LRT.
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Figure 6 - Household Income Distribution (2006) 30
25
20
15
5
0
Under $10,000
$10,000-$20,000 $20,000-$30,000 $30,000-$40,000 $40,000-$50,000 $50,000-$60,000 $60,000-$70,000 $70,000-$80,000 $80,000-$90,000 $90,000-$100,000 Study Area
3.5 - Employment
$100,000+
Toronto
Unemployment Rates (Study Area & Toronto) Figure 7 - Unemployment Rates (2006) 18.00
16.6
16.00
Unemployment Perentages
Unemployment in the Finch West corridor is 9.1%, which is higher than the City Average of 7.5% by 1.5%. Contrary to this, the corridor has a lower youth unemployment percentage (ages 15-24) than the City, as shown in Figure 7. This illustrates that the majority of those unemployed in the corridor are adults, which may also help explain the low incomes in the corridor.
14.8
14.00 12.00 10.00
Study Area
9.08
Toronto
7.9
7.6
8.00
6.3
6.00 4.00 2.00 0.00
Total
15-24
25-64
Age Groups
A comparison of employment between the Finch West corridor and Toronto in Figure 8, shows twenty-one percent of employment in the trades and manufacturing sector within the study area compared to seven percent in Toronto. This further helps explain the higher unemployment in the area as manufacturing is in decline nation-wide (Bunting, et al. 2010). Employment in retail and the services sector for both the study area and the City are close to twenty-one percent. The corridor is served by jobs centres and social offices.
Figure 8 - Employment byStudy Sector (2006) Area vs City Occupation Distributions 25 20 15 10 5 0
Management Business and Natural and Administration Applied Science
Health Social Science, Art, Culture, Occupations Education and Recreation Government Study Area
Toronto
Sales and Service
Trades, Transport and Equipment Operation
Primary Industries
Processing, Manufacturing and Utilities
Demographic analysis and Community Servicing
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Job Centres and Social Offices There are two job centres within the study area. Rexdale Employment Services assists in job searching and the training process (City of Toronto, 2015). Financial support is also provided to job seekers and their dependants (City of Toronto, 2015). Chesswood Employment and Social Services office offers several services relating to employment preparation, job searching, education, and training programs (City of Toronto, 2015). Also made available here are resources such as computers, printers, workshops, job fairs, postings, career planning aid, and information on government benefits and services (City of Toronto, 2015).
CBA Case Study: Jobs Program North Hollywood Commons Redevelopment Image Source: Wikipedia
The local employment data suggests that job acquisition may be a concern in the Finch West corridor. The agreement for the North Hollywood Redevelopment Mixed-Use project in Los Angeles, California addressed local employment concerns through a jobs program (Los Angeles Alliance for a New Economy, 2001). This combined first-source and training through the provision of custom, job-specific training and the creation a referral system connecting applicants to employers (Los Angeles Alliance for a New Economy, 2001). The customized job training program was sought to create a network in which tenants may request specialized job training for applicants they wish to hire (Los Angeles Alliance for a New Economy, 2001). Through a first-source hiring policy, qualified low-income individuals, if qualified, were promptly referred to tenants for employment (Los Angeles Alliance for a New Economy, 2001). They were also given priority in the interview process (Los Angeles Alliance for a New Economy, 2001). Throughout this process, developers encouraged tenant participation, adding to the success of the program. Their efforts included the provision of space for the first-source referral system, working with the coalition to encourage tenant participation, and the hosting of job fairs (Los Angeles Alliance for a New Economy, 2001).
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• Undertake a diligent community outreach and consultation process which establishes areas of need in regards to community service gaps. • Direct community attention to CBAs with living wage requirements, job programs, and neighbourhood improvement funding during ongoing negotiations. • Prioritize skills training for adults in the corridor in any jobs programs put forth. • Explore opportunities for the provision of community services by post-secondary institutions. • Undertake a detailed population projection for the area to determine which community services will need to be tailored to certain demographics in the future. • Develop a (potentially online) platform for community engagement in coordination with Metrolinx, the TTC and a variety of community services, to connect the population with the services of the Finch West corridor. • Promote the creation of a community coalition that would help in guiding development in the Finch West corridor.
Demographic analysis and Community Servicing
3.6 - Recommendations
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4.0 Local Economy
Finch West: Linking Social Equity and Transit Improvement
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Introduction This section profiles the economy of the Finch West corridor. The findings of this section outline how existing businesses can benefit if the interests of local firms are consolidated in the construction and contracting of the LRT. In addition, the section shows how the LRT can serve as an economic incubator through strategies such as Community Benefits Agreements or the City of Toronto IMIT Incentive Program. By implementing these measures and others, the business community can be continually engaged and included.
Local Economy
* Jobs per square kilometer
1000 - 1500
Over 2000
RD
500 - 1000
ON
1500-2000
AL BI
MA RTIN GROVE RD
0 - 500
Legend
HIGHWAY 27
ISLING T ON AVE
STEELES AVE W
WESTON RD
0.5
HIG HWA Y 40 0
1
2
JANE ST
3
Source: Toronto Employment Survey 2008
0
SHEPPARD AVE W
T
4 Kilometers
KEELE S
Map 5 - Employment Density
¯
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KIPLING AVE
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4.1 - Employment Districts
Total Number of Jobs
The City of Toronto’s Official Plan established seventeen Employment Districts, shown in Appendix 4, to assist in efforts related to growth management, employment land protection, job security, and economic competitiveness (City of Toronto, 2015). Three overlap with the finch west corridor; North-West Etobicoke, the Highway 400 Corridor, and Dufferin-Keele North. Approximately five percent of the city’s firms and approximately six percent of the City’s employment Jobs per District, 2002-2014 Figure 9 -Employment Jobs per Employment District, 2002-2014 from 2002-2009 was 37518 40000 35474 within these three 32375 35000 32105 32430 30907 employment districts. 30850 29495 30000
25000 32, 432 people are employed in the 20000 14320 13818 Highway 400 Corridor 13159 12918 15000 Employment District (City 10000 of Toronto, 2015). By 5000 this measure, it is the 0 third largest of all the 2002 2006 2009 2014 employment districts in North West Etobicoke Hwy 400 Corridor Dufferin Keele North the city (City of Toronto, 2015). The Highway 400 Corridor is mostly comprised of manufacturing firms, accounting for fifty percent of employment in the district itself and thirteen percent of all manufacturing employment in Toronto (City of Toronto, 2015). Twenty-five percent of employment in the district is office commercial (City of Toronto, 2015).
Total Number of Establishments
0
The North West 2002 2006 2009 2014 Etobicoke district is North West Etobicoke Hwy 400 Corridor Dufferin Keele North comprised of forty-five percent manufacturing and thirty-seven percent office 37% (City of Toronto, 2015). Manufacturing has been declining here since 2009, with 1,150 jobs lost (City of Toronto, 2015).
