Development Scenarios by Victor Cheung

DEVELOPMENT SCENARIOS LAIRD IN FOCUS PLANNING STUDY

DECEMBER 7, 2017

ACKNOWLEDGEMENTS

TABLE OF CONTENTS

THE LAIRD IN FOCUS TEAM

INTRODUCTION 7 PURPOSE 8 STUDY AREA AND SCOPE 8 VISION 9

PREPARED FOR Josh Reis, City of Toronto, North York District Community Planning

Hector Alonso

Bri Della Salvia

Amy Campbell

Joseph Liberatore

Victor Cheung

Jan Puzon

Francisco Cordero

Emilia Sasso

Rajbir Dass

Ken Scullion

ADVISOR Professor John Curry, Ryerson University School of Urban and Regional Planning

PLANNING AND POLICY CONTEXT 12 Introduction 12 Provincial Policy Statement, 2014 12 Growth Plan for the Greater Golden Horseshoe 12 Official Plan 12 Zoning 13 Avenues and Mid-Rise Building Guidelines 14 City of Toronto Townhouse & Low Rise Guidelines 15 Toronto Complete Streets Guidelines 15 Eglinton Connects Focus Areas 15 Vibrant Streets (Torontoâ&#x20AC;&#x2122;s Coordinated Street Furniture Program Design and Policy Guidelines) 16 Road Engineering Design Guidelines: Lane Widths 16 DEVELOPMENT ALTERNATIVES 20 Introduction 20 Scenario One: As-of-Right Development 20 Scenario Two: Hybrid Development 21 EXPROPRIATION PLAN 23 Scenario one: As-of-right development 25 Scenario two: hybrid development 27 Built form: An improved street-wall 28 Built form: Looking North 30 Built form: Looking south 31 Built form: Angular plane 32 SCENARIO TWO MASTER PLAN

Open Space 36 Introduction 36 1. Parkette with Amenity Space 36 2. Parkette with Seating and Landmark Feature 37 3. Parkette with Programmable Amenity Space and Public Square 38 4. Connections Serving As Public Space 40 5. Improved Edge Conditions 42 CONNECTIVITY AND RIGHT OF WAY IMPROVEMENTS 44 Introduction 44 Right-of-way improvements 44 CONNECTIVITY 46 Introduction 46 Streetscape 52 Landscaping 53 Transportation 54 Built Form 56 Site Design 58 Architectural Design 60 Land use Compatibility 61 Summary

EXECUTIVE SUMMARY This project was initiated by the City of Toronto North York District Community Planning Department as an extension of the Laird in Focus Planning Study. The result of the project will provide supplementary analysis for the Cityâ&#x20AC;&#x2122;s consideration. This document is a strategic planning framework created for the purpose of consciously shaping and guiding future development and planning initiatives within the Leaside neighbourhood. This project is organized into three phases. The first phase was presented as a background report detailing research on existing policies and site conditions. The second phase included an analysis of strengths, weaknesses, opportunities, and threats which resulted in the creation of a vision statement and subsequent objectives for the Leaside neighbourhood. The final phase of the project focuses on presenting multiple development scenarios for the study area, and concludes with evaluation framework assessing the alternative designs upon seven performance standards.

FIGURE 0.1: Study Area map

LAIRD IN FOCUS

INTRODUCTION

INTRODUCTION PURPOSE

STUDY AREA AND SCOPE

VISION

The area at Eglinton Avenue East and Laird Drive was identified as one of six “Focus Areas” within the Eglinton Connects Planning study due to its high potential to accommodate future growth. Recommendations made within this report are meant to complement existing planning and development initiatives already underway in the area. The purpose of this study is to establish two alternative development scenarios for the area surrounding Laird Drive and Eglinton Avenue intersection in Toronto’s Leaside neighbourhood. The intent of the redevelopment scenarios is to provide guidance for future development and design of the area in order to streamline and tailor growth to the needs of the current and future community.

The original scope of the project, as established in the Background Report, identified two study areas within the Toronto Leaside Neighbourhood, Study Area A and Study Area B. Study Area A is approximately 11 hectares and is located along the south side of Eglinton Avenue between Laird Drive and Brentcliffe Road, with Vanderhoof Avenue as the southern boundary. Study Area B is a linear section along the west side of Laird Drive totalling approximately 4.6 hectares between McRea Drive and Millwood Road.

As a product of analysis from the previous project phases, a vision statement and subsequent list of objectives were created. These reflect key attributes that should be incorporated into future plans and developments. The vision statement for the Laird Neighbourhood is,

Through an evaluation of existing developments and plans in place that affect Study Area A, the scope of the project was limited to alternative design scenarios only for Area B. This is because there is already a significant amount of development activity underway within Study Area A which limits the breadth and flexibility of a potential alternative planning and development framework for the area. Moreover, Study Area A runs along Eglinton Avenue, which has been identified as an intensification corridor within the Eglinton Connects Planning Study, thus further reducing alternative plans.

To transform the streetscape and built environment into a vibrant and welcoming focal point for the Leaside community and the City. The Laird neighbourhood will be a place that allows residents and businesses to thrive and experience a high quality of life. The thoughtful design and quality of the built environment and public realm will foster inclusivity, activity and social cohesion. It will provide residents and visitors access to open space, amenities, shops and diverse housing options. Design will promote urban synergy while complementing the surrounding existing context. Additionally, mobility through the neighbourhood will be human scaled and reduce dependence on automobiles.

Nine priority objectives were identified to achieve this vision. These include: 1. Establish a vibrant public realm that supports pedestrian interaction; 2. Provide community inclusion that encourages all peoples to feel comfortable participating and engaging in the neighbourhood; 3. Establish the community as a node that serves as a civic focal point; 4. Introduce active transportation infrastructure and increased site connectivity to promote human scaled mobility; 5. Increase access to open and green space within and around study areas; 6. Attract additional employment opportunities for future and current residents; 7. Promote intensification and density that suits the future needs of the City of Toronto; 8. Reduce vehicle reliance through reduced emphasis on vehicle infrastructure; 9. Establish a vibrant retail and commercial community that serves local needs.

LAIRD IN FOCUS

PLANNING AND POLICY CONTEXT

Planning and Policy Context INTRODUCTION This section of this report provides a summary and analysis of the relevant policies, guidelines and zoning permissions impacting any development within Study Area B, including: • Provincial Policy Statement (2014); • Growth Plan for the Greater Golden Horseshoe (2017); • City of Toronto Official Plan; • City of Toronto Zoning By-law 569-2013; • Former Borough of East York Zoning Bylaw 1916; • City of Toronto Avenues and Mid-Rise Guidelines; • City of Toronto Townhouse and Low Rise Guidelines; and • City of Toronto Complete Streets Guidelines.

PROVINCIAL POLICY STATEMENT, 2014

communities; wise use and management of resources; and protecting public health and safety. The PPS also recognizes that local context and character is important. Policies are outcome-oriented, and some policies provide flexibility in their implementation provided that provincial interests are upheld. Future development is then required to conform with the 2014 Provincial Policy Statement.

GROWTH PLAN FOR THE GREATER GOLDEN HORSESHOE The Growth Plan for the Greater Golden Horseshoe provides a framework for managing growth in the Greater Golden Horseshoe including: directions for where and how to grow; the provision of infrastructure to support said growth; the protection of natural systems and cultivation of a culture based on conservation. Proposed development is required to conform, and not conflict, with the Growth Plan for the Greater Golden Horseshoe.

The 2014 Provincial Policy Statement (PPS) provides policy direction on matters of OFFICIAL PLAN provincial interest related to land use planning and development. These policies Mixed Use Areas (4.5) support the goal of enhancing the quality of life for all Ontarians. Key objectives within the policies include: building strong healthy The subject site is designated as Mixed Use 12

Areas on Map 17 within the Land Use Plan of the City of Toronto’s Official Plan. Section 4.5 Mixed Use Areas of the Official Plan, contains policies that govern the built form of new development in Mixed Use Areas. This designation permits a broad range of commercial, residential, recreational and institutional uses. Mixed Use Areas will welcome most of the anticipated growth of commercial and employment services in Toronto. As a result, new development must comply with the development criteria outlined in Section 4.5.2 of the Official Plan. The development criteria and purpose detailed in Section 4.5.2 Mixed Use Areas includes: • Create a balance of high quality commercial, residential, institutional and open space uses. • Provide for new jobs and homes for Toronto’s growing population on underutilized lands. • Locate and mass new buildings to provide a transition between areas of different development intensity and scale. • Provide an attractive and safe pedestrian environment. • Take advantage of nearby transit services.

• Provide good site access and circulation and an adequate supply of parking for residents and visitors. • Provide indoor and outdoor recreation space building residents in every multiunit residential development. Structuring Growth in the City: Integrating Land Use and Transportation (2.2) Section 2.2 of the Official Plan states that future growth within Toronto will be steered to areas which are well serviced by transit. The areas that can best accommodate this growth are along bus, streetcar routes and rapid transit stations. The Plan also protects the integrity of the Toronto’s transportation network and provides for its planned expansion through the designation of public right-ofway and transit corridors. Transportation infrastructure improvements along transit corridors will be needed to support the City’s accelerating growth. The goal is to provide a variety of sustainable transportation options that are well connected, safe, convenient, affordable and economically competitive. Public Realm (3.1.1) Section 3.1.1 contains policies that guide

development of safe and accessible streets, parks, open spaces, public buildings and other public spaces. The policies recognize the importance of good design in creating a vibrant public realm. Built Form (3.1.2) Section 3.1.2 includes policies for the City’s Built Form that require new developments to be located and organized to fit within the existing and/or planned context. The policies frame and support adjacent streets, parks and open spaces, to improve safety and promote pedestrian interest.

