02 FINAL UrbanMetrics REPORT Dec 18 2016 PDF

Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy – Volume 2: Background Research &
Analysis
GOLDEN MILE, SCARBOROUGH

CITY OF TORONTO
MARKET ANALYSIS & ECONOMIC STRATEGY
Prepared for City of Toronto
18th December 2016
18th December, 2016
Russell Crooks, City Planning
City Planning
City of Toronto,
Scarborough Civic Centre
150 Borough Drive,
Toronto, Ontario
M1P 4N7
Dear Mr. Crooks:
RE: Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy
urbanMetrics has prepared this study to assist in the transformation of The Golden Mile from an automobile
oriented, retail dominated corridor into a dynamic mixed-use pedestrian friendly neighbourhood focused on the new
Eglinton LRT.
This study will inform and guide the future process through a detailed assessment of the market factors influencing
redevelopment and investment opportunities. The study has considered the function of the Mixed Use Areas, the
existing Employment Areas and the Apartment Neighbourhood lands all located within the Golden Mile Study Area;
including the planning policies that seek to preserve and enhance Employment Areas. Our recommendations have
focussed on how best to enhance existing employment uses and jobs in the area, and to attract new employment
investment for the future of all lands within the Study Area having regard to the existing use of all landholdings,
market conditions and development activity occurring within the Study Area.
We appreciate the opportunity to conduct this assignment on your behalf and we look forward to discussing the
results of our report with you.
Yours truly,
urbanMetrics inc.
Yours truly,
urbanMetrics inc.
Rowan F.J. Faludi, MCIP, RPP, PLE, CMC

Partner
TABLE OF CONTENTS
Executive Summary ………………………………………………………………………………………………………………………………….. i
ES.1 Purpose of Study .............................................................................................................................................. i
ES.2 Background ....................................................................................................................................................... i
ES.3 Eglinton LRT ..................................................................................................................................................... i
ES.4 Land Uses ........................................................................................................................................................ ii
ES.5 Study Objectives .............................................................................................................................................. ii
ES.6 Approach ........................................................................................................................................................ iii
ES.7 Key Findings ................................................................................................................................................... iii
ES.8 Strategic Objectives ........................................................................................................................................ vi
ES.9 Implementation Strategy ................................................................................................................................viii
ES.10 Other Implementation Opportunities ............................................................................................................... xi
Introduction ………………..…………………………………………………………………………………………………………………………...1
Background ................................................................................................................................................................... 1
Approach....................................................................................................................................................................... 1
How to Read this Report ............................................................................................................................................... 3
Volume 1:Strategy Implementation Plan ....................................................................................................................................................4
1.1 Existing Conditions & Market Overview ................................................................................................................ 4
1.2 Economic Development Framework ................................................................................................................... 14
1.3 Strategic Objectives ........................................................................................................................................... 16
1.4 Toolkit for Transit-Oriented Development (“TOD”) ............................................................................................. 17
1.5 Implementation Strategy .................................................................................................................................... 27
Volume 2:Background Research & Analysis ...........................................................................................................................................33
2.1 Data Collection & Background Review ............................................................................................................... 33
2.2 Eglinton Light Rail Transit in Golden Mile ........................................................................................................... 43
2.3 Provincial Planning Context................................................................................................................................ 56
2.4 City of Toronto Municipal Planning Context ....................................................................................................... 64
2.5 Golden Mile Today: Land Use Inventory ............................................................................................................ 79
2.6 Golden Mile Today: Economic Profiles ............................................................................................................... 85
2.7 Stakeholder Interviews ....................................................................................................................................... 94
2.8 Development Activity ........................................................................................................................................ 102
2.9 Building Permit Values (2011 to 2014) ............................................................................................................. 112
2.10 Development Trends.................................................................................................................................... 115
2.11 Section 2: Economic Sector Analysis ........................................................................................................... 168
2.12 Viability of the Golden Mile as an Employment Generator ........................................................................... 175
2.13 Incentives & Charges ................................................................................................................................... 182
Appendix A: Inventories.......................................................................................................................................................................... 190
Appendix B: Employment Survey Data ................................................................................................................................................. 197
Appendix C: Stakeholder Interviews ..................................................................................................................................................... 215
Appendix D: Building Permit Data ......................................................................................................................................................... 217
Appendix E: Industrial Market Data ....................................................................................................................................................... 221
Appendix F: Office Market Data ............................................................................................................................................................. 226
Appendix G: Potential Build Out Scenario............................................................................................................................................ 231
Appendix H: Left Hand Turning Movements......................................................................................................................................... 245
Appendix I: Density Target Background Calculations ........................................................................................................................ 247
Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy
Volume 1: Strategy Implementation Plan
the area proved attractive to large format retailers,

Executive Summary leading to 2.1 million square feet of retail and
commercial space within the Golden Mile today.
Figure ES-1: Golden Mile Study Area
ES.1 Purpose of Study
urbanMetrics Inc. was retained by City Planning Golden Mile Study Area
Focus Area
(Community Planning, Scarborough District) in Sub-Focus Area
Sub-Focus
conjunction with Economic Development & Culture Area
East
(Scarborough District) to undertake a Market Analysis
and Economic Strategy Study for the Golden Mile area. Sub-Focus Focus Area
Recognizing that the construction of the Eglinton Area
West
Crosstown LRT has the potential to be a driver for new
investment and change in the Golden Mile area,
urbanMetrics was retained to enable the City to gain a
better understanding of the current economic and
employment conditions within the Golden Mile area. The
overall purpose of the study is to recommend strategies
to enhance existing employment uses and jobs in the Source: urbanMetrics (Image Credit: Google)
area, and to attract new employment investment, in
order to support an increase in the overall amount of ES.3 Eglinton LRT
employment floor space within the study area. The Eglinton Light Rail Transit (“LRT”) is scheduled to
open in 2021 and includes five above ground stops
ES.2 Background within the Golden Mile Study Area. A significant part of
The Golden Mile Study Area (“Study Area”) is located at the above ground section of the planned LRT will be
the Eglinton Avenue East gateway into Toronto’s within the Golden Mile Study Area. The City of Toronto's
Scarborough community. Once the “Golden Mile” of Eglinton Connect study states that the LRT will be
industry, the Study Area extends from Victoria Park accompanied by a complete street re-design, which
Avenue to Birchmount Road, including lands on both could include dedicated LRT lanes, bicycle lanes, and
sides of Eglinton Avenue East. As Canada’s enhancements to the public realm
manufacturing sector declined in the 1980’s and 1990’s,
i
Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy – Executive Summary
Figure ES-2: Eglinton LRT Map (with Golden Mile stops) offices and small scale retail uses. Existing retail
uses comprise the largest component of land area
in the Employment Area designation. There are
Golden Mile presently no industrial uses within the
Employment Area designations, other than the
Flexible Packing Corporation operation.
The Apartment Neighbourhoods designation

located at the north-west portion of the Study
Area permits apartments, parks, local institutions
and small scale retail and offices. This area
consists of low-rise rental apartment buildings.
Source: Metrolinx with urbanMetrics annotations
The Parks and Open Space Areas- Parks and
Other Open Space Areas designation located in
ES.4 Land Uses the west part of the Study Area; one area (a
The Official Plan includes four land use designations: parkette) is located within the Apartment
Neighborhood area and the second park located
The Mixed Use Areas designation located
north of Eglinton Square mall at the intersection of
primarily on the north side of Eglinton Avenue
Eglington Avenue East and Victoria Park Avenue.
East of the Study Area, comprises the largest land This designation permits generally parks and
area. Mixed Use Areas permits a range of retail, open spaces.
office and residential uses. Existing retail uses
compromise the largest component of land area in
ES.5 Study Objectives
the Mixed Use Areas designation. There has been
no residential development on these lands to The Market Analysis and Economic Strategy will assist
date. and inform the development of a future Golden Mile
Secondary Plan, to include strategies to facilitate and
The Employment Areas designation located support appropriate residential and non-residential
primarily on the south side of Eglinton Avenue growth within the Mixed Use Areas designation, while
East of the Study Area, permits a range of protecting and encouraging new employment and office
industrial, manufacturing, warehousing type uses,
ii
development and investment within the Employment To recommend strategies to enhance and support
Areas designation. an increase in the overall amount of employment
floor space within the study area.
A key component of the study is to determine the future
re-development potential of these existing commercial
areas, as well as assessing which economic sectors
offer the most potential in terms of retaining viable ES.6 Approach
employment opportunities within Study Area. The study In preparing the Golden Mile Market Analysis &
objectives include: Economic Strategy, urbanMetrics undertook a three-
phase approach to the completion of the Study:
To review the viability of the current building stock
and employment mix and uses within existing Phase 1: Data Collection & Existing Conditions
Employment Areas and Mixed Use Areas.
Phase 2: Economic Sector Analysis & Data
To review landholdings and leasing to determine Synthesis
what may be happening with long term leases on
large format retail lands. Phase 3: Economic Development Framework &
Implementation Strategy
To examine the market outlook and investment
attraction opportunities for the Golden Mile by ES.7 Key Findings
land use/ sector. The key findings from our background research and
stakeholder consultation (Sections 1 & 2) include:
To determine the viability of the Golden Mile as an
employment generator. Presently, the residential market has not yet
materialized, as low high-rise residential land
To make recommendations about short (<5 values in western Scarborough make investment
years), medium (5>15 years) and long (>15 less desirable, particularly due to the strong
years) term horizons for redevelopment of sites residential market throughout other parts of
based on existing conditions, lease patterns and Toronto and other parts of the Greater Toronto
planning frameworks. Area (GTA).
iii
While the market for mixed-use development profitability and viability of each project as the
has not yet materialized in the Golden Mile, the residential market develops. This is largely why,
area has a number of characteristics that would to date, the types and formats of development
make it a prime target for intensification, including: concepts proposed and contemplated within the
several very large land parcels with very low Study Area are mixed use.
intensity big box retail uses; proximity to the
regional highway system; proximity to the The current strength of the retail market is both
downtown core and midtown; and an LRT system an asset and a liability in terms of transforming
on the horizon. the Golden Mile. Most large-scale retail land-
owners have indicated that they plan to maintain
A large-scale mixed-use redevelopment of a or even increase the amount of retail uses
big-box retail site, would represent a catalyst for through any mixed use redevelopment of their site
further development. Several landowners are i.e. reconfigure existing Mixed Use Areas sites to
planning to intensify their existing commercial maintain the same amount of retail space
Mixed Use Area sites as mixed use developments generally (but in potentially different formats) and
in the future. Landowners are anticipating a add residential units. However, presently, strong
stronger residential market in the future. retail sales coupled with the costs involved of
Landowners have indicated that they plan to undertaking large redevelopment projects, have
generally maintain the existing amount of retail made developers hesitant to initiate large scale
space on their respective sites and will transformation projects at this time.
reconfigure their sites to integrate residential
uses. This is part driven by the need to leverage The current market for office development exists
existing land assets that may otherwise be in only select locations in the GTA. In general, low
underutilized. The anticipated arrival of the rents coupled with high development costs make
Eglinton LRT also plays a part, in that the office development challenging in most locations,
improved accessibility supports the market including the Golden Mile at present. Contributing
rationale to develop residential units in an to the construction costs is the cost associated
untested Golden Mile residential market. From a with underground or deck parking.
financial and feasibility perspective, the residential
components of these mixed use developments Industrial uses within the Study Area are not
are expected to significantly contribute to the expected to expand. At present, there are three
iv
industrial uses within the Study Area all situated present an opportunity to explore this concept
within or part within the Mixed Use Areas. The further.
Flexible Packing Corporation is one of the three
firms and currently operates on a site that has an The Eglinton LRT is on the horizon and the
approved Official Plan Amendment in place to opportunity to create a transit oriented
support a future mixed use development (1891 development should be encouraged. Due to its
Eglinton Avenue East). The two remaining existing suburban character, initially,
industrial firms Cosmetica and Kawasaki, will intensification in Golden Mile may take the form of
likely remain in the short term. It is, however, a hybrid urban-suburban type development,
unlikely that commercial land values and characterized by:
emerging residential values would justify the
development of new traditional industrial facilities interim surface parking (with a longer-term
within the Study Area given current wide-spread goal of total elimination of surface parking);
permission for stand-alone retail and commercial large-format auto oriented retail
uses. intermingled with high density residential
development;
An “Innovation Centre” was proposed on the investment in both transit and parking
north side of Eglinton Avenue East in the City’s structures, and;
Eglinton Connects study. The Centennial College planning for suburban parking ratios that
campus and other nearby technical post- occur over discrete development parcels
secondary training colleges / centres located while still allowing the development of
north of the Golden Mile may assist in this active street frontage to proceed.
respect. For example, Centennial College has
made considerable recent investment in its With respect to future employment retention and
Ashtonbee Campus. Recognizing the presence of attraction, the Study Area has several positive
these institutions, overall there does not appear to attributes that may help to attract development
be any major specialized industry clusters or interest on Mixed Use Area lands and
major land uses in the local area that are Employment Areas, which should help to enhance
immediately apparent as an anchor for an employment generating opportunities in the
‘‘innovation centre’’, as proposed in the Eglinton future:
Connects Study. The Secondary Plan process will
v
The Golden Mile is already a highly potential for future significant residential
accessible area for the workforce due to its growth within the Golden Mile to enhance
proximity to the Don Valley Parkway and local labour force.
the 401, its proximity to the Kennedy
subway and Go stations. Transit The build-out of well-designed mixed
accessibility will be significantly improved residential-commercial projects will
by the LRT. enhance the overall desirability of the
Golden Mile as a place to work through
The LRT, including a re-designed Eglinton improved built form and new amenities
Avenue provides a catalyst to reinvigorate including parks and pedestrian
and attract both residential and connections/ new streets throughout the
employment development interest. area.
The Golden Mile Secondary plan presents ES.8 Strategic Objectives

an opportunity to create a pedestrian Based on these market findings and input from City staff
friendly-mixed use neighbourhood which and stakeholder interviews, the following strategic
will help to entice businesses to the area. objectives have been set for the Golden Mile. The
objectives guide the recommendations that follow, with
Many landholdings are of a large scale that respect to the recommended policy tools, incentives and
permit land owners to undertake programs modifications devised to stimulate
neighbourhood defining redevelopment development interest in the Study Area and attract new
projects i.e. larger parcels can more easily employment investment.
include public space, decked parking, a
1. Sustain/ Grow Employment, by:
fine-grained street network and include a
a. Creating an investment ready environment
range of housing types for a mix of
that integrates existing businesses with
incomes.
future businesses.
b. Positioning the Golden Mile as an
Based on landowner’s intended
employment generating area that can
development plans for intensification of
strengthen the wider South West
existing commercial retail sites designated
Scarborough Employment District.
as Mixed Use Areas sites, there is the
vi
c. Protecting and enhancing opportunities on

the existing designated Employment Areas.
2. Mixed Use Development: Stimulate Mixed Use

development in areas outside of designated
Employment Areas, to create a new dynamic
Golden Mile neighbourhood where people can
live, work and play, in an intensified built form that
makes more efficient use of land and services/
infrastructure that can support future Eglinton LRT
transit ridership.
3. Transit Connectivity & Orientation: Plan for

building formats and densities that encourage
transit usage, pedestrian activity and cycling.
4. Distinguish Golden Mile: Establish Golden Mile

as a distinct community from other parts of the
City of Toronto and the Greater Toronto Area, so
that it can attract investment by focusing on
attributes including:
Proximity to downtown, midtown and

Scarborough Centre.
Location of an LRT Corridor.
Adjacency to jobs and businesses.
Proximity to recreational trail network.
vii
ES.9 Implementation Strategy
Based on the proposed strategic objectives and the review of policy and development tools for transit, we have
recommended a strategy and implementation tools (including incentives, programs and policies) to capitalize on the
attributes of the Golden Mile recognizing market factors.
The following table evaluates the key tools commonly used in planning for transit oriented development and
intensification, and how they can be modified and applied in the Golden Mile to achieve the strategic objectives
identified. A more detailed analysis of these existing City of Toronto programs and potential modifications can be found
in Section 2.13.2of this report.
Figure ES-3: Implementation Strategy
Timing Land Use Implementation
Mediu
Short m/ Mixed Instrument/
# Tool Emp Apt
Term Longer Use Organization
Term
Development Incentives
1 Golden Mile Community Improvement Plan x x x x x Golden Mile CIP
Golden Mile Fast Track Development Review
Team & Economic Assistance:
The Gold Star program applies to developments
2 x x x City Staff
with a minimum of 5,000 square metres new
contiguous GFA with no GFA minimum on
industrial or institutional development
Tax-Increment Equivalent Grants: Modification
of the IMIT program as it relates to the Golden
3
Mile. A higher tax increment financing grant of x x Golden Mile CIP
70% (from its current rate of 60%) should be
extended to the developments in Mixed Use Areas.
viii

Mile. A higher tax increment financing grant of x x x Golden Mile CIP
80% (from its current rate of 70%) should be
extended to developments in Employment Areas.
By-Law 1347-
Development Charge Exemption for all Office
x x x x 2013 and
Space including ground floor.
4 Golden Mile CIP
By-Law 1020-
Parkland Levy Exemption for Office (including
x x x 2010 and
Office as part of Mixed Use buildings)
Golden Mile CIP
Parking
Reduced Parking Standards – gradual reduction Golden Mile
x x x x
of parking ratios standards. Secondary Plan
5
Reduced Parking Standards – full reduction in
Golden Mile
parking ratios. Prohibit surface parking for new x x x x
Secondary Plan
development.
Centralised parking facility – built and operated

as either a private-public venture or by Toronto
City of Toronto/
Parking Authority. Would accommodate shared
6 x x x Toronto Parking
parking, reduce development costs and allow for
Authority
densities to be maximized in the Golden Mile.
Programmatic & Institutional

Business Improvement Area (BIA): Encourage a City of Toronto
7 x x x x
Golden Mile BIA. A key role of the BIA would be to BIA Office and
ix
establish a unique identity and brand for the Local

Golden Mile, focusing on its unique history, as a Businesses1
bridge between Toronto and Scarborough, and its
ties to a major business community, among other
attributes. The image for the Golden Mile will be
become more defined as planning, the LRT and
private redevelopments become more advanced.
Land Use Policy
Density and Height increases permitted through a
re-zoning can be tied to Section 37 benefits, and
should be tied to the delivery/ provision of desired
outcomes identified by the Secondary Plan. These
might include:
 Provision of office space in mixed use project.

 Elimination of surface parking spaces.
8  Infill proposals. Section 37 and
&  Land assembly in the areas south of Eglinton x x x x Golden Mile
9 Avenue East. Secondary Plan
 Re-purpose older industrial buildings in
Employment Areas.
 Provision/ construction of (or financial
contributions towards) specific community
enhancements (i.e. public art, seating, plazas
or services/ facilities identified in the
Secondary Plan).
 Pedestrian connections to LRT stop areas.
1The decision to start a BIA can only be made by the local business people and property owners. The Secondary Plan public and stakeholder
engagement process could provide a useful platform to initiate discussions between local businesses.
x
 Active street frontage and uses that are not

auto-dependent.
Design Guidelines are recommended to set the Golden Mile

10 x x x x x
direction for future development in the Golden Mile. Secondary Plan
ES.10 Other Implementation Opportunities
In addition to the detailed recommendations above, the Economic Development and Culture Department proposed a
number of other options, which the study team also supports for consideration and further study. These include:
Requesting that the Toronto Catholic District School Board reduce or waive the current $1.07/sq.ft. development
charge on Non-Residential, Non-Retail development located in the Golden Mile Study Area
Consider changing the eligibility requirements for the City of Toronto Eco-Roof Incentive Program to include
existing Non-Residential, Non-Retail buildings and increase the incentive grant values for office and/or industrial
development for green roof and cool roof projects in the Golden Mile Study Area
The elimination or reduction in building permit fees and/or development application fees for commercial office or
industrial development in the Golden Mile Study Area
xi
Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy – Introduction & Methodology
Introduction & Methodology

Background The Market Analysis and Economic Strategy is intended
The Golden Mile Study Area (“Study Area”) is located at to assist and inform the development of a future Golden
the Eglinton Avenue East gateway into Toronto’s Mile Secondary Plan, which would include strategies to
Scarborough community. Once the “Golden Mile” of facilitate and support appropriate residential and non-
industry, the Study Area extends from Victoria Park residential growth within the Mixed Use Areas
Avenue to Birchmount Road, including lands on both designation, while protecting and encouraging new
sides of Eglinton Avenue East. employment and office development and investment
within the Employment Areas designation, and review
As Canada’s manufacturing sector declined in the 1980’s the potential of a sub-area comprised wholly of an
and 1990’s, the area proved attractive to large format Apartment Neighbourhoods designation.
retailers, leading to 215,000 square metres (2.1 million
square feet) of retail and commercial space within the
Approach
Golden Mile today. Some manufacturing and offices
uses are also located within the Study Area. Other than In preparing the Golden Mile Market Analysis &
a small residential area in the north-west of the Study Economic Strategy, urbanMetrics undertook a three-
Area, there are no residential areas located along this phase approach to the completion of the Study:
part of Eglinton Avenue East. Phase 1: Data Collection & Existing Conditions
The Eglinton LRT is scheduled to open in 2021 and will
include five above ground stops within the Golden Mile Phase 2: Economic Sector Analysis & Data
Study Area. Most lands within the Study Area are Synthesis
designated as either Mixed Use Areas and Employment
Areas. The arrival of the LRT is expected to attract Phase 3: Economic Development Framework &
developer interest, creating a major opportunity to Implementation Strategy
recreate Golden Mile as a new mixed use
The following tasks were undertaken in a phases
neighbourhood in addition to with a full range of
approach:
employment, residential, commercial and institutional
opportunities.
1
Data Collection & Background Review Provided an overview of trends in commercial

development and consumer shopping behavior
Reviewed the existing characteristics and
which could influence the future commercial
conditions within the City of Toronto’s defined
structure and competitiveness in the Study Area.
Golden Mile Study Area.
Reviewed the characteristics of the Study Area
Reviewed access characteristics of the Study
with other comparable development areas and
Area, including existing highway and transit
corridors that have (or presently are) undergoing
access, in addition to the future planned Eglinton
significant transition in built form because of
LRT.
major transit infrastructure projects to determine
what approaches have been successful and
Reviewed the Provincial and Municipal Planning
what lessons can be learned from other areas.
Context as it related to the Study Area.
Prepared Economic Profiles of the Study Area, Economic Sector Analysis & Data Synthesis
the surrounding Local Employment Area and the Reviewed the positive and negative market
larger South West Scarborough Employment influences affecting key industry sectors as it
Area. specifically relates to the overall Employment
District (i.e. Manufacturing, Retail & Services and
Conducted 18 stakeholder interviews with Office).
landowners and developers to obtain feedback
with regards to development trends, local Reviewed existing incentive programs and their
competitive issues and future development effectiveness and application.
opportunities. Interviews were also conducted
with each of the two Ward Councillors. Assessed the viability of the Study Area as an
employment generator and the types of
Conducted a market and trend analysis to identify employment uses that might be attracted to the
shifts in the type of employment and demand for Study Area.
employment land in the Greater Toronto Area and
the market conditions influencing the GTA East
market and the wider Employment Area.
2
Economic Development Framework & stakeholder consultation processes that inform our
Implementation Strategy recommendations. An Appendix section with detailed
background data also forms part of this report.
Identified the potential opportunities for future land
use development within the Study Area in the
short, medium and long terms scenarios.
Recommended an implementation plan that sets

out the financial incentives, program and policy
tools to facilitate development and encourage
investment, with the key aim of retaining and
attracting employment in the Golden Mile.
How to Read this Report

The report has been divided into two Volumes:
Volume 2: Background Research &
Analysis
Volume 1 focuses on the key findings from the overall

project. It includes recommendations regarding
modifications to existing incentives and programs offered
by the City of Toronto to bolster investment attraction
and employment creation opportunities. Volume 1 also
includes a review of the key findings from our
background and analysis stages of the study in Volume
2.
Volume 2 of this report includes the detailed fieldwork
results, background research, sector analysis and
3
Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy –
large former industrial lots. What was once an

Volume 1: Strategy employment area with one large shopping centre,
came to be replaced by an auto-oriented regional
Implementation Plan retail node extending along the Eglinton Avenue
East corridor, effectively eroding the declining
1.1 Existing Conditions & Market Overview industrial sector. The Golden Mile Study Area
employment base has increasingly shifted its
1.1.1 Golden Mile: Historic Development dependence on the retail sector rather than the
surrounding employment base.
Study Area: The Golden Mile Study Area is
Today: There is now 393,200 square metres (4.2
located at the Eglinton Avenue East gateway into
million square feet) of built space, of which
Toronto’s Scarborough community. Extending
198,400 square metres (2.1 million square feet)
between Victoria Park Avenue and Birchmount
comprises of large format and other retail uses
Road, it measures 83.6 gross hectares.
(including auto-dealers and automobile rental
outlets). In addition, the area contains three
1950’s to 1960s - Golden Mile of Industry:
industrial sites, three office sites and a small
Historically, the Golden Mile area developed as
residential sector.
large scale manufacturers set up factory
operations in what was then a greenfield suburb
Figure 1-1 to Figure 1-4 show: the boundary of
to the City.
the City’s defined Golden Mile Study Area;
comparison views of the Golden Mile at its peak
1980’s to Present Day - Golden Mile of
industrial years and present built form; and
Commerce: In the last two decades, as Canada’s
summarize the composition of three key economic
manufacturing sector has declined, the area
sectors within the Study Area (by built space, job
proved attractive to large format retailers, which
and establishments relative to the base Study
had difficulty finding sites in the former City and
Area total).
were able to take advantage of the availability of
4
Figure 1-1: Golden Mile aerial view showing Study Area Boundary
Golden Mile Study Area

Focus Area
Sub-Focus Area
Sub-Focus
Area
East
Sub-Focus Focus Area

Area
West
Source: urbanMetrics (Image Credit: Google)
5
Figure 1-2: Golden Mile looking east during its industrial Figure 1-4: Golden Mile Key Sectors
peak (c.1969) Retail & Services in 2016
198,400 Square Metres

2.1 Mln Square Feet (51% Total Space)
3,977 Jobs (37% Total Jobs)
221 Establishments (77% Total Estb.)
Manufacturing/ Industrial in 2016
48,000 Square Metres,

(516,000 Square Feet) (13% Total Space)
Image Credit: www.blogto.com
811 Jobs (8% Total Jobs)
Figure 1-3: Golden Mile looking east today (2016)

Office in 2016
90,300 Square Metres

(971,500 Square Feet) (24% Total Space)
5,142 Jobs (49% Total Jobs)
Image Credit: Google
6
Change Underway: In the next few years, there 1990’s, Site and Area Specific Policy (SASP) No.
will be a loss of one major office employer, Aviva, 129 was approved which permitted freestanding
(1,600 employees) which will be relocating to and power centre retailing in this area as a means
Markham Centre and likely one industrial user of offsetting job losses in the manufacturing and
Flexible Packing Company (61 employees). traditional industrial sectors. There are currently
no development applications on the Employment
Future: The arrival of the LRT in 2021 provides a Areas lands.
major opportunity to transform the Golden Mile
into a transit and pedestrian supportive Today, both the Mixed Use Areas and
environment, characterized by mixed residential Employment Areas contain a mix of big box retail,
and employment development in compact urban auto dealerships, office, and other commercial
formats adhering to the principles of a complete uses and despite being governed by different land
community. use designations.
1.1.2 Future Development & Planning Framework Apartment Neighborhoods, refers to a small block
of land in the northwest portion of the Study Area
Development opportunities are beginning to containing mid-rise apartments. One property
advance in the Mixed Use Areas lands on the owner has indicated plans for residential
north side of Eglinton Avenue East and the intensification on parts of this area.
western end on the south side. The Mixed Use
Areas permit a mix of residential, commercial,
office and related uses. Currently no residential
uses have been developed to date although
mixed use projects are currently being advanced
on three major sites.
The balance of lands on the south side of Eglinton

Avenue East are designated as Employment
Areas. Permitted uses include a mix of industrial,
commercial and other non-residential uses. In the
7
Figure 1-5: Land Use Designations
Marsan
Kawasaki
Centennial College
Wexford Park Aviva 41 Division
Scarborough (Dream)
Centre
(Riocan)
Eglinton Corners Cosmetica
(Madison Group)
Ford
Scotia
SmartCentre Contact
Bell Nissan Centre
Canada Mitsubishi
Courts & Merchant’s

Flea Market Detention
Golden Mile SC Centre
(ChoiceREIT) Petro
Canada
Canadian
Tire Riocan Warden
FCP Toyota (Riocan)
Eglinton
Square
(Kingsett Capital)
Lebovic
Enterprises
Ipex
Rona
Source: urbanMetrics based on City of Toronto Official Plan, Map 20
8
1.1.3 Market Findings will be above ground through the Golden Mile
and will be accompanied by a redesigned
street, including: dedicated transit lanes, bike
Residential: Most landowners and developers lanes, enhanced sidewalks and a much-
have generally indicated that the residential improved pedestrian realm. Initially, this street
market has not yet materialized, as low high-rise redesign will stimulate the residential market
residential land values in western Scarborough more than the carrying capacity of the LRT,
make investment less desirable, particularly, although, overtime the LRT will facilitate
considering the strong residential market growth and intensification. From a timing
throughout other parts of the GTA. This is also perspective, the LRT is still several years from
reflected in the selling prices in Scarborough, completion and some developers are still
which are well below those of other parts of the waiting for more definitive evidence of its
City and the GTA. timing and impact before committing to a
major investment in their properties.
While some land owners are already planning
significant redevelopment projects, large scale 2. Some developers are waiting for the
intensification may not occur until residential land Secondary Plan process before finalizing
values increase relative to other parts of the GTA. their development plans and proceeding with
development. However, several landowners
Residential Development Triggers: The three are proceeding with the preparation of
triggers to bolster residential land values are: (1) development concepts. The Secondary Plan
LRT; (2) the Secondary Plan Process; and (3) a process will establish the vision for the Golden
Development Catalyst. Mile; provide landowners with a framework to
proceed and provide a better understanding of
1. The role of the LRT in attracting development what is being planned. The Secondary Plan
is not entirely owing to its transit capacity, but will help improve the marketability of Golden
also in its ability to change how Eglinton Mile by providing certainty with regards to
Avenue East functions as a street. The LRT
9
planning approvals and by allowing with underground or deck parking, which is

landowners to visualize their land holdings in necessary in an intensification environment. The
the context of a wider redevelopment scheme. three major office buildings that exist in the
Golden Mile are older facilities and the rents that
3. A development catalyst in the form of a large are being received would not be sufficient to
scale private project will be required to sustain new construction. Until the Golden Mile
demonstrate investment commitment in the can reinvent itself as a desirable business location
area, and to confirm the relevance of the and neighbourhood with a range of amenities,
public investment in the LRT and street which goes well beyond the LRT, it will struggle to
improvements. attract new office development. This is
particularly true due to the competition from other
Retail: The current strength of the retail market is nearby Growth Centres and other emerging office
both an asset and a liability in terms of locations in the eastern GTA. In our opinion, the
transforming the Golden Mile. Most large-scale market for office uses will be enhanced by the
retail land-owners have indicated that they plan to introduction of well-designed mixed residential-
maintain or even increase the scale of retail uses commercial projects which should enhance the
through any redevelopment. In other areas, such overall desirability of the area as a place to work
as the Vaughan Metropolitan Centre, which has through improved built form and new amenities
many of the same commercial land owners and including parks and pedestrian connections/ new
retailers as the Golden Mile, the healthy revenues streets throughout the area. For example,
being generated make redevelopment more risky discussions with leasing agents indicated that
and less of a priority than might otherwise be the Aviva is relocating to Markham Centre because of
case. its emergence as a dynamic mixed-use
neighbourhood, even though location costs will be
Office: The market for office development exists higher than those in Golden Mile site.
in only select locations in the GTA. In general,
low rents coupled with high development costs Industrial: At present, there are three industrial
make office development less likely in most uses within the Study Area. There is a possibility
locations, including the Golden Mile. Contributing that one might leave, as its site has been re-
to the construction costs is the cost associated designated for mixed use development (Flexible
10
Packing Company, 1891 Eglington Avenue East). any major specialized industry clusters or major
The two other industrial firms, Cosmetica and land uses in the local area that are immediately
Kawasaki, will likely remain in the short term. It is, apparent as an anchor for an ‘‘innovation centre’’,
however, unlikely that commercial land values as proposed in the Eglinton Connects Study. The
and emerging residential values would justify the Secondary Plan process will present an
development of new industrial facilities within the opportunity to explore this concept further.
Study Area given the current wide-spread
permission for stand-alone retail and commercial Mixed Use Development: While the market for
uses. It is also important to note that the mixed-use development has not yet materialized
remaining industries are situated within the Mixed in the Golden Mile, the area has a number of
Use Areas designation and could be subject to characteristics that would make it a prime target
future redevelopment. In general, however, the for intensification, including: several very large
development of residential uses within the Golden land parcels with very low intensity big box retail
Mile and the introduction of LRT service will uses; proximity to the regional highway system;
stimulate the market for more employment proximity to the downtown core and midtown; and
intensive uses in the broader area including the an LRT system on the horizon. A large-scale
Employment Areas north and south of the Golden redevelopment of a big-box retail site, would
Mile. represent a catalyst for further development.
Innovation Cluster/ Centre: An “Innovation 1.1.4 Potential Development Build-Out Scenario

Centre” was proposed on the north side of
Sites on the western end of the Study Area,
Eglinton Avenue East in the City’s Eglinton
including Eglinton Square, Golden Mile Shopping
Connects study. The Centennial College campus
Centre and lands within the Apartment
and other nearby technical post-secondary
Neighbourhoods have the greatest potential for
training colleges / centres located north of the
early redevelopment owing to land-owner interest
Golden Mile may assist in this respect. For
and the intention to shortly submit development
example, Centennial College has made
approvals for mixed use developments. Medium
considerable recent investment in its Ashtonbee
term potential exists for many of the large format
Campus. Recognizing the presence of these
retail sites on the north side of Eglinton Avenue
institutions, overall there does not appear to be
East and the Flexible Packing Corporation site
11
owing to their large parcel sizes and developer place. As this occurs, and a dynamic new
proposals. neighbourhood begins to emerge, the desirability
of the area as an office location will improve. In
Many parcels on the south side of Eglinton the same way that Aviva was attracted to
Avenue East are considered for longer term non- Markham Centre, other major tenants may view
residential development potential; the longer-term the Golden Mile as a top-of-mind destination for
outlook is due the fact that sites tend to be smaller conducting business.
and many uses, such as car dealerships and
shopping centres are more entrenched. Based on development trends and stakeholder
consultations, we have categorised the development
Initially, intensification in Golden Mile may take potential of each site within the Study Area into three
the form of a hybrid urban-suburban type development horizons, as shown in the following map:
development, characterized by: Short Term (<5 years)
Medium Term (5 -15 years)
interim surface parking (with a longer-term Longer Term (>15 years)
goal of total elimination of surface parking);
large-format auto oriented retail Note: It is important to recognize that all sites within the
intermingled with high density residential Study Area have development potential, in terms of the
development; longer-term vision for the Golden Mile. This report is
investment in both transit and parking accompanied by a compendium of Appendices -
structures, and; Appendix G provides a more detailed summary of the
planning for suburban parking ratios that development potential of each site based on known
occur over discrete development parcels development intentions, existing land use designations,
while still allowing the development of site conditions and market characteristics.
active street frontage to proceed.
Longer term, as the market embraces mixed use

intensification development and land values
escalate, gaps will begin to be filled in and the
elements of a complete community will be put in
12
Figure 1-6: Site Opportunity Review by Development Horizon
17
Short Term Opportunity
Medium Term Opportunity 10

9
Long Term Opportunity
15
7 18
5 16
19 3 11 6
Long Term:
Short Term: 11. Bell Canada
12 8 1. Golden Mile Shopping Centre 12. Petro Canada
1 14 2. Eglinton Square
3. Residential Area (Starlight
13. Toyota (Part)
14. CIBC, Canadian Tire
13 Investment) 15. Cosmetica
4 Potential/ Medium Term: 16. Auto Dealers & Rental
4. Flexible Packing Corporation 17. Kawasaki
(“FPC”) 18. Scotia Contact Centre
(Part)
2 5. Smart Centres
6. Mitsubishi 19. Other Residential
7. Eglinton Corners & Commercial Uses
8. Courts & Flea Market Buildings
9. RioCan Scarborough Centre
10. Aviva
Source: urbanMetrics inc.
13
Packing Corporation) which means that new