Local Economy
Manufacturing is also prominent in Dufferin-Keele North, comprising 38% of jobs in the district (City of Toronto, 2015). Since 2009, the district has Figure 10 - Business Establishments per Number of Business Establishments Per Employment experienced a loss of Employment District, 2002-2014 District, 2002-2014 near 2,000 jobs (City of 2410 2500 Toronto, 2015). However, 2157 2126 2118 during the same period, the Dufferin-Keele North 1892 2000 manufacturing sector has experienced an 1500 increase 1,220 jobs (City 1194 1184 of Toronto, 2015). In this 998 1000 850 district, thirty percent 772 718 651 of jobs are in the office sector (City of Toronto, 500 2015).
Page 38 Following economic trends in the 1980s and early 1990s, which saw the introduction of free trade agreements, the Canadian manufacturing sector has experienced a consistent decline (Bunting et al. 2010). The manufacturing sector has been further affected by the economic recession of 2008 and 2009 (Bunting et al. 2010). This national trend has been reflected in the Finch West corridor as manufacturing the only sector which has not returned to pre-recession levels (City of Toronto, 2015).
4.2 - Employment Density Employment density along the corridor is low, when compared to other similarly-sized parts of the city. As shown in map 5, there are higher concentrations in the employment districts at the west and east ends of the LRT line, and along Highway 400 (Toronto Employment Survey 2008). The York University Heights neighbourhood has a large number of workplaces due to the university, while the West Humber-Clairville has a large number of commercial and industrial lands. There are 8,234 businesses in the neighbourhood areas, and 141,639 jobs (Toronto Employment Survey 2008). As many of the 186,564 corridor residents are not of working age, it is clear that many workers commute from residences outside the corridor. A strategy could be put into place to try and better connect local residents to local jobs, or have existing workers move into the area, to better utilize the LRT.
The Imagination, Manufacturing, Innovation, Technology Incentive Program The City of Toronto’s Imagination, Manufacturing, Innovation, Technology Incentive Program (IMIT Incentive Program) can increase business activity and private interest in the area. The IMIT Incentive Program is a form of Tax Increment Equivalent Grant (TIEG) which affects all buildings within 800 metres of a subway, LRT, or bus rapid transit station. To be eligible, the building must be within Toronto’s Financial District and have over 5,000m2 of office space (City of Toronto, 2015). These grants are equivalent to the increment in property taxes resulting from the development (City of Toronto, 2015). The IMIT Incentive Program targets the a number of sectors including: biomedical operations; creative industries; financial services; information and communications technology; manufacturing; and tourism (City of Toronto, 2015). TIEGs are available for ten years after the space is developed, as shown in figure 11 (City of Toronto, 2015). In the first year, the grant is equal to one hundred percent of the incremental tax (City
CBA Approach: Affirmative Action Manufacturing is a pillar of the local economy. Its decline may be a serious concern of the local business community. The Affirmative Action approach in which local firms are prioritized in the contracting process could address this concern (Gross et al, 2005). Priority is often given to small, locally-owned businesses who are most likely to reinvest in the community (Gross et al, 2005). It It is unclear how practical this approach could be as Metrolinx may have a number of established contractor relationships. Another concern is the general inability of small, locally-owned firms to successfully apply for large, expensive, and demanding contracts for large transport projects. Local firms may experience the greatest benefit from inclusion in the subcontracting process. In signing agreements with prime contractors, Metrolinx could include language which requires the inclusion of a certain number or local firms in subcontracting. Meet-and-greets and assistance in bid preparation could ease both the prime and sub-contractors into such a situation (Gross et al, 2005). If the local community finds an affirmative action CBA suitable, contracts shouldn’t be limited to just manufacturing firms. There are opportunities for businesses in construction, security, custodial work, maintenance/mechanical, landscaping, and others.
TIEG Grants to Acheive 60% of Overall Incremental Tax Grant
Municipal Property Taxes Payable
of Toronto, 2015). This declines in subsequent years, so that over the ten year period the grant equals a total of sixty percent of the incremental taxes, or seventy percent for locations in Employment Districts (City of Toronto, 2015). (City of Toronto, 2015).
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Figure 11 - 60% TIEG Grant over 10 Year Period
100
80
60 100
92
82
73
64
56
47
38
20 9 1
2
20
100
40
0
29
18 3
27
4
36
5
44
6
53
62
7
8
71
9
80
10
11
Credit Valuation Adjustment per Year Incremental City Tax Revenue
Grant Amounts Paid
It would be worthwhile for the City of Toronto and Metrolinx to promote the IMIT Incentive Program and similar efforts so as to fully leverage such a significant infrastructure investment for the benefit of the local economy. Image Source: Global News
Case Study: Social Impact Bonds Saskatoon, Saskatchewan
Investments in local economies are an important factor in fostering the economic success of a community, however, it can be difficult to attract investments into distressed neighborhoods such as the Finch West corridor, due to high market risk. Social Impact Bonds (SIBs) promote investment in disadvantaged communities by nonprofit and private sectors, while offering a risk free way for governments to fund social programs.
4.3 - Recommendations • Look at strategies that encourage the creation of live-work environments. • Create an inventory of local firms and assess which firms could be included in the contracting of the Finch West LRT. • Promote the IMIT Incentive program and other initiatives which could benefit the corridor and incentivize transit oriented development. • Promote Social Impact Bonds to incentivise the provision of jobs programs by private businesses.
Local Economy
SIBs are issued by private companies to a governing body. If the program is unsuccessful, the bond does not need to be repaid. If the program is successful, the bond needs to be repaid with interest (Royal Bank of Canada, 2014). In Saskatoon, an SIB was used to fund a supportive living home for at risk single mothers, with the goal to keep children out of foster care (Boesveld, 2014). Through the SIB, the Saskatoon Downtown Youth Center Inc. received $1m through private investors in order to deliver the program. Success of the program will be determined if 17 to 21 children are kept out of foster care; only then will the investors receive a portion of their investment back, plus a 5% interest (Boesveld, 2014).
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5.0 Housing
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Introduction This section profiles the current state of housing in the Finch West corridor. It is found that a number of households experience issues related to affordability and physical adequacy, and furthermore that the state of one’s housing correlates with community engagement (United Way, 2012). This section explores methods such as, the Home Ownership Assistance Program (HOAP) and CBAs, that may be used to promote affordable housing, both rental and owned.
Housing
Study Area
Toronto Communiy Housing Buildings (5291 units)
Legend
0.5
1 Source: Toronto Open Data, 2014
0
2
3
Map 6 - Toronto Community Housing Buildings Over Five Storeys
4 Kilometers
ÂŻ
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Finch West: Linking Social Equity and Transit Improvement
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5.1 - Affordability According to 2006 census data, eighty-two percent of renter-households in the Finch West corridor spend more than thirty percent of their income on rent. In comparison, twenty-one percent of renters in Toronto spend over thirty percent of their income on rent. Many renters in the area occupy high-rise apartment towers which are often sites of increasing poverty as show in the United Way’s 2012 report Vertical Poverty. As of 2006, forty-three percent of low income families in the City of Toronto lived in apartment towers over five stories. In some parts of the Finch West corridor, over fifty percent of these towers are occupied by low-income families (United Way, 2012). Geographically concentrated poverty within the city continues to grow, and the majority of the Finch West corridor has an income that is at least 20% less than the City’s average (Hulchanski, 2010). While the Finch West Corridor has a large number of towers owned by TCHC, as shown in Map 6, many towers in the area are privately owned and do not have rents geared to income levels. Those renting in market towers could experience increases in rent which could increase lead to affordability concerns (United Way, 2012). The Toronto Affordable Housing Office in working with the private sector and non-profits will have a role in the continued development and maintenance of affordable housing in the corridor. To overcome affordability concerns in the area, it will be necessary for these three parties to combine their affordable housing initiatives. The City of Toronto’s Home Ownership Assistance Program (HOAP) is another resource available to assist in these efforts. HOAP is a program dedicated to connecting residential Image Source: Wikipedia
CBA Case Study: Affordable Housing Boston Green Line LRT Statistics Canada states that households spending thirty percent or more of their pre-tax income on housing will generally face affordability problems (Feinstein et al, 2011). With eighty-two percent of area residents over this threshold, affordable housing could presumably be defined as a main concern in an area CBA.