ZONING City of Toronto Zoning By-law 569-2013 The new City-wide Zoning By-law 569-2013 zones Study Area B as: CR 2.0 (c2.0; r1.3) SS3 (x1163); RA (f30.0; a930; u33) (x302); CR 2.0 (c2.0; r1.3) SS2 (x1163); RA (f30.0; a2785; u70) (x307); RD (f9.0; a210; d0.45) (x892). The properties of Study Area B, in accordance with the City-wide Zoning By-law, generally fall within either the Commercial Residential or the Residential Apartment zones. The properties zoned as Commercial Residential may accommodate a broad range of

residential, commercial and institutional uses, many of which are guided by specific provisions. If in a mixed use building, residential uses are permitted as either apartment buildings, mixed use buildings or townhouses and must be located above non-residential uses. Furthermore, the zoning specifies that the minimum lot frontage is 9.0 m, the maximum floor space index is 2.0 for nonresidential uses and 1.3 for residential uses and that the maximum height is 12.2 m, with a maximum lot coverage of 80%. Setback requirements include a minimum 7.5 m setback from the property line of the lot to the rear, and varying side and front yard setbacks. The properties zoned Commercial Residential in Study Area B are also regulated by Development Standard 2 or 3. Apart from the above, Development Standards 2 prohibit surface parking within the front yard, require that at least 75% of the building frontage be within 3.0 m of the front property line and reduce the requirements for landscaping. The Residential Apartment zone permits a range of residential, institutional and other residential-supportive uses, many of which 13

are also guided by specific provisions. Residential uses are only permitted as apartment buildings. A minimum of 50% of the lot area must be used for landscaping and 50% of the landscaped area must consist of soft landscaping. Furthermore, a minimum of 50% of the required parking spaces must be located within a building or underground structure. The zoning also specifies that the minimum lot frontage is 30.0 m, the minimum front yard setback is 6.0 m and the minimum side and rear setbacks are 7.5 m, though this will increase for buildings over 11.0 m. The Residential Apartment zone permits a maximum height of 13.0 m, with a maximum lot coverage of 30%. One property on Malcolm Road is zoned Residential Detached which permits a detached dwelling and several public and institutional uses. The minimum lot frontage is 9.0 m, the minimum lot area is 210 m2, the maximum lot coverage is 35% and the maximum floor space index is 0.45. Furthermore, the zoning specifies that the minimum front yard setback is determined through averaging the neighbouring properties, or if not applicable, 6.0 m. The minimum rear yard setback is the greater of 7.5 m or 25% of the lot depth and the minimum side yard setback is 0.9 m. The maximum permitted height is 8.5 m. Landscaping requirements are dependent on the lot size and presence of a driveway. 14

Former Borough of East York By-law 1916 One property at 25 Malcolm Road and another at 180 Laird Drive were not included in the City-wide Zoning By-law and are still subject to the former Borough of East York Zoning By-law. Both properties are zoned Commercial General (C1). The Commercial General zone permits a broad range of commercial uses, residential uses over a permitted use and a nursing home. However, the outside display of motor vehicles is not permitted. The zoning further specifies that no building can be constructed within 15.0 m of a dwelling unit in a residential zone. The maximum lot coverage for the Commercial General zone is 80%, the maximum height is 12.2 m, the minimum rear yard setback is between 6.0 and 9.0 m (depending on lot depth) and the minimum front yard setback is 6.0 m. A minimum side yard setback of 3.0 m is required adjacent to a residential zone and the outdoor storage of goods or material is not permitted.

AVENUES AND MID-RISE BUILDING GUIDELINES In July 2010, Toronto City Council adopted the recommendations contained in the Avenues and Mid-Rise Buildings Study. The main objective of this study is to encourage future development along Toronto’s Avenues through appropriately scaled and designed mid-rise buildings.

It should be noted that Laird Drive is not designated as an Avenue within the City of Toronto Official Plan. Although Laird Drive is not designated as an Avenue, the MidRise Guidelines articulate performance standards that support the Mixed Use Development Criteria and other built form policies established in the Official Plan. As such, the guidelines will ensure good urban design practice is applied when considering development applications within Study Area B. The Avenues and Mid-Rise Buildings Study establishes a set of Performance Standards for evaluating the design of new midrise buildings and identifies areas where it should be applied. The Performance Standards provide a useful framework for implementing the Official Plan’s policies while maintaining a balance between reurbanization and stability. The main objective is to create healthy, livable and vibrant main streets while protecting the stability and integrity of adjacent neighbourhoods. The Guidelines’ key provisions include the following: • Buildings are moderate in height and should be no taller than the width of the Avenue right-of-way; • The minimum ground floor height should be 4.5 m to facilitate retail uses at grade; • Building should provide an appropriate

transition in scale to adjacent neighbourhoods through a 45-degree angular plane; • Building frontages exceeding 60 m should be articulated to ensure that facades are not overly long; • Buildings should reflect design excellence and green building innovation, utilizing high-quality materials; and • Sidewalks should be wide enough to include and support trees, generate a lively pedestrian culture and ensure accessibility for all.

CITY OF TORONTO TOWNHOUSE & LOW RISE GUIDELINES The Townhouse and Low-Rise Apartment Guidelines help implement the public realm and built form policies in the Official Plan by achieving the appropriate design of low-rise, primarily residential buildings for a range of building types. They address infill townhouse development and developments on larger sites and more complex types of low-rise, multiunit housing in terms of building type, site context, site organization, and building massing, detailed design, and the semiprivate and public realm. They will guide the design for proposed mid-rise, multi-unit buildings that are located adjacent to residential areas

to ensure that new development will enhance and fit within the local area context. Section 4.3, 4.4, and 4.5 of The Guidelines provide additional guidance for mid-rise buildings addressing issues such as the transition from the public to private realms, unit entrances, and private amenity spaces associated with ground floor units.

intended to: • Assist in implementing the vision for Toronto’s streets set out in the City’s Official Plan; • Provide a clear street design process that enhances collaboration on city street projects;

TORONTO COMPLETE STREETS GUIDELINES

• Encourage the use of every opportunity to apply the Complete Streets Guidelines; • Integrate adopted City policies, standards and bylaws as they relate to street design; and • Provide City Staff, consultants, private developers and community groups with information on how to design streets that meet city-wide objectives.

The Toronto Complete Streets Guidelines outline a refined approach for street design known as ‘complete streets.’ This ‘complete streets’ approach reinforces that streets should safely accommodate all users, which include pedestrians, cyclists, transit services and motor vehicles. This approach also reinforces that streets should support and enhance local neighbourhood context and character. The objective of these guidelines is to create streets that are safe, beautiful and vibrant places with efficient links in a multimodal transportation network. The Guidelines are based on the principle that all streets are different, and that no single design solution exists. A street’s design will be tailored for the particular needs and opportunities created by local context, existing and future uses and users and dimensions of each street. Toronto’s Complete Streets Guidelines are

EGLINTON CONNECTS FOCUS AREAS The Eglinton Connects Study has identified 6 Focus Areas that hold the most capacity to accommodate future residential, mixed use or employment growth. They were placed into three categories depending on their characteristics. The Laird Focus Area falls under “Category 3” as the site includes Employment Areas. The consideration of strategies to strengthen the employment base are needed along with physical redevelopment of the area. Although Study Area B is located outside of the Laird Focus Area boundary, the 15

objectives of Focus Area master planning are essential in developing alternative designs for the area. The objective of Focus Area master planning is to: • Develop planning priorities and policy directions of the area • Develop recommendations for new street and block patterns, open spaces, improved or new connections, transition zones, or strategies to increase employment • Provide recommendations for a phased implementation strategy for each Focus Area

VIBRANT STREETS (TORONTO’S COORDINATED STREET FURNITURE PROGRAM DESIGN AND POLICY GUIDELINES) Vibrant Streets (Toronto’s Coordinated Street Furniture Program Design and Policy Guidelines) is a program outlining how Toronto’s public spaces can be improved with the help of good design. Streets and sidewalks are vital elements of the public realm. It can create an attractive, practical and safe urban setting complemented by well-placed facilities, with careful thought and consideration. Moreover, the design and organization of street furniture are just as important, 16

because they contribute to the overall image of city. The aim of the program is to transform the city’s streets appearance and purpose, while taking into consideration the desires of the citizens and tourists. Additionally, the program intends to coordinate the components and employment of street furniture to improve safety, ease of access and physical attractiveness of public spaces. The guideline provides the blueprint for reconfiguring city streets. Within sections 7.3, 7.4 and 7.5 of the document, the public boulevard right-of-way organization, placement of street furniture and detailed guidance for the placement of street furniture can be found.

ROAD ENGINEERING DESIGN GUIDELINES: LANE WIDTHS The Road Engineering Design Guidelines: Lane Widths was created to properly accommodate automobiles while promoting pedestrian and cyclist safety. In addition, the guideline also aims to enhance cyclist accommodation, and efficiently use the limited right-of-way and pavement width that are provided. The guideline was used to determine the appropriate measurements for vehicular lanes and bicycle lanes. 17

LAIRD IN FOCUS

DEVELOPMENT ALTERNATIVES

HT 10.5m (3 ST.)

HT 16.5m (5 ST.)

MIXED USE BUILDING

HT 13.5m (4 ST.) STACKED STREET TH 5.0m Front (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

PARKETTE / AMENITY SPACE

HT 16.5m (5 ST.)

HT 15.5m (5 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse HT 13.5m (4 ST.)

MIXED USE BUILDING HT 15.5m (5 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

PARKETTE / AMENITY SPACE

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

HT 10.5m (3 ST.)

HT 16.5m (5 ST.)

HT 19.5m (6 ST.)

PUBLIC SQUARE

HT 22.5m (7 ST.)

TH 5.0m (3 ST.)

MIXED USE BUILDING HT 25.5m (8 ST.)

TH 5.0m (3 ST.)

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

HT 16.5m (5 ST.) HT 16.5m (5 ST.)

HT 19.5m (6 ST.)

HT 16.5m (5 ST.)

HT 19.5m (6 ST.)

MIXED USE BUILDING

HT 22.5m (7 ST.)

PEDESTRIAN MEWS

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.)

TH 5.0m (3 ST.)

HT 10.5m (3 ST.) HT 19.5m (6 ST.)

RESIDENTIAL BUILDING HT 22.5m (7 ST.)

HT 25.5m (8 ST.)

RESIDENTIAL BUILDING

HT 26.9m + 3.0m Mechanical Penthouse

HT 29m + 3.2 Mechanical Penthouse

MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

HT 13.5m (4 ST.)

HT 10.5m (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

6m PUBLIC LANEWAY

HT 16.5m (5 ST.)

HT 10.5m (3 ST.)

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

1.5m Landscape Strip

HT 10.5m (3 ST.) HT 19.5m (6 ST.)

1.5m Landscape Strip MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

HT 25.5m (8 ST.) BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK STACKED TH STACKED TH STACKED TH STACKED TH 5.0m Front 5.0m Front 5.0m Front 5.0m Front (3 ST.) (3 ST.) (3 ST.) (3 ST.)

HT 22.5m (7 ST.)

HT 13.5m (4 ST.)

HT 10.5m (3 ST.)

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.) + 2.0m Green Roof Parapet

HT 13.5m (4 ST.)

FUTURE RAPID TRANSIT STATION

Eglinton Ave

Wicksteed Ave

Industrial St

Esandar Dr

Canvaro Rd

Commercial Rd

Laird Dr

Parklea Drive

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

Vanderhoof Avenue

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Stickney Ave

APARTMENT BUILDING

DEVELOPMENT ALTERNATIVES INTRODUCTION Two development scenarios were created to provide conceptual design options for the City of Toronto to consider as the Laird in Focus Planning Study progresses. Scenario One is the As-of-Right Development option and Scenario Two is the Hybrid Development Option. Both scenarios incorporate planning policy and design frameworks established by various agencies including, but not limited to Provincial Documents and the City of Toronto. Moreover, the design of the options aim to incorporate the vision and objectives established in the Background Report.

SCENARIO ONE: AS-OF-RIGHT DEVELOPMENT Scenario One incorporates into its development the full application of the City of Toronto Zoning By-law 569-2013’s Zone designations on the properties located within the Study Area. The development plan was based upon the conveyance of several road widenings from the private landowners to the City of Toronto in order to meet the 27 m road width for Laird Drive specified within the Toronto Official Plan. In accordance with the Official Plan, all of the buildings proposed as part of the development scheme account for the road widening and have had the applicable front yard setbacks taken from the widening as opposed to the original property

SCENARIO TWO: HYBRID DEVELOPMENT line. Despite the road widening land dedication, no further infrastructure improvement to the roadway has been undertaken as part this plan. The edge of pavement displayed as part of Scenario One is the existing edge of pavement provided in the City of Toronto’s Property Data Mapping. The scenario proposes a total of 24 buildings in addition to the two buildings already being developed within the study area; further, nine of the buildings would be stacked townhouses accompanied by two single detached dwellings and 13 buildings ranging from low rise commercial residential to low rise residential apartments. These are highlighted in the diagrams to follow.