1.2 Economic Development Framework employment will need to be attracted simply to
1.2.1 Challenges maintain the current employment levels.
The following market challenges have been identified for
the Study Area: 5. A strong Golden Mile retail market which creates
resistance to redevelopment. Furthermore,
1. Transitioning an entrenched auto-dependent challenges exist for existing malls, big box stores,
suburban commercially dominant area into a power centres to transition to urban formats (e.g.
transit oriented mixed use neighbourhood. demand for surface parking is unlikely to dissipate
right away).
2. Limited demand for suburban office space,
meaning: 6. The Employment Areas to the south of Eglinton
a. Difficulties in attracting new tenants and Avenue East are affected by a number of factors:
developers a. A policy overlay that permits retail uses
b. The City’s office space replacement policies weakens their function as traditional
may not be aligned with market realties2. employment areas.
b. Smaller parcel sizes and fragmented land
3. Employment in manufacturing sectors is in decline ownership patterns challenges development
in surrounding South West Scarborough options and land assembly.
Employment Area and may worsen if the LRT c. Incompatibility of existing uses and the
brings road congestion and disrupts heavy vehicle Eglinton LRT due to restricted turning
traffic routes. movements may threaten continued
operations (i.e. auto-dealerships).
4. Imminent departure of major Golden Mile
employers (e.g. Aviva and potentially Flexible
2 New development that includes residential units on a property property is located in a Mixed Use Areas or Regeneration Areas
with at least 1,000 square metres of existing non-residential within 500 metres of a light rail transit station (City of Toronto,
gross floor area used for offices is required to increase the non- Official Plan, OPA 231).
residential gross floor area used for office purposes where the
14
7. Inconsistencies between existing uses and land 1.2.2 Opportunities

use designations i.e. all manufacturing uses are in The following market opportunities have been identified
designated Mixed Use Areas. for the Study Area:
1. Several landowners in the Mixed Use Areas have
8. Office market rents compared to construction
advanced redevelopment plans, and have
costs are prohibitive in the Golden Mile.
suggested a long term vested interest in
rejuvenating the Golden Mile and generating
9. The market has not yet reconciled the future vision
revenue incomes from both commercial and
for Golden Mile as an intensive mixed use
residential uses.
community with the existing land uses and auto-
oriented landscape.
2. Parcel sites on the north side of Eglinton Avenue
East are relatively large and can provide
10. The existing incentives applicable to the Golden
opportunities for public space, decked parking,
Mile are generous, but are also available in other
and a fine-grained street network on suburban
parts of the City and they do nothing to set apart
superblocks.
the Golden Mile from other competitive areas in
terms of attracting investment.
3. The Eglinton LRT will act as a catalyst to stimulate
change in the Golden Mile Study Area.
11. There are no greenfield sites available that can be
readily developed to act as a catalyst. All future
4. A finite supply of development lands, together with
development will necessitate re-development of
a strong city-wide residential market, is driving
existing and active sites.
demand for re-development opportunities on other
under-utilized sites with similar locational attributes
12. To date, there have been no individuals or
as Golden Mile.
organizations (such as a local Business
Improvement Area) that have stepped into a
5. A strong retail market exists in the Golden Mile.
leadership role to champion the transition of the
Re-development plans indicate no planned loss of
Golden Mile.
major retail space which should help to retain
employment in this sector and should help to
balance future resident to employee ratios,
15
providing a good foundation to achieve overall 2. Mixed Use Development: Stimulate Mixed Use
density targets. development in areas outside of designated
Employment Areas, to create a new dynamic
6. Centennial College and other post-secondary Golden Mile neighbourhood where people can live,
training colleges located in the wider area may work and play, in an intensified built form that
offer opportunities for a tie-in to an Innovation makes more efficient use of land and services/
Cluster or Centre. infrastructure that can support future Eglinton LRT
transit ridership.
7. The protected Employment Areas, both within and
outside of the Golden Mile Study Area, will have 3. Transit Connectivity & Orientation: Plan for
an opportunity to take advantage of a new building formats and densities that encourage
residential population and nearby workforce. transit usage, pedestrian activity and cycling.
1.3 Strategic Objectives 4. Distinguish Golden Mile: Establish Golden Mile

as a distinct community from other parts of the City
Based on these market findings and input from City staff
of Toronto and the Greater Toronto Area, so that it
and stakeholder interviews, the following strategic
can attract investment by focusing on attributes
objectives have been set for the Golden Mile:
including:
1. Sustain/ Grow Employment, by:
a. Creating an investment ready environment Proximity to downtown, midtown and
that integrates existing businesses with Scarborough Centre.
future businesses. Location of an LRT Corridor.
b. Positioning the Golden Mile as an Adjacency to jobs and businesses.
employment generating area that can Proximity to recreational trail network.
strengthen the wider South West
Scarborough Employment District.
c. Protecting and enhancing opportunities on
the existing designated Employment Areas.
16
1.4 Toolkit for Transit-Oriented Development (“TOD”)

Based on our case study review, we have identified the policy tools and economic incentives used in comparable
communities. The detailed review of case studies can be found in Chapter 2.10.6.2 of the report. The following table
provides a summary of where these tools have been used.
Figure 1-7: Tools Used in Comparable Development Areas
# Description Examples from Case Studies

1 Area Specific Community Brampton, Ontario
Improvement Plan (linked to transit)
2 Fast Track Development Review Charlotte, North Carolina
3. Tax-Increment Financing and Minneapolis, Minnesota (*site specific Tax
Equivalent Grants Increment Financing)
4. Reduced Impact Fees Kitchener, Ontario (Development Charges)
Brampton, Ontario (Development Charges)
5, Revised Parking Standards (*Shared Vaughan, Ontario
Parking) Hamilton, Ontario
Calgary, Alberta
Edmonton, Alberta
White Flint, Maryland
Jersey City, New Jersey
(*Charlotte, North Carolina)
6. Centralized Parking Calgary, Alberta
7. Business Improvement Association -
8. Density Bonuses Charlotte, North Carolina
9. Floor Area Ratios, Height Bonusing Calgary, Alberta
Edmonton, Alberta
10. Design Guidelines Hamilton, Ontario
The following table evaluates the key tools commonly used in planning for transit oriented development and
intensification, and how they can be modified and applied in the Golden Mile to achieve the strategic objectives identified.
17
Figure 1-8: Development Assistance
Development
Assistance
# Description & Evaluation Application in the Golden Mile
Tools
(Incentives)
1. Area Specific A CIP allows Municipalities to RECOMMENDATION: The City of Toronto should consider a
Community direct and stimulate development Golden Mile Community Improvement Plan (CIP). The goals of
Improvement through grant and/ or loan this CIP should be to promote intensification and employment
Plan (CIP) programs. generating uses throughout the Golden Mile.
BENEFITS: An area specific Community Improvement Plan for

the Golden Mile Study Area would enable the City to have a
greater control over the types of incentives they could promote i.e.
area/ land use specific tax relief rate for Tax Increment Financing
programs. As will be shown by the Implementation Strategy, the
CIP plays a critical role in enacting several of the
recommendations.
2. Fast Track Creating streamlined RECOMMENDATION: The Gold Star program should be
Development development review and building available for all types of developments/ applications proposed
Review (Gold permitting processes, within the Golden Mile, including Mixed Use developments with
Star Program) administered by city staff, for residential uses. The eligibility criteria of a minimum of 5,000
projects meeting specific criteria square metres should be retained.
can reduce project financing
costs for developers and make BENEFITS: In practice, could be carried out by a dedicated
TOD more financially attractive. Golden Mile planning and economic development team, or
contact person. The responsibilities would include:
Applicability depends on the
resources of the local jurisdiction  Reviewing and expediting development applications,
 Promoting and administering applicable incentives.
18
Development
Assistance
Tools
(Incentives)
to administer a streamlined
process. The aim is to distinguish the Golden Mile as open for business. Its
benefits are two-fold:
The City of Toronto already
offers the Gold Star Program to 1. Encourage investment and interest, including in Mixed Use
guide and expedite industrial, Areas where employment opportunities are likely to occur
commercial office and in the short and medium terms.
institutional developments over 2. Assist development to occur sooner to coincide with the
5,000 square metres. arrival of the Eglinton LRT and catalyze the area’s
transformation.
3. Tax- Tax increment financing (TIF) is RECOMMENDATION: The higher 70% rate should be applied
Increment commonly used tool available to throughout the entire Golden Mile in the short term, to include the
Financing and Ontario Municipalities to spur Mixed Use Areas (administered by a Golden Mile Community
Equivalent new development and Improvement Plan (CIP)). In the longer term, if development
Grants. reinvestment in areas where interest has not advanced on the Employment Areas to the south
market forces are weak. of Eglinton Avenue East, a higher 80% rate should be applied on
these lands.
Tax Increment Equivalent Grants
(TIEG) provide a grant of a BENEFITS: Distinguish the Golden Mile from other competing
defined percent of the increase areas to promote higher transit ridership volumes along a new
in the municipal taxes LRT corridor.
attributable to the eligible
development over a defined
period. A tax increment financing
grant is available to certain
19
Development
Assistance
Tools
(Incentives)
sectors in Toronto, including
office development, through the
City’s IMIT Program. The
program is structured to provide
up to 60% tax relief over the first
10 years after development (a
higher 70% is available for
development in Employment
lands).
4. Reduced Value is tied directly to the level RECOMMENDATION: Development Charge Exemption –
Impact Fees of impact fees assessed and the exemption within the Golden Mile for the ground floor space of
(i.e. extent to which they are waived office buildings should be applied.
Development or reduced.
Charges, BENEFITS: Defray costly office construction costs and promote
Parkland The City already provides office space investment.
Levy) in generous exemptions for non-
Station Areas residential development:
Development Charges: Industrial RECOMMENDATION: Exemption from Parkland Dedication – the

uses are exempt and 2% levy fee applicable to office developments should be
commercial is charges only exempted, including the office component of mixed use buildings.
ground floor.
BENEFITS: Attract investment.
Parkland Levy: Industrial uses
are exempt from Parkland Levy
Fees. Non-Residential
20
Development
Assistance
Tools
(Incentives)
developments such as office
development would be subject to
a 2% levy fee. Residential
development is levied at 5%.
As these non-residential
exemptions are already available
City wide, additional exemptions
could be applied within the
Golden Mile Study Area. We
would note that these are
relatively minor adjustments
relative to the policies already in
place.
Figure 1-9: Parking Initiatives

Parking
Initiative
5. Revised As part of the future Golden Mile RECOMMENDATION: The recommendations for reduced
Parking Secondary Plan Transportation parking standards are subject to the findings of a Secondary Plan
Standards Masterplan, any parking Transportation Masterplan. We recommend that any future
analysis and Transportation parking strategy or analysis should consider the merits of the
Demand Management (TDM) following:
Plans should provide further
21
Parking
Initiative
guidance regarding the
appropriate amount of parking Allow developers to provide fewer spaces for uses in
given levels of transit use and proximity to the LRT stop areas;
access. Based on the findings of Create standards for shared parking among separate
these plans, policies that uses;
support lower parking Allow future on-street parking to count toward required
requirements in the Secondary spaces (if provided on new mid-block streets);
Plan area may be appropriate. Limit the total number of parking spaces required to
Lower parking requirements increase the feasibility of mixed-income housing and
would reduce construction costs mixed-use development by lowering project costs; and
for re-development projects, Develop a strategy to reduce the number of surface
which could make a significant parking spaces in the long term. This may include the
difference to the rents that phasing in of a moratorium on surface spaces and
would need to be charged for redevelopment incentives tied to the reduction of surface
new space in the Golden Mile, parking.
improving feasibility and
attracting investment. BENEFITS: Based on the outcome of a parking strategy, the
above and any other revised parking standards have the potential
to be enticing incentives to development in the Golden Mile given
the high costs of parking provision.
The Parking Strategy should also examine interim parking

arrangements/ strategies in the short term that recognize that the
Golden Mile will likely develop as a hybrid-transit oriented
development area. For example, suburban parking standards
may still be warranted in the short term but should be developed
in parking structures away from the Eglinton Avenue East to
encourage and develop an active street frontage.
22
Parking
Initiative
6. Parking Parking in the long term could RECOMMENDATION: The Secondary Plan should identify
Districts be provided in a shared parcels that could benefit from having all or some of their parking
structure to reduce on-site removed from their property and where opportunities exist for a
parking requirements. The larger centralized parking structure.
longer-term development of
centralized parking facilities The City already collects a Transit System Improvement Charge
would accommodate shared within the Golden Mile for retail uses permitted under SASP 129.
parking, reduce development This charge should be modified to apply to the entire Golden Mile
costs and allow for densities to Study Area (and all uses) to defray the costs of centralized
be maximized. parking.
BENEFITS: Allow greater intensification of land and provide an

incentive to development
23
Figure 1-10: Programs & Institutional Tools

# Programmatic Description & Evaluation Application in the Golden Mile
and
Institutional
Tools
7. Business Business improvement areas RECOMMENDATION: The establishment of a Business

Improvement are special areas where property Improvement Area (BIA) should be promoted.
Area owners and/or businesses within
a defined area vote to levy BENEFITS: While the Golden Mile is established as a defined
assessments and use the policy area in this Study and future Secondary Plan, the Golden
revenues, to pay for local Mile needs to be distinguished in an easily definable manner –
improvements and/or services to geography, vision, objectives, target markets, etc. A defined and
benefit the area. promoted vision with commitment from the City should:
 Generate interest in the Golden Mile by prospective

developers and investors;
 Put in place “project champions’’ at both the City and local
business community to advocate for the Golden Mile and
promote redevelopment.
 Potentially provide an opportunity for local businesses to
develop and build partnerships and explore opportunities
for an Innovation Cluster.
 Help to communicate that the Golden Mile is open for
business during the construction phases, and represent
the community to address issues during construction of
the LRT.
24
Figure 1-11: Land Use Policy Tools
Land Use
Policy Tools
8. Density Density bonusing is already RECOMMENDATION: We would expect that Section 37

Bonuses widely applied through Section benefits will be widely applied throughout the redevelopment
37 for residential developments of Golden Mile. Density bonusing should be tied to the
in the City in exchange for specific provision of Secondary Plan policies and outcomes
community amenities and to a i.e. office space in mixed use projects and the elimination of
much lesser extent for office surface parking spaces, as well as other community benefits
projects. Density bonusing (i.e. public art) and desired development formats (i.e. infill),
could also be applied with the determined through the Secondary Plan process.
addition of office space and for
the elimination of surface BENEFITS: Will encourage intensification, employment
parking spaces. opportunities and help to create a new community/
neighbourhood with the required services and facilities.
Density bonusing works best in
strong markets. The residential
market in Golden Mile is on the
cusp of the horizon.
Furthermore, there is a
municipal interest in maximizing
density around transit stations.
Density bonusing allows the City

to share the financial benefits of
development and incentivise the
provision of community projects.
Recent changes to the Planning
Act require new accounting
25
Land Use
Policy Tools
practices whereby payments
pursuant to Section 37 can be
used only for the facilities,
services or other matters
specified in the City’s Section 37
by-law.
9. Floor Area As with Density bonusing, RECOMMENDATION: In the same manner as Density
Ratios building height bonusing is Bonusing, FAR and Height bonuses should be linked to the
(FARs) and already available through specific provision of desired outcomes identified in the
Building Section 37. Secondary Plan, as part of Section 37 benefit negotiations.
Height
Bonuses
10. Design A high level of urban design will RECOMMENDATION: Design Guidelines should be
Guidelines be important to establishing an developed as part of the Secondary Plan, with consideration
updated image for the Golden of the changing function of Eglinton Avenue East, introduced
Mile and will help to assure by the LRT.
developers that they are
investing in an area that will
have consistently high- quality
development.
26
interim solutions that recognize the challenge of

1.5 Implementation Strategy transitioning an auto-dependent area towards a
Based on the proposed principles and the review of hybrid-solution transit oriented development i.e. a
policy and development tools for transit, we have community that caters for both transit and
prepared a strategy that recommends implementation automobile dependency at least in the early
tools (including incentives, programs and policies) by phases of development. These initiatives should
three3 land uses and by time horizon. also have an expiration date tied closely to the
arrival of the Eglinton LRT.
Land Use: A range of implementation tools has been
identified for the three land use designations where Medium/ Longer Term: As the market changes
development is expected to occur: over time, it may be possible that development
Mixed Use Areas (“Mixed Use”) incentives are no longer needed in Golden Mile
Employment Areas (“Emp”) Study Area, particularly for Mixed Use Areas.
Apartment Neighbourhoods (“Apt”) However, if non-residential development has not
developed at the pace and scale envisaged,
Timing: Based on our review of the market trends and especially on Employment Areas located to the
existing conditions within the Golden Mile, developer south of Eglinton Avenue East, greater incentives
interest is certainly gaining momentum. may be required to direct efforts and secure a
more intensified Golden Mile community that
Our recommendations have been categorized into two
provides employment opportunities to a growing
time horizons based closely on before and after Eglinton
new resident population i.e. that prevents the
LRT scenarios:
Golden Mile from developing as a commuter
Short Term: To catalyze and stimulate develop neighbourhood and instead leverages the full
interest between now and the period shortly after
the arrival of the LRT, these initiatives provide
3 In the implementation strategy, we have excluded mention of the

fourth land use, Parks and Other Open Spaces Areas, where
development is generally prohibited.
27
potential of becoming a Transit Oriented development and to stimulate office and other non-
neighbourhood. residential development in the Employment Areas to
enhance investment attraction to the Golden Mile.
How to Use: The recommended policies, programs and
incentives should be considered and refined in the
Secondary Planning process to encourage mixed use
Figure 1-12: Implementation Strategy
Timing Land Use Implementation
Medium
Short Mixed Instrument/
# Tool / Longer Emp Apt
Term Use Organization
Term
Development Incentives
1 Golden Mile Community Improvement Plan x x x x x Golden Mile CIP
Golden Mile Fast Track Development Review
Team & Economic Assistance:
2 x x x City Staff
The Gold Star program applies to developments
over 5,000 square metres.
Mile. A higher tax increment financing grant of
70% (from its current rate of 60%) of the increase x x Golden Mile CIP
3
in the municipal taxes over a defined period should
be extended to the developments in Mixed Use
Areas.
x x x Golden Mile CIP
28
Mile. A higher tax increment financing grant of

80% (from its current rate of 70%) of the increase
in the municipal taxes over a defined period should
be extended to developments in Employment
Areas.
Development Charge Exemption for all Office
x x x x Golden Mile CIP
4 Space including ground floor.
Parkland Levy Exemption for Office (including
x x x Golden Mile CIP
Office as part of Mixed Use buildings)
Parking
Reduced Parking Standards – gradual reduction Golden Mile
x x x x
of parking ratios standards. Secondary Plan
5
Reduced Parking Standards – full reduction in
Golden Mile
parking ratios. Prohibit surface parking for new x x x x
Secondary Plan
development.
Centralized parking facility – built and operated

as either a private-public venture or by Toronto
City of Toronto/
6 Parking Authority. Would accommodate shared x x x
Toronto Parking
parking, reduce development costs and allow for
Authority
densities to be maximized in the Golden Mile.
Programmatic & Institutional
29
Business Improvement Area: Encourage a

Golden Mile Business Improvement Area. A key
role of the BIA would be to establish a unique
identity and brand for the Golden Mile, focusing on
its unique history, as a bridge between the pre-
Local
7 amalgamated Toronto and Scarborough x x x x
Businesses4
communities, and its ties to a major business
community, among other attributes. The image for
the Golden Mile will be become more defined as
planning, the LRT and private redevelopments
become more advanced.
Land Use Policy
Density and Height increases permitted through a
re-zoning can be tied to Section 37 benefits, and
should be tied to the delivery/ provision of desired
outcomes identified by the Secondary Plan. These
might include:
8 Section 37 and
&  Provision of office space in mixed use project. x x x x Golden Mile
9  Elimination of surface parking spaces. Secondary Plan
 Infill proposals.
 Land assembly in the areas south of Eglinton
Avenue East.
 Re-purpose older industrial buildings in
Employment Areas.
4The decision to start a BIA can only be made by the local business people and property owners. The Secondary Plan public and stakeholder
engagement process could provide a useful platform to initiate discussions between local businesses.
30
 Provision/ construction of (or financial

contributions towards) specific community
enhancements (i.e. public art, seating, plazas
or services/ facilities identified in the
Secondary Plan).
 Pedestrian connections to LRT stop areas.
 Active street frontage and uses that are not
auto-dependent.
Design Guidelines are recommended to set the Golden Mile

10 x x x x x
direction for future development in the Golden Mile. Secondary Plan
31
Volume 2: Background Research & Analysis
Market Context including trends and

Volume 2: Background Research performances.
& Analysis Considering a future for the Golden Mile, based
on Transit Oriented Development forms and a
2.1 Data Collection & Background Review case study review of incentives and programs
used in other communities; transit intensification
2.1.1 Introduction occurring elsewhere in the GTA and lessons from
This section of the report summarizes the background transitioning industrial and larger format retail to
research, including a review of: mixed use.
The Golden Mile Study Area and historic
development patterns.
The Eglinton LRT in the Golden Mile.
Provincial and Municipal Planning Context,

including Land Use Designations.
Active Uses in the Golden Mile.
Economic Profile of Active Uses.
Employment Densities.
Stakeholder Consultation.
Development Activity including proposals and

building permits.
33
2.1.2 History of the Golden Mile Figure 2-1: Eglinton Avenue East & Victoria Park Avenue
The Golden Mile area developed in the post-World War (1969 Aerial View)
II era, as large scale manufacturers, such as General
Engineering Company (GECo) and Svenska
Kullagerfabriken (SKF) set up operations. Spurred by
this development and post-war boom, other major
manufacturers, including those in the auto-sector, moved
into the area. Development of mass housing followed in
the surrounding neighbourhoods to house the growing
workforce. The Eglinton Square Mall opened in 1954 to
provide much needed retail.
By the 1980’s, as Canada’s economy began to shift
away from traditional manufacturing, some
manufacturers moved out of the area were replaced by
large format retail projects, which now comprise the Image Credit: www.blogto.com
largest share of lands within the Golden Mile corridor.
34
Figure 2-2: Eglinton Avenue East in 2016 extends southwards to include Eglinton Square shopping
mall. The Study Area includes a Focus Area and two
Sub-Focus Areas.
2.1.4 Focus and Sub-Focus Areas

The Study Area has been divided into a central focus
area and two sub-focus areas on the east and west parts
of the Study Area, as follows:
Focus Area: The focus area refers to the central
part of the Study Area, between Victoria Park
Avenue in the west to Thermos Road/ Sinnot
Road in the east. The majority of lands within the
focus area comprise of large format retailing and
Image Credit: www.wikimedia.org surface parking areas. There are no residential
areas within the focus area. A small parkette,
2.1.3 The Study Area named “Victoria Park – Eglinton Parkette”,
As indicated on the aerial map shown in Figure 2-3 the measures 0.7 ha and is located to the north of
Golden Mile Study Area (“Study Area”) refers to the all Eglinton Square at the roadway intersection. The
lands located within the defined boundary located on focus area measures 67.4 hectares.
Eglinton Avenue East, between Victoria Park Avenue
and Birchmount Rd. The Study Area includes industrial, Sub-Focus Area West: This sub-focus area is
commercial and residential lands. The Study Area is located north of the Golden Mile Shopping Centre,
approximately 83.6 hectares in size. and south of the hydro corridor, between Victoria
Park Avenue and Pharmacy Avenue. The sub-
The Study Area extends one block north of Eglinton area includes the low rise residential rental
Avenue East to Ashtonbee Road (and the hydro corridor apartment blocks located along Craigton Drive
in the western residential part of the Study Area). The and Rannock Street. It is estimated that there are
southern boundary is irregular. The Study Area extends approximately 650 residents in this sub-focus
one block south to Civic Road in the eastern parts. This area (based on 2011 Census). A commercial
boundary line continues to Pharmacy Avenue, where it plaza at the south-east corner of Victoria Park and
35
Craighton Drive is also included. A small park (0.4 Avenue East. Lands to the north include the Aviva
ha) is located in the centre of the residential Headquarters (HQ) and the Kawasaki plant. To
blocks, “Craigton Court Tot Lot”. This sub-focus the south, the sub-focus area includes the lands
area measures 6.4 hectares. to the front of the Scotia Contact Centre in the
former SKF plant. This sub-focus area measures
Sub-Focus Area East: This sub-focus area is 9.9 hectares.
located east of Thermos Road/ Sinnot Road and
includes areas both north and south of Eglinton
36
Figure 2-3: Golden Mile Study Area

Focus Area
Sub-Focus Area
Sub-Focus
Area
East
Sub-Focus Focus Area

Area
West
Source: urbanMetrics based on the City of Toronto defined Golden Mile Study Area boundary.
37
2.1.5 Surrounding Areas Contact Centre property which measures 7.3

The Study Area is located within a large employment hectares, and is located between Birchmount
area. A large portion of the adjacent lands, north and Road and Sinnot Road (partly located within the
south of the Study Area, are currently in use for various sub-focus area east of the Study Area). The
industrial uses, mostly light manufacturing. Toronto East Detention Centre is also located
south-west of Civic Road and Sinnot Road. There
North: The employment uses north of Ashtonbee are also retail and service commercial uses in the
Road comprise of a number of large industrial Employment Areas located south of the Study
plants and properties including SA Armstrong, Area, particularly in the area west of Warden
Marsan Foods and Powerline. Centennial College Avenue (a site specific policy in the City’s Official
also has its Ashtonbee campus in this area plan permits large format retail and service uses,
(Transportation, Automotive and Aircraft discussed in Chapter 2.4.3). A number of
Technology training centre). Located north of the industrial operations are located on the east side
study is Wexford Park and the Ashtonbee of Pharmacy Avenue, including Omega, IPEX and
Reservoir Park. The Gatineau Hydro Corridor Flexible Packing Corporation. The northern
recreational trails also connect along the hydro portion of the Flexible Packing Corporation site is
corridor north of the Study Area providing cricket located within the Focus Area of the Study Area.
grounds, sports fields and ball diamonds.
West: Located west of Victoria Park Avenue are
East: Areas to the east of Birchmount Road are mid-rise residential areas, comprising townhomes
predominantly residential both north and south of south of Eglinton Avenue East and 8-storey
Eglinton Avenue East. The Toronto Police 41 apartment blocks to the north. A small number of
Division is located on the north side of Eglinton commercial uses are also located in a small plaza
Avenue East, and the Westminster Presbyterian west of Eglinton Square mall.
Church is located on the south side.
South: Generally, the Employment Areas located The following maps show an aerial view of the location of
south of the Study Area to Comstock Road, and existing business, categorisation of these uses by
east of Warden Avenue, are smaller in lot size business type and a snapshot of the built form within the
and operation. Exceptions include the Scotia Golden Mile Study Area (Figure 2-4, Figure 2-5 and
Figure 2-6).
38
Figure 2-4: Aerial View showing location of key existing businesses and operations
S.A. Armstrong
Marsan
Canada Kawasaki
Post
Centennial College
Aviva
Scarborough (Dream) 41 Division
Wexford Park Centre
(Riocan)
Cosmetica
Eglinton Corners
(Madison Group) Scotia
Contact
Residential Bell SmartCentre Centre
Ford
Canada Nissan
Mitsubishi
Detention
Courts & Merchant’s Centre
Golden Mile SC Petro Flea Market
(ChoiceREIT) Canada
Canadian
Tire
Toyota
FCP Riocan Warden
Lebovic
Eglinton Enterprises (Riocan)
Square
(Kingsett Capital)
Ipex Rona
Source: urbanMetrics
39
Figure 2-5: Aerial View of Study Area showing categorisation of existing businesses and operations by use
S.A. Armstrong
Marsan
Canada Kawasaki
Post
Centennial College
Retail/ Commercial Aviva
Manufacturing/Industrial Scarborough (Dream) 41 Division
Auto-Dealer/ Rental
Wexford Park Centre
(Riocan)
Office Cosmetica
Other Eglinton Corners
Residential (Madison Group) Scotia
Contact
Residential SmartCentre
Bell Ford Centre
Canada Nissan
Mitsubishi
Detention
Courts & Merchant’s Centre
Golden Mile SC Petro Flea Market
(ChoiceREIT) Canada Canadian
Tire
Toyota
FCP Riocan Warden
Eglinton Lebovic (Riocan)
Square Enterprises
(Kingsett Capital)
Ipex Rona
40
Figure 2-6: Golden Mile Study Area – A Snapshot
41
Transit - Bus: The area is served by a number of

public transit surface bus routes. Comparing the
ridership statistics shows that routes along
2.1.6 Current Accessibility Victoria Park Avenue and Warden Avenue have
the highest ridership volumes within the Study
Highways: The Study Area is located 2.2 km east Area5.
of the Don Valley Parkway, with an interchange
on Eglinton Avenue East. Highway 401 is located Modal Split: 74% of trips made within this part of
5km north of the Study Area with highway Scarborough (Wards 35 & 37) are by vehicle, as
interchanges at Warden Avenue and Victoria Park either passenger or driver. 20% of trips are by
Avenue. Access to these major routes in an transit, with the remaining 6% either walking,
important factor for many businesses in the cycling or other modes of transport.6
Golden Mile both for goods movement and
employee commuting.
Transit – Subway: The eastern part of the Study

Area closest to Birchmount Road is located 1.2km
from Kennedy subway station, providing
connections to Line 2 of the subway and Line 3
Scarborough RT. Regional GO train connections
on the Stouffville line are served by the adjacent
GO station.
5 Toronto Transit Commission, All Day Weekday for Surface Routes 6City of Toronto, 2011 Transportation Tomorrow Survey (Wards 35
(September 2014), City of Toronto Open Data. & 37 amalgamated results).
42
2.2 Eglinton Light Rail Transit in Golden Mile section of the planned LRT will be within the
Planned for completion in 2021, the Eglinton Light Rail Golden Mile Study Area.
Transit (Eglinton LRT) line will include five above ground
stops within the Golden Mile Study Area. Stop Locations: The following system maps
shows the location of these stops as part of the
Figure 2-7: Eglinton LRT Map (with Golden Mile stops) overall line, and conceptual renderings of what
O’Connor station (at Victoria Park Avenue) could
look like.
Golden Mile
Figure 2-8: Eglinton LRT Stops in Golden Mile (Aerial
View)
Birchmount
Golden
Hakimi Mile
Lebovic
Pharmacy
O’Connor
2.2.1 Changes to Eglinton Avenue
Source: urbanMetrics (Image Credit: Google)

Stop Locations: The aerial image in Figure 2-8
illustrates the location of these five stops within
the defined Study Area.
At Grade: The Eglinton LRT traverses an above

ground route east of the future Laird stop to
Kennedy. A significant part of the above ground
43
Figure 2-9: Eglinton LRT & Toronto Transit Plan Map – Figure 2-10: Illustrative Renderings of O’Connor station
Golden Mile Location stops (Victoria Park Avenue)
Golden Mile
Source: Metrolinx (www.thecrosstown.ca)
44
Redesign of Eglinton Avenue: Where the Figure 2-11: Future Streetscape Conditions for Victoria
Eglinton LRT is above ground, the City’s Eglinton Park Avenue to Kennedy Road
Connects study shows that it will be accompanied
by a complete street re-design (see Figure 2-11
for streetscape rendering), which could include
dedicated LRT lanes, bicycle lanes, and
enhancements to the public realm. Specifically,
the Eglinton Connects study encourages the
Golden Mile section of the Eglinton LRT from
Victoria Park Avenue to Kennedy Road to have: 7
Planted green LRT trackway (with grass or

sedum) and platform in the centre of the road,
see Figure 2-11; Source: Eglinton Connects, Volume 2 (Typology 6 –
Protected bicycle lane on both sides of the Victoria Park Avenue to Kennedy Road))
street; LRT Peak Volumes: For the entire line, the AM
Continuous treed boulevard to provide peak hour volume is about 5,500 which occurs
definition to the street; and westbound just east of Eglinton station, where
Minimum 6.0 metre sidewalks to connections to the TTC subway system are made.
accommodate pedestrian clearway and The passenger volumes along the Golden Mile
boulevard amenities. are about half the peak rate of the busiest
sections of the planned LRT line8. The terminus
stop at Kennedy is also included for context.
7 Eglinton Connects (Draft), Volume 2: Recommendations and referenced in the forecasting report are based on City of Toronto
Implementation Strategies, Chapter 2 Recommendations - #3: Official Plan population and employment projections. The future land
Implementation Streetscape Typologies. use at the traffic zone level was used in the GTA model to generate
8 Source: Metrolinx Eglinton Crosstown LRT Demand Forecasting trips originating from each zone and destined to each zone. The
Report study published in December 2013. The projections network scenario refers to Scenario 1 which includes the committed
45
Figure 2-12: Projected AM Peak Passenger Demand per

Hour
Station Eastbound Westbound

Ons Offs Link Ons Offs Link LRT Daily Boarding: Over the entire Crosstown
Volume Volume
LRT line, daily boarding is estimated to be
162,000 with an annual ridership of about 50
O’Connor 150 250 1,050 700 500 3,300
(Victoria Park) million. This daily boarding projected equates to
less than a quarter of the ridership on the TTC’s
Pharmacy 100 0 1,150 150 50 2,900
busiest subway line, Line 1, which has a subway
ridership of over 733,000 passengers (and over
Hakimi 50 0 1,200 50 50 2,800
517,000 passengers on Line 2).
Lebovic
(Lebovic)
Golden Mile 100 250 1,050 350 300 2,800 Travel Speeds: Metrolinx reports that light rail
(Warden) vehicle can travel as fast as 80km; the actual
speed however will be determined by the spacing
Birchmount 200 200 1,050 300 300 2,750 of stops and the surrounding traffic. Metrolinx
projects on average, the Crosstown will travel at
Kennedy 0 1,000 0 2500 0 2,500 28km per hour. With five stops planned in the 2
kilometres stretch of the Eglinton LRT line, it is
Source: Table 5-3 & 5-4, Eglinton Crosstown LRT anticipated that the actual speeds achieved will be
Demand Forecasting Report, December 2013, Prepared lower than average in the Golden Mile area.
by City and TTC Demand Forecasting group
Travel Times: The sample travel times between
Kennedy station to Yonge & Eglinton is currently
alignments of the Eglinton Crosstown, Finch West and Sheppard

East LRT.
46
40 minutes by bus, which is expected to reduce to in early 2017, with an estimated completion date
26 minutes on the Eglinton LRT. of late 2019. Completion of the track-work is
expected to occur closer to the end of the project
Construction Period: Based on information which is due for completion in late 2021.
provided by Metrolinx, the construction of the
street-level LRT stops and is scheduled to begin
Figure 2-13: Golden Mile Future Location in the TTC Subway & LRT System
Golden Mile Study

Area Boundary
Source: Toronto Transit Commission (TTC), System Map

Pharmacy Avenue
2.2.2 Changes to Traffic Movements: Warden Avenue
Intersections: The following recommended route Birchmount Road.
scenarios were prepared as part of the Eglinton
Crosstown LRT Project Report for Eglinton Left Hand Turns: Within the Golden Mile Study
Avenue East intersections within the Golden Mile Area, the recommended scenarios generally
Study Area. Route scenarios were developed for permit northbound and southbound left hand
four intersections: turns, except at Pharmacy Avenue where a U-turn
is required (and at Victoria Park Avenue which
Victoria Park Avenue currently does not permit northbound and
47
southbound left turns). For all route scenarios (UTSC), as well as an extension to the Bloor-
examined in the Golden Mile, each eastbound Danforth Subway (Line 2).
and westbound left hand turn at the four
intersections will require through passage at the Status: Presently, the study is examining options
intersection and then a U-turn. and recommendations for an alignment for the
subway extension and LRT extension. The
Heavy Truck Vehicle Turns: Optional routes extension of the Eglinton LRT east would use the
were explored for heavy truck vehicle traffic, as approved Scarborough-Malvern LRT project as a
these vehicles will be restricted from all left-hand base (the EA was approved in 2009). The City’s
turn movements. Detailed route intersection most recent report states that further analysis is
option maps and the key findings for each required to verify the connection to the Eglinton
intersection within the Golden Mile can be found LRT at Kennedy Station, to address routing at
in Appendix A and shows that all intersections UTSC, and to review traffic analysis. A preliminary
other than Victoria Park Avenue are considered to options analysis presented to the Executive
have viable eastbound left hand turns. Committee in June 2016 recommended an
extension terminating at UTSC, subject to further
2.2.3 Future Expansion Potential of the Eglinton
technical and planning analysis in consultation
East LRT from Kennedy Station
with University of Toronto and Metrolinx. A
comprehensive business case and preferred
Potential Extension Route: As part of the City of transit solution is expected to be presented to
Toronto’s Scarborough Transit Planning, the City Council in January 20179
together with the Toronto Transit Commission
(TTC) is currently exploring extension
opportunities for the Eglinton LRT east
to University of Toronto Scarborough Campus
9City of Toronto, Staff Report, Developing Toronto's Transit City of Toronto, Executive Committee, Item EX16.1, 26 June 2016
Network Plan: Phase 1, March 3, 2016.
48
Figure 2-14: 2026 Recommended Rapid Transit network Figure 2-15: Recommended Option: Eglinton East LRT,
for Scarborough (including high frequency bus corridors) Kennedy to UTSC
Golden Mile Study