The CBA for the Boston Green Line LRT project serves as an interesting and appropriate case study. Here, resident concerns of gentrification as a result of the proposed Green Line expansion are addressed (Feinstein et al, 2011). A study of the similar 1985 Boston Red Line expansion was conducted during the CBA process (Feinstein et al, 2011). This outlined how neighbourhoods within 1.4 miles of the 1985 Red Line experienced property value inflation, an influx of new residents, a higher mean family income, and a drop in the percentage of households receiving public assistance after operation began.
Housing
The CBA includes a requirement for the Massachusetts Bay Transportation Authority where their lands, either owned or acquired through eminent domain, must be transferred for the development of affordable housing. At the neighbourhood level, the Union United coalition is drafting CBAs for the Union Square community affected by the Green Line expansion (Feinstein et al, 2011). The Union Square CBA will ensuring at least forty percent of units in new residential developments are affordable (Feinstein et al, 2011). This case study shows the great potential in transferring underutilized municipally-owned land for affordable housing development. Benefits are made more apparent when these sites are in close proximity to rapid transit.
Page 44 developers with agencies, such as non-profits, in order provide grants for affordable owned housing (City of Toronto, 2015).
5.2 - Physical Adequacy Most of the housing stock in the Finch West corridor was built in the 1960s and 1970s, meaning a considerable number of units require major repairs (Stats Canada, 2006). This is especially true of the aforementioned towers, which often have broken elevators, broken plumbing, drafts, electrical problems, and heating or cooling problems, among others (United Way 2012). Figure 12 shows some of the problems caused by this Figure 12 -Apartment InadequateProblems Apartment Problems (2012) Inadequate inadequacy in private apartment 70.00% towers in the 60.00% Jane/Finch 50.00% and Rexdale 40.00% neighbourhoods. 30.00% These problems 20.00% affect the 10.00% apartment 0.00% community, Frequent Broken Entry Trespassing Broken Windows Cockroaches Bedbugs as the money Elevator Lock spent on repairs Breakdowns is not being Jane and Finch Rexdale used to build common spaces accessible by the community (United Way, 2012). The City of Toronto’s Tower Renewal Guidelines, published in 2009, outline goals to transform these older towers, making them environmentally friendly and to enhance the cultural and economic opportunities in the community (City of Toronto, 2009). Among the guideline recommendations are the recladding of towers, and the introduction of infill housing, vendor markets, community gardens and improved public space. Some towers across the city have received such improvements, but funding remains an issue.
Toronto Community Housing Corporation Redevelopments The TCHC is in the final stages of its revitalization of Regent Park, completed through a public private partnership between the City of Toronto and the Daniels Corporation (TCHC, 2015). Similar redevelopment projects are planned for the TCHC’s Alexandra Park and Lawrence Heights communities as well. Each of these projects include the replacement or refurbishment of all social housing units, as well as the addition of a number of new market units. Market units are included to subsidize the construction and maintenance costs of the social housing units (TCHC, 2015). The number of market units needed to subsidize the construction and maintenance of social housing units varies depending on demand for housing in the area. For example, the ratio of market units to social housing units in Regent Park is 3:1, while the ratio in Alexandra park is 2:1 (TCHC, 2015). Given the large amount of TCHC housing units located within the Finch West corridor, such an approach may be appropriate for the revitalization of physically inadequate TCHC tower communities in the area. Such redevelopments are not currently feasible as there is low demand throughout the corridor (TCHC, 2015). However, the approach may be useful if market demand rises after the LRT is built.
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CBA Case Study: Neighbourhood Improvement Funding L.A. ‘Live’ Development Image Source: http://media.theagencyre.com With a number of older residential towers in the study area in a state of disrepair, the community may prioritize improvements to theses. Past CBAs have included developerfunded grants and provisions for home repair, parks, community centres, and other amenities (Gross et al, 2005). The L.A. Live Development is an example of when needs such as these have been addressed through a CBA (Saito et al, 2015). The L.A. Live Development CBA included a developer-funded study which assessed local parks and recreational facilities and committed $500, 000 to help fund the construction of a park and an additional $500, 000 for a recreational centre (Saito et al, 2015). This type of agreement could be particularly effective and meaningful in the outdated TCHC tower communities.
5.3 - Recommendations • Promote the Housing Ownership Assistance Program to developers in the Finch West corridor. • Investigate the feasibility of transferring properties owned by the City of Toronto and their subsidiaries, for affordable housing development by non-profit agencies. • Complete an inventory of residential properties in a state of disrepair. Commercial, industrial, and institutional properties can also be considered. • Direct community attention to CBAs with neighbourhood improvement funding or affordable housing provision during ongoing negotiations. • Investigate the use of schools after-hours for amenity spaces for towers lacking community infrastructure. • Conduct a market demand analysis after the LRT is built to determine whether demand is strong enough for the revitalisation of TCHC properties.
Housing
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6.0
Existing Physical Conditions and Transit Compatibility
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This section explores the links between built form and transportation. It further profiles the area through a walkability audit, to discern any pedestrian obstacles that reduce active transportation potential. The findings demonstrate the lack of transit compatibility in the Finch West corridor, and the steps that can be taken to mitigate this problem.
Existing Physical Conditions and Transit Compatibility
Introduction
30% to 35%
> 35%
15% to 20%
20% to 25%
* Percent of population over 15 using public transit to commute to work
25% to 30%
< 15%
Legend
Apartment Tower, > 5 storeys
Apartment Building, < 5 storeys
Row House/Duplex
Single/Semi-Detached
0.5
1
2
3
4 Kilometers Source: Statistics Canada 2006 Housing Types and Public Transit Usage by census tract
0
Map 7 - Public Transit Usage and Housing Type
ÂŻ
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Finch West: Linking Social Equity and Transit Improvement
6.1 - Built Form
6.2 - Modal Splits The effects of this built form are reflected in the local transportation preferences, shown in figure 13. Modal splits show a dominance of the personal automobile. Thirty-seven percent of the Finch area residents regularly travel as drivers, but thirty-nine percent travel as passengers, meaning a high degree of ride sharing (2011 TTS Summaries by Ward, 2011). This is in contrast to the City of Toronto where only fourteen percent of commuters are passengers and fifty-one percent travel as drivers. This could indicate a lower percentage of car ownership in the Finch West corridor. Comparatively, only seventeen percent of residents in the Finch West Corridor ride transit regularly, while only six percent use active modes such as bicycle or walking (2011 TTS Summaries by Ward, 2011). A majority of Finch West transit users live in apartment towers, as shown in map 6. This, combined with the income findings in section 5 of this report, could indicate low levels of car ownership in these towers. These levels are in contrast to the city as a whole, where twenty-six percent of residents travel regularly on transit and eight percent of residents use active modes of transportation (TTS City of Toronto: Complete Report). This disparity could signal a lack of access to transit, or an environment unconducive to active transportation.