Scenario Two is a hybrid development that includes elements of building standards and policy direction derived from the City of Toronto’s Zoning By-law 569-2013, Mid-Rise Building Guidelines, and Lowrise & Townhouse Guidelines. The proposal is based on the full-buildout of several of the Study Area’s Commercial Residential properties with the inclusion of the two buildings already being developed. Nine mid-rise buildings, 35 stacked townhouses, and 14 live/work units are included in this Scenario. The development is to be accompanied by a variety of unique public spaces spaces ranging from an

assortment of parkettes accompanied by private amenity spaces designed as public squares and/or mini parkettes. The scope of the development of Scenario Two is interconnected with the full reconstruction of Laird Drive following the land acquisition from the City to accommodate for the Planned 27 m road width. The new Laird Drive will feature four alternating vehicular driving lanes, two protected bike lanes separated from the vehicular zone with a raised curb, ample space to accommodate below-grade servicing and also sidewalk pathways that are AODA compliant. FIGURE 3.1 : Scenario Two: Hybrid Development Master split in two portions

EXPROPRIATION PLAN Both scenarios will incorporate expropriation highlighted in black in the plans displayed on this page. This is done to incorporate the future 27 m road width specified by the City of Toronto Official Plan for Laird Drive. Scenario One includes the epropriation of lands, but does not envision changes to the ROW. Scenario Two includes expropriation requirements and ROW changes to incorporate complete streets notions.

FIGURE 3.2: Expropriation plan, portions to be expropriated are highlighted in black

SCENARIO ONE: AS-OFRIGHT DEVELOPMENT Scenario One: As-of-Right utilizes the City of Toronto Zoning By-law 569-2013â&#x20AC;&#x2122;s Zoning designation to create the built form. Lots were consolidated to create greater development feasibility and to match intensification notions introduced by policy documentation. A total of 24 buildings are proposed for this Scenario. 13 buildings range from low-rise commercial residential to lowrise residential apartments. Nine buildings are to be stacked townhouses accompanied by two single detached dwellings. The ROW conditions remain unchanged, but building envelopes have been designed with anticipation of future road widening. Scenario Two does not incorporate public realm attributes as they are not strictly mandated under Zoning By-law requirements. FIGURE 3.3: Scenario One: as-of-right Development Plan split in two portions

SCENARIO TWO: HYBRID DEVELOPMENT Scenario Two: Hybrid Development incorporates elements from the City of Toronto ZBL 569-2013, Mid-Rise Building Guidelines, and Low-rise & Townhouse Guidelines. As such, developments were intensified, but massing externalities such as shading were managed with angular plane considerations. Nine mid-rise buildings, 35 stacked townhouses, and 14 live/work units are incorporated. ROW improvements were made to incorporate active transportation and a more attractive public realm. A total of seven additional public realm elements are incorporated into this Scenario. These include parkettes, public squares, pedestrian mews, and walkways. Additional crossings have also been proposed. An active frontage is maintained for Laird Drive and accessible by the public within sites. Emphasis has also been placed on ensuring connections with adjacent units where possible. FIGURE 3.4: Scenario Two: Hybrid Development split in two portions

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FIGURE 3.5.1 (TOP): West facing view of Laird Drive showing approved development proposals FIGURE 3.5.2 (MIDDLE): West facing view of Laird Drive showing Scenario One: As-of-Right Development FIGURE 3.5.3 (BOTTOM): West facing view of Laird Drive showing Scenario Two: Hybrid Development

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The street-wall in Scenario Two is broken up with public realm elements such as parkettes, public squares, pedestrian mews, and walkways. More over, Scenario Two updates the ROW to include greater public realm amenities such as street future, pedestrian lighting, and street trees. These elements are expanded upon in subsequent sections following.

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Figure 3.5.3 displays Scenario Two with the two approved developments included. The Hybrid Development Scenario provides greater overall scale to the proposed

Building heights allow for a maximum of 12.2 m based on lot size and ROW dimensions. As such, the proposed buildings do not exceed three storeys. Compared to the approved developments within the study area, the potential for greater height with the incorporation building articulation to mitigate shading and other potential negative externalities with increased building scale and massing.

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Figure 3.5.2 displays Scenario One with the two approved developments included. The As-of-Right Development Scenario provides a significant and continuous street-wall that provides the potential for active frontages along Laird Drive.

buildings while mitigating negative externalities through greater building articulation. The use of angular plane guidelines, further heighlighted on page 32, reduces shading for residential units to the west of the study area. Building heights increase substantially from Scenario One with the upper limits of roof heights ranging between eight storeys, 25.5 m; to seven storeys, 22.5 m.

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Figures 3.5.1, 3.5.2, and 3.5.3 show the street wall facing west along Laird Drive. Figure 3.5.1 highlights the existing built form with the addition of 3 and 5 Southvale Drive and 150 - 146 Laird Drive, two approved developments within the Study Area. Both developments provide indication of the potential future building massing.

BUILT FORM: LOOKING SOUTH Esandar Dr

Wicksteed Ave

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Dr Vanderhoof Ave

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Esandar Dr

Wicksteed Ave

Parkhurst Dr

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Industrial St

FIGURE 3.8.1 (TOP,LEFT): South east view showing approved development proposals FIGURE 3.8.2 (MIDDLE,LEFT): South east view showing approved Scenario One: As-of-Right Development FIGURE 3.8.3 (BOTTOM,LEFT): South east view showing approved Scenario Two: Hybrid Development

Esandar Dr

Wicksteed Ave

La ird

Canvarco Rd

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FIGURE 3.9.1 (TOP,RIGHT): South west view showing approved development proposals FIGURE 3.9.2 (MIDDLE,RIGHT): South west view showing approved Scenario One: As-of-Right Development FIGURE 3.9.3 (BOTTOM,RIGHT): South west view showing approved Scenario Two: Hybrid Development

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FIGURE 3.7.1 (TOP,RIGHT): North west view showing approved development proposals FIGURE 3.7.2 (MIDDLE,RIGHT): North west view showing approved Scenario One: As-of-Right Development FIGURE 3.7.3 (BOTTOM,RIGHT): North west view showing approved Scenario Two: Hybrid Development

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Canvarco Rd

FIGURE 3.6.1 (TOP,LEFT): North east view showing approved development proposals FIGURE 3.6.2 (MIDDLE,LEFT): North east view showing approved Scenario One: As-of-Right Development FIGURE 3.6.3 (BOTTOM,LEFT): North east view showing approved Scenario Two: Hybrid Development

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BUILT FORM: LOOKING NORTH

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BUILT FORM: ANGULAR PLANE

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1.5m Pedestrian Perception Setback La

ird

27 m ROW

Industrial St

Comm

rd ai

ney

Stick

Ave

13.5m Streetwall

ercial R

FIGURE 3.10.1 (TOP,LEFT): South west view showing angular plane onto residential areas at the rear for Scenario One FIGURE 3.10.2 (BOTTOM,LEFT): South west view showing angular plane onto residential areas at the rear for Scenario Two FIGURE 3.10.3 (RIGHT): North east view highlighting front and rear angular plane at Laird Drive and Stickney Avenue

21.6m 80% of ROW

4.5 First Floor

ae D

McR

a nr

HT 10.5m (3 ST.)

HT 13.5m (4 ST.)

HT 10.5m (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

HT 16.5m (5 ST.)

MIXED USE BUILDING

HT 13.5m (4 ST.) STACKED STREET TH 5.0m Front (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

PARKETTE / AMENITY SPACE

HT 16.5m (5 ST.)

HT 10.5m (3 ST.)

MIXED USE BUILDING HT 15.5m (5 ST.)

HT 15.5m (5 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

STACKED STREET TH 5.0m Front (3 ST.)

PARKETTE / AMENITY SPACE

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

HT 16.5m (5 ST.)

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

PUBLIC SQUARE

TH 5.0m (3 ST.)

RESIDENTIAL BUILDING

HT 25.5m (8 ST.)

HT 16.5m (5 ST.)

PEDESTRIAN MEWS

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 25.5m (8 ST.)

HT 19.5m (6 ST.)

MIXED USE BUILDING

HT 22.5m (7 ST.)

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.)

HT 13.5m (4 ST.)

Industrial St

Esandar Dr

PROPOSED/BUILT DEVELOPMENT SCENARIO 2 EXISTING BUILDINGS

Canvaro Rd

20 m

TH 5.0m (3 ST.)

HT 19.5m (6 ST.)

RESIDENTIAL BUILDING HT 22.5m (7 ST.)

HT 16.5m (5 ST.) HT 25.5m (8 ST.)

PEDESTRIAN MEWS

HT 19.5m (6 ST.)

MIXED USE BUILDING

HT 22.5m (7 ST.)

HT 16.5m (5 ST.)

RESIDENTIAL BUILDING

HT 26.9m + 3.0m Mechanical Penthouse

1.5m Landscape Strip MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

HT 29m + 3.2 Mechanical Penthouse

MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

HT 10.5m (3 ST.) HT 19.5m (6 ST.)

Parklea Drive

TH 5.0m (3 ST.)

5 IMPROVED EDGE CONDITIONS

HT 10.5m (3 ST.)

1.5m Landscape Strip

Vanderhoof Avenue

6m PUBLIC LANEWAY

TH 5.0m (3 ST.)

Parkhurst Blvd

TH 5.0m (3 ST.)

cR M

TH 5.0m (3 ST.)

HT 29m + 3.2 Mechanical Penthouse

HT 13.5m (4 ST.)

MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

RESIDENTIAL BUILDING

3 PARKETTE WITH PROGRAMMABLE AMENITY SPACE AND PUBLIC SQUARE 4 CONNECTIONS SERVING AS PUBLIC SPACE 5.0m ST.)

HT 26.9m + 3.0m Mechanical Penthouse

HT 16.5m (5 ST.) HT 16.5m (5 ST.)

HT 22.5m (7 ST.)

2 PARKETTE WITH SEATING AND LANDMARK FEATURE

6m PUBLIC LANEWAY

HT 10.5m (3 ST.) HT 19.5m (6 ST.)

HT 22.5m (7 ST.)

HT 19.5m (6 ST.)

HT 13.5m (4 ST.)

1 PARKETTE WITH AMENITY SPACE

HT 10.5m (3 ST.)

BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK STACKED TH STACKED TH STACKED TH STACKED TH 5.0m Front 5.0m Front 5.0m Front 5.0m Front (3 ST.) (3 ST.) (3 ST.) (3 ST.)

HT 13.5m (4 ST.)

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

Lea Ave

HT 26.9m

HT 16.5m (5 ST.)

69 Units

Stickney Ave

APARTMENT BUILDING

SCENARIO TWO MASTER PLAN

HT 25.5m (8 ST.)

HT 10.5m (3 ST.)

FUTURE RAPID TRANSIT STATION

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.) + 2.0m Green Roof Parapet

HT 22.5m (7 ST.) HT 13.5m (4 ST.)

HT 13.5m (4 ST.)