Area Location
Source: Eglinton East LRT, Preliminary Options
Source: City of Toronto Staff Report, Scarborough Analysis, June 2016 (Figure 5), presented to Executive
Transit Planning Update (January 21, 2016) Committee, Item EX16.1 Developing Toronto's Transit
Network Plan to 2031 (26 June 2016).
2.2.4 Eglinton Connects Study, City of Toronto
Background: The Eglinton Connects Planning

Study examined the future land uses, built form,
public realm, and road layout for 19 kilometers of
49
Eglinton Avenue East in anticipation of the and sub-categorized the focus areas accordingly
Eglinton LRT, resulting in 21 recommendations, to distinguish the larger lots north of Eglinton
adopted by City Council in May 2014, along with Avenue East and the Employment Areas to the
direction to consult further on initial south.
implementation measures.
Taller Buildings: The overall study recognized
Focus Areas: Golden Mile is one of six focus that taller buildings may be appropriate in some
areas identified for further study. The Golden Mile locations, including the Golden Mile, but that
Focus Area identified by the Eglinton Connects additional studies and public consultation are
study is slightly smaller than the Study Area that required before Official Plan policies and by-laws
is subject to this report, as it did not include the guiding future development of the Golden Mile
two sub-focus areas. can be finalized.
Land Patterns: The Eglinton Connects study

recognized the different characteristics of land
uses north and south of Eglinton Avenue East,
Figure 2-16: Eglinton Connects Study Areas
Source: Eglinton Connects, City of Toronto (extract)
50
Golden Mile Focus Area: The Eglinton Connects Figure 2-17: Golden Mile Focus Areas
study described the Golden Mile area as having
the greatest capacity for intensification within the
Eglinton Connects Study Area and places high
emphasis on:
Complete and walkable communities;
Pedestrian friendly block structures;
New housing and jobs;
Range of support services and infrastructure;
Significant amounts of open spaces; and
Community services and facilities.
Challenges: It recognized the challenges of being

a car-oriented area and that its role as a regional
retail centre should not be lost.
Opportunities: In planning for the future, the

study encourages that the area takes advantage
of the proximity of Centennial College and the
Employment Districts and that future development
should focus on an “innovation cluster” which is
described as a campus style institutional and
office hub.
Source: Eglinton Connects, City of Toronto (extract)
51
Consultation: The Eglinton Connects study summarizes Concept Plans: A number of illustrative concept plans
some of the public consultation comments received as were prepared to demonstrate the potential transition of
follows for the Focus Area: land uses in the Golden Mile, introducing possibilities
such as the development of an innovation cluster, green
Need for publicly accessible open spaces and
trackways and potentially extending Civic Road.
community facilities as intensification occurs;
Desire to maintain large format retail,
integrated with other uses;
Strong support for finer street grid;
Need for diverse types and sizes of public
meeting places;
Need to address traffic congestion and
movement through the area; and
Strong support for a green LRT trackway.
52
Figure 2-18: Comprehensive Map showing Greening (Victoria Park Avenue to Warden Avenue)
Source: Eglinton Connects, City of Toronto
53
Figure 2-21: Possible Conceptual Neighbourhood

Framework Plan
Figure 2-19: Potential Precincts for Planning and
Phasing of Development
Figure 2-22: Illustrative Built Form

Figure 2-20: Possible Conceptual Street, Block and
Connections Framework
54
2.2.5 Findings
Development Influence: Based on available

projected ridership data, the comparatively low
volumes through the Golden Mile mean that the
future LRT is not initially expected to have a
significant influence on real estate market in the
Golden Mile. More importantly however, the
Eglinton LRT will bring design opportunities to
enhance the public realm and streetscape along
the Golden Mile, as identified in the Eglinton
Connect study by the City of Toronto.
Future Attractors: The potential expansion of the

Eglinton LRT eastwards to University of Toronto
could also help to bolster projected ridership
throughout through the Golden Mile segment of
the LRT route.
Future Detractors: Based on the re-routing

scenarios prepared as part of the Environmental
Assessment, there are some concerns regarding
the impact that the Eglinton LRT could have on
left hand turning movements and overall heavy
vehicle routing through the Golden Mile area.
55
2.3 Provincial Planning Context 1. Major transit station areas and intensification corridors
The following chapter provides an overview of the will be designated in official plans and planned to
relevant regional planning documents and policies as achieve
they relate to the Golden Mile area. The intention of this
a) increased residential and employment densities that
review is to highlight any emerging policy trends and
support and ensure the viability of existing and planned
future directions that will impact the development
transit service levels
opportunities within the Golden Mile Study Area.
b) a mix of residential, office, institutional, and
2.3.1 Growth Plan for the Greater Golden commercial development wherever appropriate.
Horseshoe 2006
2. Major transit station areas will be planned and
Designation: The Golden Mile Study Area is designed to provide access from various transportation
located within the Built-Up Area and is located modes to the transit facility, including consideration of
within an Intensification Corridor in the Growth pedestrians, bicycle parking and commuter pick-up/drop-
Plan for the Greater Golden Horseshoe (2006, off areas.
amended 2013). 3. Intensification corridors will generally be planned to
accommodate local services, including recreational,
Major Transit Station Areas: Section 2.25 of the
cultural and entertainment uses.
Growth Plan provides specific policy for Major
Transit Station Areas and Intensification Employment Areas: Also relevant to the future of
Corridors. The Provincial Growth Plan defines a the Golden Mile is the Growth Plan policies
'major transit station area' as the area within relating to Employment Areas (Section 2.26)
approximately 500 metres of a transit station, which state that:
representing about a 10-minute walk. The policy
states: 4. Major office and appropriate major institutional
development should be located in urban growth
centres, major transit station areas, or areas with
existing frequent transit service, or existing or
planned higher order transit service.
56
2.3.2 Proposed Growth Plan for the Greater

Golden Horseshoe, May 2016 Density Targets: Establish specific minimum
density targets for “major transit station areas”, as
Status: The Provincial Government has recently delineated by municipalities, which would be
completed a co-ordinated review of province wide scaled to reflect type of transit (e.g. subways, light
land use plans including the Growth Plan. The rail). Applicable to the Golden Mile Study Area is
proposed new Growth Plan promotes the Section 2.2.4.5 that targets 160 residents and
redirection of growth to transit-accessible areas jobs combined per hectare for those that are
by instituting new language such as "strategic served by light rail transit or bus rapid transit;
growth areas" and "priority transit corridors". The
Province’s briefing document explains that this is
a shift from the broader approach in the 2006 Section 2.2.4.7 of the proposed Growth Plan provides
Growth Plan, which promoted intensification in further policy guidance with respect to planning for major
built-up areas, but not specifically in locations transit station and states that:
well-served by transit. The proposed Growth Plan
includes a number of changes and Within major transit station areas, development will be
recommendations relevant to the Golden Mile, supported by:
including:
a) planning in a timely manner, including through
Priority Transit Corridors: Zoning bylaws in updated zoning, particularly along priority transit
identified "priority transit corridors" will need to be corridors;
updated to meet minimum density requirements
for the type and frequency of transit service b) planning for a diverse mix of uses, including
anticipated. affordable housing, to support planned transit service
levels;
Intensification targets: Increase the Province
wide intensification target in the Growth Plan to a c) fostering collaboration between public and private
minimum of 60 per cent of all new residential sectors, such as joint development projects, as
development occurring annually in the existing appropriate;
built-up area.
57
d) providing alternative development standards, such as Note: As will be discussed in greater detail in the next
reduced parking standards; and chapter of the report dealing with Municipal Planning, the
description of the two Employment Areas categories are
e) prohibiting land uses and built form that would similar to the City of Toronto’s own proposed re-
adversely affect the achievement of the minimum density designation of Employment Areas into “general” and
targets in policy 2.2.4.5, and the other policies of this “core” employment under OPA 231. Based on the City’s
Plan. proposed re-designation of the Study Area’s
Employment Areas to “general” employment, the
Employment Areas: The proposed Growth Plan Employment Areas within the Study Area are, in our
also proposes a differentiation between different opinion, most closely aligned with the Province’s
types of Employment Areas, as follows: description of non-prime “other employment areas”.
Prime Employment Areas: Require Non-Prime Employment Area Policies: Section

municipalities to identify and designate 2.2.5.6 of the proposed Growth Plan provides
suitable lands near “major goods movement further guidance for the development of non-prime
facilities and corridors” as “prime employment employment areas within settlement areas and
areas”, which would be protected over the states that these lands will be designated and
long-term for uses that are land extensive planned to:
and/or have low employment densities and
require such locations. Certain uses would be a) direct any permitted commercial uses to locations that
strictly prohibited in “prime employment areas” support active transportation and are serviced by transit,
and these areas would not be eligible for where that service is available;
conversion to non-employment uses;
b) prohibit residential land uses and limit other sensitive
Other Employment Areas: Municipalities land uses to preserve the long-term integrity of the
would also be required to designate other employment area for uses that require those locations;
“employment areas” where a wider range of and
employment uses would be permitted.
58
c) integrate employment areas with adjacent non- supportive corridors, given the established
employment areas and develop vibrant, mixed-use areas automobile-oriented nature of many of these
and innovation hubs, where appropriate. roads which are historically set back from the
street and are developed at low densities.
Office: The draft Growth Plan retains the policies
of the 2006 plan where major office and Density: “Major transit routes should be planned
appropriate major institutional development will be and developed as medium and high density
directed to urban growth centres, major transit corridors. They are places to concentrate growth
station areas or other strategic growth areas with and intensification in immediate proximity to
existing or planned frequent transit service. transit”. The guidelines recommend that
establishment of corridor based on a 5 to 10
2.3.3 Transit Supported Guidelines (MOT)– minute (400-800m) walk.
Development Patterns
The Ministry of Transportation (MOT) guidelines are Figure 2-23: Transit Corridor Built Form
based on a collection of transit-friendly land-use
planning, urban design and operational best-practices
that illustrate how best to plan an environment that is
supportive of public transit and developing services and
programs to promote transit ridership. The following
selective review highlights some of the challenges of
planning for transit areas that are relevant to the Golden
Mile.
2.3.3.1 Transit Corridor Development

Some of the key principles identified in planning transit
corridors includes:
Challenges for Auto-Oriented Areas: Busy
vehicle routes such as Eglinton Avenue East Source: Section 1.1 Community Structure, Ministry of
present challenges in terms of their ability to Transportation’s Transit Supported Guidelines, 2012.
transform from high-volume arterials into transit-
59
Redesign of Streets: Rebalancing of street Figure 2-24: Transit Corridor Connectivity

rights-of-way to be friendlier to pedestrians,
cyclists and transit users and the introduction of
medium- to high-density buildings directly fronting
the street.
Nodes: Where there is a predominance of

automobile-oriented uses such as drive-throughs
or shopping plazas, land use strategies should
focus on the development of higher-density nodes
at key centres of activity rather than dispersing
density and activities along the length of the
corridor.
Identifying Nodes: Where arterials have a

predominance of automobile-oriented uses,
planning efforts should focus on the establishment
of transit-supportive nodes around key transit
stops or station areas or in areas with higher
Source: Section 1.1 Community Structure, Ministry of
levels of activity.
Transportation’s Transit Supported Guidelines, 2012
Adapting to Existing Conditions: Not all Minimum Density: Identify density targets for
corridors will be the same and the designation of corridors, including minimum targets that should
corridors should account for differences in levels be met before expansion of the settlement area.
of transit service, differences in the ability to In general, the guidelines recommend locating the
support new uses and/or higher densities and highest densities on a corridor close to stop or
surrounding land use characteristics. station areas or close to the intersection of transit
routes. We note that the minimum densities are
generally in keeping with those of the proposed
Growth Plan.
60
Figure 2-25: Minimum Densities for Transit Service High trip generating uses: A range of uses that
Types should be encouraged along transit routes and
around station areas include:
Institutional uses such as hospitals, seniors

housing or community facilities;
Entertainment uses such as theatres,

bars/nightclubs and cultural facilities;
Higher-density employment uses such as

offices and hotels;
Educational institutions such as local schools,

Source: Section 1.1.7 Coordination of Transit and Land high schools, colleges and universities
Use, Ministry of Transportation’s Transit Supported
Social services such as day care centres,
Guidelines, 2012
doctor’s offices and clinics;
Density Mix: Achieving these densities should
lead to higher use of transit services and Recreational facilities such as fitness centres
improved cost-effectiveness. The higher densities and arenas;
should also help provide a greater mix of uses
with a healthy residential/employment Retail uses such as restaurants, shops and
balance and reduce longer distance commuting. services; and
Medium to higher-density residential uses,

Land Use: A full range of main street uses should particularly affordable/social housing.
be provided, including retail, cultural, institutional,
residential, personal services, offices and other
uses to support transit ridership. Placement: Locate active, street-level uses such
as shops and services at stops, in station areas or
along streets and paths leading to and from
61
transit facilities to provide easier access to these 2.3.3.2 Provincial Review of Densities at Transit
services and promote higher levels of pedestrian Stations/ Corridors
activity.
Avoidance of low-density employment uses: Purpose: The Ministry of Municipal Affairs and
such as auto wreckers, warehousing and storage Housing recently undertook an internal review of
facilities, and auto-oriented uses such as gas all upper-tier official plans and some lower-tier
stations, service centres and drive-through official plans in the Greater Golden Horseshoe10.
establishments from locating in proximity to transit
stops or in station areas. Densities Targets: In assessing the density
targets, the report refers to the suggested
Mix of Uses: Plan to locate multiple functions minimum densities set by the Ministry of
such as a mix of employment, retail and Transportation’s Transit Supported Guidelines
residential uses along transit routes and corridors (see Figure 2-25) for each transit service type
to increase transit destinations and support the for Light Rail Transit, the minimum
viability of the transit network. suggested density is 72 units per ha/ 160
units and jobs combined.
Detailed Land Use Strategies: The guidelines
provide detailed land use strategies for the Key Finding: It was reported that the internal
development of specialized uses near major
review of Official Plans found that there has been
transit stations including employment areas, large
no consistency in setting density targets or
shopping centres and big box retail, institutional
planning for development in association with
campuses and public/ civic infrastructure which
will be relevant to the future preparation of the transit stations and corridors.11
more detailed Secondary Plan land use options.
10 While this review is not publicly available, some of the key

findings of this study were reported as part of the Province’s co- 11Section 4.1.5 Transit Hubs, Planning for Health, Prosperity and
ordinated study (“the Crombie Report”), by the Province’s Advisory Growth in the Greater Golden Horseshoe: 2015-2041, December
Panel chaired by David Crombie. 2015
62
Achievement of Densities: Only 10% of all of

the identified major transit station areas have
reached the minimum recommended density to
support transit (i.e. 34 of 333 station areas).
Almost 80% of the region’s GO station areas have
less than 50 people and jobs per hectare. The
proposed Growth Plan recommends 150
residents and jobs combined per hectare for those
that are served by express rail service on the GO
Transit network.
What does this mean for the Golden Mile?

These findings highlight that being adjacent to transit
does not necessarily create higher intensified levels of
development. For the Golden Mile, the risk is that future
development becomes transit adjacent rather than transit
oriented to the Eglinton LRT. The Ministry’s findings
reiterate the importance of creating an investment ready
climate that encourages higher densities and
connectivity to the LRT station areas.
63
2.4 City of Toronto Municipal Planning Context Figure 2-26: Urban Structure and approximate Golden
Mile Study Area Boundary
2.4.1 Official Plan: Urban Structure
Within the Study Area, the majority of lands on the north
side of Eglinton Avenue East are identified as Avenue
(Map 2 Urban Structure of the Toronto Official Plan, see
Golden Mile Study
Figure 2-26). Area Boundary
Avenues are important corridors along major

streets where re-urbanization is anticipated and
encouraged to create new housing and job
Pharmacy Ave
Victoria Park Ave
Warden Ave
Birhcmount Rd
opportunities while improving the pedestrian
environment, the look of the street, shopping
opportunities and transit service for community
residents.
Lands located south of Eglinton Avenue East, between

Pharmacy Avenue and Birchmount Road are identified Source: City of Toronto Official Plan, Map 2 Extract with
as Employment Areas, with the exception of the south- urbanMetrics annotations.
east corner of Eglinton Avenue East and Pharmacy
2.4.2 Official Plan: In Force Land Use
Avenue.
Designations
Employment Areas are to be used exclusively There are four types of land use designations within the
for business and economic activities and refer to Study Area, identified on Map 20 Land Use Plan of the
lands previously designated as Employment existing Toronto Official Plan. These include Mixed Use
Districts. Areas, Employment Areas12 ,Apartment Neighbourhoods
and Parks and Open Space Areas - Parks.
12 OPA 231 proposes the re-designation of the Employment Areas

within the Study Area to General Employment Areas.
64
The following summarize the key policy direction of each Employment Areas are places of business and
land use designation as it relates to the Study Area in economic activity. Uses that support this function
the existing and in-force Official Plan. consist of: offices, manufacturing, warehousing,
distribution, research and development facilities,
Mixed Use Areas combine a broad array of utilities, media facilities, parks, hotels, retail
residential uses, offices, retail and services, outlets ancillary to the preceding uses, and
institutions, entertainment, recreation and cultural restaurants and small scale stores and services
activities, and parks and open spaces. The that serve area businesses and workers. Within
proportion of commercial and residential uses will Employment Areas, places of worship, recreation
vary widely among Mixed Use Areas. Office and and entertainment facilities, business and trade
retail uses will continue to be paramount in the schools and branches of community colleges or
Financial District, but much of the new universities may locate only on major streets.
development along the Avenues will have a
residential emphasis. Not all Mixed Use Areas will There are specific policies relating to large scale, stand-
experience the same scale or intensity of alone retail stores and “power centres” on Employment
development. Development along the Avenues Lands. However, as with Mixed Use Areas, the SASP
will generally be at a much lower scale than in the No. 129 supersedes these policies by permitting “retail
Downtown and most often at a lower scale than in and service uses, including stand-alone retail stores
the Centres. and/or ‘power centres’.
There are specific policies regarding large scale, stand-

alone retail stores and/or “power centres” in Mixed Use
Areas. However, for most of the Study Area, a policy
overlay through Site and Area Specific Policy (SASP)
No. 129 supersedes these policies and states that “retail
and service uses, including stand-alone retail stores
and/or ‘power centres’ are permitted”. SASP No. 129 will
be discussed in further details in the next chapter.
65
Figure 2-27: Overview Map of Land Use Designations in Apartment Neighbourhoods are made up of
the Golden Mile apartment buildings and parks, local institutions,
cultural and recreational facilities, and small-scale
retail, service and office uses that serve the needs
of area residents. All land uses provided for in the
Neighbourhoods designation are also permitted in
Apartment Neighbourhoods (i.e. new small-scale
retail, service and office uses that are incidental to
and support Neighbourhoods). Significant growth
is generally not intended within developed
Apartment Neighbourhoods. However, compatible
infill development may be permitted on a site
containing an existing apartment that has
sufficient underutilized space to accommodate
Golden Mile one or more new buildings while providing good
Study Area quality of life for both new and existing residents.
Boundary
Parks and Open Space Areas (Parks) comprise
of green open spaces and include Natural Areas,
Parks and Other Open Space Areas where
development is generally prohibited. Within the
Golden Mile Study Area, there are two areas of
Victoria Park Ave
Pharmacy Ave
Birhcmount Rd
Warden Ave
“Parks” which are to be used primarily to provide

public parks and recreational opportunities.
Source: City of Toronto Official Plan, Map 20 Extract with

urbanMetrics annotations
66
Figure 2-28: Detailed Map of Land Use Designations in the Golden Mile showing existing uses
Marsan
Kawasaki
Centennial College
Wexford Park Aviva 41 Division
Scarborough (Dream)
Centre
(Riocan)
Eglinton Corners Cosmetica
(Madison Group)
Ford
Scotia
SmartCentre Contact
Bell Nissan Centre
Canada Mitsubishi
Courts & Merchant’s

Flea Market Detention
Golden Mile SC Centre
(ChoiceREIT) Petro
Canada
Canadian
Tire Riocan Warden
FCP Toyota (Riocan)
Eglinton
Square
(Kingsett Capital)
Lebovic
Enterprises
Ipex
Rona
Source: urbanMetrics with City of Toronto Official Plan, Map 20 Land Use Map image underlay.
67
Figure 2-29: Site and Area Specific Policy (SASP) No.

2.4.3 Official Plan: Site and Area Specific Policy 129
(SASP) No. 129
Purpose & Boundary: In the late 1990’s, a

Golden Mile Land Use review was prepared which
provided a vision for the rejuvenation of the older
Employment Areas with a range of commercial
land uses. SASP No. 129 was adopted as a
result. The policy area includes lands south and
north of Eglinton Avenue East between Pharmacy
Avenue and Birchmount Road.
Permitted Development: SASP No. 129 permits

retail and services uses, including stand-alone
retail stores and/or “power centres”, subject to
amendments to the zoning by-law. The
implementation of this policy can require the
provision of additional public roads or other
transportation improvements through the
Transportation System Improvement (TSI)
charge.
Source: City of Toronto, Official Plan.
68
2.4.4 Official Plan: Higher Order Transit Corridors intensification of the lands for a mix of commercial
Eglinton Avenue East is designated as a major arterial and residential uses, consistent with the vision for
and a "Higher Order Transit Corridor". the revitalisation of the abutting Golden Mile Area.
The policies place a high emphasis on quality
Figure 2-30: Higher Order Transit Corridors and
urban design. Non-residential uses will not
approximate Golden Mile Study Area Boundary
exceed 0.6 times the site area, except within area
shown as policy area 110, which permits non-
residential uses at 1.0 times the site area.
Figure 2-31: Site and Area Specific Policy (SASP) Nos.

109 & 110
Victoria Park Ave
Pharmacy Ave
Warden Ave
Birchmount Rd
Golden Mile Study

Area Boundary
Source: City of Toronto Official Plan, Map 4 Extract with

urbanMetrics annotations.
2.4.5 Official Plan: Site and Area Specific Policies

109 & 110 (Golden Mile Shopping Centre)
The areas shown in Figure 2-31 are subject to Source: City of Toronto, Official Plan
specific redevelopment policies relating to
69
Further discussion relating to the future development Figure 2-32: Site and Area Specific Policy (SASP) No.
potential of this site can be found in Appendix G, Site #1. 435
2.4.6 Official Plan: Site and Area Specific Policy

(SASP) No. 435
This site specific policy refers to the lands
southeast of Eglinton Avenue East and Pharmacy
Avenue, also referred to as the “Flexible Packing
Corporation “FPC” Site”, located at 1891 Eglinton
Avenue East. Development of lands for residential
uses on the Mixed Use Areas-designated portion
of the site will include employment uses including
office space having a minimum gross floor area of
6,000 square metres or 5 per cent of the total
gross floor area of residential uses, whichever is
smaller. Employment uses on the portion of the
site designated General Employment Areas,
shown as "Parcel A", will be compatible with
adjacent residential uses.
Further discussion relating to the permitted development Source: City of Toronto, Official Plan
of this site can be found in Figure 2-45, Site 1.
2.4.7 Official Plan Amendment OPA 231
In 2013, the City adopted Official Plan

Amendment No. 23113. A key objective of OPA
July 29, 2014. The Minister's decision was appealed by 178

13 Official Plan Amendment 231 was approved, with minor appellants to the Ontario Municipal Board. Official Plan Amendment
modifications, by the Minister of Municipal Affairs and Housing on 231 has been appealed in its entirety. (PL140860).
70
231 is to preserve Employment Areas and put in 2.4.8 Employment Land Use Designations (OPA
place a policy framework that would allow Toronto 231)
to maintain and build a diverse and healthy OPA 231 proposes that Employment Areas are
economic base. comprised of lands designated both as Core
Employment Areas and General Employment Areas.
Status: The most recent City of Toronto Official
Core Employment Areas are where primary
Plan consolidation reflects portions of OPA 231
employment uses are permitted, and, for the most
approved by the Ontario Municipal Board on June
part, these Core Employment Areas are
22, 2015. At this hearing, an OMB order brought
geographically located within the interior of
into force the re-designation of specific sites
employment areas.
under OPA 231 from Employment Area to other
land use designations; and brought into force and
General Employment Areas are generally
effect a number of Official Plan policies. We
located on the periphery of Employment Areas on
recognize that there have been appeals of the
major roads where retail stores, service shops
entire OPA 231 and that as it has been appealed
and restaurants can serve workers in the
in its entirety, it is not fully in-force i.e. the re-
Employment Area.
classification of Employment Areas to either
General Employment or Core Employment areas
Golden Mile Employment Areas: All existing
is not in force.
Employment Areas (12.8 ha) located within the
Study Area are proposed as General Employment
Reference in this Study: In reviewing the land lands by OPA 231. Lands directly to the south of
use designations within the Study Area, we have these General Employment Lands are shown as
consulted both the consolidated version of the Core Employment Areas. See map in Figure 5-8.
Official Plan (In Force Land Use Designations)
and the Ministry approved OPA 231 (Proposed The following summarize the key policy changes
Official Plan Amendment: Employment Lands and of the Employment related use designations
Transit Oriented Office Space Replacement). proposed by OPA 231, which would re-designate
the Employment Areas to General Employment
Areas within the Study Area.
71
General Employment Areas are places for that front onto and have access to major streets
business and economic activities generally through the enactment of a zoning by-law.
located on the peripheries of Employment Areas
where, in addition to all uses permitted in a Core What does these changes mean for Employment
Employment Area14, retail and service uses, Lands in the Golden Mile?
restaurants, fitness centres and ice arenas may
also be established. Based on the above, the future land use designations
proposed by OPA 231 do not significantly change the
General Employment Areas are generally located permitted uses on the south side of Eglinton Avenue
on major roads where retail stores, service shops East, as these areas are subject to SASP 129 which
and restaurants can serve workers in the already permits retail and service uses.
Employment Area and would also benefit from
visibility and transit access to draw the broader
public.
Retail complexes on the periphery of Employment

Areas frequently serve as a buffer between
industries in the interior of Employment Areas and
nearby residential areas.
Automobile dealerships are permitted as a retail

and service use in General Employment Areas.
Major retail developments with 6,000 square

metres or more of retail gross floor area may be
considered in General Employment Areas outside
of the Downtown and Central Waterfront on lots
14Uses permitted in Core Employment Areas are manufacturing, and development facilities, utilities, industrial trade schools, media
warehousing, wholesaling, transportation facilities, offices, research facilities, and vertical agriculture.
72
Figure 2-33: OPA 231 – Re-designations of Official Plan Employment Areas Designations within Golden Mile Study Area
boundary
73
Source: City of Toronto By-Law, 1714-2013, Extracts of Maps 26,27,37,38 with overlay of Golden Mile Study Area
boundary by urbanMetrics.
2.4.9 Office Space Replacement (OPA 231) space may be constructed on a second site, prior
Description: OPA 231 proposes to introduce a to or concurrent with the residential development.
number of policies in relation to the promotion of The second site will be within a Mixed Use Area
transit-orientated office growth within 500 metres or Regeneration Area in the Downtown and
of an existing or approved and funded light rapid Central Waterfront; within a Mixed Use Area or
transit station. These policies recognize that Employment Area in the same Centre; or within
existing office space in these transit-rich areas 500 metres of the same existing or approved and
needs to be sustained, not demolished to make funded subway, light rapid transit or GO train
way for new residential buildings. As the future station.
Eglinton LRT stops are closely interspersed within
the Study Area, the application of a 500 metres Major freestanding office buildings with 10,000
radius effectively means that this policy applies to square metres or more of gross floor area, or the
the entire Golden Mile Study Area. The policies capacity for 500 jobs or more, should be located
states that: in Mixed Use Areas, Regeneration Areas and
Employment Areas within the Downtown and
Replacement: New development that includes Central Waterfront and the Centres, and/or within
residential units on a property with at least 1,000 500 metres of an existing or an approved and
square metres of existing non-residential gross funded subway, light rapid transit or GO station.
floor area used for offices is required to increase
the non-residential gross floor area used for office Status: There are a number of appeals with
purposes where the property is located in a Mixed respect to these policies promoting and retaining
Use Area or Regeneration Area within 500 metres office space in the Downtown, the Centres and
of a light rail transit station. within walking distance to rapid transit stations. It
is uncertain at this time whether these appeals will
Second Site: With respect to the above policy, result in any changes to the policy as it is
there is a proposed provision where if site currently worded.
conditions and context do not permit an increase
in non-residential office gross floor area on the Implementation: On 11 May, 2016, a report by
same site, the required replacement of office floor the Chief Planner was presented to the Planning
74
and Growth Management Committee entitled subject to further public and stakeholder
“Proposed Planning Incentives to Support the consultations.
Replacement of Office Space in New Mixed Use
Developments - Draft Zoning By-law Figure 2-34: Office Replacement Area Golden Mile
Amendments” that discusses the incentives for (Proposed)
the replacement/retention of existing office space
near rapid transit, including the lands within the
Golden Mile area.
Incentives: Proposed planning incentives are

intended to provide parking reductions, floor area
exemptions and priority application processing for
office sites proposed to be lawfully demolished
and redeveloped with residential uses in the
Downtown and the Central Waterfront, Centres
and other locations in the City within 500 metres
of a rapid transit station.

Source: City of Toronto
With respect to the Golden Mile, these proposed
2.4.10 Reviewing Employment Lands
by-law amendments will apply to the area defined
in Figure 2-34 (i.e. that includes the Focus Area
and Sub-Focus Area East) and will apply to OPA 231: The City of Toronto's Official Plan
existing buildings with at least 2,000 square came into force in June 2006. The City
metres (21,528 square feet) of office gross floor commenced an Official Plan Review five years
area that is replaced with a building that has later, initiated in May 2011, including the
dwelling units. Municipal Comprehensive Review resulting in
OPA 231 and the conversion of a number of
The incentives are proposed to be to be employment lands to other land use designations.
implemented through amendments to the Zoning
By-laws and the Gold Star program and are
75
Planning Act (Bill 73) Changes: Until recently, 2.4.11 Breakdown of Study Area by Land Use
the conversion of lands within Employment Areas Land Use Mix: 78% of the Golden Mile Study
was typically permitted only through a City- Area is comprised of Mixed Use Area lands; this
initiated Municipal Comprehensive Review of the share is higher at 83% within the Focus Area.
Official Plan, where it was demonstrated that the Only 15% of the existing lands are designated as
conversion criteria set out in all applicable Employment Areas in the total Study Area.
Provincial Plans and policies were met.
Active / Vacant Sites: All sites are currently
Proposed Change: The requirement to review developed with built structures or surface parking
employment lands every five years has been lots. There are no existing vacant parcels within
removed. Bill 73 also proposed to change the the Study Area, and based on our fieldwork active
required cycle for updating a “new” official plan to
uses were reported on all sites. That said, there
10 years rather than 5 years.
appears to be areas within some sites that are
Impact: The City’s Official Plan is not considered under-used.
a “new” plan, but rather a “revised” plan leading to
some uncertainty regarding its review cycle i.e.
five or ten years’ time. As a result, there is also
uncertainty regarding when the next opportunity to
review employment lands will occur or whether
this review will be tied for the Official Plan cycle.15
15 City staff have examined the impact of Bill 73, as it currently to reviewing employment lands, the City is expected to have the
stands. As the existing City of Toronto Official Plan review will not discretion to combine a provincial plan conformity exercise with its
result in a “new” Official Plan, it appears that the ten-year review Official Plan review cycle. (Source: Staff Report, Planning Act -
period may not apply. Based on the Planning Act changes relating Proposed Amendments Introduced Through Bill 73, Smart Growth
for Our Communities Act, 2015 (April 30, 2015))
76
Figure 2-35: Land Use Designations in Golden Mile, Figure 2-36: Land Use Designations in Golden Mile, %
Breakdown by Area (Hectares) and %. Breakdown by Area
Land Use Sub-Focus Sub-Focus Total Study
Designation Focus Area Area West Area East Area TOTAL GOLDEN MILE STUDY AREA 6% 15% 78% 1%
Apartment
0.0 0% 4.7 73% 0.0 0% 4.7 6%
Neighbourhood Sub-Focus Area East 18% 82%
Employment
11.0 16% 0.0 0% 1.8 18% 12.8 15%
Areas
Sub-Focus Area West 73% 21% 6%
Mixed Use Areas 55.7 83% 1.3 21% 8.1 82% 65.1 78%
Parks 0.7 1% 0.4 6% 0.0 0% 1.1 1% Focus Area 16% 83% 1%

TOTAL 67.4 100% 6.4 100% 9.9 100% 83.7 100%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Apartment Neighbourhood Employment Areas Mixed Use Areas Parks

2.4.12 Policy Overview & Gaps
Existing lands within the focus area of the Golden

Mile Study Area are primarily designated as
Mixed Use Areas in areas north of Eglinton
Avenue East, and Employment Areas in the areas
to the south16.
However, the actual business operations on each
side of Eglinton Avenue East are not as clearly
as Mixed Use Area, as is the Eglinton Square shopping centre, also

16With some exceptions: The north portion of the Flexible Packing located south of Eglinton Avenue East to the west of FPC.
Corporation site (“FPC site”), 1891 Eglinton Avenue East, located
south of Eglinton Avenue East and Pharmacy Avenue, is designated
77
defined as these respective land use designations OPA 231 has also introduced policies to support
would suggest. the retention and increase of existing office space
within 500m of transit stops in Mixed Use Areas
A site and area specific policy (“SASP No. 129”) that proposed residential uses as part of a
applies to lands along Eglinton Avenue East redevelopment. These policies are still also under
between Pharmacy Avenue to Birchmount Road, appeal.
which permits retail and service uses (including
stand-alone retail and/ or “power centre’). This At present, there are some very significant gaps between
policy has greatly influenced the development of the land uses and urban structure which exist today and
the lands south of Eglinton Avenue East and has policy directions emanating from the various planning
permitted the development of the large format documents. Some key areas of divergence are:
retailing areas now located along Lebovic Avenue The auto-oriented uses which existing today and
and east to Warden Avenue. policies promoting a transit friendly urban
structure.
The City has recently adopted Official Plan
Amendment No. 231 (“OPA 231”) which is partly Policies supporting densities three times greater
approved by the Province that contains new than exist today.
economic policies and new policies and
designations for Employment Areas. This OPA Large format retail sites in areas where a fine
applies to the entire City. Within the Golden Mile it street grid is envisioned.
would result in the re-designation of all
Employment Area lands along the south side of Successful large format retail developments in
Eglinton Avenue East in the Study Area, from areas targeted for a broader mix of uses,
Employment Areas to General Employment including residential.
Areas. The wording of the employment policies
are still under appeal. OPA 231 does not affect Site specific policies that permit retailing uses in
lands north of Eglinton Avenue East which are the entire Study Area, including Employment Area
designated as Mixed Use Areas. lands.
78
While the mixed use and Employment Areas The purpose of this study and the Secondary Plan
provide very different land use policies in the process which follows will be to develop strategies
Official Plan, the uses which actually exist in the and incentives to bridge these gaps as best as
two areas are virtually interchangeable. In other possible and to develop compatible strategies,
words, there are few if any uses that exist in one policies and guidelines that will help achieve this.
designation that wouldn’t have as of right approval The challenges will be far greater than which exist
in the other area. in a greenfield situation owing to the fact that the
transformation of the Golden Mile will require
Policies which protect employment lands are in significant modifications in travel behaviour and
areas which have transitioned to non-core where people choose to live, shop and work. In
employment uses (e.g. car dealerships, big box our opinion, the introduction of the Eglinton LRT
retail, a flea market etc.). Policies that promote a and its transformative impact on the function of
mixed use apply to sites that operate as core Eglinton Avenue East will be the catalyst for a
employment uses (e.g. Cosmetica and Kawasaki). gradual but monumental change that will occur
over the following decades.
categorized and summarized in Appendix A,