Figure 13 - Dominant Dominant Mode Modeof ofTransportation Transportation(2011) (2012) 60% 50% 40% 30% 20% 10% 0%
Driver
Passenger
Transit
Finch West corridor
Walk and Cycle Toronto
Other
Case Study: Low Income Transit Fares in Seattle In March 2015, Seattle implemented a low-income transit fare program, the ORCA LIFT. This fare can be obtained by individuals with an annual income of $23,340 or less, and families of four with an annual income less than $47,700 (Sanders, 2015). The low income fare is $1.50 cheaper than the peak fare. In order to compensate for the lower fare the King’s County Department of Transportation Metro Transit Division will raise the fares for other groups by 25 cents. Roughly 1,000 people have applied for the program but the City of Seattle estimates it may benefit thousands more (Sanders, 2015). The City of Toronto is in the midst of planning for such a program, (the Toronto Transit Fare Equity program), and can use the Finch West corridor as justification for the program’s implementation. The residents of Finch West who use transit most are those in low income apartment towers, as shown in map 7. Transit is less accessible if it is seen as a financial burden, so it is important to affordably service these residents so the LRT can be used to its full capacity.
Existing Physical Conditions and Transit Compatibility
The built form typologies in the Finch West corridor consist of ‘tower in the park’ style apartment complexes and suburban-style singledetached, semi-detached, and row homes. Many residential areas are not located within walking distance of basic amenities. Commercial uses in the study area are confined to strip malls, auto-oriented retail, and large malls such as Jane-Finch Mall and the Albion Centre. There are also rail lines and major industrial corridors running through the area.
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6.3 - Vehicle and Pedestrian Counts The dominance of the personal vehicle is also demonstrated in the disparity between vehicle and pedestrian counts. A number of major intersections accommodate more than 50,000 vehicles during a twenty-four hour period. Meanwhile, pedestrian volumes at these same intersections are below 5,000 as shown in Figure 14 (Signalized Intersection and Pedestrian Volume, 2011). Vehicle volumes are concentrated near Highway 400 North while pedestrian activity is generally higher near the intersection of Jane Street and Finch Avenue. The built form and high automobile usage suggest a general lack of transit compatibility in the corridor. To test this hypothesis, a walkability audit was conducted. Vehicle andFigure Pedestrian (2013) 14Counts - Vehicle 90,000 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0
68,534
66,194
63,532
and Pedestrian Counts (2013) 71,088
59,740
79,500
56,872
51,110 38,238 24,086
13,326
Jane St
7,216 Keele St
5,676 Weston Rd
2,730 Islington Ave
8,038 Kipling Ave
3,398
1,708 Albion Rd
636
Martin Grove Rd Highway 27 W
128 Highway 400 N Ramp
374 Highway 400 S Ramp
Major Intersections on Finch Avenue West 24 Hour Vehicle Volume
24 Hour Pedestrian Volume
6.4 - Walkability Audit Concept and Method The ideal distance to and from a transit station is generally defined as 500m, which roughly equates to a five minute walk (Walker, 2012). Transit catchment areas are often defined ‘as the crow flies’, meaning they do not take pedestrian obstacles into account in the measurement of walking distances from stations. While this approach may be appropriate in dense urban areas where there are shorter blocks, in a suburban context such as the Finch West corridor, road configurations are not optimized for pedestrian traffic, and obstacles such as fences and private properties often reduce pedestrian accessibility. Hence, the ‘as the crow flies’ distance may differ from the distance possible to walk in five minutes, thereby limiting mobility and accessibility. To measure the variation between actual distance and walking distance, a walkability audit has been completed to determine whether destinations such as schools hospitals and residential areas, were actually within a five minute walk of the station. To measure this, several group members did an area visit, and conducted precise five minute walks from most proposed LRT stations. Differences in walking speed were averaged by conducting the same walk with multiple group members. At the end of these five minute walks, group members then marked their precise coordinates on a digital map. These coordinates were later uploaded into a Geographic information Systems software, allowing ‘as the pedestrian walks’ catchment areas to be established alongside ‘as the crow flies’ catchment areas. The results allow us to see whether the primary destinations in station areas can be reached within a five minute walk as an indicator in the walkability audit. Walking distance was not the only factor measured. Pedestrians are more likely to use an environment with a well-designed public realm, multiple route options, and a sense of safety (Jacobs, 1961; Montgomery, 2011). As such, the walking audit measured pedestrian accessibility through five factors:
Finch West: Linking Social Equity and Transit Improvement 1. 2. 3. 4. 5.
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Proximity of LRT stops to identified activity generators Proximity of LRT stops to high density areas Sidewalk and pathway connections Slope of sidewalks and pathways Human scale and urban design
The results revealed three main issues related to physical connectivity. First, some areas within a 500 metre radius of the stations were not accessible in a five minute walk due to a lack of connecting pathways. Second, while some of these pathways do exist, they are not well lit during night hours, nor are they pleasant to walk on. Lastly, the presence of hard edges contributes to the physical disconnect between neighbourhoods and community nodes. An outline of the recommendations to address these problems is listed in the following pages with key examples from the audit; the entirety of the walkability audit is contained in Appendix 5.
Missing Pathways
Figure 16 - Islington Station Pedestrian LRT Catchment Areas - Islington Station Accessibility
500m As the Crow Flies 5 Minutes As the Pedestrian Walks Many of the suburban homes and towers within the study area do not front onto Finch Avenue West. This, combined with a meandering road pattern, limits pedestrian access points, making active modes of transportation less convenient. An example of this problem is the proposed Islington Station, shown in figure 16, where pedestrian access to the southwestern subdivision is difficult. To solve issues such as these, new and physically accessible pedestrian pathways should be introduced through underutilized or vacant land. The Kilometers Kilometers approach taken in the City of Toronto 0 0.0750.15 0.3 0.45 0.6 0 0.0750.15 0.3 0.45 0.6 Legend Emery Village Transportation Master Plan, shown in Appendix 6, provides precedent for this. Proposed pathway locations are shown in Appendix 5. LRT Station
Catchment Area
Property Boundaries
Buildings
ÂŻ
Figure 17 - An Inadequate Pathway
Inadequate Pathways Some pathways already exist in the corridor, but are poorly maintained, poorly lit, not paved, and narrow. An example of such a pathway is displayed in figure 17. Despite close proximity to transit, riders may not take the LRT if their walk to the station feels boring or unsafe. Elements such as precipitation, temperature, and safety are also important in
Existing Physical Conditions and Transit Compatibility
Using these factors as criterion, a walking score out of five was established to determine which stations are pedestrian accessible. The scores for all stations are displayed in figure 15 on the following page.