1 LAIRD DR & ESANDAR DR 3 LAIRD DR & COMMERCIAL RD

6 NEW LRT STATION LOCATIONS 7 NEW BUS BAYS 34

FIGURE 3.11: Scenario Two: Hybrid Development Master

Laird Dr

Wicksteed Ave

5 NEW CYCLING INFRASTRUCTURE

Commercial Rd

4 LAIRD DR & WICKSTEED AVE

Eglinton Ave

2 LAIRD DR & LEA AVE

7 35

STACKED TREET TH 0m Front (3 ST.)

OPEN SPACE

Open space serves as the heart of Scenario STACKED Twoâ&#x20AC;&#x2122;s design principles. These spaces STREET TH 5.0m Front STACKED complement proposed building designs while PARKETTE (3 ST.) STREET TH STACKED Front 5.0m of also meeting the vision and objectives STREET TH ST.) (3/ 5.0m Front this project. The following highlights specific SPACE(3 ST.) AMENITY attributes of the open space plan.

1. PARKETTE WITH AMENITY SPACE A parkette with amenity spaces is proposed north of Malcolm Road on Laird Drive. The open space has a range of semi permeable hardscape and softscape surfaces. Hardscape surfaces enable circulation throughout the site while softscape surface areas provide opportunities for physical and recreation. These are highlighted in Figure 3.12.1 (A), (B), and (C). (A) serves as a fenced dog play area. (B) is a playground that transitions into (C), a grassed area for play or additional recreation. The entire area is buffered from Laird Drive with landscaping features including trees, as highlighted by (D). Seating is providing in various arrangements. There are 13 individual benches, two group benches, and three tables with fixed seating. 36

e This parkette is located atHTthe north western (3 ST.) 10.5m corner of the T-intersection at Laird Drive and Kenrae Road. Being significantly HT 13.5m (4 ST.) HT 13.5m (4 ST.) smaller than other spaces within the B study area, more emphasis is placed HT 10.5m (3 ST.) HT 16.5m (5 ST.) HT 16.5m (5 ST.) A on hardscape elements and providing opportunities for social interaction and HT 13.5m (4 ST.) MIXED USE cohesion by providing ample seating MIXED USE BUILDING BUILDING PARKETTE C opportunities. Figure 3.12.2 (A) highlights / the many seating opportunities available. ST.) (5 SPACE 15.5m 15.5m (5 ST.) HT HT and AMENITY These include nine individual benches HT 16.5m (5 ST.) + four group benches. (B) highlights buffering + D Penthouse & Mechanical Penthouse Roof Green 3.0m Green Roof Parapet & Mechanical 3.0m with landscaping elements such asParapet trees and grass. (C) is identified as a potential HT 13.5m (4 ST.) HT 13.5m (4 ST.) location for public art or a display board to act as a neighbourhood landmark. HT 10.5m (3 ST.)

HT 10.5m (3 ST.)

HT 13.5m (4 ST.)

HT 16.5m (5 ST.)

Ke nr a

INTRODUCTION Laird Drive has been identified as an unattractive public space which serves as an edge feature rather than a focal point.

2. PARKETTE WITH SEATING AND LANDMARK FEATURE

HT 10.5m (

MIXE BUIL HT (5

A C

HT 13.5m (

Canvaro Rd

FIGURE 3.12.1: Parkette with amenity space at Canvaro Rd and Laird Drive

FIGURE 3.12.2: Parkette with seating and landmark feature Kenrade Rd and Laird Drive

3. PARKETTE WITH PROGRAMMABLE AMENITY SPACE AND PUBLIC SQUARE

HT 10.5m (3 ST.)

MIXED USE BUILDING HT 15.5m (5 ST.)

HT 13.5m (4 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

B PARKETTE / AMENITY SPACE

C A

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

HT 10.5m (3 ST.)

Lea Ave

An additional connection is also proposed at Lea Avenue to enable pedestrians and cyclists to cross Laird Drive to access Leaside Village and the new proposed public spaces to the west, as highlighted in Figure 3.12.3 (E). As such, the existing median is removed to reduce circulation barriers, this is further highlighted in subsequent sections.

HT 16.5m (5 ST.)

HT 19.5m (6 ST.)

PUBLIC SQUARE

HT 22.5m (7 ST.)

D MIXED USE BUILDING HT 25.5m (8 ST.)

BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK STACKED TH STACKED TH STACKED TH STACKED TH 5.0m Front 5.0m Front 5.0m Front 5.0m Front (3 ST.) (3 ST.) (3 ST.) (3 ST.) HT 13.5m (4 ST.)

E E

FIGURE 3.12.3: Parkette with programmable amenity space and public square

Esandar Dr

This series of open spaces is located between Lea Avenue and Kenrae Road. It features two distinct spaces to the south and north. The south side, Figure 3.12.3 is a parkette with a programmable hardscaped area featured as (B). This space could be utilized as a site for mobile food vending or other programming. It is particularly well suited for programming because of the seating surrounding the space as highlighted by (C). Figure D USE 3.12.3 (A) highlights the buffer created LDING by vegetation. The northern side of the m (5 ST.) site, Figure 3.12.3 (D) functions as a public + square Penthouse that features spill out uses from t & Mechanical the mixed use buildings to the north and small scale mixed use units to the south. The public square is envisioned to have multiple patios from food and beverage businesses on ground level to provide activation throughout the space. Seating is also provided around a water feature. The positioning of the buildings and public spaces is intended to mirror and improve on the typology of Leaside Village area at 85 Laird, an open air shopping mall, which mimics new urbanist forms. Moreover, the position of the public square opens up into the open area of Leaside Village. As such, if parking is reduced in Leaside Village in the future, the two public spaces can be connected.

4. CONNECTIONS SERVING AS PUBLIC SPACE

A series of additional connections and laneway serves as a buffer to the lower improvements are proposed for the lots density residential units on the west side of and public realm between Lea Avenue the site. and Stickney Avenue. Figure 3.12.4 (A) highlights the addition of a sidewalk, Figure 3.12.4 (E) highlights improvements to landscape elements, and a patio area to Stickney Avenue from Laid Drive to better bridge interior and exterior locations. Six support pedestrian connectivity west of the benches are also placed within the public study area. realm. The new connection also provides additional connectivity to the living lane PUBLIC and 23 townhouse units at the rear of the SQUARE buildings within this area. MIXED USE Figure 3.12.4 (B) is the location of a BUILDING pedestrian connection to provide access HT 25.5m (8 ST.) ARKETTE and amenity space for residents and / NITY SPACE pedestrians within the neighbourhood. Benches and fixed tables are provided to encourage use of the space.

TACKED REET TH 0m Front (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

6m PUBLIC LANEWAY

HT 10.5m (3 ST.)

TH 5.0m (3 ST.)

HT 16.5m (5 ST.)

TH 5.0m (3 ST.)

HT 16.5m (5 ST.) HT 16.5m (5 ST.)

HT 16.5m (5 ST.)

HT 22.5m (7 ST.)

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.)

PEDESTRIAN MEWS

HT 19.5m (6 ST.)

MIXED USE BUILDING HT 22.5m (7 ST.)

E Stickney Ave

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

TH 5.0m (3 ST.)

HT 19.5m (6 ST.)

Lea Ave

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

6m PUBLIC LANEWAY

BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK STACKED TH STACKED TH STACKED TH STACKED TH 5.0m Front 5.0m Front 5.0m Front 5.0m Front (3 ST.) (3 ST.) (3 ST.) (3 ST.)

HT 13.5m (4 ST.)

A hardscape pedestrian mews is highlighted in Figure 3.12.4 (C). The mews features bench seating and can be the site of programming, physical activity, and social interaction. In addition, it serves to break the streetwall and functions as an additional connection.

Industrial St

Figure 3.12.4 (D) highlights a new public laneway developed to serve as more than a utility corridor. The public lane serves as a primary access point for the 23 townhouse units at the rear of the proposed developments, which will be activated with green front yard areas. Moreover, the

FIGURE 3.12.4: Connections serving as public space

5. IMPROVED EDGE CONDITIONS

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RESIDENTIAL BUILDING

The north west corner of Laird Drive and McRae Drive currently features a small landscaped area at the north west corner of the intersection. The proposed plan suggest additional planting and landscaping elements to improve edge conditions. As well, public seating is provided to enable better utility of the space beyond transportation. Similar improvements to edge conditions are proposed at the south west corner of the intersection with the elimination of the pedestrian refuge island currently located at this corner.

HT 26.9m + 3.0m Mechanical Penthouse

FIGURE 3.12.5.1 (TOP,LEFT): North west view at McRae Dr and Laird Dr showing existing condition. Note pedestrian refuge island FIGURE 3.12.5.2 (BOTTOM,LEFT): North west view at McRae and Laird Dr showing existing condition green space condition FIGURE 3.12.5.3 (RIGHT): Diagram showing proposed edge conditions

CONNECTIVITY AND RIGHT OF WAY IMPROVEMENTS

A 2.1 metre walkway clearway provides

3.3

1.5

.46

1.5

2.1

1 Furniture/ Marketing Zone

Vehicular Lane

3.15

Furniture/ Planting Zone

Bollard

3.15

Edge Zone

3.3

Bike Lane

Bollard

1.5

Vehicular Lane

.46

Vehicular Lane

1.5

Vehicular Lane

2.1

Bike Lane

Vehicular circulation is not adversely effected with proposed ROW improvements. Two travel lanes are provided for north and southward travel. The distinctive median scattered throughout Laird Drive have been removed. Additional connects have been provided to bridge the east and west side of Laird Drive, as highlighted in subsequent

Pedestrian Clearway

5.05 metres of space has been provided in the Pedestrian Zone. Directly adjacent to buildings is a one metre area allocated for street furnishings or other elements that contribute to the public realm, or help bridge interior and exterior spaces.

Both sides of Laid Drive also feature a 1.5 metre bike lane with a .5 metre buffer. The buffer could be constructed in multiple ways including as a raised curb or with plastic bollards.

Edge Zone

ROW improvements have been made in accordance with an expropriation plan which widens the road to 27 metres throughout Laird Drive. This has enabled greater pedestrian amenity space and active transportation features to be included in plans without interrupting existing vehicle flow.

The goal of the ROW improvements is to provide an attractive public realm which better enables the use of Laird Drive as both a public space amenity and vibrant retail and community area. These improvements will collectively reduce perceived or real barriers to traveling across and along Laird Drive.

Furniture/ Planting Zone

RIGHT-OF-WAY IMPROVEMENTS

1.96 metre of the ROW is dedicated for vegetation and utilities such as streetlights and bicycle parking. Vegetation contributes to improving the physical character of Laird Drive. Vegetation also acts as a buffer from vehicle travel lanes to reduce noise and other negative externalities.

figures on the following page.

Pedestrian Clearway

Connectivity and right-of-way improvements serve at the core of enabling the utility and enjoyment of space. Barriers to accessibility reduce the use of space, as such, several improvements have been suggested.

pedestrians uninhibited movement along Laird Drive. These exceed Accessibility for Ontarians with Disabilities Guidelines for sidewalks

Furniture/ Marketing Zone

INTRODUCTION

Pedestrian Zone

Transportation Zone

Pedestrian Zone

5.05m

16.9m

5.05m

27m

4 Through Lanes | Bike Lanes | No Parking | 5.05m Sidewalk Zone

FIGURE 3.13 (RIGHT): Section of proposed ROW condition after expropriation

MIXED USE BUILDING

HT 15.5m (5 ST.)