2.5 Golden Mile Today: Land Use Inventory Figure A-1.
2.5.1 Methodology Extended Study Area: Some adjustments to the

defined Golden Mile Study Area (83.6 ha) were
Approach: A land use inventory was undertaken necessary to prepare the land use inventory, as
on a parcel by parcel basis, using the City of several parcels and buildings straddle the Study
Toronto’s property boundary database (see map Area boundary. As Appendix A, Figure Error!
in Appendix A, Figure Error! Reference source Reference source not found. shows, this occurs
not found.). All land parcels have been on a number of properties on the south side of
numbered for reference purposes. The existing Eglinton Avenue East. For categorisation
operations, land use designation, site/ lot area purposes, these sites have been sub-divided into
(hectares) and gross floor area have been part A (within the Study Area) and part B (outside
the Study Area).
79
Figure 2-37: Distribution of Built Space by Existing Use

Inventory Total: The total land use inventory
BUILT SPACE BUILT SPACE
shown in the tables includes the full extent of (SQUARE (SQUARE % OF
each of the property boundaries (i.e. Parts A & B) USE METRES) FEET) TOTAL
to reflect the full gross floor area for each As a Commercial (Retail & Services) 184,200 1,983,000 47%
result, the total land use inventory in this portion Manufacturing/ Industrial 47,900 516,000 12%
of the study includes an additional 21.6 ha and Auto-Dealers/ Rental 14,200 152,600 4%
measures 105.3 ha in total (Error! Reference Office 90,300 971,500 23%
source not found., boundary line)17. Other 18,200 195,500 5%
Residential 38,400 413,200 10%
TOTAL 393,200 4,231,800 100%
2.5.2 Breakdown of Space by Active Use
Total Space: There is 393,200 square metres

(4.2 million square feet) of residential and non-
residential floor space located within this
extended Study Area. Approximately half (47%) of
the space is used for commercial retail and
services, with 23% of the total space used for
office. Manufacturing/ industrial uses account for
just 12% of the overall built space.
17Furthermore, to provide corresponding gross floor areas, a For a number of operations such as Cosmetica, Bell Canada Tower
number of the parcels have been bundled together where and residential blocks where inspection of the properties was not
appropriate to recognize the existing operations i.e. a commercial possible during fieldwork, the gross floor area is a best estimate
area may comprise of more than one land parcel. using aerial imagery.
80
Commercial (Retail &

10% Services)
5% Manufacturing/
Industrial
Auto-Dealers/ Rental
47%
23% Office
Other
3% Residential
12%
2.5.3 Commercial Space Inventory

A commercial space inventory was conducted in Auto-dealers and auto-rental companies are
February 2016. There is 184,200 square metres typically excluded from commercial space
(1,983,000 square feet) of commercial space18.
Appendix A provides the inventory details.
18 The inventory includes all commercial uses on the 105.3 ha of floor space on retail strips and office buildings. The commercial
land shown in Appendix A, Figure Error! Reference source space inventory does not include office space other than ground
floor commercial units directly accessible to the public. The
not found.. The inventory includes all space in shopping centres, inventory also excludes automotive uses such as car dealerships,
retail plazas, and free-standing commercial units, as well as, ground rental agencies and gas stations.
81
inventories. If included, these businesses19, with a Merchant’s Flea market is not included as part of
combined total space of 14,200 square metres NFSR.
(152,600 square feet) increase the retail/services
space to 198,400 square metres (2.1 million Services – Included within this category are all
square feet). services, such as financial services, entertainment
(excluding Dolphin casino), personal services,
Food Store Retail (FSR) – Included within this medical services, eating/ drinking facilities,
category are supermarkets, grocery stores, professional offices and public administration (i.e.
convenience and specialty food stores. This Toronto Public Library, City of Toronto offices,
category accounts for 19,900 square metres Ontario Courts of Justice). The services category
(214,400 square feet) of space or 10.8% of total is the second largest category with 45,900 square
commercial space. metres (494,200 square feet) of space or 25% of
total commercial space.
Non-Food Store Retail (NFSR) – This category
includes Department Stores (as part of General
Merchandise category), Clothing Stores, General Other Retail – This category includes Other
Merchandise Stores, Home Furnishings Stores, Retail: Liquor, Beer, Wine; and Other Retail:
Pharmacies and Personal Care Stores, and Automotive. Liquor, Beer, and Wine amounted to
Building and Outdoor Home Supply Stores and 1,800 square metres (19,700 square feet) of
Miscellaneous stores (e.g. sporting goods, toy, space or 1% of total commercial space. The Other
gift, hobby, etc.). With 100,200 square metres Retail: Automotive retail (includes Automotive
(1,078,600 square feet) of NFSR retail/service Tire, Batteries and Automotive Accessories,
space or 54.4% of total commercial space, this excludes auto-dealers) represents 1,800 square
category represents the largest category by store feet or 0.1% of the total commercial space.
type. The space used for the weekend only
19Mitsubishi, Enterprise Car Rental; Discount Car Rental; Donway

Ford; Auto-Select; Kingscross Hyundai; Scarborough Nissan and
Toyota.
82
Vacant – Vacant space accounts for 16,200 services, which can serve the needs of future
square metres (174,300 square feet) of residents in the Golden Mile.
retail/service space or 8.8% of the total
commercial space. Of this space, 10,800 square Distribution of Space: The Study Area is almost
metres (116,000 square feet) relates to the vacant evenly divided by Eglinton Avenue East in terms
former Zeller’s store which is now subject to a of the amount of commercial space located on
development application for a Costco Business north and south of the Avenue. Slightly more
Centre. Other vacant units are found in the newly commercial space is located to the north, at 59%
renovated areas in the Eglinton Square enclosed of all commercial space inventoried.
mall, power centre commercial areas along on Approximately 74% of the total commercial space
Lebovic Avenue e.g. Mexx and a number of in the Study Area is located on Mixed Use Area
standalone retail in the south-east of the Study lands, within the remaining space located on
Area along Eglinton Avenue East close to the Employment Areas.
auto-dealers.
Impact of SASP No. 129: With respect to the
Vacancy Analysis: Considering the above, the large format stores that make up a large
vacancy rate is somewhat over-stated due to the proportion of the Non-Food Store Retailing
nationwide closure retail chains, and does not (NFSR), over half of this NFSR space is located
accurately reflect the strong retail market on lands designated as Employment Areas, in the
generally observed in the Golden Mile. Excluding retailing areas located east and west of Lebovic
the Zellers space which is likely to be re-tenanted Avenue, which shows the direct impact of Site
in the near future, the vacancy rate would be a and Area Specific No. 129 (permitting large format
much lower 3% which is indicative of a strong retail) on the transition of the Golden Mile area.
retail sector.
2.5.4 Other Non-Residential Space
Retail Function & Draw: With 100,200 square All other non-residential space comprises of:
feet (over 1 million square feet) of non-food store 3 light industrial and manufacturing buildings
retail space, the Golden Mile serves a large trade
(Kawasaki, FPC and Cosmetica) measuring
area by attracting shoppers from a wide
47,900 square metres (516,000 square feet) in
geographic area. It is important to note also that
there is an existing supply of food store retail and total.
83
3 Office buildings (Aviva, Scotia & 1940 Eglinton Figure 2-38: Residential Areas in the Sub-Focus West
Avenue East), measuring 90,300 square metres Area
(971,500 square feet).
9 auto related business (i.e. vehicle sales and

rentals).
And other miscellaneous structures and buildings

including Flea Market, Dolphin Gaming, Gas
Station and Bell Communication Tower.
2.5.5 Residential Inventory

Residential Stock: Within the sub-focus area
west area, there are fourteen four-storey Source: urbanMetrics inc. (Image Credit: Google)
residential buildings located in Sub-Focus West
Area, along Craighton Drive and Rannock Street,
between Victoria Park Avenue and Pharmacy
Avenue. The rental apartment residential
buildings were constructed prior to 1960s.
Population: Based on Census data, we estimate

that there are 300 households in this residential
area, with an estimated population of 650
residents.
84
2.6 Golden Mile Today: Economic Profiles characteristics in the surrounding employment
A comparison of the characteristics, uses and economic lands. The defined local employment area
performances of the Golden Mile Study Area has been includes all lands (i.e. Mixed Use Areas and
conducted to inform the economic sector analysis in Employment Areas) north of Fairfax Crescent /
Phase 2. Unless otherwise annotated, all information Deans Drive to the Hydro Corridor. The Local
provided in the analysis is based on the City of Toronto’s Employment Area includes all lands located within
Employment Survey data. the Golden Mile Study Area, east of Pharmacy
Avenue. The Local Employment Area measures
2.6.1 Geographic Employment Context 279 hectares (net area).
For the purpose of our analysis, we have analyzed the
employment profiles over three overlaying areas. South West Scarborough (SWS) Employment
Golden Mile Study Area: The Golden Mile Study Area: The SWS Employment Area is defined as
Area is the same as that utilized throughout the per the City of Toronto employment area
report with the exception that employment data boundary. The SWS Employment Area measures
could not be separated out from parcels which 409 hectares (net area).
straddle the Study Area boundary20.Approximately The following chapter and a high level analysis of the
37.7 ha of the Golden Mile Study Area is within employment trends by sector over the period 2001 to
the South West Scarborough Employment Area. 2015.
Local Employment Area: A defined local Detailed data tables and graphs can be found in
employment Study Area has been used to Appendix B.
understand the employment and business
20The employment data provided by the City of Toronto is on a part of the analysis is slightly larger, at 99.5 hectares, to include all
parcel by parcel basis. As the Study Area boundary bisects a employment generating lands (i.e. Employment and Mixed Use
number of parcels, we have included the entire parcel areas to be Areas).
consistent. As a result, the Golden Mile Study Area utilized in this
85
Figure 2-39: Golden Mile, Local Employment Area & South-West Scarborough Employment Area Location Maps:
Golden Mile Study Area South West Scarborough Employment Area
Local Employment Area
Source: Mapping provided by the City of Toronto. Note: Local Employment Area does not specifically refer to designated
Employment Areas only; the Mixed Use Areas located within the Golden Mile Study Area are also included.
86
Figure 2-40: 2015 Economic Profile Summary Infographic (2001 to 2015)
GOLDEN MILE LOCAL EMPLOYMENT AREA SWS EMPLOYMENT AREA

TOTAL
10,470 jobs 17,663 jobs 19,998 jobs
EMPLOYMENT
(2015)
2% 7% 7%
3% 8%
6% 21% 7%
30%
EMPLOYMENT Manufacturing Manufacturing Manufacturing
Retail Retail
BY SECTOR Retail
Service
29% Service Service
Office Office
(2015) 49%
Office
Institutional Institutional 17% 33% Institutional
38%
12%
9% 12% 11%
GROWTH + 3,484 jobs + 985 jobs - 1,926 jobs

(2001 TO 2015)
DENSITY* 105 jobs/ ha 63 jobs/ ha 49 jobs/ ha

# ESTABLISHMENTS 288 610 888
(CHANGE: 2001 TO 2015) (+105) (+159) (+157)
Source: urbanMetrics based on City of Toronto Employment Survey data. (*Densities exclude 650 residents)
87
Source: urbanMetrics based on the City of Toronto, 2015

Employment Survey.
2.6.2 Employment Growth
Since 2001, there has been almost 3,500 2.6.3 Employment Densities
additional jobs created in the Golden Mile Study
Area.
The Golden Mile Study Area, at only a quarter the
size of the SWS Employment Area, has a density
This job growth represents an increase from just
of jobs twice as high as the SWS Employment
under 7,000 jobs in 2001 to almost 10,500 jobs in
Area.
2015.
The large amount of commercial space found
In that same time period, the Local Employment
within the Golden Mile is a more intensive
Area increased by approximately 1,000 jobs while
employment generating use than the traditional
the wider SWS Employment Area declined by
manufacturing areas in the surrounding
almost 2,000 jobs.
Employment Areas.
Figure 2-41: Total Employment Growth (2001 to 2015)
The Golden Mile Study Area is a more efficient
21,924
19,627 19,998 employment generating area (in terms of job
18,881
17,663 numbers and density) than the Employment Areas
16,678 16,429 surrounding it.
13,715
2.6.4 Office Employment
10,470
9,584
7,651 Presently, the sector category with the greatest
6,986
amount of employees is office, having over 5,000
2001 2006 2011 2015
jobs.
Golden Mile Study Area Local Employment Area
SWS Employment Area These include 3,050 jobs categorized as Finance,
Insurance and Real Estate and 1,471 jobs in
Insurance Companies.
88
These two sectors combined represent 43% of all The performance of the Golden Mile
Study Area jobs, almost all which are located in manufacturing sector is in stark contrast to the
the Sub-Focus Area East, in the two major office loss of almost 1,000 manufacturing jobs in the
sites, Aviva HQ (1,600 jobs) and Scotiabank wider Local Employment Area.
Contact Centre (2,700 jobs).
The wider SWS Employment Area has remained
Over 1,000 office jobs have been created since relatively static in terms of changes to the overall
2001 in the Golden Mile, which again is largely manufacturing establishments and its decline of
attributed to the major office employees located in 1,000 manufacturing jobs likely reflects the loss of
Sub-Focus Area East. jobs observed in the Local Employment Area.
This suggests that a decline in manufacturing jobs
In the Local Employment Area, in the same period within the Employment Area is more pronounced
there has been a loss of over 1,300 office jobs in the Local Employment areas surrounding the
which contrasts with the market trends in the Study Area.
Golden Mile and might be more reflective of
general office market trends in the area. On balance, there has not been a decline in the
number of manufacturing establishments in the
2.6.5 Manufacturing Employment Local Employment Area, which again suggests
that the decline in manufacturing jobs within this
Manufacturing accounted for 811 employees, or Local Employment Area may be due to reduced
just 8% of all jobs. demand for staffing, or a shift in operations to less
employee intensive businesses that require space
While there has been a decline from seven to two
manufacturing establishments since 2001, the
employment numbers have increased for the
sector overall, with growth in both full time and
part time positions suggesting that these existing
establishments are performing reasonably well.
89
but not necessarily employees i.e. auto-wrecking employment in retail has increased year on year
yards etc21. also.
2.6.7 Employment Sector Observations
Major Office Employers: The Golden Mile

employment market has benefited from major
office employees in the area which has led to
2.6.6 Retail Employment
increased employment in the area, at the same
time employment numbers have generally
Retail accounted for 3,072 jobs, or 30% of all declined in the wider Employment Areas
jobs. surrounding the Study Area.
Vulnerability: However, this also means that the
Retail jobs have almost doubled since 2001, as Golden Mile area is vulnerable to change and the
Golden Mile has evolved to a more retail (and rising employment growth trend exhibited to date
service) oriented area with the addition of 73 retail is likely to be impacted by the departure of the
establishments over that same period. Aviva HQ, which is relocating to the City of
Markham in 2017.
There has been a greater increase in the number
of part time employees within this growth period, Importance of Retail: With declining
however this is a wider retail sector trend manufacturing jobs in the wider Local
observed in recent years. Employment Area, the retail sector (and service
sector) in the Golden Mile represents an important
Increases in part time employment in the retail source of local employment. The retail sector has
sector have not occurred at the expense of a performed well as the Golden Mile transitions
reduction to full time employment. Full time away from manufacturing and will continue to be a
21 This ties in with our discussions with some local business owners business has been increasing, through technology, they have been
as part of the stakeholder interviews, who indicated that while able to work with fewer employees than in the past.
90
key employment generator that will ensure high Figure 2-42: Employment Densities by Land Use (2015)
employment levels as the area transitions to a
mixed use transit supportive community.
Employment
2.6.8 Employment Densities in Golden Mile Study Area Total Employment Density
Land Use Designation (ha) (2015 FT & PT) (jobs/ per ha)
Employment Areas 34.4 4,172 121
Employment Density: An overall employment Mixed Use Areas 65.1 6,298 97
density of 105 jobs per hectare on employment TOTAL 99.5 10,470 105
generating lands (employment and mixed use Source: urbanMetrics inc. based on City of Toronto
area lands). employment data.
Density Comparison: This is comparable to
employment densities of suburban centres such
as, Scarborough Town Centre (130 jobs per
hectare) and Etobicoke Centre (113 jobs per 2.6.9 Employment Density by Land Use
hectare).
The densities are below centres directly Study Area: Initial comparisons suggest that
connected to the subway e.g. Eglinton Town Employment Areas generate higher employment
Centre (350 jobs per hectare) and North York than Mixed Use Areas.
Centre (317 jobs per hectare).22
The current density within the Golden Mile Study

Area is well above the city-wide average
employment density for industrial properties of 36
jobs per hectare.
22 Employment densities refer to the year 2011 and are based on Prosperity – Planning for Employment Uses in Toronto, October
information provided in the Sustainable Competitive Advantage and 2012, Malone Given Parsons.
91
But, the large number of employees located in Comparing Mixed Use Areas versus
major employees located in Sub-Focus Area East Employment Area: As discussed in the Municipal
area (4,310 jobs) skews this average23. planning context, the operational uses that have
developed on both Employment Areas and Mixed
The analysis of the employment densities by focus area Use Areas within the Study Area are generally
presents a more realistic assessment of the employment interchangeable. As a result, a comparison of the
generating abilities and densities. It clearly shows that: employment densities by land use within the
Focus Area: Employment densities within the Study Area does not provide any substantive
focus area (73 jobs per hectare) are lower than conclusive evidence of the employment
the average densities reported for the Study Area generating abilities of one land use over the other.
(105 jobs per hectare).
Impact of SASP No. 129 on Employment
Lower Density South of Eglinton Avenue East: Areas: Overall, the Employment Area lands are
Within the focus area, these lands are generating generating higher densities than the city-wide
an average of 55 jobs per hectare. The lands average of 36 jobs per hectare for industrial
include the one and two storey structures in the properties, and is partly due to the retail and
large format retail areas along Lebovic Avenue, commercial development which has been allowed
the Courts/ Merchant’s Flea market area and the to develop on these lands as a result of SASP
auto-uses located east of Warden Avenue. At 55 No.129.
jobs per hectare, these areas generate about half
the average employment density of the Study
Area and are comparatively lower than the
employment densities generated on the Mixed
Use Areas.
Avenue East, and the Scotia Contact Centre is located in the

23In this sub-focus area, the Aviva HQ complex and Kawasaki plant Employment Areas to the south.
are both located on Mixed Use Area lands to the north of Eglinton
92
Figure 2-43: Employment Density by Focus Area (2015) Source: urbanMetrics inc. based on City of Toronto
employment data.
Total Employment
Employment Density
Land Use Designation Area (ha) (2015 FT & PT) (jobs/ per ha)
Focus Area
Mixed Use Areas 55.7 4,541 82
SUB-TOTAL 82.8 6,029 73
Sub-Focus Area West
Employment Areas 0.0 0 0
Mixed Use Areas 1.3 131 99
SUB-TOTAL 1.3 131 99
Sub-Focus Area East
Mixed Use Areas 8.1 1,626 200
SUB-TOTAL 15.4 4,310 280
TOTAL 99.5 10,470 105
93
2.7 Stakeholder Interviews intentions). The sites were broadly categorized by

Approach: In March 2016, urbanMetrics together development intention as:
with the City’s Project Team (including staff from
the Planning Department and Economic Short Term Redevelopment Sites: Sites
Development Department) issued approximately with known redevelopment intentions or
30 invites to landowners and business operators highest potential.
in the Study Area and surrounding employment Potential Redevelopment Sites: Existing
lands to participate in a stakeholder interview sites that could have potential for future
process. In addition, we interviewed the two Ward intensification.
Councillors in the Golden Mile. Sensitive Industries/ Adjacent Land
Uses: Sites adjacent to Golden Mile Study
Purpose: The purpose of the research interviews Area.
was to understand the development intentions of
key landowners and business operators within Who we spoke to: A total of 20 interviews were
and close to the Golden Mile Study Area, and to conducted, including 18 with stakeholders and 2
highlight any issues and shared visions for the with Councillors between March and May 2016,
Golden Mile24. including.
8 commercial/retail landowners;
Site Categorization: Prior to conducting the 2 large office complex management;
interviews, and based on the results of our 1 auto-dealer;
fieldwork and research to date, each site was 1 educational institution;
reviewed in the context of its respective land use 5 manufacturers/ operators;
designation, existing built form and proximity to a 1 rental apartment operator/ landowner;
future LRT stop (and any known development and
undertaken as part of this Market Analysis and Economic Strategy

24It is important to note a formalized public engagement process study was a separate undertaking to inform this study only.
with landowners and residents will form part of the future Golden
Mile Secondary Plan process. The stakeholder consultation
94
2 Councillors.
Further details regarding the businesses

represented can be found in Appendix C.
SWOT Analysis: The following Strength,
Weaknesses, Opportunities and Threats (SWOT)
analysis summarizes the key findings from the
stakeholder and Councillor interviews and the
issues that are influencing the different sectors
presently and with a view to the future
redevelopment of the Golden Mile area. The
SWOT analysis findings are summarized by
industry and sectors as follows: Retail,
Employment, Office, Residential, Innovation
Cluster and Other.
95
S trengths
• Regional Scale Retail Concentration within a stable geographic
W eaknesses
• Recent loss of Major Retail Anchors – Zellers and Rona
market with moderate growth potential.
• Near to DVP and Highway 401
• High degree of exposure to passing traffic
• Minimal opportunity for competing retail areas to capture the
Golden Mile Market
• Large workforce in the area to boost retail sales
O pportunities
 Potential for significant residential growth within Golden Mile
T hreats
 Construction of LRT could impact sales in area. Concern has been
 Improved pedestrian connectivity could encourage more raised whether independent retailers can sustain sales losses over
employee based shopping. this period.
 LRT will enhance accessibility of the area  Restricted turning movements following LRT will reduce access to
certain sites and alter traffic circulation in the area. Concerns
 LRT can act as a catalyst to reinvigorate the area. raised about access from DVP and 401.
 Difficulties for some retailers and developers to adapt to change
in policies to encourage more pedestrian friendly formats.
 On-line shopping and slowing demand for physical retail space
96
97
98
99
100
101
The Brick store 3,900 square metres (42,000

2.8 Development Activity square feet) and Adonis supermarket 5,390
square metres (58,000 square feet, part of Metro
2.8.1 Recent Development Applications banner) at 20 Ashtonbee Road (Landowner:
Over the last decade, development within the Golden Madison Group).
Mile Study Area focussed on commercial and retail
areas on lands north of Eglinton Avenue East. Current Development Applications: The following
tables and map (Figure 2-44) highlight the significant
Between 2004 and 2007, Madison Group
development applications submitted to the City of
developed their retail/ commercial areas on lands
Toronto in the last five years within and close to the
north-west of Warden Avenue. In 2008,
Golden Mile Study Area (2016). In the last five years,
SmartREIT developed the Walmart anchored three development applications have sought approval to
SmartCentre. intensify lands for mixed use development.
More recently, RioCan developed their lands In 2013, a proposal was approved to re-designate
north-west of Eglinton Avenue East and Thermos an employment site to permit mixed use
Road. RioCan developed four new commercial development (including residential) at 1891
buildings on lands previously used for a Lexus Eglinton Avenue East (FPC site). This approved
dealership and the Thermos plant. Official Plan Amendment to re-designate the land
use is the first development concept that includes
There has also been a number of major tenant turnovers residential uses in the Study Area. (Map ID -1)
in recent years, including:
The 2013 re-tenanting of the former RONA store Currently, there is are two proposed Official Plan
at 1970 Eglinton Avenue East to two units; a new Amendments to develop mixed use
Asian supermarket, Al Premium, measuring 6,200 developments; the first proposes an intensification
square metres (66,729 square feet) and a L.A. of the Riocan lands. The proposed OPA includes
Fitness measuring 4,300 square metres (46,212 a large number of residential units as part of an
square feet) (Landowner: RioCan); overall mixed use development concept (Map ID
– 2). A second proposed Official Plan Amendment
The 2014 retrofit of The Brick store, 9,355 square seeks to intensify the existing Eglinton Square
metres (100,700 square feet) to a smaller format
102
shopping mall site as part of a mixed use concept of the exiting commercial areas and significant
(Map ID – 4). residential development.
A Site Plan Application to re-purposing of the former

Zellers store was also recently approved:
At 2000 Eglinton Avenue East a proposal to
develop a Costco Business Centre (RioCan) (Map
ID -3)
We have also highlighted two recent developments close

to the Study Area on Warden Avenue, which sought
approval as condominium retail and office space units
(Map ID- 4 & 5). These two plazas have recently been
constructed but have low occupation at present.
2.8.2 Future Development Applications

Based on our discussions with existing landowners, it is
anticipated that owners of the Golden Mile Shopping
Centre intend to file an Official Plan Amendments in the
imminent future that propose significant mixed use
developments in the western part of the Study Area
(Map ID – A). Development concepts are not yet
finalised but are expected to both include a revitalisation
103
Figure 2-44: Existing & Future Development Applications Sites in the Golden Mile Study Area
LEGEND
1 1891 Eglinton Avenue East (“FPC”)
A 2
1966 Eglinton Avenue East (“RioCan”)
3 2000 Eglinton Avenue East (“Costco”)
1
4 1 Eglinton Square (“Eglinton Square”)
4
5 95 Lebovic Avenue
6 69 Lebovic Avenue
5
6 A Golden Mile Shopping Centre
Source: urbanMetrics based on development application data provided by the City of Toronto (Orange and Purple
Markers) and discussions with stakeholders who are likely to file development applications in the near future (Green
markers).
104
Figure 2-45: Key Development Applications in the Golden Mile Study Area
Map Address/ Approval Process

Development Overview Land Use Designation
ID Location & Status
Mixed Use Areas and

Employment Areas.
North part of site with

2011 – OPA
frontage to Eglinton Avenue
Submitted
East designated to Mixed
An Official Plan Amendment for a Mixed 2013 – OPA
Use development of the Flexible Packing Use Areas from Employment
Approved (SASP
Corporation site. The development concept Areas as part of OPA 231.
1891 Eglinton 435)
included as part of the Official Plan Southern part of the site is
Avenue East
currently designated as
(“FPC site”) Amendment includes: Current Status –
Employment Area and
OPA approved. No
South-East Five buildings, three of which include mixed- proposed as General re-zoning
1 corner of use podium buildings (ranging 30-40 stories) Employment by OPA 231. application or site
Eglinton Avenue plan application
A site and area specific
East and  1,640 residential units received to date.
policy, SASP 435, states
Pharmacy  14,843 square metres (160,000 Landowners have
that development of the
Avenue square feet) commercial/ retail stated that
lands for residential on the
 6,213 square metres (66,900 Mixed Use Area will include
development
square feet) office timing will likely be
employment uses including
linked to LRT
office space having a
timing.
minimum gross floor area of
6,000 square metres (64,583
square feet) or 5 per cent of
the total gross floor area of
residential uses, whichever
105
Map Address/ Approval Process

Development Overview Land Use Designation
ID Location & Status
is smaller (see Chapter 2.4.6
of the Study)
An Official Plan Amendment for Mixed Use

development of 10.7 hectare RioCan lands
proposed. Proposed Site and Specific Area
includes:
1966 Eglinton
 300,000 square metres (3.2 million 2015 - Official Plan
Avenue East
square feet) of total gross floor area Amendment
(“RioCan”)
(up to 242,000 square metres (2.6 Application
million square feet) may be Submitted –
2 North-West
residential and at least 58,000 square
Mixed Use Areas
November 2015
corner of
metres (624,300 square feet) non-
Eglinton Avenue
residential (including a mixture of Current Status –
East and
commercial (retail, services, office Under Review
Thermos Road
and hotel), institutions and
community facilities)
 3,000 new residential units, including

but not limited to townhomes, lofts
and apartments.
2000 Eglinton New Costco Business Centre proposed in
3 Avenue East existing building.
Mixed Use Areas 2016 - Site Plan
Application
106
(RioCan – former submitted February

Zellers store). 2016.
North-West Current Status -

corner of Site plan approval,
Eglinton Avenue November 2016.
East and
Thermos Road
Official plan amendment comprised of five

development blocks for a mixed use
community. Includes land known as 1-70
Eglinton Square, 1431 & 1437 Victoria Park
Avenue, 14,18,19,23 & 26 Englehart
Crescent and 64, 68 Harris Park Drive.
Mixed Use Areas and
1 Eglington September 2016-
Apartment Neighbourhoods
Square Stacked townhomes and five mixed use Official Plan
(Apartment Neighbourhood
South-East towers ranging from 25 to 40 storeys. A total Amendment
4 corner of Victoria of 1,541 condo units are proposed, and
lands are located south of
submitted.
Alviston Road in an existing
Park Avenue and 52,879 square metres (570,000 square feet)
residential area not locate
Eglinton Avenue of retail space. Presently, there is 25,344 Current Status –
within the Golden Mile Study
East square metres (272,800 square feet) of non- under review.
Area.
residential space. The proposal indicates
that 24,000 square meters (258,300 square
feet) of non-residential space will be
retained. Both above grade (1,155 spaces)
and below grade parking (1,250 spaces) are
proposed.
Source: Land Use Information System II, IBMS, City of Toronto, City Planning
107
Figure 2-46: Other Development Applications in proximity to the Golden Mile Study Area
Map Land Use Approval Process &

Address Development Overview
ID Designation Status
2012 - Site Plan Approval
2015-Condiminium
3,194 square metres (34,379 square feet),
95 Lebovic Approval
5 Avenue
one-storey commercial plaza with 38 units Employment
in six buildings.
Current Status –
Constructed – low
occupation.
2011 – Site Plan
Approvals
2012 – Condominium
69 Lebovic
5,857 square metres (63,040 square feet) Approval
6 Avenue (“One
commercial condo plaza with 71 units.
Employment
Centre”)
Current Status –
Constructed and part
occupied.
Source: Land Use Information System II, IBMS, City of Toronto, City Planning
108
2.8.3 Development Applications Conclusions

Overall, the recent, current and future development Mixed Use Market Drivers: Based on our
applications suggests that while the retail market stakeholder interviews, the planned intensification
continues to be the principle development driver, there is of the aforementioned mixed use development
an emerging market for higher density residential uses. sites are, in part, driven by the need to leverage
Some key observations are as follows: existing land assets that may otherwise be
underutilized. The anticipated arrival of the
Retail Re-tenanting: The re-tenanting of the Eglinton LRT also plays a part, in that the
Rona and the Brick stores and the application by improved accessibility supports the market
Costco to develop one of the chains new rationale to develop residential units in an
Business concept stores in the former Zellers untested Golden Mile residential market. From a
space, indicates that the retail market in the financial and feasibility perspective, the residential
Golden Mile is still vibrant. components of these mixed use developments
are expected to significantly contribute to the
Mixed Use Developments: The applications for profitability and viability of each project. This is
mixed uses on the FPC site, the RioCan lands largely why, to date, the types and formats of
and the Golden Mile site indicate an interest in the development concepts proposed and
residential market. The fact that the FPC site has contemplated within the Study Area are mixed
an approved OPA, but that the project appears to use.
be on hold, suggests that developers are taking a
more cautious approach to residential Mixed Use Areas Challenges: Two challenges
development. This is consistent with comments facing these projects are:
that were made during the stakeholder 1. How to phase in residential development while
consultations. Several landowners indicated that not disrupting the retail sales currently
they are waiting until the market solidifies and/ or generated by these sites; and
the LRT is completed through Golden Mile. At the 2. How to retain the regional retail function within
same time, however, the applications by RioCan, a mixed use neighbourhood.
and the Eglinton Square site, and anticipated
application on the Eglinton Square sites suggest Employment Areas: The employment designated
that the market for high density residential is not lands located south of Eglington Avenue East,
far off.
109
where residential development is not permitted, by low rents and extended leasing periods.
have had no recent development activity nor are Development costs in the Golden Mile are
there any known plans. appreciably different than much more active
markets, but rents are significantly lower. The
Employment Areas Challenges: These relocation of Aviva has also been cited as being to
employment area land parcels are more locate in a more prestigious and “complete”
fragmented in terms of ownership and size, and neighborhood. While these factors may be partly
currently include a wide range of existing responsible for the persistent high vacancies at
operations including auto-dealers, strip mall plaza, the two office-commercial projects on Lebovic
courts and the Scotia Contact Centre, all of which Avenue, it is our opinion that factors related to the
makes it more challenging to re-develop in terms location of these sites, the condominium concept
of land assembly. The feasibility of development and the limited marketing by the owners are at
these sites is a challenge, as it is not possible to least equally responsible.
off-set non-residential development and
construction costs through the high profit margins Development Catalysts: The Golden Mile
returned on residential/ mixed use development. Shopping Centre, Eglinton Square, RioCan and
FPC applications have the ability to have a major
Office Commercial: The poor leasing transformative effect on the Study Area, bolstering
performance of the commercial condominiums at the market for office, retail, residential, institutional
69 and 95 Lebovic Avenue may be a function of and employment in the area.
the limited market for third party office and
commercial space in the general area, but is more Intensification: There is a clear trend towards
likely the result of a poor location, the lack of developing opportunities to intensify a number of
interest in the condominium format, and lack of the larger sized Mixed Use Area sites along the
marketing efforts by the owners. Eglinton Avenue East corridor. Within the Study
Area, there are three commercial plazas/
Office Developments: Discussions with shopping malls identified which are expected to
developers, which is corroborated by market data advance re-development plans that include
indicates that the market for third party office significant residential space, and for the most
space in Golden Mile is very weak, characterised part, intend to retain the same amount of existing
110
non-residential space currently provided (albeit, in

different locations or formats).
Development Interest: Currently, there are no

development plans for Employment Area sites,
other than a portion of the FPC site that adjoins
the Mixed Use Areas. The re-intensification of
Mixed Use Area sites are to be encouraged;
however there appears to be an emerging
imbalance in development interest, focused
towards the larger sized Mixed Use Areas sites
that can accommodate residential development.
.
111
Figure 2-47: Annual Building Permit Values (2011 to

2.9 Building Permit Values (2011 to 2014) 2014), Trend Graph
Approach: Based on the City of Toronto’s $40,000,000
building permit value data, we have assessed the

types of building uses and types of work being $30,000,000
conducted (i.e. new build or alterations) in the
Golden Mile. We have compared this building $20,000,000
activity with the two Study Area, the Local
Employment Area and the SWS Employment
$10,000,000
Area shown in
Figure 2-3925.
$-
2011 2012 2013 2014
Activity: Overall, there has been significant Golden Mile Study Area Local Employment Area SWS Employment Area
building activity in the area since 2011, although
activity in recent years has declined significantly Source: City of Toronto, Building Permit Data
since a peak in activity in 2012/ 2013.
Trends: The following graphs show the trends in

the types of work and property types that have
received building permits since 2011. Detailed
data with respect to the building permit data is
shown in Appendix D.
25Note: As the Local Employment Area also includes the Mixed Figure 2-39), the Local Employment Area building permit values are
Use Areas to the north of Eglinton Avenue East (see maps in higher than the total South West Scarborough Employment Areas.
112
Figure 2-48: Total Cumulative Building Permit Value by activity since 2011, of which half is related to retail
Work Type (2011 to 2014) and service space (personal services,
restaurants, medical dental). Office properties
$102,157,061 have also experienced significant construction
$100,000,000
activity accounting for 37% of all building permit
values. As noted previously, there has been no
investment in industrial properties within the
$80,000,000 Golden Mile Study Area in the period assessed.
$75,068,061
Timing: Development activity peaked in 2011 and

$60,000,000
again in 2013, with significantly less activity in
2014. However, this is not considered to be
reflective of any trend but instead most likely
reflects the build out of recent commercial
$40,954,260
$40,000,000 projects in the area.
New Build or Renovation: Almost all building

$20,000,000
work conducted in the Golden Mile has related to
interior alterations and not new buildings or
additions. This is expected given that historically
many of the existing uses are located in adaptive
$-
Golden Mile Study Area Local Employment Area SWS Employment Area
re-use buildings (i.e. the Scotia Contact Centre
located in the former SKF building).
Addition(s) Interior Alterations Multiple Projects New Building TOTAL
2.9.2 Local Employment Area

Source: City of Toronto, Building Permit Data
2.9.1 Golden Mile Study Area Findings: The Local Employment Area also
shows investment in the retail and office projects,
and also a significant investment in more
Retail & Office Investment: The Golden Mile specialized projects including the recent
Study Area has experienced significant building
113
redevelopment at the Centennial College Figure 2-50: Local Employment Area, Building Permit
Ashtonbee Campus. Values by Type of Work (2011 to 2014)
$45,000,000
2.9.3 South West Scarborough Employment Area