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Total Score
Human Scale and Friendliness of Urban Design
Slope
Parks and Pedestrian Spaces
Station Proximity to Density
Station Proximity to Identified Nodes
Figure 15 - Walkability Audit Scores
Sentinel Station
3/5
Tobermory Station
3/5
Driftwood Station
3/5
Jane Station
3.5/5
Norfinch Station
3.5/5
Arrow/Signet Station
2/5
Weston Road Station
1.5/5
Milivan Station
2/5
Duncanwoods Station
2/5
Pearldale Station
3.5/5
Islington Station
1.5/5
Kipling Station
3.5/5
Silverstone Station
3.5/5
Albion Station Martin Grove Station Westmore Station
3/5 3.5/5 3/5
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determining whether a pedestrian will walk to a transit station (Walker, 2012; Montgomery, 2011). At night, if the existing pathways do not have good lighting and hence a good sense of security, they may not be used at all. To rectify this problem, all pathways should have pedestrian lighting, and be properly paved. Furthermore, we recommend that pathways be improved aesthetically through improvements such as murals to invoke a feeling of happiness and community pride for those using them.
Figure 18 - A ‘Winter Edge’ ‘Hard edges’ exist within the study area, dividing neighbourhoods from one another. Some edges are year round while other ‘winter edges’ are seasonal due to snow and ice, as seen in figure 18. The edges include the Humber River, Highway 400, the two Hydro corridors, and the CN rail tracks. While these barriers do not pose connectivity issues to Finch Avenue West, and hence the LRT, they limit pedestrian movement between neighbourhoods. TThis is problematic as Finch Avenue has an unpleasant pedestrian realm and many community services are not located along it, yet pedestrians still need to travel along it to get from one neighbourhood to the next. ‘Winter edges’ can be softened through snow removal on sidewalks and recreation trails. Priority paths for winter maintenance should be identified based on pedestrian activity in the wintertime.
6.5 - Recommendations • Create and maintain new and existing pathways, to shorten pedestrian commutes, and promote active transportation. • Prioritize well-utilized pathways and active transit routes for winter maintenance. • Use the Finch West Corridor as a justification for continued research into the Toronto Transit Fare Equity program.
Existing Physical Conditions and Transit Compatibility
‘Hard Edges’
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7.0 Moving Forward
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Introduction The recommendations contained throughout this report are intended to help Toronto City Staff in the formation of future plans in the Finch West Corridor. These recommendations can be grouped into four categories: community engagement, formulation of community benefits agreements, promotion of policy and programs, and areas of further research.
Moving Forward
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7.1 - Community Engagement To achieve social equity in the Finch West corridor, it is important for the community to create their own vision and define their needs. Successful, effective, and equitable community planning requires a highly inclusive approach from the outset. The following recommendations for community engagement should be seen as crucial in properly engaging local communities and achieving social equity in the corridor: • Undertake a diligent community outreach and consultation process which establishes areas of need in regards to community service gaps. • Develop a platform for community engagement in coordination with Metrolinx, the TTC and a variety of community services, to connect the population with the services of the Finch West corridor. • Promote the creation of a community coalition that would help in guiding development in the Finch West corridor.
7.2 - Formulation of Community Benefits Agreements A number of case studies have been documented throughout the report to demonstrate how CBAs can take shape. Some potential benefits agreements are included in the following recommendations. Though these recommendations are tailored to the communities along the Finch West corridor and have been deemed as appropriate, they must be discussed in full with a coalition or community organization: • Prioritize skills training for adults in the corridor in any jobs programs put forth. • Investigate the feasibility of transferring properties owned by the City of Toronto and their subsidiaries, for affordable housing development by non-profit agencies. • Create and maintain new and existing pathways, to shorten pedestrian commutes, and promote active transportation. • Prioritize well-utilized pathways and active transit routes for winter maintenance. • Direct community attention to CBAs with neighbourhood improvement funding or affordable housing provision during ongoing negotiations. • Direct community attention to CBAs with living wage requirements, job programs, and neighbourhood improvement funding during ongoing negotiations.
7.3 - Promotion of Policy and Programs There are a number of policies and programs which can help achieve social equity goals in the Finch West corridor. While a full policy assessment was not within the scope of this project, it is still worthwhile to allude to some of the measures already in place. Those listed below, as well as others, may help in achieving social equity and should be promoted during and after the construction of the Finch West LRT project. A number are already in place and others remain under development: • Promote the IMIT Incentive program and other initiatives which could benefit the corridor and incentivize transit oriented development. • Promote Social Impact Bonds to incentivise the provision of jobs programs by private businesses. • Promote the Housing Ownership Assistance Program to developers in the Finch West corridor. • Use the Finch West Corridor as a justification for continued research into the Toronto Transit Fare Equity program.
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7.4 - Areas of further research To gain a better understanding of the corridor, and the most appropriate and feasible directions forward, further research should be conducted. Listed below are recommendations for areas where additional research might be required: • Explore opportunities for the provision of community services by post-secondary institutions. • Conduct a market demand analysis after the LRT is built to determine whether demand is strong enough for the revitalisation of TCHC properties. • Investigate the use of schools after-hours for amenity spaces for towers lacking community infrastructure. • Look at strategies that encourage the creation of live-work environments. • Create an inventory of local firms and assess which firms could be included in the contracting of the Finch West LRT. • Undertake a detailed population projection for the area to determine which community services will need to be tailored to certain demographics in the future. • Complete an inventory of residential properties in a state of disrepair. Commercial, industrial, and institutional properties can also be considered.
7.5 - Conclusion With the introduction of an LRT to the area, the Finch West Corridor has the potential to become a more equitable, affordable, inclusive, walkable, and economically stable neighbourhood. If a proactive planning framework is put in place, the corridor will flourish. If no improvements but the LRT are made to the area however, the LRT may not realize its full potential.