5.0m Front (3 ST.)

STREET TH 5.0m Front (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

5.0m Front (3 ST.)

STREET TH 5.0m Front (3 ST.)

HT 13.5m (4 ST.)

5.0m Front (3 ST.)

HT 22.5m (7 ST.)

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

MIXED USE BUILDING

BACK-TO-BACK STACKED TH 5.0m Front (3 ST.)

PARKETTE / BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACK BACK-TO-BACKSPACE AMENITY STACKED TH STACKED TH TH TH

PARKETTE / AMENITY SPACE

STACKED TH 5.0m Front (3 ST.)

STACKED 5.0m Front (3 ST.)

5.0m Front (3 ST.)

STACKED TH 5.0m Front (3 ST.)

STACKED 5.0m Front (3 ST.)

HT 25.5m (8 ST.)

5.0m Front (3 ST.)

HT 13.5m (4 ST.) HT 13.5m (4 ST.)

HT 13.5m (4 ST.)

MIXED

HT 2

HT 13.5m (4 ST.)

HT 1

Commercial Rd

1.5m Landscape Strip MIXED USE BUILDING

FIGURE 3.14.1.: Laird Dr & Esandar Dr

HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & FIGURE Mechanical Penthouse

FIGURE 3.14.2: Laird Dr & Lea Ave

HT 26.9m + 3.0m Mechanical Penthouse

1.5m Landscape Strip

3.14.3: Laird Dr &Commercial Rd

MIXED USE BUILDING

HT 22.5m (7 ST.) + 2.0m Green Roof Parapet

HT 25.5m (8 ST.)

HT 22.5m (7 ST.) HT 13.5m (4 ST.)

HT 13.5m (4 ST.)

MIXED USE BUILDING HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

HT 25.5m (8 ST.)

HT 10.5m (3 ST.)

HT 19.5m (6 ST.)

FUTURE RAPID TRANSIT STATION

MIXED USE BUILDING HT 22.5m (7 ST.) + 2.0m Green Roof Parapet

HT 22.5m (7 ST.) HT 13.5m (4 ST.)

HT 13.5m (4 ST.)

A Eglinton Ave

FIGURE 3.14.4: Laird Dr & Wicksteed Ave

HT 10.5m (3 ST.)

HT 19.5m (6 ST.)

Parklea Dr

HT 10.5m (3 ST.) HT 19.5m (6 ST.)

Vanderhoof Ave

1.5m Landscape Strip

Wicksteed Ave

HT 22.5m (7 ST.)

HT 13.5m (4 ST.)

Esandar Dr

HT 13.5m (4 ST.)

HT 29m + 3.2 Mechanical Penthouse

MIXED USE BUILDING

HT 10.5m (3 ST.)

Figure 3.14.5 (A) displays the proposed cycling infrastructure on Laird Drive connecting to proposed cycling infrastructure on Eglinton Avenue. (B) displays the location of the two LRT entrances. As such, the ROW changes enable accessible access into the station. (C) is the location of bus bays that will be in place to ensure vehicle travel is uninhibited with additional surface routes on Eglinton Avenue.

MIXED USE BUILDING

HT 25.5m (8 ST.) + 3.0m Green Roof Parapet & Mechanical Penthouse

MIXED USE BUILDING

HT 19.5m (6 ST.)

RESIDENTIAL BUILDING

HT 22.5m (7 ST.)

HT 13.5m (4 ST.)

HT 25.5m (8 ST.)

MIXED USE BUILDING

1.5m Landscape Strip

RESIDENTIAL BUILDING

HT 22.5m (7 ST.)

3.2 Mechanical Penthouse

HT 25.5m (8 ST.) + MIXED USE 3.0m Green Roof Parapet BUILDING & Mechanical Penthouse HT 25.5m (8 ST.)

HT 19.5m (6 ST.)

5.0m Front (3 ST.)

29 29 30 30

Intersections have been improved throughout Laird Drive to provide increased safety and comfort for pedestrians and cyclist. Figures 3.14.1 through 3.14.5 highlight these changes which include greater separation between active transportation users and vehicles. Intersections are clearly marked. Figure RESIDENTIAL BUILDING 3.14.2 is a new connected proposed HT 26.9m + at Lea3.0m Ave and to connect two Penthouse Mechanicalserve distinct commercial areas. Intersection improvements were also made at McRae Drive/ Wicksteed Avenue and Laird Drive where pedestrian crossing distances have been reduced to due to the elimination of the pedestrian refuge on the south west corner of the intersection, as seen in Figure 3.14.4.

5.0m Front (3 ST.)

MIXED USE BUILDING

HT 13.5m (4 ST.)

INTRODUCTION

HT 10.5m (3 ST.)

STACKED STREET TH 5.0m Front (3 ST.)

Lea Ave

MIXED USE BUILDING

HT 22.5m (7 ST.) MIXED USE STACKED BUILDING STREET TH

CONNECTIVITY HT 22.5m (7 ST.)

Penthouse

HT 10.5m (3 ST.)

HT 16

HT 10.5m (3 ST.)

B FIGURE 3.14.5: Laird Dr & Intersections south of Eglinton Ave

C 47

LAIRD IN FOCUS

EVALUATION FRAMEWORK

INTRODUCTION A Framework for Evaluation of Mixed-Use Development City streets and public spaces are defined by the structure of the built environment and interactions among users. Successful mixed use developments are a reflection of both the physical and social environments experienced by users. The form and function of mixed use developments should complement each other while creating inviting and attractive public spaces and providing coordinated land use, built form, and transportation services. The following sections were developed as a method of synthesizing, analyzing and evaluating potential development alternatives for Study Area B as well as providing a method of analysis for mixed use sites and developments in general. How To Read This Document The following is an evaluation framework, organized categorically by seven evaluation criteria. Each of the seven criteria has a corresponding section that lists the topic highlights, achievable vision objectives, best practice standards and the assessment of Scenario 1 and 2.

The best practice framework details design practice that is best suited to 50

the development needs of the Laird neighbourhood based on the vision and objectives established in the Background Report. The scenario descriptions are then assessed based upon these standards. Evaluation & Measurement

the built form, site design and public realm. The evaluation characterizes the resulting redevelopment of Study Area B. Elements of the redevelopment include, but are not limited to: pedestrian experience, employment opportunities and sense of place.

Seven performance measures have been identified to contribute to creating vibrant and attractive mixed use developments: Streetscape, Landscaping, Transportation and Area Connectivity, Built Form, Site Design, Architectural Design and Land Use Compatibility. The evaluation has been organized into two categories as follows:

Pedestrian experience is characterized by the quality of the public realm and activation of public spaces. Human-scaled design achieves this by correlating the the size, texture and articulation of the built form appropriately with human eye level and walking pace (McMaster). The built environment should facilitate unambiguous navigation through the area, support a mix of land uses and attract pedestrian usage. Public space and sidewalks along major arterial streets should be unobstructed, accessible and animated with coordinated furnishings including seating, lighting, and recycling reciprocals. Pedestrian experience is enhanced through the activation of public squares and courtyards and should be serviced by public transportation to promote active transportation options. Placemaking is a reflection of both the physical and social environments experienced by users. An area’s sense of place and identify are characterized by creating vibrant and attractive community focal points that integrate public plazas, walkways and open spaces.

1. Public Streets and Open Space a. Streetscape b. Landscaping c. Transportation and Area Connectivity 2. Built form and Site Design a. Built Form b. Site Design c. Architectural Design d. Land Use Compatibility Outcomes and Objectives The goal of this evaluation is to ensure the objectives of the project vision are met. The following is a measure of the quality of mixed use and human scaled developments through an assessment of

The coordinated detail and animation of features can help define the area’s unique identity. Successful placemaking is achieved by incorporating public art, signature street furnishings, landscaping and architectural detailing into the design of private developments and public spaces. Employment opportunities are provided through land use allocation and built form. Coordinated development should include areas able to attract retail, commercial and office uses. This results in dynamic land use that provides a broad range of services to residents and visitors while also activating ground floor usage. Achieving the vision and objectives for the Laird in Focus study will be assessed through this evaluation. The coordination of the seven performance criteria establishes a community standard that contribute to transforming the streetscape and built environment into a vibrant and welcoming focal point. This standard emphasizes economic opportunities, active and public transit and compatible land uses and built form. The Laird in Focus vision objectives have been assigned an identification symbol. Each is strategically targeted in relation to the evaluation criteria.

Laird In Focus Vision Objectives:

Transportation and Area Connectivity

Vibrant Public Realm Community Inclusion Civic Focal Point

Built Form

Site Design

Active Transportation Access to Open & Green Space Employment Opportunities

Architectural Design

Land Use Compatibility

Intensification & Density Reduce Vehicle Reliance Vibrant Retail & Commercial Community Streetscape

Landscaping

This framework has been created in accordance with the following municipal documents: • Toronto’s Official Plan • City of Toronto Zoning By-law 569-2013 • Performance Standards 2 and 3 • City of Toronto Complete Street Guidelines • City of Toronto Avenues and Mid-Rise Guidelines • City of Toronto Draft Townhouse and Low Rise Guidelines 51

STREETSCAPE Highlights: • Street orientation • Coordinated street furniture • Accessibility • Lighting • Signage and wayfinding • Sidewalks Vision Objectives:

Best Practice: The streetscape is characterized by the interface between the built form and public right-of-way. The area’s identity and sense of place are a reflection of the relationship between the mixed use developments and the coordination of street furnishings, lighting and wayfinding. The built form should be positioned to facilitate active streets through creating a continuous and compatible street line and animated public spaces. Street furniture includes street trees and planters, transit shelters, benches, bicycle parking, information and wayfinding signs, litter and recycling bins, multi-publication boxes, poster kiosks, poles and boards, and automated public toilets.

Design should ensure street furniture does not obstruct the pedestrian clearway, but rather, locate them in the landscape strips or on private property using building setbacks and easements. Street lighting supports safety, pedestrian activity, sense of place, and economic vitality. It includes roadway lighting and pedestrian-scale lighting. Pedestrian lighting for sidewalks and crosswalks ensure that pedestrians are visible to motorists and illuminates potential tripping hazards. Where cycling facilities are located adjacent to the sidewalk, these benefits are also extended to cyclists. Wayfinding systems help people orient themselves in physical space and navigate from place to place. They also help people to identify landmarks, explore the city and discover new destinations. The wayfinding systems are further supported through signs, printed maps and mobile devices. Accessible and universal design for sidewalks include: ensuring adequate pedestrian clearway widths, effective physical separation between pedestrians and cyclists, materials, slopes, and tactile walking surface indicators that provide warnings and guidance for people with low or no vision.