$40,000,000
$35,000,000
Findings: The SWS Employment Area also $30,000,000
shows a significant peak in building activity $25,000,000
investment in 2013, and a more a steady $20,000,000
investment in new building. $15,000,000
Figure 2-49: Golden Mile, Building Permit Values by $10,000,000
Type of Work (2011 to 2014) $5,000,000
$0
2011 2012 2013 2014
$20,000,000
Addition(s) Interior Alterations Multiple Projects New Building Total
$18,000,000
$16,000,000
Figure 2-51: SWS Employment Area, Building Permit

$14,000,000
Values by Type of Work (2011 to 2014)
$12,000,000
$35,000,000
$10,000,000
$30,000,000
$8,000,000
$25,000,000
$6,000,000
$20,000,000
$4,000,000
$15,000,000
$2,000,000 $10,000,000
$0 $5,000,000
2011 2012 2013 2014

$0
Addition(s) Interior Alterations Multiple Projects New Building Total 2011 2012 2013 2014
Addition(s) Interior Alterations Multiple Projects New Building Total
114
Source: City of Toronto, Building Permit Data square feet), of which 5.6 million square metres
(61 million square feet) is located in Scarborough
2.10 Development Trends (slightly less than other comparable suburban
markets such as Etobicoke and North York).
Approach & Purpose: The following Chapter
provides a review of development trends as they Within the Scarborough South market, including
relate to the Golden Mile and Scarborough the Golden Mile, there is 2.5 million square
markets, for industrial, commercial, office and metres (27 million square feet) of industrial space.
residential markets. The development trend
analysis establishes the Scarborough market’s Scarborough South represents 3.5% of all GTA
position as part of the larger City fabric and Industrial Space.
Greater Toronto Area which helps to identify the
marketability and viability of the Golden Mile and
its relation to City wide development trends and 2.10.1.2 Scarborough Market Performance
the wider market perspective.
2.10.1 Industrial Market trend analysis data is available only at the

Scarborough level (i.e. the 5.6 million square metres
The Golden Mile Study Area is located in the
area).
Scarborough South sub-market, as geographically
defined by Colliers International (see Appendix F The Scarborough market experienced relatively
for reference maps), although trend analysis data slight increases in the total amount of industrial
is available only at the Scarborough level. space during much of the period, although the
amount of space did decline during the recession
2.10.1.1 Scarborough South Industrial Context and in the last two quarters of 2012.
There was minimal vacant space throughout this

In the Greater Toronto Area, it is estimated that
recessionary period.
there is 72 million square metres (778 million
square feet) of industrial space.
Although the GTA and City of Toronto have
witnessed increases in vacancy rates due to the
The GTA Central Market, including Scarborough, most recent recession, the two markets have
includes 23.5 million square metres (253 million since shown signs of recovery.
115
Areas surrounding the Golden Mile that cater to

Vacancy rates in Scarborough have experienced the more traditional employment uses can
fluctuations throughout the entire period, but have continue their operations and attract investment.
generally been declining following the recession
of the late 2000s, with all market vacancies Figure 2-52: GTA Industrial Space Inventory, Q1 2016
declining in recent years.
The average sales price for industrial space has GTA Central 252,574,340
gradually been increasing in recent years,
although there was a slight decline in average
prices across the entire Greater Toronto Area,
coinciding with the recent recession. Despite this GTA West 347,910,024
decline, average prices per square foot have

recovered to some degree in the Greater Toronto
Area and have exceeded their highest previous
GTA North 148,917,780
levels in the Scarborough submarket.
The average sale price for industrial space in

Scarborough has followed a very similar trend to GTA East 29,329,269
that of the wider City of Toronto. Scarborough has
generally shown higher average sale prices for
- 100,000,000 200,000,000 300,000,000
industrial space than the City of Toronto since the
fourth quarter of 2013. Source: Cushman and Wakefield Marketbeat Industrial
2.10.1.3 What does this mean for Golden Mile? Snapshots, Toronto
These trends indicate that the Scarborough

market remains an attractive location for industrial
investment and continues to perform well in
keeping with City wide sale prices. As a result, it
will be important to ensure that the Employment
116
Figure 2-53: GTA Central (City of Toronto) Industrial Figure 2-54: Scarborough Industrial Inventory, Square
Inventory, Q1 2016, Square Feet. Feet (Q1, 2016)
East York 9,139,977
Etobicoke 72,792,722 Scarborough

East,
13,518,883 ,
Scarborough 22%
North York 77,569,878
West,
20,071,816 ,
33%
Scarborough 61,431,971
Toronto (former) 26,279,200
York 5,360,592 Scarborough

South,
- 20,000,000 40,000,000 60,000,000 80,000,000
27,676,536 ,
45%
Source: Cushman and Wakefield Marketbeat Industrial
Snapshots, Toronto
Source: Colliers
117
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
9.0%
Q1 - 2002
-
10,000,000
30,000,000
50,000,000
70,000,000
20,000,000
40,000,000
60,000,000
Q3 - 2002
Q1 - 2002
Q1 - 2003
Q3 - 2002
Q3 - 2003
Q1 - 2003
& Vacancy
Q1 - 2004
Q3 - 2003
Q3 - 2004
Q1 - 2004
Q1 - 2005
Q3 - 2004
Q3 - 2005
Q1 - 2005
Q1 - 2006
Q3 - 2005
Q3 - 2006
Snapshots, Toronto.
Q1 - 2006
Q1 - 2007
Q3 - 2006
Q3 - 2007
GREATER TORONTO AREA

Q1 - 2007
Q1 - 2008
Q3 - 2007
Q3 - 2008
Q1 - 2008
Figure 2-56: Vacancy Rates

OCCUPIED
Q1 - 2009
Q3 - 2008
Q3 - 2009
Q1 - 2009
Q1 - 2010
VACANT
CITY OF TORONTO
Q3 - 2009
Q3 - 2010
Q1 - 2010
Q1 - 2011
Q3 - 2010
Q3 - 2011
Q1 - 2011
Q1 - 2012
Q3 - 2011
Q3 - 2012
SCARBOROUGH
Q1 - 2012
Q1- 2013
Q3 - 2012
Q3 - 2013
Q1- 2013
Q1 - 2014
Q3 - 2013
Q3 - 2014
Q1 - 2014
Q1 - 2015
Q3 - 2014
Q3- 2015
Q1 - 2015
Q1 - 2016
Q3- 2015
Q1 - 2016
Figure 2-55: Scarborough Industrial Market – Occupation
$30.00
$40.00
$50.00
$60.00
$70.00
$80.00
$90.00
$100.00
$110.00
$120.00
Q1 - 2002
Q3 - 2002
Q1 - 2003
Q3 - 2003
Q1 - 2004
Q3 - 2004
Q1 - 2005
Q3 - 2005
Snapshots, Toronto
Snapshots, Toronto
Q1 - 2006
Q3 - 2006
Q1 - 2007
Q3 - 2007
Q1 - 2008
Q3 - 2008
Q1 - 2009
Q3 - 2009
Q1 - 2010
CITY OF TORONTO
Q3 - 2010
Q1 - 2011
Q3 - 2011
Q1 - 2012
SCARBOROUGH
Q3 - 2012
Q1- 2013
Q3 - 2013
Q1 - 2014
Q3 - 2014
Figure 2-57: Asking Sale Price ($ Per Square Foot)
Q1 - 2015
Q3- 2015
Q1 - 2016
118
Figure 2-58: Net Rent ($ Per Square Foot/ Year) 2.10.2.1 Golden Mile Commercial Context
$6.00
$5.50
The Golden Mile commercial market comprises of
enclosed shopping centres and power centres.
$5.00 Based on the existing inventory of 184,200 square
metres (1.9 million square feet) of commercial
$4.50
space in the Golden Mile (excluding auto-dealers
$4.00
and rental companies), well over half of this
space, is located in power centres and almost a
$3.50 quarter of commercial space is located in
Q3 - 2003
Q1 - 2002
Q3 - 2002
Q1 - 2003
Q1 - 2004
Q3 - 2004
Q1 - 2005
Q3 - 2005
Q1 - 2006
Q3 - 2006
Q1 - 2007
Q3 - 2007
Q1 - 2008
Q3 - 2008
Q1 - 2009
Q3 - 2009
Q1 - 2010
Q3 - 2010
Q1 - 2011
Q3 - 2011
Q1 - 2012
Q3 - 2012
Q1- 2013
Q3 - 2013
Q1 - 2014
Q3 - 2014
Q1 - 2015
Q3- 2015
Q1 - 2016
enclosed shopping centres.
GREATER TORONTO AREA CITY OF TORONTO SCARBOROUGH
The remaining space is located in small retail strip

plazas and stand along retail buildings.
Snapshots, Toronto
2.10.2 Commercial The Golden Mile represents approximately 4% of

In reviewing commercial trends for the Golden Mile, we the power centre commercial space and less than
have discussed the overall market performance, as well 0.5% of shopping centre space of the entire
as role of the two dominant retail formats (i.e. power Toronto Census Metropolitan Area (CMA)26.
centres and enclosed shopping malls) and the evolution
2.10.2.2 Commercial Market Performance
of these older retailing concepts towards mixed use
development formats.
Since 2011, the growth in Toronto’s power centre
and shopping centre space has not increased at
the same rate of population growth in the Toronto
CMA, with the per capita space ratios of this
26Based on 9.3 million square metres (100.2 million square feet) of square feet) of Power Centre space in Toronto Census Metropolitan
Shopping Centre space and 2.6 million square feet (28.4 million Area (Colliers, National Retail Report Canada, Fall 2015).
119
format of retail space declining from a ratio of failure of Target, power centre developers are
22.07 to 21.1 square feet per capita27. also faced with a very limited range of anchor
tenants to support new centres. Where large and
Presently, power centre net rents in Toronto medium size vacancies have occurred from store
generally range from $18 to $33 per square foot28 closures in older power centres, they have been
and have remained unchanged in recent years. hard to fill with traditional retail tenants.
Vacancy rates for power centres are generally in Our vacant space analysis has shown that there
the range of 2-4% in the Toronto CMA. Assuming are a number of vacancies in some of the large
the former Zellers space will be re-tenanted by a format retail in the Golden Mile areas as a result
Costco Business Centre, the overall vacancy rate of chain store closures (i.e. Zellers, Mexx and
in the Golden Mile power centres would be at the Future Shop closures, and possibly Rona29 in the
end of this range at 4%. future).
While this would point to a balanced market, the Overall the Golden Mile area has responded well
overall vacancy rate obscures the fact that the to recent fluctuations in the commercial market,
power centres to the south of Eglinton Avenue as the recent tenant closures has resulted in two
East are exhibiting much higher vacancy rates new supermarkets (i.e. Adonis and Al Premium)
(10-11%) than power centres areas to the north. as well as a L.A. Fitness among other smaller
tenant turnovers. The take up of vacant store
2.10.2.3 Maturation of the Power Centre space by a Costco Business Centre (in the former
Zellers) and a Michaels (in the former Future
The rapid growth in power centres has effectively Shop) illustrates that the Golden Mile is a strong
ended, with new projects occurring primarily to commercial node that continues to attract
support new growth and in small late adapting retailers.
markets. With store and chain closures and the
27 Colliers National Retail Report, Fall 2011 & Fall 2014 data. 29 Due to the Lowe’s acquisition of Rona.
28 Colliers National Retail Report, Fall 2014
120
However, recognizing the number of banner chosen to invest heavily into the expansion of
retailers already in operation in the Golden Mile, it existing centres rather than seek out new
is becoming apparent that the market for locations.
additional power centre type development is
approaching saturation. The closure and While historically, developers sought a 50/50 ratio
consolidation of retailing groups is also of anchor to ancillary space, the importance of
contributing to a decline in demand for this type of large foot-print anchors is less important today,
space. allowing centre owners more leasing flexibility.
While the Toronto market continue to attract new For example, the Eglinton Square shopping
U.S. and European retailers (i.e. Saks Fifth centre (located at the south-east corner of Victoria
Avenue’s entry to Canadian markets in Toronto, Park Avenue and Eglinton Avenue East), is
Montreal and Calgary), sub-urban commercial performing well. At the time of our inventory it had
markets such as the Golden Mile will increasingly a vacancy rate of less than 4.3% which is within
face difficulties in find and attracting new retailers the healthy range. Additionally, much of this
to their market, to fill both vacated space as well vacant space was in smaller refurnished units
as committed space within the development which had not been tenanted at the time of the
pipeline. inventory and its rate will likely decline. We also
note that the Golden Mile shopping centre was
fully tenanted at the time of the inventory.
2.10.2.4 Enclosed Malls 2.10.2.5 Mixed Use Development
Despite the difficulties faced by power centres, Within the Greater Toronto Area, the shortage of
large scale shopping centres, such as Eglinton residential lands, investments in transit, together
Square are still performing well. This is due to the with Provincial and municipal intensification
lack of new competition from similar projects and policies have resulted in many mixed-use
the fact that they are still the favoured location for development projects. Often times, these projects
many fashion retailers. As these centres often involve the redevelopment of older shopping
occupy prime retail locations, developers have centres and strip malls, which have been
121
struggling due to the competition from big box large format retailers, Bed, Bath & Beyond and
retailers and the scarcity of anchor tenants. Marshalls, in the tower’s three-level 16,700
square metres (180,000 square feet) retail base.
Mixed use developments can range significantly The retrofitting of the Imperial Oil office building
in terms of formats. Many municipalities have for residential and retail east of St. Clair & Yonge
passed planning policies which require ground Street includes urban formats of both Longo’s
floor retail in multi-storey residential and office supermarket and the LCBO at ground floor level.
projects at key locations. These policies can RioCan’s Queen Street and Portland Street
result in the creation of small units with limited property includes a large format Loblaws, Joe
leasing potential beyond a narrow range of Fresh and Winners in its three-storey retail base
service tenants. 8,640 square metres (93,000 square feet) with
four storeys of residential space above.
Similarly, the first generation live-work projects,
due to lack of on-site parking, no internal space Figure 2-59: Large Format Retail at the base of Aura at
flexibility and marginal market acceptance have College & Yonge Street
had limited success as both commercial
properties or in terms of animating their street
fronts. Later generations, which allow for larger
commercial areas and separate commercial
components and the buildings portioned so that
the commercial components can be leased to a
non-resident have proven to be more successful.
As mixed use developments have become more
commonplace with many developers and retailers
familiar with this concept, projects have become
more sophisticated with a much greater variety of
commercial tenants – both large and small.
Image Credit: Globe and Mail
Some examples include, the Aura development at
Yonge Street and College Street that includes
122
Figure 2-60: Longo’s Urban Store Format at the base of Image Credit: Turner Fleischer
111 St. Clair Avenue Imperial Plaza.
2.10.2.6 Online Shopping
The impact of on-line shopping on the future demand for
brick and mortar stores is difficult to project at this time.
Due to the manner in which sales are reported to
Statistics Canada, it is difficult to assess online spending
as a proportion of total retail expenditures.
Current Online Shopping Trends
Image Credit: Canadian Grocer Recent Canadian research by J.C. Williams

suggests that 82% of Canadians have easy
Figure 2-61: Large Format Retail at RioCan’s Queen access to the internet, and 70% of Canadians
Street & Portland Street have made a recent on-line purchase30. The
research suggest that online shoppers are
spending about 30% of their electronics and
entertainment dollars online, and 18% for apparel.
Both the nationwide research and previous

consumer survey research conducted by
urbanMetrics suggest that the retail categories
that are most heavily impacted by on-line
shopping: include entertainment (i.e. movie and
music downloads), electronics and apparel. It is
still uncertain how much more growth will occur in
online retailing given that Canada lags behind in
terms of overall e-commerce penetration, when
30 J.C Williams Group, 2014 Canadian E‐tail Report
123
compared to the U.S. and United Kingdom (based traditional store sales by providing the platform for
on the recent J.C. Williams research). entrepreneurs to launch their products before
opening temporary pop up or permanent stores.
In terms of grocery shopping in Canada, online
shopping is currently estimated to account for less This approach is not limited to small scale
than 2% yet there are certain industry sources operations with Amazon now exploring the option
which project that the market for online grocery to open up stores. The popularity of click and
purchases could be as high as 15%, more in line collect services, where customers order online
with trends in Britain31. and pick up at stores or locker areas, also places
demand on stores to provide space for this
service to their customers, which Smart Centres
has recently introduced in the Golden Mile. Many
successful retailers are evolving through mixing
Online Shopping Impacts and matching online shopping with traditional
If Canadian e-commerce growth were to increase to shopping.
levels experienced in these other international markets, it
is likely that there will be an eventual decline in demand Many retailers also claim that while the number of
for retail space. However, the future impacts of e- customers walking through their doors has been
commerce is more complex. reduced by on-line sales, the propensity of a
customer making a purchase is greatly increased
For example, many retailers are finding that once they have entered the store, thereby
having a store presence in a market boosts on- improving store productivity (i.e. on-line browsing
line sales. Similarly, when chains close stores, has weeded out many of the customers least
they also realise a notable decline in on-line sales likely to make a purchase). While it is still too
in these geographic markets. Retailers are also early to project the full impact of on-line shopping
finding that online retailing is actually boosting on the demand for retail space within the Golden
31Canadians slow to adopt buying groceries online, Toronto Star, 1

June, 2016.
124
Mile and sector wide, it is likely that there will be growing market as its transit accessibility and
changes in the way stores operate, how stores improved pedestrian connectivity will be attractive
are designed and where retailers choose to open to older adults interested in downsizing and
new stores. having less reliance on a car for their daily
shopping needs and appointments.
2.10.2.7 Aging Population
Condominium apartments and rental apartments
It is estimated that in less than 25 years, more housing types are also generally associated with
than a quarter of the Canadian population will be lower capital and operating costs, little to no yard
over 65. However, Aging in Place or, Aging at maintenance, and present fewer mobility
Home as is known in Canada, remains a relatively challenges than traditional ground-related
new strategy in Ontario. housing.
In a study recently completed for the Ministry of Throughout Ontario and particularly in existing
Health and Long-Term Care, the authors found built up suburbs, the aging population will have a
that healthy living spanned beyond traditional notable influence on the demand for retail and
health care needs and included access to commercial services in future years.
housing, transportation, community services, etc.
It is the strength of such community infrastructure While new residential buildings that may be
that will enable older adults to age in place and constructed in the Golden Mile are expected to
enjoy fully the benefits of their community. appeal to younger first home buyers, the existing
Golden Mile retail area serves a much wider
As older adults age, many prefer to stay within population base and in planning for the future,
their own homes for as long as they can. there will be changes to the demand for retail
Condominium apartments and rental apartments arising from the existing residents in the trade
provide two housing types that enable older adults area, as well as any senior residents of the
to stay within their homes, longer. Golden Mile who might be attracted by the
downsizing opportunities close to transit and
The Golden Mile has the potential to develop as a existing retail.
community that can serve the needs of this
125
As the local population base ages, the regular (i.e. immediate Golden Mile area, it is reasonable to expect
daily/weekly) needs and spending habits of residents that a surrounding aging population base is anticipated
typically change. to create greater demand for services, particularly health
care services, as well as other services which facilitate
For example, young adults are more inclined to
aging in place32 (e.g. home maintenance/renovation
allocate a higher proportion of their annual income
services; home care services) 33. In response to the
towards fashion, entertainment and recreation
aging population, demand is also expected to increase
expenditures. As these individuals get married
for other types of commercial categories, including34:
and have children, spending generally shifts to
retailers and commercial services related to Insurance (e.g. life; travel);
housing and/or child care.
Health Care Services;
Furthermore, when family size increases and Travel Services;
children age, spending on housing, home
furnishings and home décor generally increases. Household Repair and Maintenance Services
(e.g. home renovations/repairs); and
Following this stage, during retirement, housing
and furnishing needs are typically reduced and Health and Personal Care Stores (e.g. home
there is greater emphasis on service related medical supplies; mobility devices).
expenditures (e.g. health care and travel
services).
While planning for a mix of residential unit types and

tenures will mitigate some of these impacts within the
32 33
Aging at home refers to seniors living an independent lifestyle in Office of Consumer Affairs (OCA). The Changing Age Structure of
their own home (rather than moving into a retirement/nursing home) Canada’s Consumers. Industry Canada.
for as long as possible during retirement, with the assistance of
various health and social support services. 34
Guatieri, Sal. What Will Aging Shoppers Buy? BMO Capital
Markets. March 21, 2014.
126
Conversely, the aging population is expected to have a which are space-intensive and generally not conducive
negative impact on the following commercial categories to pedestrian activity.
in future years35:
Financial services (i.e. home mortgages);
For the Golden Mile, the commercial trend analysis
Clothing; illustrates a number of considerations important to its
transformation.
Furniture, Home Furnishings and Electronics;
Large retail uses can be accommodated with
Educational Services; and multi-storey residential projects, so that the
regional retail focus can still be retained as the
Motor Vehicles. area intensifies and diversifies.
Diversifying the commercial environment and shopping Retailing in mixed use areas can take on many
facilities will be a critical element in balancing the different forms and uses and should not be limited
consumer demands of a nearby aging population, with to the small and often uniform units that are being
the young adults and families who will also be attracted incorporated in many residential projects that are
to the area. required to accommodate ground floor retailing.
In terms of designing the retail areas, it will be important As residential activity increases, there may be an
to continue to enhance accessibility and design increase in the need for supermarket and other
guidelines, to cater to consumers with physical food store space. Recent development projects in
limitations and/or disabilities, in order to ensure that all the City have been introduced with creative
existing and future residents have adequate spaces for these commercial uses that are
opportunities to access retail and commercial services essential to a complete community.
facilities. As a result, there will likely be less demand for
traditional large format and power centre developments, Planning for a diverse new population that
includes a range of household sizes,
35 Ibid.
127
compositions and ages will increase the types of 2.10.3.1 Scarborough Office Context
retail uses and services required to serve a new
community.
Overall, the GTA East office market represents a
Retailing is a market sector that continually evolves, and little less than 10% of all office space in the GTA,
the Golden Mile should be positioned to take advantage at 7.3 million square feet.
of this in facilitating its transition. The ability of retailers to
adapt to changes in demand, to respond to newly The Scarborough market, which extends over the
defined retail function (i.e. local demand added to entire Scarborough area, accounts for 5.4 million
regional draw), revised retail formats (i.e. conventional square feet of this space; half of this space is
store formats adapted to urban concepts) is important to classified as Class B.
the Golden Mile, given the major role retail has within the
Study Area, both as an attractor to the area and as an 2.10.3.2 Scarborough Office Performance
employment generator. Enabling the market to adapt to
change will be an important tenet of a successful Scarborough vacancy rates are generally higher
transition of the Golden Mile. than the GTA, although they have declined in
recent years. This is more reflective of a decline in
2.10.3 Office
overall office space in the market too.
The Golden Mile Study Area is located in the
“Scarborough Town Centre” sub-market, as
Asking rents have declined in recent years too
geographically defined by Colliers International. We note
while the GTA on average has shown steadier
that the Scarborough Town Centre sub-market includes
asking rates.
a much wider area than the Scarborough Town Centre
area, including all City of Toronto lands east of Victoria
Overall, higher vacancy rates and lower rental
Park Avenue and north to Steeles Avenue (see
rates than the GTA average indicate that the
Appendix F for reference maps). To avoid confusing this
Scarborough market is not performing as well as
sub-market with the “Scarborough Town Centre”
other areas of the GTA at present.
shopping mall area, the sub-market is referred to as
“Scarborough” in this report. The submarket forms part
of the larger GTA East Market that also includes
Pickering and Oshawa.
128
Figure 2-62: GTA Office Market – GTA East Office

Space (Square Feet)
GTA East
3.8%
GTA North
7.5%
Downtown
38.6%
GTA West
25.3%
Central East
9.3% Midtown
Central North 9.9%
5.7%
Source: Colliers Office Market Quarterly Reports - Greater Toronto Area Office Market, Q4 2015
129
Figure 2-63: GTA Office Market – GTA East Office Space (Square Feet)
Downtown 75,911,472
Midtown 19,418,327
Central North 11,111,658
Central East 18,284,264
GTA West 49,663,091
GTA North 14,805,234
GTA East 7,399,240
- 10,000,000 20,000,000 30,000,000 40,000,000 50,000,000 60,000,000 70,000,000 80,000,000
Source: Colliers Office Market Quarterly Reports - Greater Toronto Area Office Market, Q4 2015
130
Figure 2-64: Scarborough Market – Office Space by Figure 2-65: Scarborough Office Market – Occupation &
Class (Q4 2015) Vacancy
6,000,000
6,000,000
5,000,000
4,000,000
5,000,000 3,000,000
Class A, 2,000,000
1,679,329
1,000,000
4,000,000
-
2003 Q1
2003 Q2
2003 Q3
2003 Q4
2004 Q1
2004 Q2
2004 Q3
2004 Q4
2005 Q1
2005 Q2
2005 Q3
2005 Q4
2006 Q1
2006 Q2
2006 Q3
2006 Q4
2007 Q1
2007 Q2
2007 Q3
2007 Q4
2008 Q1
2008 Q2
2008 Q3
2008 Q4
2009 Q1
2009 Q2
2009 Q3
2009 Q4
2010 Q1
2010 Q2
2010 Q3
2010 Q4
2011 Q1
2011 Q2
2011 Q3
2011 Q4
2012 Q1
2012 Q2
2012 Q3
2012 Q4
2013 Q4
2014 Q1
2014 Q2
2014 Q3
2014 Q4
2015 Q1
2015 Q2
2015 Q3
2015 Q4
Office Inventory Vacant Space
3,000,000 Source: Colliers Office Market Quarterly Reports
Class B, Figure 2-66: Scarborough Market – Vacancy Rate

2,836,539 compared with GTA
2,000,000 18.00% GTA Scarborough Town Centre
16.00%
14.00%
12.00%
1,000,000
10.00%
Class C, 8.00%
955,526 6.00%
- 4.00%
Office Inventory (Square Feet, Q4 2015) 2.00%

2003 Q2
2003 Q3
2003 Q4
2004 Q1
2004 Q2
2004 Q3
2004 Q4
2005 Q1
2005 Q2
2005 Q3
2005 Q4
2006 Q1
2006 Q2
2006 Q3
2006 Q4
2007 Q1
2007 Q2
2007 Q3
2007 Q4
2008 Q1
2008 Q2
2008 Q3
2008 Q4
2009 Q1
2009 Q2
2009 Q3
2009 Q4
2010 Q1
2010 Q2
2010 Q3
2010 Q4
2011 Q1
2011 Q2
2011 Q3
2011 Q4
2012 Q1
2012 Q2
2012 Q3
2012 Q4
2014 Q1
2014 Q2
2014 Q3
2014 Q4
2015 Q1
2015 Q2
2015 Q3
2015 Q4
Source: Colliers Office Market Quarterly Reports Source: Colliers Office Market Quarterly Reports
131
Figure 2-67: Scarborough Market – Net Asking Rental and cater to this significant and growing
Rate compared with GTA concentration of existing and/or potential new
employees, as well having proximity to a number
of transit options.
$21.00
$19.00
Figure 2-68: Trend Analysis – Vacancy Rates

$17.00
$15.00
$13.00 18.0%
$11.00
16.0%
$9.00
14.0%
$7.00
12.0%
$5.00
10.0%
GTA Scarborough Town Centre
8.0%
Source: Colliers Office Market Quarterly Reports 6.0%
4.0%
2.10.3.3 Office Market Trends: Downtown vs. 2.0%
Suburban 0.0%
Q1 - 2004
Q2 - 2004
Q3 - 2004
Q4 - 2004
Q1 - 2005
Q2 - 2005
Q3 - 2005
Q4 - 2005
Q1 - 2006
Q2 - 2006
Q3 - 2006
Q4 - 2006
Q1 - 2007
Q2 - 2007
Q3 - 2007
Q4 - 2007
Q1 - 2008
Q2 - 2008
Q3 - 2008
Q4 - 2008
Q1 - 2009
Q2 - 2009
Q3 - 2009
Q4 - 2009
Q1 - 2010
Q2 - 2010
Q3 - 2010
Q4 - 2010
Q1 - 2011
Q2 - 2011
Q3 - 2011
Q4 - 2011
Q1 - 2012
Q2 - 2012
Q3 - 2012
Q4 - 2012
Q1 - 2013
Q2 - 2013
Q3 - 2013
Q4 - 2013
Q1 - 2014
Q2 - 2014
Q3 - 2014
Q4 - 2014
Compared to the Toronto downtown market (and
average GTA trends), the sub-urban office market DOWNTOWN CENTRAL TORONTO SUBURBS GREATER TORONTO AREA
exhibits higher vacancies and much lower Source: Colliers Office Market Quarterly Reports
absorption.
With the significant amount of new residential

development activity that has taken place in the
Downtown recently—and in particular high density
residential condominium development—a large
percentage of the growing younger educated
workforce in the GTA now resides either directly
within or near the Downtown.
As a result, many office businesses are seeking to

relocate closer to the core in an attempt to attract
132
Figure 2-69: Trend Analysis - Absorption Office building’s connections are found to have as
2,000,000
great an impact, with office buildings directly
1,750,000
adjacent or connected to subway stations
1,500,000 commanding much higher rents.
1,250,000
1,000,000
DOWNTOWN
There are a number of submarkets located
750,000
CENTRAL TORONTO
SUBURBS
DOWNTOWN (Trendline)
throughout the Toronto area that do not
500,000 CENTRAL TORONTO (Trendline)
SUBURBS (Trendline)
necessarily follow this trend, despite their
250,000
0
excellent transit access.
(250,000)
(500,000)
The GTA East submarket area—which includes
Q3 - 2007
Q4 - 2007
Q1 - 2008
Q2 - 2008
Q3 - 2008
Q4 - 2008
Q1 - 2009
Q2 - 2009
Q3 - 2009
Q4 - 2009
Q1 - 2010
Q2 - 2010
Q3 - 2010
Q4 - 2010
Q1 - 2011
Q2 - 2011
Q3 - 2011
Q4 - 2011
Q1 - 2012
Q2 - 2012
Q3 - 2012
Q4 - 2012
Q1 - 2013
Q2 - 2013
Q3 - 2013
Q4 - 2013
Q1 - 2014
Q2 - 2014
Q3 - 2014
Q4 - 2014
the Golden Mile area - is served by TTC subway
and GO Transit but vacancy rates are actually
Source: Colliers Office Market Quarterly Reports
higher in office space within 400 metres of a
2.10.3.4 Existing Transit Office Performance transit station.
Within the Toronto market, a recent study by Colliers Figure 2-70: GTA East Transit Office Market Trends
(“Spark Report”) has assessed the potential impact that
Walking Vacancy Rate Weighted
access to public transit can have on office markets36.
Distance to Average Gross
Class A office space in the GTA within 400 metres Transit Rental Rates
of a transit station has an approximately 35% ($/Square Feet)
lower vacancy rate and approximately 24% higher Yes 11.1% $29.79
average gross rental rate compared to office No 5.1% $22.36
space not located within 400 metres of a transit Source: Colliers Spark Report, Toronto Rapid Transit,
station. September 2015,
36Colliers International Spark Report entitled Toronto Rapid Transit

(September 2015)
133
The premium in average gross rental rates Figure 2-71: Breakdown of Office Space Class within
associated with access to a transit station in the 400m of Eglinton LRT
GTA East submarket is lower than the GTA
average of $34.32.
The GTA East market is different and historically

at least, access to a transit station appears to be
less important to current and office tenants in the
GTA East zone, relative to other areas across the
GTA.
The Spark Report found that 50% of all current

office space that will be within walking distance of
the Eglinton LRT stations is in a Class B building
and highlighted that there could be an opportunity
to upgrade some of this space before the Source: Colliers Spark Report, Toronto Rapid Transit,
expansions are completed. September 2015.
Future Transit Office Considerations
Although the new Eglinton Crosstown LRT

infrastructure will improve transit access in the
Golden Mile, the positive impacts of transit access
on the local office market may not be as
significant as in other parts of the City (e.g.
financial core).
The planned transit expansions city-wide may

also increase office leasing competition
throughout the GTA as a whole, as more
employment areas have improved access to rapid
134
transit connections. As many of the proposed proximity to a range of higher order transit,
expansions are planned to improve connectivity to including subways, streetcars, commuter-rail
downtown Toronto office market (i.e. SmartTrack), services, and other transit connections.
market attractiveness of the downtown area will
continue to improve as more office space will be Many large companies that were previously
efficiently connected to more areas of the GTA. located in the outer suburban ring have recently
opted to relocate closer to the Downtown, closely
In order to support any meaningful amount of tied to the significant residential development
major office development—it is now critical that an activity that has occurred in the Downtown
area provide users with access to a range of recently, as well as the increased traffic
higher order transit, including regional service congestion in the entire Greater Toronto Area.
(e.g., GO Transit) in combination with more
localized service (e.g., subway, LRT, streetcar, For example, Coca-Cola Canada recently
etc.). relocated from its main office headquarters on
Overlea Boulevard near Thorncliffe Park to
A growing number of central area residents and occupy a new office development on King Street
younger office employees are choosing to forego East, immediately east of the Financial Core.
automobile ownership in favour of public transit Similarly, SNC Lavalin recently relocated
and other forms of transportation (i.e., walking, hundreds of employees from its Etobicoke offices
cycling, Uber, car sharing etc.), which reduces the to the Downtown and Deloitte has plans to move
average distance they are able or willing to travel up to one thousand of their suburban employees
to work. to the new Bay Adelaide Centre (Phase II)
building that is currently under construction.
As traffic congestion in Toronto and the Greater Other examples include Telus, Google, Apple,
Toronto Area continues to worsen, transit access CISCO and PwC; all of which have recently
has become an increasingly important factor in relocated and/or significantly expanded their office
the locational decisions of local office businesses, presence in the Downtown; particularly within the
resulting in an increase in the number of office rapidly developing southern core district (e.g., to
users seeking locations in and near the the immediate south of the rail corridor near Union
Downtown and the Financial Core, given their Station).
135
Source: urbanMetrics inc., based on Colliers

Furthermore, as suggested in The Nodal Study: International quarterly real estate market report statistics
The Future of Office Development in the GTHA (2004-2014).
prepared by the Strategic Regional Research
Alliance (SRRA), competition from less expensive Although vacancy rates have generally declined in
industrial locations and nodes with a shorter all parts of the Greater Toronto Area during the
approval process have contributed to the general historic period considered in this review, the
lack of office development in other potential downward trend has been particularly prominent
intensification nodes, such as Hamilton, in the Central Toronto and Downtown submarkets
Burlington, Oakville, Brampton, Mississauga City over the last several years. Since the first quarter
Centre and North York Centre. of 2011, for example, vacancy rates in both of
these submarkets have fallen by more than two
Figure 2-72: Class A Office Space Vacancy Rates, 2004-
full percentage points, whereas vacancy rates in
2014
the Suburbs have recently remained relatively
steady for a number of years.
A recent review of the development trends at the

Equinox, located at Scarborough Centre, provides
useful insight into the potential competitiveness of
the office market for suburban areas even with
direct connections to transit37. The real estate
market did not indicate a demand for new, higher
density office development even though the area
has immediate connections to the Scarborough
LRT. While the City recognized the importance of
37CMHC, Transit-Oriented Development Case Study, EQUINOX,