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Appendix 1 - Works Cited
2011 TTS Summaries by Ward [PDF]. (2011). Toronto, Ontario. Alliance for Metropolitan Stability (2008). Community Benefits Agreements: Growing A Movement in Minnesota. Retrieved from: http://www.metrostability.org/efiles/CBAREPORT.pdf Baxamusa, M. H. (2008). Empowering Communities through Deliberation: The Model of Community Benefits Agreements. Journal of Planning Education and Research, 261-276. Berkowitz, B., & Wolff, T. (2000). The Spirit of the Coalition. Washington, DC: American Public Health Association. Boesveld, S. (2014). Social Bond: Saskatchewan tries new way to finance single mothers in need. Retrieved April 4, 2015, from http://news.nationalpost.com/news/social-bondsaskatchewan-tries-new-way-to-finance-single-mothers-in-need Bunting, T., Filion, P. and, Walker, W. (2010). Canadian Cities in Transition: New Directions in the Twenty First Century. Toronto: Oxford University Press. City of Toronto. (2012). Council Motion CC17.1 - Metrolinx Transit Projects in Toronto. Retrieved from: http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2012.CC17.1 City of Toronto. (Oct 1, 2013). Staff Report: Development Charges for Subsidized Housing. Retrieved from: http://www.toronto.ca/legdocs/mmis/2013/cc/bgrd/backgroundfile62346.pdf
City of Toronto. (Oct 1, 2013). Staff Report: Development Charges for Subsidized Housing. Retrieved from: http://www.toronto.ca/legdocs/mmis/2013/cc/bgrd/backgroundfile62346.pdf City of Toronto. (Jul 23, 2014). Staff Report: Proposed Incentives to Support the Replacement of Office Space in New Mixed Use Developments. Retrieved from: http://www.toronto.ca/legdocs/mmis/2014/pg/bgrd/backgroundfile-72136.pdf City of Toronto. (2015). 2014 Toronto Employment Survey. Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=c7ac186e20ee0410VgnVCM1000 0071d60f89RCRD City of Toronto. (2015). Business Incentives: Imagination, Manufacturing, Innovation Technology (IMIT) Program. Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=bc2c4b5073cfa310VgnVCM1000007 1d60f89RCRD&vgnextchannel=6e4032d0b6d1e310VgnVCM10000071d60f89RCRD City of Toronto. (2015). Childrenâ&#x20AC;&#x2122;s Services. Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=434763f843ae0410VgnVCM1000007 1d60f89RCRD&vgnextchannel=6d3e8ed34ce9e310VgnVCM10000071d60f89RCRD
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City of Toronto. (2015). Housing: Home Ownership Assistance HOAP. Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=630707ceb6f8e310VgnVCM1000 0071d60f89RCRD&vgnextchannel=05d407ceb6f8e310VgnVCM10000071d60f89RCRD City of Toronto. (2015). Long-Term Care. Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=942e3293dc3ef310VgnVCM1000007 1d60f89RCRD
City of Toronto Public Health Department. (2012). Towards Healthier Apartment Neighbourhoods. Retrieved from: http://www.toronto.ca/legdocs/mmis/2012/hl/bgrd/backgroundfile-49926.pdf City of Toronto Social Development, Finance & Administration. March 2014. TSNS 2020 Neighbourhood Equity Index: Methodological Documentation. Retrieved from: http://www.toronto.ca/legdocs/mmis/2014/cd/bgrd/backgroundfile-67350.pdf City of Toronto Social Development, Finance & Administration. March 4 , 2014. Toronto Strong Neighbourhoods Strategy 2020: Recommended Neighbourhood Improvement Areas. Retrieved from: http://www.toronto.ca/legdocs/mmis/2014/cd/bgrd/backgroundfile-67382.pdf th
City of Toronto and Toronto Transit Commission. March 2010. Etobicoke-Finch West Light Rail Transit. Retrieved from: http://www.metrolinx.com/en/docs/pdf/finch_west_ea/executive_summary.pdf Downsview Retirement Community. (n.d.). Retrieved April 3, 2015 from: http://www.downsviewretirement.com/long-term-care.html Etobicoke General Hospital. (2013). Retrieved April 3, 2015 from: http://www.williamoslerhs.ca/about-osler/osler's-facilities/etobicoke-general-hospital
Feinstein, B. & Allen, A. (2011). City of Toronto: Complete Report [PDF]. Travel Survey Summaries for the Greater Toronto and Hamilton Area. Toronto, Ontario. Feinstein, Brian D.; Allen, Ashley. (2011). Community Benefits Agreements with Transit Agencies: Neighbourhood Change Along Bostonâ&#x20AC;&#x2122;s Rail Lines and a Legal Strategy for Addressing Gentrification. Transportation Law Journal. 38(2), 85-113.
Gross, J., LeRoy, G., & Janis-Aparicio (2005). Community Benefits Agreements: Making Development Projects Accountable. Good Jobs First and the California Partnership for Working Families. Humber River Hospital. (n.d.). Retrieved from: http://www.hrh.ca/projecthighlights
Jacobs, J. (1961). The Death and Life of Great American Cities. New York: Random House. Leisureworld. (2013). Leisureworld Caregiving Centre Etobicoke. Retrieved from: http://www.leisureworld.ca/Long-Term-Care/Our-Locations/Etobicoke/About-Us.aspx
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Los Angeles Alliance for a New Economy (2001). North Hollywood Mixed-Use Redevelopment Project. Retrieved from http://www.laane.org/wpcontent/uploads/2012/03/NoHo20CBA.pdf Los Angeles Alliance for a New Economy (2004). Hollywood and Vine Mixed-Use Development Project. Retrieved from http://laane.org/images/stories/HollywoodVineCBA/cbagateway.pdf Metrolinx. 2015. Finch West LRT. Retreived from: http://www.metrolinx.com/en/projectsandprograms/transitexpansionprojects/finch_west.a spx Olawoye, L. (2014, March 17). Sounding the alarm for Toronto’s ‘Neighbourhood Improvement Areas’. Toronto Star. Retrieved from: http://www.thestar.com/opinion/commentary/2014/03/27/sounding_the_alarm_for_toront os_neighbourhood_improvement_areas.html Royal Bank of Canada, MaRS, Purpose Capital. (2014). Financial Social Good: A Primer on Impact Investing in Canada. Retrieved April 4, 2015, from http://www.rbc.com/community-sustainability/_assets-custom/pdf/Financing-SocialGood.pdf Saito, L. & Truong, J. (2015). The L.A. Live Community Benefits Agreement: Evaluating the Agreement Results and Shifting Political Power in the City. Urban Affairs Review. 51(2), 263-289. doi: 10.1177/1078087414527064 Sanders, S. (2015). Seattle Cuts Public Transportation Fares For Low-Income Commuters. Retrieved April 5, 2015, from http://www.npr.org/blogs/thetwoway/2015/03/02/390279518/seattle-cuts-public-transportation-fares-for-low-incomecommuters San Romano Revitalization Association. (2015). Retrieved from: http://srra.ca/ Signalized Intersection Traffic and Pedestrian Volume [Excel Spreadsheet] Toronto, Ontario, 2011 Retrieved from: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=417aed3c99cc7310VgnVCM1 000003dd60f89RCRD&vgnextchannel=1a66e03bb8d1e310VgnVCM10000071d60f89R CRD Toronto Community Housing Corporation. (2015). Community Revitalization in TCHC Communities [PowerPoint slides]. Retrieved from lecture on March 4, 2015 at Ryerson University. Toronto Public Library. (2015). York Woods Library. Retrieved from: http://www.torontopubliclibrary.ca/detail.jsp?Nr=p_cat_branch_name:York%20Woods
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Transit Toronto. 2014. Transit City Routes. Torontoâ&#x20AC;&#x2122;s Transit City LRT Plan. Retrieved from: http://transit.toronto.on.ca/archives/maps/Transit_City_Map_Nov_2009.pdf United Way. (2012). Vertical Poverty. Toronto: United Way. Walker, J. (2012). Human Transit: How Clearer Thinking about Public Transit Can Enrich our Communities and Our Lives. Washington D.C.: Island Press. Whyte, W. (1980). The Social Life of Small Urban Spaces. New York City: Project for Public Spaces. William Osler Health Systems. (2013). Etobicoke General Hospital. Retrieved from: http://www.williamoslerhs.ca/about-osler/osler's-facilities/etobicoke-general-hospital