Right-of-ways of 20 to 30 m inclusive should provide a minimum sidewalk dimension of 4.8 m. Transit City routes may be required to have additional setbacks from the property lane to building face at intersections to accommodate transit infrastructure, this is determined on a caseby-case basis. Building setbacks, curb extension or parkettes should be used to expand the space for adequate sidewalks, outdoor seating, cafes patios, plantings, trees and street furnishings. Frequent and safe crossing opportunities should be provided for pedestrians to cross the street. Signalized and unsignalized intersections should be designed with wise and prominent pavement markings at intersections. Also, the design of curb extensions on side street should be considered to expand the pedestrian realm along the Main Street, shorten crossing distances, and reduce motor vehicle turning speeds. Clear guidance should be provided for all users where street crossings are necessary or expected. Intersections should be simplified where possible. In addition, pedestrian and cyclist desire lines should be observed and anticipated to inform street context-based design. For example, the provision of depressed curb ramps and wider crosswalks in locations with higher

pedestrian volumes, and bike boxes where needed can enhance safety for cyclists making turns. Scenario 1 Scenario 1 retains existing public realm elements and is consistent with the current state of the site as prescribed by City of Toronto zoning bylaw 569-2013. As such, there are limited upgrades presented regarding these standards presented in the framework. The streetscape does not meet the best practice performance standards above, and could be enhanced through improvements to the right-of-way, public space and relationship with the built form. The streetscape does not support a strong pedestrian public realm due to the lack of coordinated amenities, built form and sidewalk width. However, the design of two T-intersections limits the amount of street crossings required by pedestrians. The setbacks along Laird range from 0 to 3m, creating a varying street wall and space for street amenities and furniture. The public right-of-way includes 2.1m sidewalks, however, they are not AODAcompliant due to: alignment, elevation and interruptions such as utility poles and curbs. Moreover, the building heights are regulated through zoning bylaw 569-2013 limited to 12.2m, or 3 storeys.

Parks and green spaces are currently limited within this Scenario development; however, a small portion of green space is incorporated into the residential apartment building as required by zoning. Scenario 2 Scenario 2 redesigns the right-of-way, reestablishing the public realm and sidewalk. The new design realigns the sidewalk, remove barriers, interruptions and adds additional green space. The public right-of-way includes 2.1m AODA compliant sidewalks with tactical pavings within a total 5.05 m sidewalk zone. The pedestrian zone includes furniture, utility services and street trees. This Scenario incorporates more emphasis on the street furniture, and with a greater presence of parks with green spaces. Street furniture and street trees are to be placed in a coordinated fashion. The relationship between the built form and pedestrian experience is enhanced by mitigating the perception of height and consistent streetline. The building height in Scenario 2 has greater diversity in building heights, ranging from 3 to 9 storeys. The form incorporates front and side angular planes, consistent with Performance Standards 2 and 3. Moreover, the setbacks on Laird Drive are consistently right up to

the front lot line creating a continuous streetline. Additionally, this Scenario provides greater pedestrian safety and comfort through three signalized, and eight unsignalized intersections. Two of the three signalized intersections are T intersections, and one of the three is a full intersection. T intersections provide greater pedestrian oriented crossing opportunities due to a consistent sidewalk on one side of the intersection. This reduces the frequency of street crossings for pedestrians; minimizing pedestrian and vehicle conflicts.

LANDSCAPING Highlights: • Street Trees and landscaping • Green Infrastructure • Biodiversity • Ecosystem Services Vision Objectives:

Best Practice: Green infrastructure refers to natural and human-made elements that provide ecological and hydrological functions. These environmental qualities contribute to the enjoyment, care and value of the City’s streets and public spaces. Part of their social and economic benefits include 53

supporting opportunities for recreation, leisure and green tourism. Green elements include street trees, plantings, bioswales, permeable materials, and active transportation facilities. In addition, native plant species should be incorporated to support natural biodiversity. City of Toronto’s Toronto Green Standard and Green Roof Bylaw policy regarding green infrastructure requires new developments to include sustainable elements, energy efficiency technologies and green infrastructure such as green roofs. The design of developments and public right-of-ways should enhance ecosystem services and improve natural features and functions such as stormwater management. This can be achieved by maximizing permeable surfaces, tree canopy coverage and green infrastructures. Healthy street tree growth should be supported on streets where sufficient space exists to achieve required pedestrian clearways and optimal growing conditions. Where space is constrained, covered tree planters with Silva Cells and adequate soil volumes can be implemented to ensure growth. The public realm should incorporate a high degree of natural elements and should provide accessible recreation and amenity space for residents and visitors. Smaller 54

pocket parks and animated boulevards provide public amenity space where space is limited, whereas fields, children’s parks and urban forests provide residents, and visitors with greater recreation opportunities. Scenario 1 The current state of the public realm includes very little green space, and landscaping. The as-of-right scenario is reflective of existing conditions and regulatory zoning which limits access and incorporation of landscaping or green elements. Within the public right-of-way, there are no street trees, and limited landscaped boulevards. Moreover, the existing developments do not have green roofs or green infrastructure, except for the recently approved 146 Laird Drive and 3-5 Southvale Drive development. New developments are subject to the Green Roof Bylaw and Toronto Green Standard, introducing the opportunity to enhance the property standards and green elements. However, the height limitations enforced by the City of Toronto By-Law 569-2013 may exempt green roof requirements as per the 20m height provisions of the Green Roof By-law.

Scenario 2 The redevelopment of the public rightof-way and built form in Scenario 2 has prioritized improvements to the landscaping, street trees and green infrastructure. Additional green space adds to a more dynamic public realm, sense of place, and pedestrian experience. The design has incorporated continuous street trees, bioswales, and landscaped and animated boulevards within the right-ofway along Laird Drive. New developments will be subject to the Green Roof and Toronto Green Standard, introducing the opportunity to enhance the property standards and green elements. The standards require, but not limited to features such as stormwater management mitigation, rainfall retention, reduced hardscape surfaces, increased tree canopy and enhanced energy efficiency. The rear yard landscaping strip, boulevards, parkettes and use of permeable provide additional green space, amenity area and opportunity for biodiversity.

TRANSPORTATION Highlights: • Active transportation/ multi-modal options

• • • • • •

Area Connectivity Safe crossings Continuous sidewalks Vehicular access Coordination with facilities Universal accessibility

Vision Objectives:

Best Practice: Area connectivity and the permeability of individual sites is important to ensure people can easily access and navigate an area using a variety of transportation modes. The circulation patterns, site access and right-of-way (ROW) design should prioritize safety and accessibility, minimize vehicle-pedestrian conflicts and improve pedestrian linkages. Access through the area should provide safe, direct and universally accessible multi-modal networks to destinations such as parks, schools, transit, community facilities and retail. Pedestrian-friendly design takes into account the frequency of crossing opportunities, target speed, street width, visibility, accessibility and walk speeds for vulnerable pedestrians such as seniors and/ or persons with disabilities. Continuous sidewalks should be created to support healthier, more vibrant and resilient streets. Sidewalks should create a

continuous and accessible network with dedicated space for pedestrians safely separated from cyclists and motorized vehicles. The network should also include ample opportunities to safely cross the street at designated intersections and crosswalks. The width of the sidewalk should be dependent on the street context. The minimum is higher on streets with greater pedestrian activity. Internal sites design and networks should encourage infrastructure that promotes: active transportation, universal accessibility and pedestrian connectivity. Vehicular access through the area and access to individual sites, should be complemented with pedestrian and active transportation infrastructure. Shared vehicular routes, pedestrian linkages and parking should be encouraged within large development blocks to increase site connectivity. The location, use and maintenance of utilities needs to be coordinated early on in street projects. Ensure pedestrian clearway needs are met for universal accessibility. The networks should seek ways to minimize conflicts among utilities, street furnishings, trees and landscaping. Scenario 1 The Scenario 1, As-of-Right option, focuses on the existing transportation and pedestrian networks and applies minimal

improvements to the public right-of-way. This scenario does not propose a remodel of the right-of-way, rather the land is only acquired in anticipation of the future road widening. No changes are made to the road configuration, sidewalk orientation or public space. The current design does not promote active transportation and pedestrian accessibility is severely limited due to the current design of the right-of-way. There is no cycling infrastructure present along Laird Drive, and without dedicated infrastructure the heavy vehicle and freight traffic deters active modes of transportation. Moreover, the sidewalk interruptions and obstacles present include utility poles located within the sidewalk and uneven and misaligned paving stones. This option includes internal site circulation oriented towards the rears of most developments with rear yard lanes or access points. Further, larger scale development blocks limit the interruptions along Laird Drive, thus improving traffic circulation and pedestrian conflict points. The anticipated LRT expansion and increased service will require enhancements and additional infrastructure. The quality of the public realm can be improved through pedestrian conditions, connectivity, accessibility and overall public realm improvements. 55

Scenario 2 Scenario 2 is envisioned to include the completed Eglinton LRT and compliment the upgraded public transit service. All infrastructure incorporates improvements regarding sidewalks and street widening as part of environmental assessment done for Eglinton Avenue. Street widening will increase the rightof-way to 27m including: roadways, bike lanes, sidewalks and boulevards. Laird Drive has new continuous and uninterrupted sidewalks that are AODA compliant at a width of 2.1m. Abutting the sidewalk is a 1.5m area that is to be allocated towards municipal infrastructure such as utilities, thus removing conflict with pedestrian traffic. The road design encompasses a 1.5m separated bike lane network that separates cyclists from vehicular driving lanes by a 50cm raised curb. This serves as a connection to Eglinton Avenue and provides users with an extension of the network. The driving lane abutting the bike lane is 3.3m and the interior driving lane is 3.15m, consistent with the City of Toronto Engineering Design Guidelines. Internal site design increases pedestrian circulation, improving the pedestrian 56

experience and public realm. This scenario includes a pedestrian midblock connection that allows pedestrians to access townhouses located in the rear. Also, this limits vehicle presence and parking on sites, which prioritizes pedestrians and creates additional room for amenity space. Internal site design includes vehicle access points located primarily from local streets, rather than major arterial roads. The vision is to limit traffic congestion and to decrease pedestrian conflict points. Rear lane ways are be oriented toward the back of buildings. They will be coordinated, where possible, to encourage shared site circulation and facilities such as parking. On site ground level parking is limited, and the majority is provided in underground structures.