Toronto (Scarborough).
136
increasing employment land use in the and programs to help bolster the office market, planning
Scarborough Centre, instead of focusing on the for an attractive residential neighbourhood should not be
office market, the resulting planning framework for underplayed as a strategic tool the City can leverage to
the Scarborough Centre Secondary Plan focused advance the Golden Mile’s office market
on a more flexible land use policies designed to competitiveness.
permit both employment and residential use to
achieve a mixed-use centre. As a result, there 2.10.4 Residential
was no restriction on residential uses which, as Development Patterns: Within the Golden Mile
reported, has led to the achievement of higher Study Area, there are no existing residential
densities than targeted. To remove the density developments except the rental apartment areas
restriction, the City of Toronto permitted an located in sub-focus area west. There have been
Official Plan Amendment with Section 37 benefits a number of recent residential developments in
that secured public pedestrian walkway and a the areas surrounding the Study Area. An existing
bridge to the SRT station and a cash contribution residential area is located outside the western
for a children’s playground. boundary of the Study Area, at the intersections
with Victoria Park Avenue and Eglinton Avenue
What does this mean for the Golden Mile? East, comprising of newer townhomes and
apartment buildings.
Market research suggest that a suburban office market
such as the Golden Mile is in a challenging position in Recent Developments: To the south of the
terms of competing with the downtown financial core.
Golden Mile area, towards St. Clair Avenue East,
Furthermore, the Eglinton LRT may not have that a great
are a number of newer infill residential areas
enough impact to increase market rents to the extent
located in the Warden Woods neighbourhood.
that office development is a feasible and attraction
These developments are in close proximity to
investment proposition for developers. While the Eglinton
Warden TTC subway station, located at St. Clair
LRT will raise some market interest, research suggests
Avenue East. These include:
that office market continue to favour locations that offer a
range of transit options and are close to residential
areas. Overall therefore, the interrelationship between
Warden Woods (42 Townhomes, occupancy
the residential and office markets is key. While this study
2013)
will also make recommendations regarding incentives
137
Wiltshire on the Green (198 apartment units,

occupancy in 2011)
Summerside (217 apartment units, occupancy
2007, future phases underway)
Residential Neighbourhoods: In the area

overall, the majority of existing residential
developments have historically been established
as post-war low density neighbourhoods with
some infill opportunities in more recent years, as Figure 2-73: Residential Starts by Submarket, Year to
noted earlier. Date, (January to March 2016), April 2016
Unit Types: In line with City wide trends and
growth targets, the new build market is limited Apt. & Other
85%
96%
with respect to single or semi-detached units in
Scarborough; the market has shifted to apartment 10%
Row
and townhome (row) housing (including stacked 1%
townhomes), which together account for 95% of 0%

all new housing starts in the first three months of Semi
0%
2016. About 10% of the recent housing starts are
5%
for rows/ townhomes, although this accounts for Single
3%
40 units only in all of Scarborough this year to
date. 0% 20% 40% 60% 80% 100%
Scarborough Toronto City

Higher Densities: As infill sites continue to
develop and pressure for intensification increase,
the opportunities for townhome developments will
likely shift to higher density residential formats, as
lands values continue to increase and planning
policy promotes greater intensification.
138
STARTS BY SUB-MARKET AND DWELLING TYPE, YEAR TO DATE: APRIL 2016 more robust increases in the supply of purpose
Apt. & built rental housing in the former City of Toronto.
Sub-Market Single Semi Row Other Total
Scarborough 20 - 40 348 408
% of Total 5% 0% 10% 85% 100%
Rental Market: From January to March 2016,
90% of all unit starts in Scarborough are intended
Toronto City 162 2 65 4,927 5,156 for the condominium markets (367 units), with no
% of Total 3% 0% 1% 96% 100% rental units and only 41 single dwelling units
Source: Canadian Housing Mortgage Corporation, (freehold). At the City level, the proportion of
Housing Now, Greater Toronto Area, April 2016. starts that are intended for the rental market
account for 12% of all starts in the first three
months of 2016, which is an increase from 6%
Tenure: Many GTA municipalities outside of the
this time last year. This trend is even more
former City of Toronto have seen limited growth in
purpose built rental apartments, as demand for pronounced within the pre-amalgamation
home ownership has prevailed (either boundary of Toronto, where rentals now account
for 23% of all unit starts in the same period, up
condominium or freehold38). CMHC attributes this
to a number of other economic factors and from 8% last year.
particularly the strength of the condominium 2.10.5 Future Changes to Parking Demand
market, which has allowed some potential renters Existing Conditions: In considering the existing
to enter the home ownership market, while also and future development trends for each sector,
contributing a major source of alternative rental we recognize that there is a market demand and
accommodation. Growth in downtown planning requirement to provide car parking for
employment and university enrollment has fuelled
dwelling unit owners. A condominium is a form of ownership rather

38Freehold: A residence where the owner owns the dwelling and lot than a type of house.
outright.
Rental: Dwelling constructed for rental purposes regardless of who
Condominium: An individual dwelling which is privately owned, but finances the structure.
where the building and/or the land are collectively owned by all
Source: CMHC
139
these land uses. From a marketing perspective, of major transit infrastructure projects. We have
the Golden Mile’s proximity to highways makes it identified some of the key lessons learned and what
an attractive and convenient location for car approaches have been successful.
users.
2.10.6.1 The Approach to Transit Oriented
Modal Shift: While the Eglinton LRT will widen Development
modal choice for both residents and workers What is Transit Oriented Development?
travelling to and from the Golden Mile, based on The market for transit orientated development
current travel demand patterns, parking will still be (“TOD”) is multi-faceted. Simply being adjacent to
required, at least in the short to medium term. transit does not necessarily create a TOD and
there is a risk that areas become transit adjacent
Autonomous Vehicles: What may be more rather than connected to or “oriented” to the
impactful to the future demand ratios for parking station areas. For example, there are areas in
spaces is the advent of automated/ autonomous Toronto proximate to subways that have never
vehicles. The way in which people travel from intensified, for example along eastern end of
Point A to Point B may change dramatically Danforth Avenue.
should the demand for private vehicles, and even
mass transit, be replaced with micro transit The Province’s own review of density targets
systems. At this point in time, we recognize that close to major transit stations also shows that
the future impact of automated/ autonomous intensification does not always occur as planned
vehicles cannot be predicted in terms of parking (See Chapter 2.3.3.2). Nor does the development
requirements. However, it is important to of under-utilized land around transit stations occur
recognize the potential for future change to overnight. For example, Islington and Kipling
parking demand that could arise. stations on the Bloor-Danforth Line, which were
2.10.6 Considering a Future for the Golden Mile built in the late 1960s and early 1980s
The following section provides a review of current land respectively, are still in the process of building-out
market approaches to transit oriented development and with more transit-supportive uses including
examines other comparable City’s and GTA apartment, office and institutional buildings.
development corridors that have (or presently are)
undergoing significant transition in built form as a result
140
Drivers of Transit Oriented Development and financial feasibility of their projects. However,
there can be financing obstacles as many lenders
have a preference for single-use deals and most
The millennial generation is largely driving the effective TOD projects are mixed use.
demand for walkable urban neighbourhoods.
Many of whom are rejecting or delaying car In terms of securing developer buy in, a clearly
ownership. At the other end of the spectrum, the defined and shared vision for the development
growing seniors market is adding to the demand encourages developers to commit. That vision
for walkable neighbourhoods. should clearly outline the concepts for a
pedestrian-friendly street plan, the mix of uses,
While the concept of TOD is relatively new in the presence of high-density residential space,
terms of terminology, the principles of creating the management of parking, and the overall
live, work and play communities has been applied appeal of the place. Critically, the vision needs to
for many years in downtown areas. However, show how the supporting of transit is fully
downtown living is not an option for all, both for integrated into the area, both functionally and
financial or employment reasons. Investing in rail financially.
transit infrastructure in areas such as the Golden
Benefits of Transit Oriented Development?
Mile helps to transition automobile oriented
suburbs to pedestrian friendly mixed use areas
that are true livable communities. Leading research suggests that the larger, denser, and
more urban the redevelopment, the greater the ability of
Encouraging downtown lifestyle preferences into
a suburban setting triggers this regenerative
phase for sub-urban areas. As land for residential
development becomes more and more scarce
within existing urban boundaries, the concept of
TOD has moved away from a niche market to
main-stream.
Many developers tend to favour TOD concepts as

they view transit as adding to the marketability
141
its designers to change the existing development pattern Retrofitting Transit Oriented Development
and produce benefits such as39:
Reduce vehicle-miles traveled and improve public Across North America, golf courses, car
health by creating a transit-served or transit-ready dealerships, park-and-ride lots, garden apartment
mix of uses in a walkable street pattern connected complexes, residential subdivisions, and entire
to adjacent uses; commercial strip corridors are being retrofitted in
ways that now integrate rather than isolate uses.
Reduce land consumption and per-capita costs of
public investment by absorbing growth that, Increasing intensification targets in the Growth
without alternatives, would expand in sprawl; Plan and calls for transit investments will continue
to limit sprawl and redirect growth to existing
Increase the feasibility and efficiency of transit; infrastructure. An absence of undeveloped sites in
suburban markets means that developers need to
Increase local interconnectivity; find more innovative opportunities to redeveloping
existing and underutilized projects.
Add permeable surfaces and green space;
Retail areas with large surface parking lots are
Add public and civic space; increasingly attractive - especially in the present
climate as the City of Toronto is beginning to
Increase choice in housing type and affordability; benefit from the long-planned expansion of its
transit systems into new suburban areas.
Increase diversification of the tax base; and
Challenges of Retrofitting
Establish an urban node within a polycentric
region. There are many challenges associated with
retrofitting the underlying layout of the streets,
39 Urbanland, June 2009, Sustainable Suburbs Retrofitting Suburbia
142
blocks, and lots, as well as motivating behaviors amalgamated City of Toronto and can reinvent
into more sustainable ones. itself as an urban node within the City region.
There is a market opportunity to create a new
The key design challenge in altering the suburban livable community with all of the benefits of TOD,
settlement structure is internal and external while dually complementing the city’s downtown
integration of the parts over time and over multiple and continuing to serve a suburban population as
parcels. Internal integration of parts are far easier it has done to date.
to control on single-parcel sites, of which the
Golden Mile has many. A right sizing approach to the development of the
Golden Mile is critical in this respect, in terms of
Larger parcels can more easily justify the the type of TOD that is appropriate for the Golden
inclusion of public space, decked parking, and a Mile. The suburban character of the Golden Mile
fine-grained street network on suburban and surrounding neighborhoods following
superblocks. Large sites are also more likely than decades of auto-dependence cannot be
small ones to be able and/or be required to transformed outright by the introduction of the
include housing for a mix of incomes. Eglinton LRT. A hybrid approach that recognizes
the potential to create a complete community in
Golden Mile as a Transit Oriented Development Area Golden Mile, but retain a suburban function, may
be warranted.
The Golden Mile and its surrounding
Hybrid approach to Transit Oriented Development?
neighbourhoods are post–World War II suburbs
originally built at the edge of the former City of
Toronto boundary. The Greater Toronto Area has Qualities of a hybrid nature include40:
grown exponentially since that time. With the
Suburban parking ratios and urban streetscapes
arrival of the Eglinton LRT and improved
i.e. innovative solutions to parking design that
accessibility, the Golden Mile has the potential to
move away from surface parking lots, but still
enjoy a relative central location as part of the post
40 Urbanland, June 2009, Sustainable Suburbs Retrofitting Suburbia
143
provide sub-urban parking ratios and develop an Figure 2-74: Empress Walk, 5095 Yonge Street - Active
active street frontage. See Figure 2-74 and Figure frontage along Yonge Street.
2-75 for illustrative examples of parking structures
and active frontage in an urban setting;
“Public” spaces developed in public/ private

partnerships and privately owned or leased;
Populations that are more diverse than

stereotypical suburbs but less diverse than
stereotypical cities;
New, single-ownership parcels deliberately

masked to look old and multiparceled;
Source: Google
Urban qualities delivered at suburban costs;
Figure 2-75: Empress Walk, 5095 Yonge Street -
Underground car parking access from secondary street.
Transit orientation and automobile dependency;
(i.e. plan communities to cater for both
transportation modes);
The appearance of local town centres and

reliance on larger networks of users, tenants,
funders, and designers.
Source: Google
144
How can a Municipality plan for a hybrid TOD developed? communities in Canada and the U.S., through
independent research and a review of the
McMaster report that considers 30 case studies41.
To encourage this hybrid development of
suburban areas, leading research recommends Planning Policies as Incentives: The case
that planning policy should support mixed uses studies show that economic and financial
and higher densities while seeking means to incentives are almost always complemented with
invest in transit boulevards. planning policy tools. Our review highlights
relevant policies and incentives which could be
The research also suggest that public parking suitable to the Golden Mile.
garages can stimulate private redevelopment,
(although this suggestion does not necessarily It is also important to recognize that programs
mean that a parking structure should be built in with no direct financial impact to the City, such as
the absence of private sector commitment to fast tracked development applications, are
intensifying). considered as financial incentives to the private
2.10.6.2 Case Studies – Incentives, Programs sector due to the cost-savings and potential
and Development Toolkits reduced risk inherent in these programs.
Hamilton, Ontario
Approach: To further explore the types of The Hamilton B-line will be 11km and is scheduled to
incentives and planning tools used in planning for open in 2019 (completion by 2024). The LRT line will
transit, we have reviewed existing literature and operate in the centre of the road for most of the route,
case studies for a number of transit oriented similar to the Eglinton LRT route throughout the Golden
GO Transit network, including park and ride facilities, or are in

41Source: “The North American Light Rail Experience: Insights for downtown areas with very different market dynamics to a suburban
Hamilton”, McMaster Institute for Transportation & Logistics (2012) area.
Note: Many LRT systems are not comparable to the Eglinton LRT as
they were designed to operate as commuter services similar to the
145
Mile. The City of Hamilton has prepared City-Wide Quality of physical environment (i.e. urban
Corridor Planning Principles and Design Guidelines to design, materials);
facilitate future development. Some key findings are: Community benefit (i.e. restore heritage,
incorporate public realm benefits such as
Private developers receive incentives for
public art/ space, streetscape upgrades);
streetscape improvements.
and
The City recognizes that parking may be
Sustainability (i.e. LEED-certified, energy
oversupplied early on, but will be reduced as
saving).
intensity increases along the corridor and at TOD
transit areas. i.e. developing surface parking sites
Based on a scoring matrix for these criteria, the
into new developments.
development charges for the project are reduced.
Brampton, Ontario
The City of Brampton has developed a Development
Kitchener/ Waterloo, Ontario
Charge Incentive Program through a Community
The “Ion” 19 km LRT line is scheduled to open in 2018.
Improvement Program (CIP) in its downtown area based
on the location of transit nodes, where intensification and In downtown Kitchener, the City has exempted all
mixed use development is encouraged42. development charges for non-residential
development in along the planned LRT corridor, to
The CIP provides a financial incentive that pays
stimulate development and meet urban growth
part of all of the City portion of the development
centre targets.
charge based on an evaluation of each eligible
project against a set of criteria, including:
Waterloo Region developed a Community
Distance to transit;
Building Strategy document that as well as
Type of development (i.e. mixed use,
informing the wider community about the central
active uses at grade etc.);
42 https://www.brampton.ca/EN/Business/planning-
development/central-
area/Documents/doc_140724_programguidefinal.pdf
146
transit corridor, also informs development Allows cash payment in lieu of parking to finance
prospects and acts as an investment tool for peripheral parking structures.
business attraction.
Edmonton LRT, Alberta
Waterloo Region’s Brownfield Financial Incentives The Edmonton LRT is a 20.5km one line LRT, which
Program has also helped to re-develop an older opened in 1978.
manufacturing buildings into new office space for Edmonton has reduced minimum parking
Google (The Breithaupt Block). requirements by 20-30% compared with
developments outside the target area and
Investment and development in the Kitchener and introduced maximum parking requirements for
Waterloo area is largely credited to the area’s multi-unit residential within 400m of a station.
reputation as a technology start up centre which
attracts extensive private sector investment, and The City permitted mixed use zoning and
which contributes significantly to the re-use of promoted higher densities by allow FAR to
older industrial buildings. increase up to 3 for properties within 366m of a
station.
Calgary, Alberta
The Calgary LRT is a 4 Line system with new line
To deter the suburban transit areas becoming
underway. The LRT opened in 1981. It has the highest
commuter station areas, the City discouraged
ridership volume in North America, and includes a fare
park and ride facilities for station areas outside of
free zone in the downtown.
the downtown core and promoted more
Station Areas were designated as Mixed-Use development near stations and higher transit
Centres. commutes through re-organizing the feeder bus
Zoning bonuses allowing up to 80% increases in systems.
floor-area ratios for land within 400m of a station.
Downtown station areas include bonusing for Charlotte, North Carolina
properties that improve pedestrian environments. Includes one LRT Line (Blue Line) that is 15.4 km and
Parking minimum reduced by as much as 80% (1 opened in 2007. Outside of the downtown, development
space per 25 workers) for buildings connected to activity has largely included the redevelopment and
LRT. reuse of older manufacturing buildings into mixed-use
147
residential, office and retail projects. However, the LRT group, comprised of large landowners who are
outside of the downtown area is not viewed as a catalyst redeveloping aging strip malls as well as the
for new growth, but rather as a compliment to it. Success landmark White Flint Mall, wants to improve
along the line is credited with a strong local economy access to the Metro and a planned bus rapid
and accessibility to major employment centres. transit line in the corridor. The goal is to transform
a car-centric, unattractive streetscape into a
Every Station Area underwent Secondary
desirable environment for existing and future
Planning.
residents.
Parking and density bonuses are used.
Station area zoning has height restrictions but no
Council approved a special taxing district that
limit on density.
levies an ad valorem property tax to fund
The City has initiated streetscape upgrades to
transportation infrastructure improvements. The
encourage infill development.
tax, which applies to all property owners within the
Encourages shared parking where appropriate.
White Flint Sector Plan area, except existing
The City works with developers to secure
residential uses, is intended to fund improvements
additional funds on a project-by-project basis.
to the main roadway, as well as smaller projects
White Flint, Maryland on secondary roads, to provide a network grid to
The Pike District is a 1.7-mile suburban corridor with improve local access and enhance pedestrian
post war suburban strip malls and auto-dealers, linked to safety.
the metro line and a Bus Rapid Transit route. While this
area is not served by an LRT line, it shares some similar Planning policy imposes limits on the amount of
characteristics with the Golden Mile, including improving parking, to discourage auto use by making cars
pedestrian environments along a four lane roadway as more expensive to park.
well as the redevelopment of an older mall as a new
mixed use community. Minneapolis, Minnesota
White Flint Partnership Special Taxing District - The Hiwartha Line is a 19.8km LRT line that opened in
an alliance of property owners in Montgomery 2004. Much of the success has occurred in the
County, agreed to be part of a special taxing downtown, and is attributed to having a growing
district to fund improvements to transforming the population and local economy, combined with policies
four lane roadway and related streetscape. The and planning initiatives. Outside of downtown
148
development has been slow to materialise due to a

general lack of opportunity for redevelopment, scarce The City found that where residential uses were
planning resources, and limited publicly owned cut off from stations by industrial development,
development. Many stations in the eastern end of line these accessibility problems negated any
feature industrial uses, poor pedestrian connections and increase to property values as an impact of the
inadequate neighbourhood amenities. LRT.
The City has created the Corridor Development
Much of the development that occurred is
Initiative, which engages local citizens and
attributed to market demand brought about by
development community with a view to build
changing consumer preferences towards high-
consensus to streamline the TOD process and
density residential buildings with urban amenities
with an additional focus on affordable housing.
(i.e. this happened to occur at the same time as
The City recognizes that the program is limited by
the LRT line construction).
a lack of control over the private land market.
Completing secondary plans for the areas Comprises of three LRT lines, 43.8km which opened in
required a high degree of education provided by 2000.
the City, to support intensification.
Policies include reduced parking requirements, as
Tax Increment Financing (TIF) was considered by of right approval processes and legal protections
the City but was not applied universally to the for buyers of brownfield and contaminated sites.
area as the City considered this suitable only for
large scale projects. A TIF was applied to the 43 Major mixed use projects promoted through the
acre Bloomingdale Central Station development use of urban enterprise and redevelopment
(housing, offices, hotel and retail) which includes zones. Businesses in Urban Enterprise Zones
a phasing of development that currently permits (UEZ) are subject to lower standard state sales
surface parking areas for residents, but will tax rate on some purchases and can enjoy tax
eventually be developed as an “urban village” exemptions on particular goods when they meet
setting. To support this development, the City specified employment (and other) criteria.
instituted a Tax Increment Financing district to
upgrade the urban area around the site.
149
Much of the success is attributed to a strong local Avenue to Warden Avenue, includes a complete
economy – recognizing that while LRT may not redesign of the streetscape, including restricted
have been the catalyst for development it has bus-only lanes, innovative bus platforms, with
provided the platform for further development and automated ticketing stations and Presto card
intensified development. readers, separated bike lanes and attractive
sidewalk finishings. As with the Eglinton Avenue
2.10.6.3 Case Studies –Transit Intensification LRT, mid-block left turns were eliminated to
In our transit intensification case study research, we accommodate the bus lanes.
have reviewed examples of suburban neighbourhood
with historically similar land use patterns of Golden Mile Prior to construction, the section of Highway 7
that are being transformed by transit. The examples are between Bayview and Warden comprised a broad
intended to illustrate a number of factors related to the mix of land uses, including big-box retail, office
visioning and market within the Golden Mile area, parks, a restaurant campus, mixed-retail
including: residential-office projects, and the Markham Civic
The role of transit in attracting development; Centre. Highway 7 existed as a moderately high-
The role of urban design in the success of mixed speed 6-8 lane urban roadway with minimum
use areas; pedestrian appeal and was avoided by even the
The role of catalysts in the success of major most experienced cyclists.
urban intensification and redevelopment projects;
Obstacles to development; and,
Opportunities for office development.
VIVA Transit Corridor – Highway 7 Markham
Overview & Context: The first phase of the VIVA

Highway 7 Transit Corridor, which opened in
January 2015, will ultimately extend across the
entire length of Southern York Region has been
complete for approximately one and a half years.
The first phase, which extends from Bayview
150
Figure 2-76: VIVA Transit Corridor – Highway 7 To the immediate east of the completed corridor,
Markham is Markham Centre – Markham’s new downtown,
which is fast evolving, and now includes a several
office buildings, the Markham Civic Centre, the
IBM labs, the YMCA, new high and medium
density residential uses, and the Unionville transit
station, served by GO Train and Bus, and VIVA
Transit. In addition, Markham Centre will be
home to a new satellite campus of York
University. When fully developed, Markham
Centre will have 15,000 residents and over
280,000 square metres (over 3 million square
feet) of office space.
Source: Metrolinx Markham Centre will also be the home of Aviva

Canada, which is relocating from its current
Development Patterns: Unlike Golden Mile, building in Golden Mile to a new LEED certified
there still exists a number of vacant development building on Highway 407 east of Warden Avenue.
sites along the Highway 7 corridor in Markham.
To the immediate west of the completed corridor Ridership: Annual boardings on the Highway 7
is the Richmond Hill Centre/Langstaff Gateway VIVA (Purple) line, which extends from York
Mobility Hub, which over the long term is planned University to Markham Stouffville Hospital, were
to develop into a major transit hub adding a 2.4 million in 2015. January to March, 2016 show
Yonge Street subway connection and full-day two a 7.0% same period increase, with average
direction GO Train Service to the existing weekday boardings at 8,143, average Saturday
Richmond Hill VIVA terminal and GO Station. boardings at 4,726 and average Sunday
Plans by both Richmond Hill and Markham, would boardings at 3,300. The VIVA (Pink) line, which
see this area transformed into a very substantial operates rush hour service connecting Finch
high-density office/residential/retail node. Subway Station, Richmond Hill Centre and
151
Markham Centre supports the Purple line with Figure 2-77: Eglinton Crosstown Peak AM LRT
approximately 600,000 annual boardings. Boardings and Unloadings Per Hour through Golden
Comparison with Eglinton LRT: While the Mile
system wide loadings for the Eglinton Crosstown
of about 50 million43 are considerably higher than
Westbound
Westbound
Unloadings
Unloadings
Eastbound
Eastbound
Boardings
Boardings
those for the VIVA Purple and Pink line system
Station
wide loadings, the stations along the Golden Mile
corridor between Pharmacy and Birchmount are
among the lowest on the Crosstown line ranging
from 50 boardings per peak AM hour at Lebovic Pharmacy 100 0 150 50
(Eastbound and Westbound) to 350 at Warden Lebovic 50 0 50 50
(Westbound). On a daily basis, these would still Warden 100 250 350 300
likely be considerably higher than those on most Birchmount 200 200 300 300
of the VIVA Purple Line stops, but likely lower
than or comparable to the busiest stops, such as Source: Eglinton Crosstown LRT Demand Forecasting
Richmond Hill Centre and Unionville. Report, December 2013, City and TTC Forecasting
Report – Tables 5-3 and 5-4 (Committed Projects +
ESRC).
Density: Markham Centre and Langstaff
Gateway, which are designated as Regional
Centres in the Markham Official Plan, would have
the highest development densities at a minimum
of 2.5 floor space index (3.5 in Langstaff Gateway
adjacent to the future subway station) and
achieve a long-term 1:1 employee to resident
43Eglinton Crosstown LRT Demand Forecasting Report, December

2013, City and TTC Forecasting Report – Scenario 1 without
connection to Pearson Airport.
152
ratio; and a minimum density of 200 residents and but following completion, occupancy levels had
employees per hectare by 2031. risen to beyond pre-construction levels. They
indicated that business interest in the area was
Land Use: With the exception of greenways and less influenced by the bus rapid transit (for which
the Highway 400 corridor, the majority of lands ridership is still fairly low), than by the redesign of
between Langstaff Gateway and Markham Centre the streetscape. The sense was that urban
along Highway 7 are designated as intensification design played a much greater role in attracting
areas. new businesses to the area than transit.
Two areas, extending between Highway 404 and While it is recognized that the capacities and
Woodbine Avenue and in the Commerce Valley ridership anticipated for the Eglinton Crosstown
Employment Area are designated as Regional LRT are considerably higher than those of the
Corridors. Regional Corridors are planned to VIVA Bus Rapid Transit Corridor (and the
function as “urban main streets” that have “a influence of transit will be greater), the importance
compact, mixed-use, well-designed, pedestrian- of the urban design of the public realm as a
friendly and transit-oriented form”. It is important development attraction should not be under-
to recognize, that much like Golden Mile, prior to estimated.
the construction of the VIVA Bus Rapid Transit
corridor, Highway 7 between Bayview Avenue Real estate professionals also indicated that one
and Warden Avenue was an automobile of the driving forces that led Aviva to relocate from
dominated route with limited pedestrian or cycling the Golden Mile area to Markham Centre was that
appeal. they wanted to be part of a “neighbourhood”.
Apparently, cost was not a significant factor in
Market Drivers & Characteristics: In terms of their relocation, as they were paying extremely
the impact of planning for the corridor, a number low rents at their Golden Mile location. The mixed
of key facts were determined through discussions use environment of Markham Centre, including
with stakeholders in the area. For example, the proximity to other offices, a residential
officials from York Region Economic Development community, transit and recreational uses was a
indicated that during the construction of the very compelling factor in their decision.
transitway, there was considerable office vacancy, Furthermore, having residential uses in close
153
proximity to the office was also seen as a positive completed before construction began on the VIVA
factor in terms of attracting employees. Bus Transitway. Current low levels of ridership
would suggest that the BRT is serving only a
Developing Built Form: There are now small segment of the residential population.
numerous residential projects along the Highway Although as noted previously, the redesigned
7 Corridor, with the bulk of them in Markham Highway 7 has added ambiance and walkability to
Centre or close proximity. The active high-rise the corridor, which has enhanced the pedestrian
projects are currently selling units in the $300,000 environment of the area.
to $600,000 range ($450 to $550 per square foot).
Some lessons to be learned from the Highway 7
As a comparison, these unit costs are significantly Corridor:
higher than those units sold in the Scarborough Urban design and the creation of livable/workable
Town Centre, which represents the largest neighbourhoods has potentially a greater
concentration of recent condominium activity in influence on attracting businesses and residential
Scarborough. In recent years in Scarborough development than bus rapid transit.
Town Centre, units under $200,000 were still
being sold, with the bulk in the $200,000 to A well designed multi-use neighbourhood can
$400,000 range. In terms of price per square foot, overcome cost factors in terms of attracting major
these units ranged from about $350 to $450. office uses.
This gives an impression that the current
Although it is too soon to reach a definitive
residential market in Golden Mile will command
conclusion, anchoring a corridor between two high
significantly lower prices than Markham Centre.
density hubs may help to stimulate traffic
This will likely continue until the transition of the
(automobile, transit, cycling, etc.) along the
Golden Mile into a dynamic livable neighbourhood
corridor.
takes hold.
Condominium sales along Markham’s Highway 7

Corridor is heavily fuelled by the Asian market,
both local and investors. Earlier projects were
154
Figure 2-78: Vaughan Metropolitan Centre Current and

Envisioned
Vaughan Metropolitan Centre
Land Uses: Like Golden Mile, lands within the

Vaughan Metropolitan Centre (VMC) include a
core of big box retailers surrounded by
longstanding employment lands with a few office
buildings. Owing to the 400/407 interchange to
its immediate southwest and the lack of
residential development, the VMC has been
almost exclusively automobile oriented. Its
regional accessibility has made the area one of
the highest retail sales points in the GTA, with
most of the largest big box chains represented on Source: City of Vaughan
one of several power centres. Vision: As per the City’s Official Plan and the
partially approved Secondary Plan for the
The surrounding employment area includes a mix Vaughan Metropolitan Centre, the VMC will be the
of manufacturing, heavy industries, logistics firms, major focus for intensification for a wide range of
industrial-multiples, offices, warehousing residential, office, retail, cultural and civic uses.
operations, recreation activities, hospitality uses,
car dealerships and related services. A number of The Vaughan Metropolitan Centre is
industries are also in the area owing to the planned to become the City’s
presence of one-of the largest train marshalling downtown; a place of regional
yards in North America situated immediately east importance centred on the planned
of the VMC. subway station at Highway 7 and
Millway Avenue. Because of its
significant size, the Vaughan
Metropolitan Centre will comprise
distinct development precincts
155
including residential neighbourhoods, million square feet) of office space, 12,000

office districts, Employment Areas residential units and 70,000 square metres
and mixed-use areas, all linked by a (750,000 square feet) of new retail space.
robust system of parks, public
squares and open spaces, including Density: The Urban Growth Centre is planned to
the Edgeley Pond and Black Creek achieve a density of 200 people and jobs per with
system, and a fine-grain grid pattern a minimum floor space index (FSI) of 2.5 per
of streets. Since much of the development block, except for the blocks adjacent
Vaughan Metropolitan Centre is to the future subway station where the minimum
undeveloped today, there is an FSI is 3.5. Overall the VMC is planned to
excellent opportunity to require that it accommodate some 25,000 residents and 11,500
develops as a pedestrian-friendly and jobs by 2031. The Growth Centre component of
transit-oriented place, providing a the VMC is planned to achieve some 17,000
variety of housing options and diverse residents and 11,500 jobs45. By comparison, the
employment opportunities44. Eglinton Connects study assumes an ultimate
population of some 22,000 – 23,000 in the
Comparison to Golden Mile: In terms of size,
“Golden Mile Focus Area”, which may not exactly
the Vaughan Metropolitan Centre is 179 hectares
correspond with the Golden Mile Study Area
in size although the Provincially Designated
boundaries used in this assignment. By
Growth Centre within the VMC is somewhat
inference, the Eglinton Connects study would
smaller at 104 hectares. The overall size of the
impose somewhat higher densities throughout the
VMC is over twice the size of the Golden Mile
Golden Mile Focus Area, than is planned for the
Study Area at 83 hectares, although the Urban
VMC. Both the VMC and Golden Mile are
Growth Centre is within a similar size range.
effectively starting from a 0 population base.
Future Land Uses: Plans for the area would Development Management: Some specific policies
include a minimum of 139,355 square metres (1.5 related to the VMC, include the following:
44 45
Vaughan Official Plan. Policy 2.2.5. p. 38 Vaughan Metropolitan Centre Secondary Plan Policy 3.1 p. 19.
156
At least 35% of housing units in the Vaughan

Metropolitan Centre are to satisfy the criteria for That 20 hectares of parkland and open space be
affordable housing; created. (Note: this represents over 10% of the
total land area of the VMC). No parking would be
York Region, transit providers, and other agencies permitted at public squares or parks, other than
are to achieve design excellence with all public for utility and maintenance purposes.
infrastructure projects in the Vaughan
Metropolitan Centre; Future Land Uses: Like the Golden Mile area,
the introduction of major transit uses, including
That the City work with the Region and the the extension of the Spadina Subway, the
Province to develop a city wide truck movement extension of the VIVA Bus Rapid Transitway
strategy to minimize adverse impacts on along Highway 7 and a regional transit hub, will
intensification areas. dramatically change the dynamics of the VMC. A
number of former industrial sites will likely be
That the City direct major office developments by developed once the subway has been completed.
encouraging all office uses greater than 12,500
square metres per lot to locate in the Vaughan Developing Built Form: High density projects
Metropolitan Centre, within 500 metres of an are already being attracted to the VMC, including
existing or planned subway station, or where the five-building EXPO residential complex with
permitted through a Secondary Plan. heights rising to 39 storeys, a new office building
beside the future subway station that will be home
That Vaughan Metropolitan Centre be promoted to KPMG, and a second residential complex
as an attractive location for corporate named CENTRO on the former site of the once
headquarters, and Regional, Provincial and iconic Al Paladini’s car dealership at Weston
Road and Highway 7. At Highway 7 and Jane
Federal government offices.
Street is the Met project by Plazacorp, which will
include some 510 apartment units and some 62
That programs, incentives and partnership
townhomes.
opportunities be developed to attract major office
uses and corporate headquarters to the Vaughan
Metropolitan Centre.
157
CENTRO, which started marketing in 2012, is exception of Thornhill), was almost exclusively a
now largely sold out with units ranging from about single-detached community, that was priced out of
$250,000 to $600,000 ($500 to $550 per square range for young people and families and couples
foot). Being situated on the west side of Highway approaching or in retirement. Mr. Cortellucci also
400, CENTRO is over 1.5 kilometres from the indicated that some buyers are not even aware
future Vaughan Metropolitan Centre subway that the subway is being built, suggesting that the
station. (Note: this is further than the distance broader need more than the subway, is fuelling at
between the Aviva HQ site in Golden Mile and least a part of the demand for residential in the
Kennedy subway station). Also starting in 2012, area.
the first Phase of EXPO is also largely sold out,
with unit prices ranging from $450,000 to $1.5 Market Characteristics – Office: The KPMG
million ($530 to $670 per square foot). EXPO is building is only the second major office
approximately half a kilometre from the future development in the area47. KPMG, which
subway station. occupies approximately 11,600 square metres
(125,000 square feet) of the 34,000 square
Market Characteristics - Residential: Like metres (365,000 square feet) in this building was
Markham Centre, residential condominium prices seeking a site to serve the western suburban GTA
being commanded in Vaughan are considerably market. While the subway certainly influenced
higher than those in Scarborough. their decision, they were also seeking a site in a
dynamic setting. The building will contain 462
Many of the condo buyers are locals, says Peter underground parking spaces and some 322
Cortellucci, vice-president of Cortel Group, transitional surface spaces that will be relocated
builders of Expo City46, which is, at least in part, when an urban square is constructed on the site.
being targeted to young people and empty In total, the number of surface and underground
nesters. Until recently, Vaughan (with the spaces represents some 2.15 spaces per 100
46Vaughan rising: Master-planning a downtown from scratch”, 47 The RBC building at Highway 7 and Highway 400 has been in the
Globe & Mail, December 23, 2015. area for many years and before any significant plans for the
extension of the Spadina Subway.
158
square metres, which is marginally higher than A reduced City Development Charge rate of
the current maximum in the City of Toronto for $20.35 per square metre vs. $46.38 mixed-use
most non-downtown sites along a subway line of mid-high density rate or $54.00 general non-
2.0 per 100 square metres. The permanent residential rate;
underground spaces, however, represent a much
lower ratio at 1.27 per 100 square metres. Tax increment equivalent grants phased over
10 years for office uses;
Market Characteristics – Big Box Transition:
Despite the development pressure in the area, the
big box retail sites show little signs that they will 100% exemption of cash-in-lieu parkland
be undergoing redevelopment in the near future. dedication for office developments and $4,400
EXPO, the Met and the KPMG building are being per unit discount for every 70 square metres of
developed on vacant sites, while CENTRO is office in a mixed-use project;
rising on the site of a former auto-dealership. We
would note, however, that the KPMG building is Priority planning reviews to expedite office and
being constructed on a site co-owned by mixed-use development proposals.
SmartCentres, so presumably, it might have
otherwise been developed for retail space. Some lessons to be learned from the VMC include:
In summary, despite the imminent completion of the
Incentives: The City of Vaughan also recently
subway, the transition of the VMC is still a long term
launched a Community Improvement Plan (CIP)
process. High density residential development has
programme designed to provide financial
already embraced the area, although the relationship
incentives and planning tools to attract office
between transit and residential development is unclear.
projects of over 7,000 square metres (75,350
There is no question that housing affordability in the City
square feet). The programme will be in effect for 5
has played a significant factor in the demand for high
years or until 139,355 square metres (1.5 million
density residential projects, which are also occurring at
square feet) of office space are developed. The
other high profile sites in Vaughan, including those with
CIP will provide:
limited future transit prospects. The subway has played
a role in attracting the KPMG building to the VMC,
although other factors are also involved.
159
The redevelopment of successful big-box retail 2.10.6.4 Case Studies – Industrial to Mixed Use
projects is a long term process. Despite the
subway, these uses are entrenched in the area. The “Kings Regeneration” Initiative
The Kings areas refers to the King-Spadina and King-
Financial incentives are required to attract office Parliament areas that served as manufacturing districts
development at non-established office nodes, in the City of Toronto. In 1996, the City relaxed planning
even around subway stations. and zoning requirements in these former industrial
areas. It was recognized that these districts could not
Like Markham, the subway is not necessarily the compete as locations for manufacturing and interest was
primary force attracting residential and office uses growing in loosening land use restrictions.
to the VMC. Good planning, a strong vision and
market factors have played a significant role in The aim of the King-Parliament and King-Spadina
this regard. Secondary (or neighbourhood) Plans was to "deregulate"
land use in the affected areas, abandon the industrial
There is a strong emphasis in planning policy strategy and base a new regulatory system on
regulations on design and open-space as a built form so as to encourage reinvestment for a broad
means of establishing the VMC as a premier range of compatible mixed land use.
address within the GTA.
By shifting away from its historical vocation as a single-
As with the Highway 7 corridor in Markham, use industrial area and simplifying the planning
densities are expressed in terms of minimums. regulatory framework, the City hoped to attract a mix of
uses that would retain the physical and heritage
At least initially, there is still a significant need for
character of the areas, reuse existing buildings, enhance
parking to support office development. The
public space, create jobs and encourage a synergy
approach used for the KPMG building showed between employment and residential uses.
flexibility by providing for a combination of
permanent underground spaces and interim
adjacent surface spaces.
160
Figure 2-79: Kings Regeneration Areas new built form regulations focusing on building
height, massing and light, view and privacy
standards; and
the relaxation of a number of general bylaw