Wolf-Powers, L. (2010). Community Benefits Agreements and Local Government: A Review of Recent Evidence. Journal of the American Planning Association. 76(2), 141-159. doi: 10.1080/01944360903490923 Youth Without Shelter. (n.d). Retrieved from:http://www.yws.on.ca/
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Appendix 2 - Development Applications Number
Ward
Address
Date
1
1 1155 Albion Rd
16-Sep-11
2
1 1515 Albion Rd
24-Jun-14
3
1 100 Claireville Dr
01-Sep-11
4
1 6620 Finch Ave W
28-Dec-06
5
1 41 Garfella Dr
07-Jan-11
6
1 101 humber College Blvd
29-Sep-14
7
8
9
1 203-205 Humber College B
1 2670 Islington Ave
1 85 Woodbine Downs Blvd
03-May-12
26-Jul-11
Development
Proposed development of a 2-storey, 1 603 m2 mixeduse development comprising retail commercial and office uses. Proposed 1-storey, public library (Albion Public Library). The existing library building will be demolished upon completion of the new one. Proposal to construct a new (1) storey elementary school building on the same site as an existing place of To demolish the existing plaza and construct a mixed retail/residential development consisting of a one-storey retail base building with two fifteen storey apartment buildings. Proposal to construct freehold townhouses and condominium townhouses. Site has an existing (11) storey apartment building to remain. Proposed development of a 4 storey hospital expansion on the west side of the building. Proposal to construct new Learning Resources Centre for Humber College North Campus. (6 storey building with mechanical penthouse and partial basement.) To convert an existing 2 storey single detached dwelling to a professional office use. Phase 1 - Proposed development of a 400 space parking lot associated with Humber
Application(s)/Status
1. Site plan approval / NOAC Issued Jan 29, 2014 2. OPA & Rezoning / Closed
Site plan approval / under review Site plan approval / Final approval completed Apr 11, 2014
OPA & Rezoning / Refused at council
Rezoning / Under review
Site plan approval / under review
Site plan approval / Final approval completed Apr 24, 2014 1. Site pln approval / Final approval completed Aug 21, 2014 2. Rezoning / Closed
Site plan approval / Final approval completed Sep 30, 2014 26-Apr-13 1. Site plan approval / Proposed development of a under review 2. OPA & 12-Apr-13 5-storey residential building Rezoning / under review
10
7 2849 Islington Ave
11
7 55 Fenmar Dr
Proposed 1-storey building and minor site modifications to an existing salvage yard operation. An exsiting Site plan approval / under review 16-Sep-14 building is to be
12
7 21 Toryork Dr
23-Aug-02 N/A
13
7 2345 Finch Ave W
09-Sep-03 N/A
1. OPA & Rezoning / Circulated 2. Site plan approval / Open 3. Rezoning / Circulated 1. site plan approval / NOAC Issued Oct 17, 2008 2. Rezoning / closed
Finch West: Linking Social Equity and Transit Improvement
14
7 2850 Jane St
10-Feb-14
15
7 3406-3434 Weston Rd
15-Jun-06
16
7 1947-2013 Finch Ave W
28-Jun-01
17
8 1911 Finch Ave W
21-Jan-13
18
8 2839 Jane St
29-Jan-15
19
8 470 Sentinel Rd
17-Jul-06
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Proposed 32-unit rental apartment building (stacked townhouse form) on the western portion of the larger site that also contains a 13-storey rental apartment building. The existing apartment building Site plan approval / under review is to be retained. Mixed-use commercial residential development: 10storey condo (approx. 270 residential units) with 688 sq.m of retail space at 1. Site plan approval / grade with underground under review 2. OPA & Rezoning / under review parking facility. Proposed amendments to previous site plan approval/agreement to eliminate 2 drive-thru restaurants (fronting Finch Avenue and Jane Street) and develop, instead, one, 1-storey drive-thru restaurant (Tim Hortons) fronting onto Jane Street. 1. Site plan approval / See 01 036285 NNY 07 SA under review 2. site plan approval / closed for related folder. enovation of an existing shopping centre and a building addition into southwest section of existing parking lot to permit a new supermarket , resulting in an overall increase in gross floor area 1. Site plan approval / of 1,950 m2. See NOAC issued Jul 15, 2014 associated Zoning By-law 2. Rezoning / Council Amendment Application 13 approved Apr 3, 2014 Application to permit a 3storey (aproximately 3,603 m2) commercial building with ground floor retail and 2 storeys of office with 64 site plan approval / Under review at grade spaces. p parking pp Master Site Plan approval for 8 residential buildings, recreation centre and day care centre. The existing 4 apartment buildings will be maintained. The site plan approval will secure the master site plan, landscape concept plans and pedestrian circulation plan. Each development phase will require detailed site 1. site plan approval / plan approval. This is part Under review 2. OPA / OMB of the rezoning application appeal 3. Subdivision File No. 06 157157 OZ and approval / OMB appeal 4. Draft Plan of Subdivision Rezoning / Council approved application Filedevelopment No. 08 The proposed consists of a four storey residential mixed use building with street related retail at grade. The prposed
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19
8 470 Sentinel Rd
20
8 102-134 Hucknall Rd
21
8 3965 Keele St
22
23
8 35 Tangiers Rd
8 3757 Keele St
of the rezoning application File No. 06 157157 OZ and Draft Plan of Subdivision Filedevelopment No. 08 17-Jul-06 application The proposed
appeal 3. Subdivision approval / OMB appeal 4. Rezoning / Council approved
consists of a four storey residential mixed use building with street related retail at grade. The prposed building will consist of stacked residentialunits over three floors above a total of 994 square metres of commercial space on the ground floor. The commercial space can be divided into approximately 8 retail units fronting onto Sentinal Road. The second, thrid and fourth floor of the building will accommodate a total of 3133 square 1. Site plan approval / metres residential gross under review 2. Rezoning / 17-Dec-13 floor area, and will consist under review Proposal for the Finch West Subway Station (8,898m2) of the TorontoYork Spadina Subway Extension. The station includes a main pedestrian entrance on the west side of Keele Street (3950 Keele Street), a bus terminal/power substation facility on the east side of Keele Street (3965 Keele Street), the station box (concourse and platform) below the Keele Street rightof-way, vent shafts in a new lot to be created at 3939 Keele Street, vent shafts within a centre median in the Keele Street right-ofway, Fire Fighter's Access hatches and a new busSite plan approval / Under Review 21-Apr-11 only public street north of Proposal of an eight storey office building with retail 05-Nov-12 at ground level Construction of a 8,728.1 square metre two storey, large format retail building (Walmart) with 304 at 23-Sep-11 grade parking spaces.
1. Site Plan Approval/ Under Review 2. Rezoning/ Council Approved Jul 11, 2014
Site plan approval / Final approval completed Apr 2, 2013
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Appendix 3 - Stakeholder Profiles Toronto and Region Conservation Authority (TRCA) The TRCA is a major environmental stakeholder that may be affected by the Finch West LRT. They are involved with the management and restoration of Ontarioâ&#x20AC;&#x2122;s watersheds through various environmental initiatives. The study area contains two conservation areas: the Black Creek and the Humber River Watershed. Within the Humber River Watershed there are several recreational and educational centers that are managed by the TRCA. The Black Creek Community Farm and The Humber Arboretum are both urban ecology sites promoting healthy communities and environmental education.