BUILT FORM Highlights: • Height • Massing & scale • Block structure • Building rhythm • Efficient Maintenance Vision Objectives:

Best Practice: Buildings frame the public right-of-way characterizing the built form by their size, scale and design. A building’s massing, height and scale are factors of the built form that impact neighbouring properties and set precedents for future development. A development’s relationship to the street, neighbouring properties and existing built form should be conducive to a high quality pedestrian experience. Designing human-scaled environments must emphasis siting requirements regarding public access, building height, massing, setbacks and block structure. Building typologies and density must reflect the surrounding context to create desirable, pedestrian oriented environments. Building heights should be cognizant of the existing context and result in an inviting and welcoming pedestrian experience. In review of the City of Toronto Avenue and Mid-Rise Guidelines, mid-rise building podiums should be limited to 3 or 4 storeys. Recesses in the podium above the 3-4 storeys should be setback 1.5m along the front wall of the building, with a total side setback 5.5m. The maximum height of the mid-rise development is established based on 1:1 ratio to the ROW dimensions. The height and orientation of buildings should take into account the shadow impacts maximizing the total number of

hours of sunlight, ensuring there are at least 5 hours of unobstructed light. Block structure and building rhythm contribute to the pedestrian experience as they offer a level of detail and visual interest. The block structure and continuous street line should be a maximum of 60m with variation in the building rhythm introduced every 7 to 15m. This human scaled design approach can be achieved through architectural design, vertical and horizontal facades, entrances and animated windows. The built form should have consideration for materials and designs that are durable and easy to maintain such as using City Standard Materials. Adequate access should be provided for utility maintenance and repairs and upgrades should be coordinated, if feasible, to minimize impact on residents, businesses and traffic flow. Ground floor units should be designed as an active frontage and be able to accommodate a variety of uses. This can be achieved by establishing 4.5m ground floor height with floor to ceiling window facades to allow transparency between indoor and outdoor spaces. Scenario 1 Scenario 1 establishes a full build-out development scheme consistent with

the City of Toronto Zoning By-law 5672013, with respect to the City of Toronto Avenue and Mid-Rise Guidelines. The built form present in this scenario is reflective of four existing zoning designations: CR (Commercial Residential), RA (Residential Apartments), RT (Residential Townhouses), and RD (Residential Detached). Among the different built forms permitted, the sites include: townhouses, low to mid-rise apartments and single detached dwellings. Building heights, massing and setback requirements are a reflection of the narrow and shallow lot fabric and zoning standard requirements. This results in a built form that is pedestrian oriented, due to the resulted height, density and variety. Intensification of the built form is encouraged by increasing the scale and massing of CR developments through the amalgamation of narrow lots. The current zoning allows for mixed use developments, therefore increasing the massing and scale of the built form can be achieved by coordinating development. Where possible, this provides larger scale mixed use developments along Laird. The heights and density of the built form are defined in accordance with the zoning regulations requiring a maximum height of 12.2m, except for 146 Laird that has received approval for 8 storeys. Height is further enforced by a 1:1 ratio

to the width of the right of way as well as the Performance Standard 2 and 3 that defines how to apply the front angular plane for narrow lots. Laird Drive has a width of 27m, therefore the ideal lot depth in accordance to the 1:1 ratio is 41 m. Following the Development Standard 2 and 3, the rear angular plane is to be taken from 10.5 m above the rear yard setback, which is set at 7.5 m from the rear property line. The location and size of the building envelope is determined by the required setbacks. In Mixed Use zones a continuous street line abutting the ROW is established by limiting setbacks to increase the pedestrian interaction, where feasible. The rear yard setbacks required in CR zones is 7.5m, this space can be dedicated for shared rear lane access, circulation or amenity space. Contrarily, sites zoned Residential Apartment require greater setbacks, segregating the built form and public realm. Scenario 2 Scenario 2 provides a development scheme that integrates mixed use and mid-rise development, various residential typologies and significant existing buildings. The scenario is mainly characterized by mid-rise mixed use developments and also incorporates some variation, 57

including the retention of several existing significant buildings such as the approved 146 Laird Drive and 3-5 Southvale Drive Residential developments and the introduction of stacked townhouses. The height and massing of the built form are in accordance to the City of Toronto Avenues and Mid-Rise Guidelines. In comparison to scenario 1, the permissions result in an overall increased height and density. The varying heights are calculated solely based on the 45 degree angular plane calculated from 10.5m above the rear property line, consistent with the City of Toronto Zoning By-law 563-2013. However, the current zoning by-law restricts height to 12.2m, therefore amendments will be required. The resulting heights range between 3-9 storeys. The design of the built form mitigates the pedestrian perception of height through the recessed podium design, consistent with Performance Standards 2 and 3. The built form is designed to create a pedestrian environment with a continuous street line and total height that results in maximized sunlight and reduce shadow impacts. Moreover, the rear yard setbacks support coordinated internal site development with the inclusion of rear yard access and laneway.

Various existing buildings are identified as significant community services or sources of community identity. These building were chosen to be retained because they contribute to the identity of the area, provide significant services for the community and meet the projected built form height, setbacks and massing. Intensification of the built form is encouraged by increasing the scale and massing of developments through the amalgamation of narrow lots. The CR zoning permits mixed use units therefore increasing the massing and scale of the built form can be achieved by coordinating development. This provides larger scale, mixed use developments along Laird. The variation in typologies and scale of development allows for flexibility of use. A range of services and amenities is encouraged through designing ground floor heights at 4.5m while varying the size and style of retail units. This will accommodate a range of retail units from micro retail to local commercial centres. The residential units are also designed to offer flexibility in size and style by incorporating a mix of apartment style dwellings and townhomes ranging from bachelors to 3-4 bedroom units.

SITE DESIGN Highlights: • Pedestrian linkages • Intersection design • Vehicular flow / access points • Aesthetics and buffering • Concealed / underground Parking • Site Access • Private and public amenity space Vision Objectives:

Best Practice: The built form should be oriented and positioned to facilitate active streets through creating a continuous, and compatible street line. Direct access from the sidewalk and parking lots or structures should be provided. Developments should be encouraged to include public outdoor amenity space and open space. Land uses should encourage mixed use buildings that activate the street incorporating ground floor oriented commercial-retail units, restaurants or cafes. The use of shared facilities such as driveways, parking, and coordinated pedestrian networks can improve the area connectivity for vehicular and pedestrian traffic. Appropriately located off-street parking and access points should be provided including side streets, parking lots, lanes

and parking at the rear of buildings. This should be done to augment parking supply and accommodate loading, as well as minimize driveways, curb cuts and conflicts. Intersection design is an important component of providing accessible and barrier-free environments. Main streets or mixed use connectors often have a combination of high traffic volumes, high approach speeds, transit stops and pedestrian and cycling activity. Balancing the need to reduce risk for all road users, while accommodating traffic capacity is essential. Due to the size of the intersection, clear alignments and pavement marking should guide the paths for all road users to provide predictable and visible traffic movement. Pedestrian networks and public spaces should emphasize the pedestrian experience by providing buffers from sources of noise, air and other environmental pollutants. Parking areas, waste and recycling reciprocals, and servicing facilities should be concealed from the public realm where possible. This can be achieved through the site’s design and introducing physical buffers such as fences and hedges. Site design should incorporate private outdoor amenity spaces to provide recreational areas for residents. Private outdoor amenity spaces also aid in

separating public and private realm elements, thus mitigating potential proximity impacts. Moreover, they can act as an active frontage to create a more compelling public realm. Scenario 1 Scenario 1 is explicitly directed by City of Toronto Zoning By-Laws. As such, much of the best practices listed above are not included. For example, internalized pedestrian linkages at the site level are not prioritized and amenity space is limited. Rather, vehicle circulation and parking standards take precedence. The internal site design emphasizes vehicular circulation through shared rearyard laneways and coordinated access points. In all CR zones, building servicing, loading bays, garbage and recycling reciprocals are internalized. In existing RA zones, these elements are partially or wholly located within the building where possible and otherwise concealed from public view. As per zoning bylaw, every service is restricted to be outside of a 1.5 m landscape buffer from any residential zoned properties. This scenario achieves coordinated built form that emphasizes a street line with a front yard setback of 0-3m from the property line. The design of the right-of-way impacts internal site design and circulation

patterns. In this scenario, land is acquired in anticipation of future right-of-way widening to 27m, as mandated under the City of Toronto Official Plan. This acquisition provides the space necessary for a future rebuild of the right-of-way to 27m and to include complete street elements such as bike lanes, AODA compliant sidewalks, and public amenities. The future build out of the road provides an opportunity for right-ofway improvements to be implemented in the future. Scenario 2 Scenario 2 is zoned Commercial-Residential (CR), but also applies development standards set out under the City of Toronto Avenue and Mid-Rise Guidelines, which support vehicular and pedestrian circulation, activated internal public and private amenity space, and the use of shared facilities and access points. The design of Laird Drive contributes to a positive pedestrian experience and supports multi-modal transportation. Further, the following elements affect internal site dynamics including separated cycling infrastructure, coordinated and AODA compliant sidewalks, and safe crossings. A significant portion of pedestrian access is designated through side streets and rear lanes to help minimize vehicle traffic and conflict with other road users. Reducing the frequency of Laird Drive 59

being bisected by vehicular traffic enables the street to have a more cohesive and attractive public realm. Rear yard entrances and lanes also serve as a location for utilities and services, parking entrances, and rear yard landscaping. Vehicle parking is accessed through underground parking facilities with entry points internalized within buildings. Larger scale development encourages coordinated parking where feasible. Amenity space and open green space are prioritized in this development. Parkettes, bioswales, boulevards and an animated civic node are site design elements that increase the aesthetics of the site and pedestrian experience.

ARCHITECTURAL DESIGN Highlights: • Facades Design • Height and Podium Design • Placemaking • Heritage Vision Objectives:

Best Practice: Human-scaled architecture emphasizes a high level of detail and quality. This can 60

be achieved by animating retail windows and storefronts, considering the vertical and horizontal building rhythm, limiting blocks structure to 60m, and incorporating step-back podium designs to reduce the magnitude of buildings greater than 3 storeys.

should have a minimum of 75% of its frontage built to the front yard setback. This coincides with the concept of stepback principles, as the main intent of both guidelines is to encourage retail fronting onto the street and form a continuous street wall.

New developments should follow consistent architectural designs that promote the present visual character of the neighbourhood. It is recommended that developments reflect existing architectural and facade elements. Consistency in architectural design elements is crucial to develop and maintain visual interest along arterial and collector roads.

Material selection for new developments is a key step within the design stage. The use of durable, cost effective, and sustainable materials can aid in branding the street’s identity and sense of place. The coordination of human-scaled detail, texture and colour contributes to the overall image of the development and area as a whole. Design should incorporate horizontal and vertical detailing to enhance the visual interest of the development and define architectural details.

The City of Toronto Avenue and MidRise Guidelines should be consulted for guidance on pedestrian-oriented facade design. In accordance with the guidelines, pedestrian perception stepback should be incorporated on building facades. Pedestrian perception stepbacks help elicit the illusion of lower building heights and contribute to a more comfortable pedestrian experience. The most recent addendums to the City of Toronto Avenue and Mid-Rise Guidelines specify that stepback heights should be 13.5m for right-of-ways over 20m. The guidelines also speak to front facade alignment or ‘street wall;’ defined as the portion of a building’s facade that makes up the base of the building. The front wall of mid-rise building

Architectural heritage is valuable to the cultural and historical identity of a neighbourhood. Designated and listed building elements should be preserved and enhanced to retain neighbourhood character. New developments may also incorporate design elements reflective of the area’s history to preserve collective cultural memory. Placemaking can be an important approach to community revitalization. As further illustrated in Figure x, core attributes considered in the process of placemaking

include: sociability, uses and activities, access and linkages, and comfort and image. Incorporating features of the City of Toronto Avenue and Mid-Rise Guidelines into community and streetscape revitalization projects can help positively contribute to each of these categories.

tracks on the facade of the building in Figure4.3 is an example of a way in which architecture can be designed to reflect a site’s historical context and emphasize an area’s focal attributes.

LAND USE COMPATIBILITY

FIGURE 4.2: Mixed Use development design (Axia Architects, 2017)

Uniform alignment of building facades help directly connect at-grade commercial and community uses with the overall public realm. Image x is an excellent representation of a dynamic building design that creates visual interest and improves the pedestrian experience.