standards regarding parking and loading for new
buildings, with exemptions being given to existing
and heritage buildings.
The Reinvestment Area zoning permitted a wide variety

of land uses, including light industrial, commercial,
entertainment, retail, residential and live/work.
The new planning policies and zoning heralded a move
away from the traditional approach of restrictions on the
type of use to which the land could be put, density and
Source: Canada Mortgage and Housing Corporation even on the proportion of different uses mixed together
(CMHC). on one site. It was found that this more restrictive
approach could not keep pace with changing market
The new planning approach included: conditions in areas that are undergoing important
as-of-right development permission within general transitions from one use to another. Instead the focus of
height limits; the new approach is on built form, not density or land
use. The purpose is to create a high quality, predictable
maximum flexibility in land use policies to permit built environment while leaving the issue of land use
new buildings and conversions of existing flexible. The new policy emphasizes how a new building
buildings to almost any use; fits into the established pattern and scale of existing
buildings in the area.
the removal of density restrictions; As former industrial areas, little attention was paid in the
Kings to public spaces or pedestrian amenities in the
past. Recognizing that improvements to the public realm
would be required to make these industrial districts more
161
attractive to new business and residents, Community King-Parliament, or nearly 20,000 new jobs. More
Improvement Plans (CIPs) were adopted by Council in than 51,000 now work in the Kings, nearly 30% of
1997 for both the King-Spadina and King-Parliament them in cultural and creative sectors.
areas.
A CMHC review of these initiatives in 2003, also
There was no resident opposition to the approach as uncovered some key findings including49:
there were very few people living in those areas at the
time. Land owners in the area generally supported the The Community Improvement Plans provide a
policy as they perceived it as a more flexible approach to basis for staff to negotiate with property owners to
planning that would remove impediments to achieve needed improvements to the public realm
development. (e.g., street lighting, pedestrian crossings,
sidewalks, boulevards, parks and open spaces).
A recent property report shows that in the twenty years
48:
Both secondary plans required that a strategy be
Almost 46,000 residential units have been built or developed for the provision of "soft" infrastructure
are in some stage of the pipeline as of December, (i.e., community services) in the area once more
of 2015. than 800 residential units had been occupied.
More than half of residents along the Kings walk Some lessons to be learned from the Kings
to work. Regeneration Initiatives include:
An estimated $8 billion worth of building permits The planning approach used in the Kings required
have been issued. a dramatic shift in planning culture that was only
possible with strong political and staff leadership
While employment is up 19.9% citywide since
1996, it’s up 69% in King-Spadina and 32% in
48Downtown Toronto went all in with a pair of Kings, Globe and 49The Kings “Regeneration” Initiative, Residential Intensification
Mail, February 16, 2016. Case Studies, Municipal Initiatives, CMHC, 2003
162
and the injection of innovative approaches from metres (61,500 square feet) and Save-on-Foods
external sources. supermarket 4,130 square metres (44,500 square feet),
with the remaining space taken up by smaller retailers.
The goal of this new initiative was to create a The development includes 520 parking spaces for retail
climate of confidence that would stimulate and and an additional 121 residential spaces.
facilitate capital investment. The planning
regulations were: a) liberalised and simplified; and The 1 hectare site was previously used by a car
b) structured to permit the fast-tracked dealership, a sporting goods store and small computer
implementation of new development. In order to repair shop. The site is located on the six-lane Cambie
encourage the re-use of existing buildings and Street which is a main thoroughfare, but is characterized
add vitality to the areas, a full range of by wide sidewalks, green boulevards, streetfront retail
commercial, light industrial, institutional, space, and multifamily housing. A year after the project
recreational and residential uses were permitted, opened, the Canada Line train station opened one block
and only noxious industrial uses and those that south at Cambie and Broadway.
posed environmental concerns were prohibited.
The site shares similar characteristics with the Golden
2.10.6.5 Case Study – Large Format Retail to Mile in that it is surrounded by a number of big box
Mixed Use retailers and a low-rise strip of retailers and restaurants,
in a historically auto-orientated area. Furthermore, the
“The Rise”, Vancouver site is adjacent to an area that has long been
The Rise is a transit-oriented, inner-city development characterized by light-industrial uses with a very limited
that mixes large-format retail space with smaller, street- residential presence.
facing shops and rooftop live/work rental studio
townhouses in a mid-rise form. It comprises of 18,600
square metres (200,000 square feet) of fully occupied
retail and 92 residential units50. The retail space includes
three large format retailers, Home Depot 7,280 square
metres (78,300 square feet); Winners 5,700 square
50 Urban Land Institute (ULI) Case Studies, May 2014.
163
Figure 2-80: The Rise, Street View & Aerial Imagery The project is a good example of how big box retailers
can be facilitated in a new mixed use format. The
development effectively turned a traditional shopping
centre inside out by animating city streets and but also
includes a fully enclosed one-acre truck court and
waste/recycling area designed to handle the freight
needs of the large-format retailers. Some lessons to be
learned from the approval process include:
To attain a density bonus, the city and the
developers developed a residential component
scheme instead of additional retail on the top
level;
The development also included smaller streetfront

retailers, a green roof, and had a contemporary
design, all of which acted as key market
attractors.
New Large
Format With a trade area of only a few blocks, the smaller retail
Retail
shops were attracted to The Rise by its proximity to the
Industrial Areas Canada Line Broadway train station and the increasing
The Rise density and vibrancy of the area. Smaller tenants include
Starbucks, TD Bank, Change, Telus, a salon, a dentist’s
office, and other restaurants and specialty tenants.
Canada
Train Line
Station
Source: urbanMetrics (Image Credit: Google Earth)
164
Figure 2-81: The Rise, Green Roof Marketing of incentives is also important.
Business interests will come together to serve a
common goal if the benefit can be clearly defined.
In the Golden Mile, this could be potentially
contributing to shared centralized parking
structure. A BIA or other organization could
perform or lead these initiatives.
The level of discount or incentive applicable can

be tied to the delivery of desired outcomes.
Despite low densities, the intensification of

successful big box developments will not occur
overnight.
There appears to be a correlation between the

Source: Urban Land Institute introduction of quality residential projects in an
area and its attractiveness for offices and other
2.10.6.6 Lessons Learned businesses.
A number of key lessons can be learned from these case
studies: Even with the introduction of a future subway at
Transit alone, is not sufficient to initiate a VMC, incentives are still needed to attract office
transformation. It has to be accompanied by developments in non-recognized office areas.
strong neighbourhood building and design Conversely, in areas with already established
principles and a strong local economy. The case office clusters, new office development may be
studies show that success of transit oriented attracted through the creation of vibrant
development is closely tied to a combination of neighbourhoods.
timing and economic conditions unrelated to
transit. There are some common approaches to making a
future transit area ready for development that
165
have proved successful, as shown in the following

table.
166
Figure 2-82: Summary of Incentives, Programs & Tools from Case Studies
# Description Examples from Case Studies

1 Area Specific Community Improvement Plan (linked to transit) Brampton, Ontario
2 Fast Track Development Review Charlotte, North Carolina
3. Tax-Increment Financing and Equivalent Grants Minneapolis, Minnesota (*site specific Tax
Increment Financing)
4. Reduced Impact Fees Kitchener, Ontario (Development Charges)
Brampton, Ontario (Development Charges)
5, Revised Parking Standards (*Shared Parking) Vaughan, Ontario
Hamilton, Ontario
Calgary, Alberta
Edmonton, Alberta
White Flint, Maryland
*Charlotte, North Carolina
6 Centralized Parking Calgary, Alberta
7. Business Improvement Association -
8. Density Bonuses Charlotte, North Carolina
9. Floor Area Ratios, Height Bonusing Calgary, Alberta
Edmonton, Alberta
10. Design Guidelines Hamilton, Ontario
Source: urbanMetrics based on case study reviews including a review of comparable communities contained in the North
American Light Rail Experience: Insights for Hamilton”, McMaster Institute for Transportation & Logistics (2012)
167
2.11 Section 2: Economic Sector Analysis

This section of the report summarizes the background Future Attractors: In addition to developing new
analysis of the economic sectors. Based on the results of public spaces and enhancing pedestrian
Section 1 background research, trend analysis, review of connections, a future attractor for the residential
case studies, as well as the insight gathered from our market will be a clear commitment towards the
stakeholder’s interviews, we have summarized the development of public services and other
existing conditions within the Study Area by economic community-based facilities to functionally support
sector, including attractors, detractors and transitional/ the day to day needs of residents i.e. recreational
future development factors. We have also examined the facilities, community centres etc.
viability of these sectors. A review of the City’s existing
2.11.2 Manufacturing/ Industrial
incentive packages and fee structure is also provided.
2.11.1 Future Residential Existing Conditions: Employment in the

Market: The market for residential intensification manufacturing/ industrial sectors is concentrated
in Golden Mile is on the horizon but prospective in three businesses/ operations in the Golden
rents and sale prices may still be too low to justify Mile. Commercial land values and existing
new construction at this time. residential land values make it difficult to justify
the development of new traditional industrial
Attractors: Factors that are attracting developer facilities within the Study Area.
interest and should improve market conditions
include: Future Potential: Growth potential for additional
manufacturing in the Golden Mile Study Area is
Prospects of the LRT limited, and one manufacturer, Flexible Packing
Redesigned street scape Corporation, is expected to leave as the site is
Secondary Plan approved for a mixed use development.
Existing greenspace and trail network
which runs north of Eglinton Avenue Some potential, however, may exist for uses such
as call centres and data centres in the lands
Future Attractors: The Golden Mile will require designated Employment Area lands although
significant upgrades to its public realm to bolster these uses may be impaired by the smaller parcel
its residential market appeal.
168
sizes and the needs for greater land

consolidation. We would note that this dynamic is also in play in
the Vaughan Metropolitan Centre area. Despite
Traditional industrial/ manufacturing intensification the subway which is nearing completion, the large
will be more suited to the Employment Areas in scale retail land owners are still hesitant to invest
the wider South West Scarborough Employment in intensification.
Area.
Attractor – Catalyst Development: A number of
2.11.3 Retail & Services very large potential redevelopment blocks under
single ownership exist on the north side (e.g.
Existing Conditions: Several retail land owners SmartCentres, RioCan, Golden Mile Shopping
have announced plans to intensify through the Centre, Madison, and Aviva). An opportunity
addition of residential uses (e.g. Eglinton Square, exists to kick start an area wide transformation
Golden Mile Shopping Centre, RioCan). There are through the redevelopment of any of these sites.
also a number of other sites where a wait and see
approach is being adopted. Transitional Challenge – Tenant Retention: It is
likely that existing retailers will be required to
Existing Conditions: There are a number of land adapt new formats as part of a redevelopment.
extensive commercial uses, including several car Many retailers already have urban formats that
dealerships and shopping centres, on the south could be integrated into a mixed use project.
side of Eglinton Avenue East that will likely remain Others may choose to relocate for cost or
for an extended period as owners have expressed operational reasons.
limited interest in relocating or intensifying their
sites. Transitional Challenge – Structured Parking:
The ability to transform to more intensive formats
Detractor: One of the biggest impediments to of retail and retain existing auto-oriented
intensification in Golden Mile is the strength of the shoppers, will be dependent on the ability of
retail market. As a large share of the lowest developers and retailers to effectively integrate
intensity lands are controlled by retail interests, structured parking adjacent to shops and
this is a significant influence on the Golden Mile services.
Study Area.
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of the older power centre retailing areas to more

Transitional Challenge – Interim Parking intensive retailing formats could provide an
Standards: There is marked opportunity to opportunity to right-size retail to respond to the
manage future parking areas in the Golden Mile new retail environment.
more efficiently to minimize unnecessary surface
parking and developing structured parking lots Future Potential – Local Demand: The future
with good signage. planned residential areas will also influence future
demand for retail. Planning for a mix of residential
As an established auto-oriented retail area, types and tenures will encourage a diverse
it will be important to recognize that population who in turn will demand a broader
customers will not fully or automatically variety of retail and services.
shift to the Eglinton LRT once this option is
available. In the transitional re- 2.11.4 Office
development phases, the retailing areas
will need to remain viable, and are Existing Conditions: Employment in the office
expected to continue attracting shoppers sector is concentrated primarily in 2 single user
travelling by car. occupied office complexes (Aviva and Scotia
Contact Centre) and a smaller multi-tenant
Approaches such as interim parking building on the Madison site. While there is a
standards should be applied in cooperation growing office employment base of over 5,000
with the landowners regarding optimum office employees in the Golden Mile Study Area,
parking arrangements; this will help to right this is largely driven by the Scotia Contact Centre
sizing parking standards and transition the operation at Eglinton Avenue East and
area as a hybrid transit orientated Birchmount Road.
development (as discussed in Phase 1,
Chapter 10.7). The large number of office employees in the area
should not be confused with a particular strength
Future Potential – Online Retail: The full in this sector. Excluding the Scotia Contact
impacts of online retailing are still unknown as this Centre, the sector would be in serious decline.
market advances. However, the transition of some
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Future Change: Current landowners of the Aviva gross floor area on the same site, the required
complex have indicated that the site will be sold replacement of office floor space may be
as a redevelopment opportunity due to difficulties constructed on a second site, prior to or
in re-leasing the space that will be vacated by concurrent with the residential development or
Aviva in 2017. The site’s viability as a significant within 500 metres of the same existing or
employment generator is therefore unlikely to be approved and funded light rapid transit station.
realized again until the site is sold and re-
developed. Detractor – Competitive GTA Office Market:
The competitive nature of the GTA office market,
Detractor – Office Replacement Policy: The and the development of office space in close
proposed office replacement policies in the proximity to existing residential areas in other
Official Plan (OPA 231) seek a 'no net loss' of parts of the City, means that the office market is
existing office space in redevelopments sites that unlikely to offer any significant employment
propose residential uses. This policy may impact generating opportunities in the short-term.
the re-development potential of the Aviva complex
as a mixed use site. Detractor – Competitive Transit Office Market:
The office market in the Golden Mile is
Detractor – Minimum Office Space: The competitively disadvantaged in the short to
approved re-designation of the FPC site at 1891 medium term, when compared to other locations
Eglinton Avenue East for a mixed use such as the downtown and suburban office cluster
development, that must include 6,000 square centred on major highways. We recognize the
metres of office space, could also restrict the City’s desire to stimulate the growth of new office
feasibility for the future redevelopment of this site space in the Downtown, Centres and in proximity
in the short term due to limited demand for office to rapid transit stations. Based on the significant
space in the market. number of new planned transit stations that are
under construction or proposed as part of
Attractor – Second Site Location of Replaced approved and proposed transit improvements, the
Office Space: The Official Plan includes a Golden Mile will be one of many new areas close
proposed provision to the office replacement to new planned transit stations competing for new
policies - where if site conditions and context do office development.
not permit an increase in non-residential office
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Detractor – Parking Construction Costs: The from the extensive range of potential office nodes
past office construction in the Golden Mile has that are planned for Growth Centres and other
been driven by purpose built developments by strategic locations in the central and eastern GTA,
individual companies such as the Aviva HQ, many of which would also have excellent transit
where parking was an operational cost absorbed connectivity.
by the company. In a mixed use urban area such
as proposed for Golden Mile, offices would 2.11.5 Planning for Density Targets
require underground or deck parking, the added Existing Density: Existing employment density
costs will make them less attractive and likely on Mixed Use Areas and Employment Areas
financially unfeasible. Strategies, such as within the Study Area is 105 jobs per hectare,
centralized and shared parking could be increasing to 106 jobs and persons per hectare
employed to reduce office development costs. factoring in approximately 300 existing residents.
We recognize that future demand for conventional
type parking spaces may change in the future Jobs to Persons Ratio: At present, the
should automated/ autonomous vehicles adapt employment to resident ratio in the Golden Mile
the way in which private vehicles are used and Study Area is 94:6, as there is very little
stored. population in the area.
Future Potential – Short Term: In the Achieving Overall Density Targets: To achieve
foreseeable future, new office employment growth the minimum density target of 160 jobs and
in the wider area will likely occur through small persons per hectare, as prescribed in the Growth
businesses locating in industrial multiples and the Plan, an additional 4,800 residents or employees
expansion of existing office uses, such as the will be required, assuming there is no decline in
Scotia Contact Centre. the number of existing jobs in the Golden Mile.
Future Potential – Longer Term: The creation of Achieving Minimum Residential Density: In
a dynamic urban environment, with a range of order to achieve the minimum residential density
amenities in a pedestrian friendly environment of 72 units per hectare in the Study Area, there
may help to regenerate office interest in the area. would need to be an addition of some 7,581 units
The key will be to distinguish the Golden Mile in the Study Area. This would result in an overall
density of well over the minimum level of 160
172
persons and jobs per hectare. Without additional achieve densities above the minimum targets
jobs added to the Study Area, this amount of recommended by the Province.
residential development would result in an
employment to resident ratio of 40:60. The build out of residential development is therefore
important for two reasons.
Density Mix: There are presently no guidelines in 1. Attract Investment: A catalyst to overall re-
place, as to the ideal employment to resident mix, development in the area and the creation of a
and urbanMetrics would recommend that one be vibrant urban environment attractive to existing
developed as part of the Secondary Plan process and potential employers; and
taking into consideration broader economic trends
and objectives within the City. 2. Meet Overall Density Targets: As the planned
residential units in the pipeline are likely to exceed
Residential Pipeline: Based on the development what would be required to reach the target, this
applications and proposals submitted to the City provides a buffer in the build out and transition
of Toronto as of March 2016, there are 4,640 period of the Golden Mile, to safeguard against
residential units in the development pipeline51. any unforeseen employment declines given the
There are a number of other sites where the vulnerability of the manufacturing and office
owners have stated their intention to develop sectors.
mixed use projects such as Golden Mile Shopping
Centre and Eglinton Square, as well as, the 2.11.6 Economic Sector Findings
proposed intensification of the residential lands in Residential: Residential development in the
the Apartment Neighbourhoods designated area Golden Mile is considered the best opportunity to
located in the west Sub-Focus area. It is quite kick start rejuvenation and is already attracting
possible that the Golden Mile will ultimately developer interest.
51 An approved Official Plan Amendment to permit 1,640 units on

the Flexible Packing Corporation site. RioCan is currently seeking
approval for 3,000 units.
173
Manufacturing/ Industrial: It is not anticipated Golden Mile from the extensive range of potential
that there are any sites that are suitable to office nodes that are planned for Growth Centres
facilitate additional manufacturing/industrial uses and other strategic locations in the central and
in the Golden Mile Study Area. The surrounding eastern GTA, many of which would also have
Employment Areas outside of the Study Area are excellent transit connectivity.
more suited to accommodating demand for these
types of uses. Two of the three existing
manufacturers in the Golden Mile (Cosmetica and
Kawasaki) are expected to remain in the local
area for the foreseeable future, however, in the
long run, if these sites are to be redeveloped, they
will most likely be repurposed for mixed-use
projects, rather than traditional employment land
uses.
Retail & Services: The retail and services sector

is strong within the Golden Mile area. While it will
likely re-adjust in terms of built form and function,
it is anticipated that the retail and service market
can adapt to serve the needs of both local
residents and the wider trade area.
Office: The office market is highly competitive in

the Toronto market and it will be difficult for the
Golden Mile to attract significantly investment and
interest in office development, even with the
Eglinton LRT on the horizon. In the longer term,
the creation of a mixed use community in the
Golden Mile should regenerate office interest in
the area. The key will be to distinguish the
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2.12 Viability of the Golden Mile as an Employment Figure 2-83: Golden Mile Employment by Sector (%)
Generator
2%
This Chapter reviews some of the factors that will
influence employment in the Golden Mile based on 3% 8%
operational factors and market trends as the Eglinton
LRT arrival approaches. We have provided market Manufacturing
outlooks for the more traditional employment generating Retail 29%
operations both within the Golden Mile and the Service
Office
surrounding Employment Areas. We have also 49% Institutional
considered how the retail and services sector might be
impacted, given the large share of employment that is
currently generated by this sector. 9%
Employment Generators: 78% of the total

10,470 jobs in the Study Area are generated by
two major office employers and by the retail
Source: 2015 Toronto Employment Survey, City of
sector combined.
Toronto
Future Decline - Office: In the immediate future,
the employment base is expected to decrease by
15% when the Aviva HQ office (1,600 employees)
relocates to Markham in September 2017.
Future Decline – Manufacturing: The FPC site

is also expected to close at some point in the
future to accommodate the approved mixed use
development at 1891 Eglinton Avenue East, with
a resultant job loss of about 60 - 70 employees.
However, the future employment generating
potential of this site should more than offset these
job losses.
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2.12.1 Manufacturing Sector Outlook FPC “Flexible Packing Corporation”: (61

There are three manufacturers in the Golden Mile Study employees) is located at the south-west corner of
Area, all of which are located on Mixed Use Areas (or Pharmacy Avenue and Eglinton Avenue East and
part located in the case of FPC site). has an approved OPA for a mixed use
development (see Appendix G, Site No. 4 for
Figure 2-84: Existing Manufacturers Operations
further details).
Short Term Outlook: As discussed, FPC is

expected to close to facilitate development of the
mixed use project at 1891 Eglinton Avenue East.
At this time, we are not aware of any plans for
either Cosmetica or Kawasaki to relocate their
operations and we expect that operations will
remain in the foreseeable future. The existing
manufacturers should be encouraged to retain
their operations in the medium term, as they are
valuable employment generators.
Source: urbanMetrics inc. (Image Credit: Google) Longer Term Outlook: In the longer term, there
Cosmetica: The largest of these is the Cosmetica is a possibility that the existing manufacturers’
manufacturing plant which, and including all sites will be redeveloped as mixed use projects
operations, employs over 870 employees. The given that they are in a mixed-use area land use
plant is located on lands designated as Mixed Use designation and in proximity to the Eglinton LRT
Areas, at the north-east corner of Warden Avenue line. The Cosmetica site is also be located
and Eglinton Avenue East, between two large adjacent to the proposed mixed use projects that
retailing areas. includes future residential uses (see RioCan
proposal discussed in Appendix G, Site No. 9).
Kawasaki: (34 employees) is located to the rear
and north of the Aviva HQ site.
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2.12.2 Attracting Industries to the Golden Mile Food & Beverage, Green/Renewable Energy,
Information Communication &Technology, and
Private Sector Influence: The City of Toronto’s Professional & Business Services.
Strategic Plan for Accelerating Economic Growth
Figure 2-85: Employment Growth By Category - Citywide
and Job Creation in Toronto (2013) (“Strategic
Plan”) recognizes that although governments play
a critical role in creating conditions that support
(or inhibit) success, it is the private sector, not
governments, that generate economic growth and
create jobs.
Targeted Growth City-Wide: The City’s Strategic

Plan is targeting an accelerated job creation of
20,000 new net jobs per year, which at the time of
the report’s publication, was as a considerable
increase from the average 8,000 jobs per year
historically created.
Source: 2015 Toronto Employment Survey, City of
Growth Performance: The most recent 2015 Toronto
City-wide employment numbers show a year on
A summary of the some of the Strategic Plan’s findings
year increase of 37,870 jobs since 2014,
include:
exceeding this target and representing Toronto's
second-highest growth rate over the last ten Productive Use of Employment Lands:
years. Approximately, 31,000 of these jobs were Maintaining lands for employment uses is a
created in the office sector city-wide. necessary, but not sufficient condition for
economic growth. Getting the lands back into
Targeted Growth Sectors: The Strategic Plan productive use, generating jobs, wages, tax
identified the City’s high-value sectors, including: revenue and profits requires that there must be a
demand for, as well as a supply of, of these lands.
Biotechnology, Culture, Design, Education &
Training, Film & Digital Media, Financial Services,
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Market Threats: Manufacturing employment has globally competitive. They attract skilled workers
decreased in Toronto as population, congestion from around the world and serve as labour force
and land values have increased. Many industries incubators often working with colleges and
and individual firms are having difficulty finding universities in regard to employee training as well
qualified individuals to fill available positions. as R&D. These characteristics make successful
high-value sectors the key to sustained prosperity.
Repurposing Older Industrial Buildings:
Manufacturing is still an important segment of the 2.12.3 Retaining & Attracting Employment in
city's economy, but employment in this sector has Employment Areas
declined, in recent years. As a result, the City of Future Outlook: The planned transition of the
Toronto has a significant inventory of older Golden Mile Study Area is anticipated to increase
industrial buildings which due to their size and the employment prospects of the wider South
layout many of these older industrial buildings are West Scarborough Employment Area, in that it
not suitable for modern manufacturing processes. could improve the opportunity to attract new
The strategy recognizes that these properties and industries to replace the older manufacturing
buildings can be repurposed for other space. In the longer term, the future of the
employment uses and are highly attractive for employment lands around the Golden Mile could
people working in growing industry sectors such be an attractive location for some of the high-
as computer gaming and film production. value sectors that require research and
development space, and critically, require an
Movement of Goods: Transportation is essential educated and diverse workforce population
for commerce, both to provide for the movement nearby. Within the Golden Mile Study Area, it will
of labour to the workplace, and the movement of take some years to reinvent. It may never be
goods and services between businesses and to recognized as a prominent office location. It does,
the marketplace. however, have the potential to expand its current
role as a hub for business support services (i.e.
High Value Sectors: High-value sectors (also repurposing of the SKF building for a Scotia
called ‘traded’ sectors) have a strong export Contact Centre).
focus, are generally more invested in research
and development activities in order to remain Market Attractors: Some of the older industrial
areas are no longer suitable for manufacturing
178
uses but may be more attractive as locations for Information and Cultural Industries e.g. Data
alternative businesses such as technology Processing
industries and film production. With the future
Golden Mile envisioned as a high quality Finance and Insurance e.g. Supporting Office
designed, vibrant and transit connected functions
neighbourhood with a sizeable resident
population, the adjoining Employment Areas will Professional, Scientific and Technical Services
be attractive to existing and prospective
employers. Administrative and Support e.g. Business
Support/ Call Centres.
Market Detractors: Until the Eglinton LRT is fully
in place, it is not yet clear what impact it will be to Educational Services e.g. Secondary
established heavy goods movement routes in the campuses and Technical Schools.
area and what this will mean for existing
industries in terms of logistics. As a means of Market Opportunity – Repurposing Buildings:
protecting against any declines in the number of In the event that industrial buildings in the area
manufacturing establishments, the wider Golden become vacated, there may also be an
Mile should focus on attracting industries that opportunity to market the Golden Mile and
require human capital over goods movement. surrounding Employment Areas to a number of
the high-value sectors that could repurpose the
Market Sectors – Human Capital: Some of the large lots or industrial buildings e.g. Film & Digital
key industries that would require human capital Media and Green/Renewable Energy that require
that could be attracted to the wider Golden Mile large spaces. For example, an old glass factory
area (in the short to medium term as the area on Kipling Avenue was recently re-adapted for
transitions), are listed below. These types of use by Cinespace Film Studios, as both studio
business operations could provide the opportunity and office space.
to increase employment in the area and provide a
viable alternative use to some of the older 2.12.4 Retaining & Attracting Employment in Mixed
industrial buildings in the Employment Area. Use Areas
Transitional Disruption: The Eglinton LRT
construction period brings the risk of disruption to
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trade. Re-development of mixed use sites may currently occurring in a number of GTA locations,
also add to this, although land and property urban big box formats are being successfully
owners will want to minimize disruption to existing integrated with high density mixed use projects. In
tenants as they re-develop. Depending on the the longer term, we would anticipate that while the
timing for build out of proposed developments, retail function of Golden Mile will be retained,
any new residential population in the Golden Mile, building formats will be very different.
should help to mitigate this interim impact through
increasing the need for local retail space and Market Outlook – Employment: In the longer
services. However, some interim declines to term, any interim decline in the employment levels
employment in the retail and services may be during the transition period is expected to be
unavoidable, due to temporary closures or by offset by the more intensive longer term
modifications to store sizes through new mixed employment generating opportunities that can be
use formats. realized on mixed use area sites. The key
opportunity for strengthening retail employment in
Market Outlook – Retention of Retail Space: the Golden Mile will be proximity to new
Based on discussions with existing landowners, residential areas.
future development plans for Mixed Use Areas
sites are anticipated to involve maintaining the Market Attractor – Public Realm: The positive
existing amount of commercial space and adding changes stimulated by the Eglinton LRT are
residential and other non-residential uses to expected to include significant greening of the
further intensify these lands. Development avenue, enhancements to the pedestrian realm,
applications submitted by RioCan and owners of and a finer street grid with new mid-block
Eglinton Square include development concepts connections. The first new mixed-use
that retain the existing amount of commercial developments will act as a catalyst to stimulate
space, but in a reconfigured format as part of a and assist in the creation of a permeable network
mixed use development (see Sites 3 & 4, in of streets and public spaces. Enhancing this
Section 2.8.1 that discusses development viability will be closely tied to the creation of a
activity). As a result, the continued viability of this complete Golden Mile community brought about
employment sector within the Golden Mile is by the development of residential uses and overall
expected to continue in the longer term. As is community place-making initiatives that will bring
180
with it the critical mass of population needed to

retain retailing opportunities in the area and to
furthermore diversify employment opportunities in
the area.
Market Attractor – Local Demand: For Golden

Mile residents, both young and old, the location of
shops, restaurants, and local goods and services
within walking distance will provide choice and
flexibility with respect to the types of
transportation their household needs. The
proximity of residential areas close to the existing
shopping area provides assurances to retailers of
a strong customer base and will help to attract
and retain retailing in the area as the Golden Mile
transitions (and potentially provide the impetus to
existing retailers to consider re-formatting from big
box stores to more urbanized store formats and
concepts).
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2.13 Incentives & Charges Establishment of a Parking Authority, whose

In this Chapter we have reviewed the Ministry of primary responsibility is the provision of shared
Transportation’s Transit Supported Guidelines regarding commercial (and residential, in some
specific funding and investment tools for transit- instances) parking, during both on- and off-
supportive development. We have also reviewed the peak demand hours. Key benefits of parking
range of development tools for transit-oriented authorities include:
development based on leading research and case Costs of operations and maintenance can
studies. Based on this, we have identified where there be covered through parking revenues;
are “toolbox” gaps to help determine what could be
introduced to enhance existing employment uses and Additional revenues can be reinvested to
stimulate new investment and employment contribute to the funding of valuable public
intensification. amenities such as cycling infrastructure or
public realm enhancements that can
2.13.1 Transit Supportive Guidelines (MOT) –
support transit-supportive communities;
Funding & Investment
Parking supply can be adjusted where
The guidelines recommend various methods of funding
and investment to creating transit-supportive appropriate to promote higher levels of
communities, including: transit use;
Public Sector Leadership (i.e. partnerships with Overall supply of parking within an area
private enterprises, partial transfer of strategic can be reduced in favour of shared parking
landholdings). arrangements; and
Community Improvement Plans (CIP), i.e. to Management of spaces can be combined

advance public realm, transportation and public with innovative programming to promote
infrastructure elements important to creating carpooling and carsharing.
transit-supportive communities and promote and
stimulate private sector investment in targeted Density and Height Bonusing to achieve
areas. transit-supportive objectives i.e. Chapter 37
bonusing for buildings to exceed heights or
182
densities permitted by zoning by-laws in Incorporate specific measures to support

exchange for community facilities, services or transit use such as integration of a transit
benefits. Benefits in exchange for height or stop or station entrance into the
density could include: development; and/or
Community amenities such as daycares or Incorporate transportation demand

cultural spaces that can be located management strategies in line with
adjacent to transit facilities; municipal transportation policy objectives.
Public realm improvements or amenities 2.13.2 City of Toronto Municipal Incentives &
that support pedestrians such as a plaza or Programs
public art; and/or
2.13.2.1 Imagination, Manufacturing, Innovation
and Technology (IMIT) Program
Financial contributions to fund community
enhancements in and around transit stops
or station areas. Purpose: The IMIT Program commenced in 2008
The guidelines also recognize that density to support new building construction and/or
bonusing can be an important tool to attract building expansion in targeted sectors and areas
investment and the creation of transit- across the City of Toronto. The program applies
supportive development by rewarding to designated areas within the City.
developments that support a community’s
transportation objectives, helping to promote a Implementation: The IMIT is provided through a
shift to higher levels of walking, cycling and Community Improvement Plan (CIP). The Golden
transit usage. Mile area forms part of the City-wide CIP IMIT and
This can be achieved by specifying and providing Brownfield Remediation Tax Assistance (BRTA)
incentives to developments that: program.
Are infill in nature or designed to increase
densities in areas with higher levels of BRTA program encourages investment in sites
transit service; where contamination has rendered the property
vacant, under-utilized, unsafe, unproductive or
183
abandoned. To qualify for BRTA the property program generally targets the following sectors
must be developed for employment uses, and uses:
excluding retail uses.
Sectors:
Biomedical Operations
2.13.2.2 Development Grants program (Tax
Creative Industries
Increment Equivalent Grants or TIEGs)
Financial Services
Information and Communications
Purpose: Designed to provide assistance in the Technology
form of a series of annual grants to eligible Manufacturing
owners who undertake development for specific Tourism Attractions
employment uses.
Uses:
Eligibility & Application: Eligible developments Broadcasting
will benefit from a grant of 60% of the increase in Call Centres
the municipal taxes attributable to the eligible Computer Systems Design and Services
development over a 10-year period. The incentive Convergence Centres
level for construction of new buildings or Corporate Office
substantial renovation of existing buildings in Corporate Headquarters
Employment Districts and other designated Film Studio Complex
Employment Areas has been increased to 70%. In Food and Beverage Wholesaling
the Golden Mile, this 70% would apply to Office Building*
Employment Area lands located to the south of Incubators
Eglinton Avenue East. There are a number of Information Services and Data Processing
eligibility criterion including that construction value Scientific Research and Development
must be at least $1 million and the development Software Development
must increase the amount of gross floor area for Transformative Project
eligible uses by at least 500 square metres. The
184
*Incentives are provided for office buildings (minimum program reporting that that since 2008, twenty
5,000 square metres) and office as part of mixed use eight IMIT agreements have been entered into for
buildings (min. 5,000 square metres of vertically or development projects in a wide range of sectors,
horizontally contiguous office space excluding any retail representing almost $2 billion in total construction
uses and grade-related GFA that is not otherwise investment, 9.6 million square feet of
eligible), commercial/industrial space and the creation or
retention of 30,000 jobs. In total, these new
Transit Corridors: As part of the eligibility developments are expected to result in about
criteria, the IMIT Program also includes “Sites in $485 million in new municipal taxes during the
Transit Corridors”, which are described as sites period in which they receive grants. Of those,
on which a public entrance of a building about $291 million will be returned to the property
containing an eligible use is within 800 meters owners and tenants in the form of development
walking distance of the entrance to a subway, GO grants, while about $194 million will be retained
Train or Light Rapid Transit (LRT) station by the City. After the grant back period, the City
(collectively a "Transit Station"). In cases where a will realize approximately $49 million in new taxes
transit corridor is planned, but not yet developed, annually. 53
a planned Transit Station for which a complete
site plan control application has been submitted to The existing IMIT program is currently undergoing
the City Planning Division will be deemed to be a a City review.
Transit Station for the purpose of this CIP52.
Based on the 800 meter range, this would include 2.13.2.3 Gold Star Service to Guide and Expedite
Development
the total Study Area.
Purpose: Through the City's Gold Star program
Application of the IMIT Program: The City of for business City Planning, Economic
Toronto has recently initiated a review of the IMIT
52 Part (xxii), City of Toronto By-Law 1323-2012 53 Staff Report to Economic Development Committee, Review of the
Imagination, Manufacturing, Innovation, Technology (IMIT) Financial
Incentive Program, May 9, 2016.
185
Development and Toronto Building staff help Purpose: Section 37 of the Planning Act permits
expedite eligible industrial, commercial office and the City to authorize increases in permitted height
institutional Planning and Building projects in and/or density through the zoning bylaw in return
Toronto. for community benefits, provided that there are
related Official Plan policies in place.
Eligibility: The City's Gold Star program provides
priority processing for development applications Application in Practice: Community benefits are
for office buildings and mixed use buildings with negotiated by City Planning staff, with the
5,000 or more square metres of office gross floor involvement of the Ward Councillor and with
area. All uses that qualify for IMIT/ TIEG grants
community consultation. Recent changes to the
are eligible also54.
Planning Act now requires that all money paid in
respect of Section 37 must be paid into a special
Application in Practice: Each project that
receives this service, is assigned an Economic account and spent only on facilities, services and
Development Officer as part of the City Planning other matters specified in the Section 37 by-law.
or Toronto Building case-managed team. The
team provides customized one-on-one assistance The amendment would also impose new annual
to help businesses navigate the review and reporting requirements on the municipal treasurer
approval process. Staff works proactively with the regarding expenditures from the special account,
applicant, other City divisions, and agencies identifying any facilities, services or other matters
involved in development review, to identify for which funds from the special account have
approval requirements, resolve issues and ensure been spent including details of the amounts spent
that the Gold Star project receives prompt and the manner in which any capital cost not
attention. funded from the special account will be funded.
The annual financial report is to be made
2.13.2.4 Section 37 Benefits available to the public.
54 Source: 2015 Business Connect, published by the City of Toronto
186
2.13.2.5 Property Tax Policy 2.13.2.6 Incentives for Replacement of Office