Jane/Finch Community and Family Centre This community centre provides a number of services to the public such as community engagement, youth leadership and recreational programs, mental health, financial advocacy, along with local housing and settlement support. It provides support programs to participants who are in need of financial advice or are facing financial crises. There is also an Income Tax Clinic for low income residents, and workshops on financial literacy.
Jane Finch Action Against Poverty (JFAAP) This is a resident-led grassroots coalition of community residents, activists, workers and organizations working to eliminate poverty in the community. It consists of community residents and members from different organizations in the area. The group was formed in October of 2008 following a rally at the intersection of Jane and Finch to commemorate the International Day for the Eradication of Poverty . Members meet on the second and last Tuesday of every month, and had it first rally at the intersection of Jane Finch in October of 2008 (Jane And Finch Action Against Poverty 2015).
San Romanoway Revitalization Association (SRRA) The SRRA is a small association that provides community development and safety. Their approach is to find proactive solutions to solve the problems of youth violence in the Jane and Finch neighbourhood, provide cultural, social, recreational, educational and enrichment programs for children, youth, and families, such as breakfast and after school programs. They also provide employment training, life skills coaching and other opportunities for marginalized â&#x20AC;&#x153;at riskâ&#x20AC;? youth. (SSRA, 2015)
Emery Village BIA A stable residential community bound the area to the west, Highway 400 to the east, Steeles Avenue to the north and Wilson Avenue to the south. Land uses in this large area include retail strip malls at the intersection of Finch and Weston and industrial/institutional uses to the north and south. Emery Village is home to 2,500 businesses, employing over 25,000 full and part-time employees and is the largest BIA in the City. There are a number of proposed improvements, including: new street connections that provide alternatives to travel through Finch Avenue West and Weston Road, accessibility improvements for existing and future developments, provision of improved cycling facilities, and the accommodation of an LRT transit facility along Finch Avenue and potential GO Rail service on the CP Rail line.
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Albion Islington Square BIA The Albion Islington Square Business Improvement Area is a shopping district that has a vibrant commercial strip on Albion Road and Islington Avenue. In a relatively short distance, there is a great variety of retail services such as jewelry shops, clothing & textile shops, salons, neighborhood grocery stores, restaurants, medical services, lawyers, accountants, mortgage specialists, and travel agencies. This vibrant commercial area is located along Albion Road from Lund Avenue to west of John Grubb Court; north of Calstock Drive to Albion West Plaza and Islington Avenue north of Sandhill Drive to the Bell Canada building; north of Thistletown Multi Service Centre grounds to south of Wardlaw Crescent.
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14 – Toronto City Planning – JANUARY 2015
Appendix 4 - Toronto Employment Districts
Appendix 5 - Walkability Audit
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Sentinel Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 69 Finch West: Linking Social Equity and Transit Improvement 0
Property Boundaries
1 Kilometers
Buildings
0
0.1
Area Node
0.2
0.4
Path (Existing) Path (Proposed) Path (Improvements)
0.6
ÂŻ
0.8 Kilometers
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Sentinel Station
0.75
Catchment Area
0.5
500m As the Crow Flies
0.125 0.25
Legend LRT Station
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Tobermory Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 71 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.2
Property Boundaries
0.8 Kilometers
0.1
Buildings
0
Area Node
0.2
0.4
ÂŻ
0.8 Kilometers
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Tobermory Station
0.6
Catchment Area
0.4
500m As the Crow Flies
LRT Station
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Driftwood Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 73 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
0.8 Kilometers
0.1
Buildings
0
Area Node
0.2
0.4
ÂŻ
0.8 Kilometers
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Driftwood Station
Catchment Area
0.4
500m As the Crow Flies
0.2
LRT Station
Page 74
Jane Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 75 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
0.8 Kilometers
0.3
ÂŻ
0.6 Kilometers
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15
Buildings
0
LRT Catchment Areas - Jane Station
Catchment Area
0.4
500m As the Crow Flies
0.2
LRT Station
Page 76
Norfinch Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 77 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
0.8 Kilometers
0.3
ÂŻ
0.6 Kilometers
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15
Buildings
0
LRT Catchment Areas - Norfinch Station
Catchment Area
0.4
500m As the Crow Flies
0.2
LRT Station
Page 78
Arrow/Signet Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
2/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 79 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
0.3
ÂŻ
Kilometers 0.6
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15
Buildings
0
LRT Catchment Areas - Arrow/Signet Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 80
Weston Road Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
2/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 81 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend Property Boundaries
Kilometers 0.8
Buildings
0
0.1
Area Node
0.2
0.4
ÂŻ
Kilometers 0.8
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Weston Road Station
0.6
Catchment Area
0.4
500m As the Crow Flies
0.2
LRT Station
Page 82
Milivan Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
2/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 83 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
0.3
ÂŻ
Kilometers 0.6
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15 Buildings
0
LRT Catchment Areas - Milvan Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 84
Duncanwoods Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
2/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 85 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
Buildings
0
Area Node
0.075 0.15
0.3
Kilometers 0.6
ÂŻ
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Duncanwoods Station
Catchment Area
0.4
500m As the Crow Flies
0.2
LRT Station
Page 86
Pearldale Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 87 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
0.1 Buildings
0
Area Node
0.2
0.4
ÂŻ
Kilometers 0.8
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Pearldale Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 88
Islington Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
1.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 89 Finch West: Linking Social Equity and Transit Improvement
0 0.0750.15
Legend
0.3
Area Node
0 0.0750.15 Buildings
0.3
0.45
Kilometers 0.6
Path (Existing) Path (Proposed) Path (Improvements)
ÂŻ
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Islington Station
Property Boundaries
Kilometers 0.6 Catchment Area
0.45
500m As the Crow Flies
LRT Station
Page 90
Kipling Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 91 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
0.1 Buildings
0
Area Node
0.2
0.4
ÂŻ
Kilometers 0.8
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Kipling Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 92
Silverstone Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 93 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
0.3
ÂŻ
Kilometers 0.6
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15 Buildings
0
LRT Catchment Areas - Silverstone Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 94
Albion Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 95 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.2
Property Boundaries
Kilometers 0.8
0.3
ÂŻ
Kilometers 0.6
Path (Existing) Path (Proposed) Path (Improvements)
0.45
5 Minutes As the Pedestrian Walks
Area Node
0.075 0.15 Buildings
0
LRT Catchment Areas - Albion Station
0.6 Catchment Area
0.4
500m As the Crow Flies
LRT Station
Page 96
Martin Grove Station - Walking Score Determination
Indicators
Walking Score
Station Proximity to identified nodes
Station Proximity to Density
Parks and Pedestrian Spaces
Slope
Human Scale and Friendliness of Urban Design
Total Score
3.5/5
Legend Fully Accessible
Not Accessible Partially Accessible
Page 97 Finch West: Linking Social Equity and Transit Improvement
0
0.1
Legend
0.6
Property Boundaries
Kilometers 0.8
Buildings
0
0.1
Area Node
0.2
0.4
ÂŻ
Kilometers 0.8
Path (Existing) Path (Proposed) Path (Improvements)
0.6
5 Minutes As the Pedestrian Walks
LRT Catchment Areas - Martin Grove Station
Catchment Area
0.4
500m As the Crow Flies
0.2 LRT Station
Page 98
Appendix 6 - Emery Village Transport Master Plan Proposed Emery Village Transportation Network