Highlights: • Coordination & conflict mitigation • Pedestrian Networks • Buffers • Siting requirements • Sunlight and shadow impact Vision Objectives:

FIGURE 4.1: Project for public spaces Place Diagram outlining components of what makes a “great place” (Project for Public Spaces, 2014)

Scenario 1 and 2

The scenarios presented in this report are meant to contribute to a planning and development framework. As such, architectural design details are slightly outside of the scope of this project. Consequently, it was determined that development scenarios for architectural design would be most appropriately presented as visual representations of various instances of best practices.

FIGURE 4.3: Example of how construction materials such as railroad tracks can be incorporated into architectural design to represent a site’s unique history or cultural aspects (Thomas, 2017)

The choice of building materials can significantly contribute to the character of the streetscape as well as serve as a nod to the cultural and historical context of a neighborhood. The incorporation of train

Best Practice: Coordinated built form and land use are important for the successful integration of mixed-use communities. Recognizing and complementing local and existing context significantly affects the social, economic and environmental impacts of a development. Neighbouring land uses should be designed to mitigate conflict between the urban structure, natural views and vistas, environmental pollutants and community residents. Appropriate buffers, site design techniques and public amenities should be incorporated into 61

both area-wide and site-specific plans. Site elements that create greatest conflict include waste facilities, storage containers, loading equipment and ground level parking. The coordination of land uses should create a compatible and complete community providing required services, amenities, recreation facilities, employment opportunities and variety of housing styles. The Toronto Complete Streets Guidelines and Official Plan set out development strategies and building criteria to create mixed use developments that support high quality urban environments with social and economic supportive services and opportunities. The presence and coordination of services is further complemented through site design, circulation efficiency and integrated pedestrian networks. An integrated pedestrian network is essential for encouraging active pedestrian amenities, while providing safety and comfort. The result should aim to produce a vibrant community through pedestrian flow. The design of the built form should be conscious of how pedestrians will maneuver through new and existing sites, and ensure walkways are coordinated in a holistic fashion. The City of Toronto Avenue and Mid-Rise Guidelines provide the appropriate site 62

plan characteristics for angular planes, setbacks and height privacy buffering. The transition between a deep avenue property and areas designated as neighbourhoods, parks and open space areas and natural areas to the rear should be created through setback and angular plane provisions. • The minimum setback for shallow properties requires a rear setback of 7.5 meters to the building face and a 45-degree angular plane from the property line to a maximum height of 1:1. This provides a gradual transition from the rear property line to abutting low rise built form. • Where a public laneway abuts a site, the laneway may be included for the purposes of establishing the setback and angular plane. • In order to minimize overlook, principal windows should not be located closer than 10 m from the rear property line and balconies should not be below 10.5 m from grade. • The setback and angular plane provisions in the Performance Standards in the City of Toronto Avenue and Mid-Rise Guidelines should provide for privacy, sunlight, sky-views and space for a rear lane. Scenario 1 Through following the City of Toronto’s

zoning by-laws, this scenario does not incorporate appropriate principles for land-use compatibility as set out in the Mid-Rise Development Standard provisions. For this reason, the height, setbacks and angular plane of developments ensures a pedestrian-oriented realm that incorporates privacy, sunlight and skyviews on abutting residential sites. Under this scenario, there are ways in which the public realm, through landuse compatibility, may be improved for pedestrian amenities despite building site plans allowing for pedestrian comfort. Pedestrian internalized links were not considered a priority at intersections and modes of active transportation are not emphasized in this scenario. Additionally, with shared rear lane passages, coordinated vehicular circulation is prioritized, permitting vehicles to flow adequately. Moreover, parking on site makes this scenario designed for the usage of vehicles. This prioritization of vehicular modes of transportation puts the public realm, pedestrian safety and comfort at less than ideal situations. The overall coordination of land uses, services, recreation and employment opportunities achieved in this scenario provides the right mix of uses, but without pedestrian oriented internal site design and public realm. The uncoordinated

right-of-way and lack of pedestrian and active transportation infrastructure poorly contribute to the public realm, disconnecting land use and usability.

newly designed right-of way, inclusion of cyclist infrastructure, public spaces and pedestrian linkages compliments the use and function.

Scenario 2 This scenario follows the mandated setbacks, heights and angular planes of the City of Toronto Avenue and Mid-Rise Guidelines, Performance Standards 2 and 3 and the City of Toronto Zoning By-law 569-2013. This scenario achieves greater land-use compatibility and allows the public realm and pedestrian experience to benefit from the upgrades to the public space, right-of-way and site design. The coordinated plan incorporates a civic node and establishes a sense of place. The enhanced pedestrian experience is created through the incorporation of green and public space, internalized pedestrian linkages and more diversified mixed-used and residential developments. Prioritizing pedestrian safety and multimodal transportation options creates overall improved environmental conditions and reduces reliance on vehicles. The overall coordination of land uses, services, recreation facilities and employment opportunities achieved in this scenario provides appropriate mix of land use designations, built form and pedestrian focused site circulation. The 63

LAIRD IN FOCUS

SUMMARY

Summary The City of Toronto initiated the Laird in Focus Planning Study in Fall 2016. The study was developed in response to the development of the 2020 Eglinton LRT and anticipated intensification. The introduction of the LRT service provides City of Toronto residents with additional East-West connectivity and increased capacity for growth and density along and surrounding Eglinton Avenue.

demographics, historical analysis, policy framework and built form. The second phase established the vision and guiding objectives for the redevelopment outlining 9 objectives including:

The purpose of the Laird in Focus study is to establish a design strategy and planning framework for the area, as well as establish a vision that strategically directs future growth, land use and the area identity.

1. Establish a vibrant public realm that supports pedestrian interaction; 2. Provide community inclusion that encourages all peoples to feel comfortable participating and engaging in the neighbourhood; 3. Establish the community as a node that serves as a civic focal point; 4. Introduce active transportation infrastructure and increased site connectivity to promote human scaled mobility; 5. Increase access to open and green space within and around study areas; 6. Attract additional employment opportunities for future and current residents; 7. Promote intensification and density that suits the future needs of the City of Toronto; 8. Reduce vehicle reliance through reduced emphasis on vehicle infrastructure; 9. Establish a vibrant retail and commercial community that serves local needs.

The project initiated with Phase One, which established the context for the study regarding the existing neighbourhood

The third phase, presented in this document, presents two alternative design scenarios and an evaluation analysis that

The Laird and Eglinton area was identified by the Eglinton Connects study as one of six “Focus Areas” along the transit corridor. The Laird Drive future transit stop is central to the Leaside neighbourhood and is adjacent to existing local commercial amenities and employment lands. The area’s current low rise development, narrow lot pattern and dated and uncoordinated right-of-way presents the opportunity for redevelopment to accommodate growth and intensification.

includes redevelopment designs of the built form, site design, public realm and Laird Drive right-of-way. The alternative designs developed through this report are an extension of the City of Toronto’s Laird in Focus Planning Study, focusing exclusively on Study Area B. The evaluation criteria presented identifies 7 performance measures to assess the Public Streets and Open Space, and Built form and Site Design. The goal of the evaluation is to ensure the objectives of the project vision are met, and the resulting design enhances the pedestrian experience, establishes a sense of place, while creating compatible land uses and built forms. The best practice development considerations detail the idea build out and benefits to support the economic and social health of the Leaside community. The seven criteria are as follows: Streetscape, Landscaping, Transportation and Area Connectivity, Built Form, Site Design, Architectural Design, and Land Use Compatibility.

Scenario 1 is an as-of-right design that presents a full build-out of the current zoning and policy permissions. The result is a uniform built form with a maximum height of 12.2m, 45 degree angular plane taken from 10.5m above the rear yard setback and varying yet shallow 0 – 3 m front yard setbacks. The built form is reflective of the existing zoning, including: CR (Commercial Residential), RA (Residential Apartments), RT (Residential Townhouses), and RD (Residential Detached). Typologies through the site include a range townhouses, low to mid-rise apartments and single detached dwellings. The scale of the built form supports larger development parcels, reducing the impact of narrow lot fabric along Laird Drive. Improvements to current zoning allowing greater height would further promote intensification and density. The current right-of-way and streetscape conditions are retained in this scheme, with no proposed changes. Vehicular circulation takes precedence, and conflicting pedestrian conditions are identified. The poorly coordinated sidewalks, street furniture and lack of cyclist infrastructure and green space do not create a pleasant pedestrian experience, nor does it foster community inclusion. Further, site design could be improved as the scenario does not incorporate pedestrian networks, public amenity space or enhanced public spaces. This scenario is not supportive of the envisioned active

transportation, reduced vehicle reliance or community inclusion. The land uses proposed in this scenario are compatible and provide the variation required to provide residents and stakeholder with the required range of uses, amenities and opportunities. Moreover, support for pedestrian oriented architectural design embraces the pedestrian experience and vibrant public realm. The disconnect between land use, built form and site design demonstrates the importance of community inclusion, human scaled design and the pedestrian experience. The design of the right-ofway, inclusion public amenity and open space and pedestrian networks are necessary to foster vibrant and active built environments. The as-of-right scenario supports some of the vision objectives, but does not optimize the potential of the area.

Scenario 2 presents a hybrid development scheme reflective of the City of Toronto Avenues and Mid-Rise Guidelines, Bylaw 569-2013 and retention of significant existing and approved developments. The result is a proposal with varying heights ranging from 3 - 9 storeys that follow a continuous streetline along the front property line. The height of the buildings has maximum 4 storey street wall, with receding podiums consistent with a 45 degree angular planes taken from all sides of the property. Pedestrian perception is a focus of the design. Moreover, architectural design of the built form will further enhance the quality of the built form through added vertical and horizontal design elements, animated window displays and coordinated and visually interesting textures and designs. The development blocks are supportive of larger scale developments and include mid-block connections, pedestrian mews and animated pedestrian nodes. Additionally, the pedestrian experience is improved with the animation of the streetscape with furnishings, lighting and aligned and accessible sidewalks. The introduction of public amenity space and signature parkettes will allow for additional passive or active recreation complete with seating, childrenâ&#x20AC;&#x2122;s play structure and both hard scaped and soft scaped surfaces. These improvements create a built environment that supports the envisioned 68

community inclusion, vibrant public realm and civic focal point. The redevelopment of the right-of-way improves the existing conditions and emphasizes the pedestrian experience and multi-modal transportation methods. The widening of the right-of-way to 27m permits enhancements to vehicular and pedestrian circulation, public realm elements and streetscape design. This includes introduction of separated bike lanes, continuous and accessible sidewalks, and public street trees and landscaping. The redevelopment minimizes reliance on vehicles, promotes active transportation increases access to open and green space. Scenario 2 presents an assortment of land uses, built forms and coordinated site design and public realm elements. The scenario supports a vibrant public realm that provides residents, visitors and local businesses owners with employment opportunities ranging from small micro units to larger commercial sized office spaces. The form accommodates greater density than currently provided and establishes the areaâ&#x20AC;&#x2122;s commercial and retail community, supports employment and residential opportunities and encourages an overall complete and vibrant community.

In conclusion, the comparison of Scenario 1 and 2 offer insightful information to the potential of the Study Area. The contrasts of the two Scenarios offer alternatives that result in different urban realms, effectively creating environments that cater to different needs and planning principles. Through analyzing these contrasts, and the objectives of these site designs, recommendations can be made for important decision making concerning the future of Laird and Eglinton.