Space
Purpose: On October 22, 2007, City Council The City is also planning to introduce incentives to
approved the "Update to Enhancing Toronto's support the replacement of office space in new
Business Climate" status report that highlights 12 mixed use developments, including the Golden
new initiatives to enhance the City's Mile, through a proposed zoning by-law
competitiveness over the long term. Council's amendment55. Some of the proposed planning
adopted policy is to reduce the tax ratios for the incentives are intended to provide parking
multi-residential class and the business class to reductions, floor area exemptions and priority
2.5-times the residential tax rate by 2020. The application processing for office sites proposed to
plan also provides for an accelerated reduction in be lawfully demolished and redeveloped with
the rates for small businesses, with a target of residential uses in the areas within 500 metres of
2.5-times the residential rate by 2015. a rapid transit station.
Other City efforts to enhance competitiveness 2.13.3 Business Improvement Areas

have resulted in a successful agreement with the A Business Improvement Area (BIA) is an
provincial government to reduce business association of commercial and/or industrial
education tax (BET) rates for the City of Toronto property owners and business tenants within a
businesses closer to the average of the defined area who work in partnership with the City
surrounding GTA municipalities, creating a new, to create attractive and safe business areas. The
fair water rate structure for industrial and City offers a number of assistance programs to
manufacturing companies and continuing the BIAs to help sustain thriving business districts and
relief of development charges for the city's strengthen the local neighbourhood such as
commercial industry. commercial façade improvement programs.
55 Staff Report PG16013, “Proposed Planning Incentives to Support Developments – Draft Zoning By-Law Amendment”, Planning and
the Replacement of Office Space within new Mixed Use Growth Management Committee (April 18, 2016)
187
2.13.4 City of Toronto Municipal Charges & Fees implementation of transportation improvements in
Golden Mile Employment District and, where
2.13.4.1 Development Charges
appropriate, provides funds for rebates to front
Across the City, industrial uses are exempt from
ending contributors in the Golden Mile
development charges and commercial uses are
Employment District.
charged only the development charges applicable
to the ground floor. This later exemption would,
therefore, most benefit multi-storey office In 1997, the former City of Scarborough provided
buildings or retail projects with upper level office a vision for the rejuvenation of this employment
space. district with a range of additional commercial land
uses. The resulting Site and Area Specific Policy
2.13.4.2 Parkland Levy Fee (SASP) No. 129 which permits retail and services
uses, including stand-alone retail stores and/or
Industrial uses are exempt from Parkland Levy “power centre”. At that time it was decided that
Fees. Residential development is levied at 5%. there would be a number of transportation system
Non-Residential developments such as office improvements, which were key to supporting
development would be subject to a 2% levy fee.
additional land uses. To facilitate the necessary
transportation improvements, a process to obtain
2.13.4.3 Transportation System Improvement
(TSI) Charge (& SASP 129) these works through collection and distribution of
the appropriate funds was proposed56.
Unfortunately, data is not readily available with
The Golden Mile Employment District
respect to the number of agreements entered or
Transportation System Improvement Charge
the level of funds that have been received to date,
Provides funding for the construction and
the adoption of the charge, that the cost of the identified

56A per square foot charge of $3.50, adjusted to reflect changes in improvements would total $5.6 million56. A Golden Mile Employment
the Designated Construction Cost Index during the period between District Transportation System Improvement Charge Reserve Fund
September 2, 1997, and the date of issuance of the building permit, has been established.
was imposed on new commercial uses approved through
implementing rezoning applications. It was determined at the time of
188
although monies have been collected and The City has the advantage of being a single tier
distributed to construct necessary transportation municipality so that it can control the majority of
improvements in the area. potential incentives, other than those related to
the school boards (e.g. the education portion of
2.13.5 Findings & Toolkit Gaps taxes and education development charges).
The Golden Mile must compete against a wide While the Golden Mile will certainly be placed in
range of other employment and office areas for a an advantageous position with respect to
share of future business growth in the GTA. competing areas outside of the City (e.g.
Markham Centre and Vaughan Metropolitan Markham Centre, Richmond Hill, Vaughan
Centre are currently aggressively pursuing Metropolitan Centre, etc.), there are minimal in
business development strategies, with Markham additional incentives that will distinguish it from
Centre already successful in attracting Aviva many other potential office and employment areas
away from the Golden Mile. There are also a that will be competing for similar types of
number of other Provincially designated Growth development and tenants. A more compehensive
Centres in the City in close proximity to The package that includes incentives, policies and
Golden Mile, including Scarborough Centre, programs will be needed.
Yonge-Eglinton Centre, and North York Centre,
as well as other emerging office and employment As a result, our implmentations strategy and
areas, such as the various areas of the recommendations is supplmented by other
Waterfront. additional programs and policy tools in addition to
the development incentives, which combined,
The City of Toronto already has a sophisticated should help to distinguish the Golden Mile from
incentive programme in place that would benefit competing markets and attract investment.
redevelopment areas, such as Golden Mile. It
generally permits the incentives that are allowed
through Provincial Planning regulations and in
many cases, they are being applied more
aggressively than is the case in other GTA
municipalities.
189
Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy – Appendix
Appendix A: Inventories
Land Use by Parcel (Figures A-1)
The following tables provide a breakdown of the parcels and land uses for each of the focus and sub-focus areas. The
corresponding site areas are calculated using the City of Toronto’s property boundaries.
Commercial Space (Figure A-2)
The inventory includes all space in shopping centres, retail plazas, and free-standing commercial units, as well as,
ground floor space on retail strips and office buildings. The commercial space inventory does not include office space
other than ground floor commercial units directly accessible to the public. The inventory also excludes automotive uses
such as car dealerships, rental agencies and gas stations.
All Other Non-Residential Space (Figure A-3)

All other non-residential space including offices, manufactures and auto-dealers are detailed.
Inventory Map (Figure A-4)
A map of the parcels and land uses for each of the focus and sub-focus areas.
190
Figure A-1: Land Use Inventory

GROSS FLOOR GROSS FLOOR
AREA AREA
LAND USE SITE/ LOT (SQUARE (SQUARE
PARCEL ID BUSINESS/ OPERATION DESIGNATION AREA (HA) METRES) FEET)
FOCUS AREA
North of Eglinton Avenue East, West to East
6 Golden Mile Shopping Mixed Use Areas 6.5 15,500 167,000
7 Bell Canada Tower Mixed Use Areas 2.4 11,600 125,000
8 Petro Canada Mixed Use Areas 1.1 900 9,700
9 SmartCentres Mixed Use Areas 11.5 33,800 364,200
10 & 11 Mitsubishi Motors Mixed Use Areas 0.6 1,600 17,500
12,13 & 14 Eglinton Corners Mixed Use Areas 7.7 28,800 310,200
15 Cosmetica Mixed Use Areas 4.7 22,500 242,000
16,17,18,19 & 20 Riocan Scarborough Mixed Use Areas 10.7 30,300 326,100
SUB-TOTAL 45.1 145,000 1,561,700
cont…...
191
Figure A-1: Land Use Inventory continued

AREA AREA
FOCUS AREA
South of Eglinton Avenue East, East to West
26 Vacant Building (former Employment 0.1 300 3,500
27 Arkanda Restaurant Employment 0.2 400 4,000
28 Enterprise Employment 0.1 200 2,000
29 Parking Lot Employment 1.1 - -
30 Discount Car Rental Employment 0.1 300 2,700
31 Donway Ford Employment 0.7 2,500 26,600
32 Auto Select Employment 0.1 200 2,600
33 Kingscross Hyundai Employment 0.3 700 8,000
34 Scarborough Nissan Employment 1.2 2,000 22,000
35 Eggsmart Employment 0.1 200 2,200
36 Vacant Building Employment 0.1 200 2,000
37 T.N. Discovery Auto Employment 0.0 200 1,800
38 Merchants Flea, Courts & Employment 4.0 17,000 182,800
39A Eglinton Town Centre/ Employment 0.6 900 10,200
39B Lebovic Employment 10.8 23,900 257,400
40A Employment 1.4
Canadian Tire 9,800 105,000
40B Employment 1.2
41A Employment 0.9
Toyota 6,500 70,000
41B Employment 1.9
42A Mixed Use Areas 2.8
Flexible Packing Company 18,600 200,000
42B Employment 2.3
43,44,45 & 46 Eglinton Square Mixed Use Areas 7.8 29,100 313,700
47 Park Parks 0.7 n.a. n.a.
SUB-TOTAL 38.4 113,000 1,216,500
TOTAL FOCUS AREA 83.5 258,000 2,778,200
192
Figure A-1: Land Use Inventory continued

AREA AREA
SUB-FOCUS AREA EAST
21 Aviva Mixed Use Areas 5.5 32,800 353,000
22,23 & 24 Kawasaki Mixed Use Areas 2.7 6,900 74,000
25A 1.8
Scotia Employment 53,900 580,000
25B 5.5
TOTAL SUB-FOCUS AREA EAST 15.4 93,600 1,007,000
SUB-FOCUS AREA WEST

A,B,D,E,F,G,L,M,N,O Residential Areas Residential 3.4 28,300 304,400
H, I, J, K Starlight Investment Residential 1.3 10,100 108,800
C Parkette Parks 0.4 n.a. n.a.
2,3,4 & 5 Commercial Plaza Mixed Use Areas 1.1 2,200 23,600
1 Manufacturer's Mixed Use Areas 0.2 900 9,800
TOTAL SUB-FOCUS AREA WEST 6.4 41,500 446,600
TOTAL AREA (FOCUS AND SUB-FOCUS AREAS) 105.3 393,100 4,231,800

TOTAL AREA, NON-RESIDENTIAL (FOCUS AND SUB-FOCUS AREAS) 100.6 354,700 3,818,600
Source: urbanMetrics based on fieldwork completed in February 2016. Property boundary areas are based on parcel
mapping from the City of Toronto.
193
Figure A-2: Commercial Space Inventory (2016)
Square Square
NAICS Category NAICS Sub-Category Metres Feet %
Food Store Retail FSR - Convenience and Speciality Food Stores 700 7,200 0.4%
FSR - Supermarkets 19,200 207,200 10.4%
Food Store Retail Sum 19,900 214,400 10.8%
Non-Food Store Retail NFSR - Apparel 25,800 277,500 14.0%
NFSR - Building & Outdoor Home Supply 200 2,600 0.1%
NFSR - General Merchandise 44,100 474,200 23.9%
NFSR - Home Furnishings 14,600 156,700 7.9%
NFSR - Miscellaneous 11,500 123,700 6.2%
NFSR - Pharmacies & Personal Care 4,100 43,900 2.2%
Non-Food Store Retail Sum 100,200 1,078,600 54.4%
Services Service - Banks/ Credit Unions 4,400 46,900 2.4%
Service - Cultural, Entertainment & Recreation 12,000 129,000 6.5%
Service - Food Services & Drinking Places 10,500 113,500 5.7%
Service - Health Care 2,400 25,400 1.3%
Service - Other 2,900 31,500 1.6%
Service - Repair and Maintenance 1,000 10,400 0.5%
Service - Personal Care 600 6,800 0.3%
Service - Public Administration 11,700 125,700 6.3%
Service - Selected Educational Services 500 5,000 0.3%
Services Sum 45,900 494,200 24.9%
Other Retail: LBW Other Retail - Beer, Wine & Liquor 1,800 19,700 1.0%
Other Retail: LBW Sum 1,800 19,700 1.0%
Other Retail: Automotive Other Retail - Automotive TBA 200 1,800 0.1%
Other Retail: Automotive Sum 200 1,800 0.1%
Vacant 16,200 174,300 8.8%
Grand Total 184,200 1,983,000 100%
194
Figure A-3: All Other Non-Residential Space (excluding Commercial)

SIZE
PARCEL ID (SQUARE SIZE
LOCATION KEY BUSINESS/ OPERATION METRES) (SQUARE FEET)
MANUFACTURING
15 Cosmetica 22,500 242,000
42A
Flexible Packing Company 18,600 200,000
42B
22,23 & 24 Kawasaki 6,900 74,000
SUB-TOTAL 47,900 516,000
-
AUTO DEALERS/ AUTO-RENTAL
10 & 11 Mitsubishi Motors 1,600 17,500
6 Enterprise 100 1,200
28 Enterprise 200 2,000
30 Discount Car Rental 300 2,700
31 Donway Ford 2,500 26,600
32 Auto Select 200 2,600
33 Kingscross Hyundai 700 8,000
34 Scarborough Nissan 2,000 22,000
41A Toyota 6,500 70,000
41B -
SUB-TOTAL 14,200 152,600
-
OFFICE
21 Aviva (less 35,000 sq.ft retail) 29,500 318,000
14 (Part of) Office Building 1891 Eglinton Ave E 6,800 73,500

(less ground floor commercial)
25A Scotia 53,900 580,000
25B
SUB-TOTAL 90,300 971,500
OTHER/ MISC.
7 Bell Canada Tower 11,600 125,000
8 Petro Canada 800 8,500
38 (Part of ) Flea Market 3,700 40,000
38 (Part of ) Dolphin Gaming 2,000 22,000
SUB-TOTAL 18,200 195,500
-
TOTAL 170,500 1,835,600
195
Figure A-4: Land Use Inventory by Parcel
196
Appendix B: Employment Survey Data

Employment Sectors Description and Examples
The City of Toronto Employment Surveys review six sectors on an annual basis by employment range and
establishments in 2015.
The City of Toronto has provided the following examples (not inclusive) of the type of establishments found within each
sector.
Manufacturing - includes processing and assembling plants (including food, heavy machinery or clothing),
printing reproduction, transportation/logistics, scrap yards, warehousing and treatment plants.
Retail - includes pharmacies, lumber yards, large scale stores, stores selling vehicle parts and variety stores.
Service - includes bus terminals, dry cleaners, restaurants, fast food, beauty salons, equipment maintenance, car
rentals and hotels.
Office - includes travel agencies, banks, government offices, film studios and the head offices of retail chains.
Institutional - includes schools (public and private), hospitals, places of worship, police stations and court of laws.
Finally,
Other includes on-site construction (i.e. residential or office), botanical gardens, fitness clubs, stadiums, and golf
courses
Source: Definitions provided in the City of Toronto Employment District Profiles, 2010
197
Figure B-1: Golden Mile Study Area, Employment Density (2015)
198
Figure B-2: Golden Mile Study Area, Total Employment Figure B-3: Golden Mile Study Area, Full & Part Time
by Sector (2015) Employees (2015)
TOTAL EMPLOYEES
MANUFACTURING RETAIL FULL TIME PART TIME
12,000
SERVICE OFFICE
INSTITUTIONAL OTHER 10,000
3,036
8,000 2,881
1,884
6,000 1,503
4,000
7,434
6,703
5,483 5,767
2,000
0
2001 2006 2011 2015
Figure B-4: Golden Mile Study Area, Employment by

TOTAL
Sector EMPLOYMENT
(2001 to 2015)
MANUFACTURING RETAIL SERVICE OFFICE INSTITUTIONAL OTHER
12,000
10,000
5,142
8,000
6,000
3,072 4,000
2,000
0
2001 2006 2011 2015
OTHER 81 159 315 250
811 905 INSTITUTIONAL 105 56 273 290

OFFICE 4,134 4,159 4,759 5,142
290 250 SERVICE 534 803 951 905
RETAIL 1,467 1,832 2,654 3,072
MANUFACTURING 665 642 632 811
199
Figure B-5: Golden Mile Study Area, Total Employment, 2001 & 2015 Snapshots
665
MANUFACTURING
811
1,467
RETAIL
3,072
534
SERVICE
905
4,134
OFFICE
5,142
105
INSTITUTIONAL
290
81
OTHER
250
0 1,000 2,000 3,000 4,000 5,000 6,000
2001 2015
Figure B-6: Golden Mile Study Area, Total Employment, 2001 to 2015 Growth
EMPLOYMENT
MANUFACTURING 146
RETAIL 1,605
SERVICE 371
OFFICE 1,008
INSTITUTIONAL 185
OTHER 169
-5,000 -4,000 -3,000 -2,000 -1,000 0 1,000 2,000 3,000 4,000 5,000
200
Figure B-7: Golden Mile Study Area, Total Employment by Sector (Full Time and Part Time), 2001 to 2015
201
Figure B-8: Golden Mile Study Area, Establishments by Figure B-9: Golden Mile Study Area, Total
Sector – 2001 to 2015 Establishments – 2001 & 2015 Snapshots
TOTAL ESTABLISHMENTS
MANUFACTURING RETAIL SERVICE OFFICE INSTITUTIONAL OTHER 7
MANUFACTURING
350 2
81
RETAIL
300 154
48
SERVICE
250 67
40
OFFICE
200 53
3
150 INSTITUTIONAL
6
4
100 OTHER
6
0 20 40 60 80 100 120 140 160 180
50
2001 2015
0
2001 2006 2011 2015
OTHER 4 5 5 6
INSTITUTIONAL 3 3 5 6
OFFICE 40 33 40 53
SERVICE 48 55 67 67
RETAIL 81 90 147 154
Figure B-10: Golden Mile Study Area, Total

Establishments – 2001 to 2015 Growth
ESTABLISHMENTS
MANUFACTURING -5
RETAIL 73
SERVICE 19
OFFICE 13
INSTITUTIONAL 3
OTHER 2
-100 0 100
201
Figure B-11: Golden Mile Study Area, Employment and Establishments Data Tables - 2001 to 2015
GOLDEN MILE STUDY AREA
TOTAL EMPLOYMENT EMPLOYMENT TYPE
2001 2006 2011 2015 2001-2015 FT 2001 FT 2006 FT 2011 FT 2015
MANUFACTURING 665 642 632 811 146 22.0% MANUFACTURING FT 594 628 452 662
RETAIL 1,467 1,832 2,654 3,072 1,605 109.4% RETAIL FT 755 846 1,214 1,344
SERVICE 534 803 951 905 371 69.5% SERVICE FT 294 466 420 458
OFFICE 4,134 4,159 4,759 5,142 1,008 24.4% OFFICE FT 3,743 3,763 4,338 4,723
INSTITUTIONAL 105 56 273 290 185 176.2% INSTITUTIONAL FT 70 34 208 194
OTHER 81 159 315 250 169 208.6% OTHER FT 27 30 71 53
TOTAL 6,986 7,651 9,584 10,470 3,484 49.9% TOTAL 5,483 5,767 6,703 7,434
2001 2006 2011 2015 2001-2015 PT 2001 PT 2006 PT 2011 PT 2015
MANUFACTURING 7 9 2 2 -5 -71.4% MANUFACTURING PT 71 14 180 149
RETAIL 81 90 147 154 73 90.1% RETAIL PT 712 986 1,440 1,728
SERVICE 48 55 67 67 19 39.6% SERVICE PT 240 337 531 447
OFFICE 40 33 40 53 13 32.5% OFFICE PT 391 396 421 419
INSTITUTIONAL 3 3 5 6 3 100.0% INSTITUTIONAL PT 35 22 65 96
OTHER 4 5 5 6 2 50.0% OTHER PT 54 129 244 197
TOTAL 183 195 266 288 105 57.4% TOTAL 1,503 1,884 2,881 3,036
202
Figure B-12: Local Employment Area, Employment Densities (2015)
203
Figure B-13: Local Employment Area, Total Employment Figure B-14: Local Employment Area, Full & Part Time
TOTAL EMPLOYEES
FULL TIME PART TIME
MANUFACTURING RETAIL 20,000
SERVICE OFFICE 18,000
16,000
INSTITUTIONAL OTHER 2,602 4,044
3,677
14,000
12,000
2,569
10,000
8,000
14,076 13,619
6,000 12,752
11,146
4,000
2,000
0
2001 2006 2011 2015
Figure B-15: Local Employment Area, Employment by

Sector (2001 to 2015) TOTAL EMPLOYMENT
20,000
18,000
6,660
16,000
14,000
12,000
10,000
8,000
6,000
3,652 4,000
2,949 2,000
0
2001 2006 2011 2015
2,167 OTHER 226 176 1,174 1,193
INSTITUTIONAL 645 1,108 1,053 1,042
OFFICE 8,028 5,379 5,821 6,660
1,042 1,193 SERVICE 1,580 1,682 2,028 2,167

RETAIL 1,471 1,196 2,607 2,949
MANUFACTURING 4,728 4,174 3,746 3,652
204
Figure B-16: Local Employment Area, Total Employment – 2001 & 2015 Snapshots
4,728
MANUFACTURING
3,652
1,471
RETAIL
2,949
1,580
SERVICE
2,167
8,028
OFFICE
6,660
645
INSTITUTIONAL
1,042
226
OTHER
1,193
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000
2001 2015
Figure B-17: Local Employment Area, Total Employment

– 2001 to 2015 Growth
EMPLOYMENT
MANUFACTURING -1,076
RETAIL 1,478
SERVICE 587
OFFICE -1,368
INSTITUTIONAL 397
OTHER 967
-5,000 -4,000 -3,000 -2,000 -1,000 0 1,000 2,000 3,000 4,000 5,000
205
Figure B-18: Local Employment Area, Total Employment by Sector (Full Time and Part Time), 2001 to 2015
206
Figure B-19: Local Employment Area, Establishments by

Sector – 2001 to 2015
TOTAL ESTABLISHMENTS Figure B-21: Local Employment Area, Total
MANUFACTURING RETAIL SERVICE OFFICE INSTITUTIONAL OTHER Establishments – 2001 & 2015 Snapshots
700
600 116
MANUFACTURING
117
500
69
RETAIL
400 143
300 156
SERVICE
226
200
88
OFFICE
100 88
11
0 INSTITUTIONAL
2001 2006 2011 2015 24
OTHER 11 8 12 12
11
OFFICE 88 67 78 88 OTHER
SERVICE 156 151 224 226
12
RETAIL 69 58 129 143
0 50 100 150 200 250
2001 2015
Figure B-20: Local Employment Area, Total

ESTABLISHMENTS
MANUFACTURING 1
RETAIL 74
SERVICE 70
OFFICE 0
INSTITUTIONAL 13
OTHER 1
-100 0 100
207
Figure B-22: Local Employment Area, Employment and Establishments Data Tables - 2001 to 2015
LOCAL EMPLOYMENT AREA
2001 2006 2011 2015 2001-2015 FT 2001 FT 2006 FT 2011 FT 2015
MANUFACTURING 4,728 4,174 3,746 3,652 -1,076 -22.8% MANUFACTURING FT 4,398 3,991 3,309 3,300
RETAIL 1,471 1,196 2,607 2,949 1,478 100.5% RETAIL FT 991 828 1,352 1,487
SERVICE 1,580 1,682 2,028 2,167 587 37.2% SERVICE FT 866 854 1,026 1,094
OFFICE 8,028 5,379 5,821 6,660 -1,368 -17.0% OFFICE FT 7,244 4,930 5,368 6,083
INSTITUTIONAL 645 1,108 1,053 1,042 397 61.6% INSTITUTIONAL FT 518 501 780 686
OTHER 226 176 1,174 1,193 967 427.9% OTHER FT 59 42 917 969
TOTAL EMPLOYMENT 16,678 13,715 16,429 17,663 985 5.9% TOTAL 14,076 11,146 12,752 13,619
2001 2006 2011 2015 2001-2015 PT 2001 PT 2006 PT 2011 PT 2015
MANUFACTURING 116 100 116 117 1 0.9% MANUFACTURING PT 330 183 437 352
RETAIL 69 58 129 143 74 107.2% RETAIL PT 480 368 1,255 1,462
SERVICE 156 151 224 226 70 44.9% SERVICE PT 714 828 1,002 1,073
OFFICE 88 67 78 88 0 0.0% OFFICE PT 784 449 453 577
OTHER 11 8 12 12 1 9.1% OTHER PT 167 134 257 224
TOTAL ESTABLISHMENTS 451 395 572 610 159 35.3% TOTAL 2,602 2,569 3,677 4,044
208
Figure B-23: SWS Employment Area, Employment Densities (2015)
209
Figure B-24: SWS Employment Area, Total Employment Figure B-25: SWS Employment Area, Full & Part Time
TOTAL EMPLOYEES
FULL TIME PART TIME
25,000
MANUFACTURING RETAIL
SERVICE OFFICE 20,000 2,623
3,162 3,455
3,237
INSTITUTIONAL OTHER
15,000
10,000
18,672
15,399 16,099 16,081
5,000
0
2001 2006 2011 2015
Figure B-26: SWS Employment Area, Employment by

Sector (2001 toTOTAL
2015)EMPLOYMENT
20,000
6,572 18,000
6,095 16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,425 2,000
2,169
0
2001 2006 2011 2015
1,306 1,431 OTHER 226 176 1,174 1,193

INSTITUTIONAL 645 1,108 1,053 1,042
OFFICE 8,028 5,379 5,821 6,660
SERVICE 1,580 1,682 2,028 2,167
RETAIL 1,471 1,196 2,607 2,949
MANUFACTURING 4,728 4,174 3,746 3,652
210
Figure B-27: SWS Employment Area, Total Employment – 2001 & 2015 Snapshots
9,928
MANUFACTURING
6,095
2,182
RETAIL
2,425
2,087
SERVICE
2,169
6,606
OFFICE
6,572
828
INSTITUTIONAL
1,306
293
OTHER
1,431
0 2,000 4,000 6,000 8,000 10,000 12,000
2001 2015
Figure B-28: SWS Employment Area, Total Employment – 2001 to 2015 Growth
EMPLOYMENT
MANUFACTURING -3,833
RETAIL 243
SERVICE 82
OFFICE -34
INSTITUTIONAL 478
OTHER 1,138
-5,000 -4,000 -3,000 -2,000 -1,000 0 1,000 2,000 3,000 4,000 5,000
211
Figure B-29: SWS Employment Area, Total Employment by Sector (Full Time and Part Time) - 2001 to 2015
212
Figure B-30: SWS Employment Area, Establishments by Figure B-32: SWS Total Establishments – 2001 & 2015
Sector – 2001 to 2015 Snapshots
1,000
900 218
MANUFACTURING
230
800
105
700 RETAIL
164
600
225
SERVICE
500 259
400 152
OFFICE
154
300
20
INSTITUTIONAL
200 48
100 11
OTHER
33
0
2001 2006 2011 2015 0 50 100 150 200 250 300
OTHER 11 11 15 33 2001 2015
OFFICE 152 119 150 154
SERVICE 225 223 272 259
RETAIL 105 107 149 164
Figure B-31: SWS Employment Area, Total

ESTABLISHMENTS
MANUFACTURING 12
RETAIL 59
SERVICE 34
OFFICE 2
INSTITUTIONAL 28
OTHER 22
-100 0 100
213
Figure B-33: SWS Employment Area, Employment & Establishments Data Tables - 2001 to 2015
SOUTH WEST SCARBOROUGH EMPLOYMENT AREA
2001 2006 2011 2015 2001-2015 FT 2001 FT 2006 FT 2011 FT 2015
MANUFACTURING 9,928 7,331 5,972 6,095 -3,833 -38.6% MANUFACTURING FT 9,535 6,976 5,635 5,587
RETAIL 2,182 1,909 2,423 2,425 243 11.1% RETAIL FT 1,402 1,260 1,438 1,473
SERVICE 2,087 2,195 2,170 2,169 82 3.9% SERVICE FT 1,279 1,223 1,339 1,260
OFFICE 6,606 5,787 6,379 6,572 -34 -0.5% OFFICE FT 5,586 5,146 5,592 5,693
INSTITUTIONAL 828 1,384 1,509 1,306 478 57.7% INSTITUTIONAL FT 698 726 1,145 898
OTHER 293 275 1,174 1,431 1,138 388.4% OTHER FT 172 68 950 1,170
TOTAL EMPLOYMENT 21,924 18,881 19,627 19,998 -1,926 -8.8% TOTAL 18,672 15,399 16,099 16,081
2001 2006 2011 2015 2001-2015 PT 2001 PT 2006 PT 2011 PT 2015
MANUFACTURING 218 193 217 230 12 5.5% MANUFACTURING PT 393 355 337 508
RETAIL 105 107 149 164 59 56.2% RETAIL PT 780 649 985 952
SERVICE 225 223 272 259 34 15.1% SERVICE PT 808 972 831 447
OFFICE 152 119 150 154 2 1.3% OFFICE PT 391 396 421 879
OTHER 11 11 15 33 22 200.0% OTHER PT 121 207 224 261
TOTAL ESTABLISHMENTS 731 680 841 888 157 21.5% TOTAL 2,623 3,237 3,162 3,455
214
Appendix C: Stakeholder Interviews

Interview Format What is your opinion regarding the potential for
continued or future employment uses on the lands
A total of 20 interviews were conducted, including 18
designated Mixed Use Areas in the Golden Mile?
with stakeholders and 2 with Councillors between March
Has the proposed Eglinton LRT impacted how
and May 2016. The majority of interviews were
you see the future of your site or redevelopment
conducted by tele-conference. Representatives from the
potential?
City’s Planning Department and Economic Development
Departments were present for and participated in a As part of the stakeholder consultation process,
number of these interview discussions. Two stakeholder interviews were also conducted with each of the two
interviews were conducted in person at the request of Ward Councillors representing the areas within the Study
interviewees. Area; Councillor Michelle Holland (Ward 35)
Given the varying range of stakeholder operations and representing the Golden Mile area south of Eglinton
interests, the interview questions were not standardised. Avenue East and Councillor Michael Thompson (Ward
However, there were some common questions asked of 37) representing the areas north of Eglinton Avenue
each participant which have helped to identify the East.
existing strengths and weaknesses, as well as the Stakeholders by Major Interest Group
opportunity and threats to the future vision for the
Golden Mile. These included: 8 Commercial Operators/ Landowners
(including 1 landowner w/ office and
What are the principal advantages to commercial);
redeveloping in the Golden Mile Area?
What are the principal disadvantages to  Canadian Tire
redeveloping in the Golden Mile Area?  RioCan (Scarborough Centre)
How do you see the market in this location
changing over the next 10 years?  Smart REIT (Smartcentre/ Walmart et al)
What is your opinion regarding the potential for
future residential uses in the Golden Mile Area on  Kingsett Capital (Eglinton Square)
lands designated Mixed Use Areas?  Madison Properties (Eglinton Corners)
215
 Choice REIT (Golden Mile Shopping

Centre)
 Y.S. Canada (One Centre)
 Owners of the FPC site
2 Office Employers:
 Scotiabank Contact Centre
 Dream (Aviva HQ)
1 Auto-Dealer:
 Toyota Scion;
1 Educational Institution:
 Centennial College
5 Manufacturers:
 Armstrong Fluid
 Informco
 Marsan Foods
 Nelson Education Ltd
 Ipex
1 Residential Landowner
 Starlight Investments
216
Appendix D: Building Permit Data

All data provided by the City of Toronto.
Figure D-1: Building Permit Values (2011 to 2014), Data Table

Study Area 2011 2012 2013 2014 Total
Golden Mile Study Area $ 19,144,760 $ 5,541,000 $ 15,177,000 $ 1,091,500 $ 40,954,260
Local Employment Area $ 28,161,867 $ 39,290,750 $ 26,770,444 $ 7,934,000 $ 102,157,061
SWS Employment Area $ 11,199,867 $ 36,162,750 $ 18,261,444 $ 9,444,000 $ 75,068,061
Figure D-2: Golden Mile Building Permit Values by Property Type (2011 to 2014)
Property Type 2011 % 2012 % 2013 % 2014 % Grand Total %
Bank $ - 0.0% $ - 0.0% $ - 0.0% $ 100,000 9.2% $ 100,000 0.2%
Courtroom $ - 0.0% $ - 0.0% $ 19,000 0.1% $ - 0.0% $ 19,000 0.0%
Medical/Dental Office $ 61,530 0.3% $ 350,000 6.3% $ 230,000 1.5% $ - 0.0% $ 641,530 1.6%
Multiple Unit Building $ - 0.0% $ - 0.0% $ - 0.0% $ 7,500 0.7% $ 7,500 0.0%
Multiple Use/Non Residential $ - 0.0% $ - 0.0% $ - 0.0% $ 100,000 9.2% $ 100,000 0.2%
Office $ 14,425,230 75.3% $ 510,000 9.2% $ 105,000 0.7% $ 105,000 9.6% $ 15,145,230 37.0%
Other $ 2,500,000 13.1% $ 100,000 1.8% $ - 0.0% $ - 0.0% $ 2,600,000 6.3%
Personal Service Shop $ 36,000 0.2% $ - 0.0% $ - 0.0% $ - 0.0% $ 36,000 0.1%
Recreational $ - 0.0% $ 2,750,000 49.6% $ - 0.0% $ - 0.0% $ 2,750,000 6.7%
Restaurant 30 Seats or Less $ 210,000 1.1% $ 40,000 0.7% $ - 0.0% $ 187,000 17.1% $ 437,000 1.1%
Restaurant Greater Than 30 Seats$ 10,000 0.1% $ 410,000 7.4% $ 100,000 0.7% $ 450,000 41.2% $ 970,000 2.4%
Retail Store $ 1,902,000 9.9% $ 1,381,000 24.9% $ 14,723,000 97.0% $ 142,000 13.0% $ 18,148,000 44.3%
Total Building Permit Value $ 19,144,760 100% $ 5,541,000 100% $ 15,177,000 100% $ 1,091,500 100% $ 40,954,260 100%
217
Figure D-3: Golden Mile Building Permits by Work Type (2011 to 2014)
Work Type 2011 2012 2013 2014 Grand Total %
Addition(s) $ 3,137,000 $ - $ - $ - $ 3,137,000 8%
Interior Alterations $ 15,957,760 $ 5,341,000 $ 12,677,000 $ 1,041,500 $ 35,017,260 86%
Multiple Projects $ 50,000 $ 80,000 $ 2,500,000 $ - $ 2,630,000 6%
New Building $ - $ 120,000 $ - $ 50,000 $ 170,000 0%
Total $ 19,144,760 $ 5,541,000 $ 15,177,000 $ 1,091,500 $ 40,954,260 100%
Figure D-4: Local Employment Area Building Permit Values by Property Type (2011 to 2014)
Bank $ - 0.0% $ 10,000 0.0% $ 480,000 1.8% $ 100,000 1.3% $ 590,000 0.6%
Courtroom $ - 0.0% $ - 0.0% $ 19,000 0.1% $ - 0.0% $ 19,000 0.0%
Medical/Dental Office $ - 0.0% $ - 0.0% $ 160,000 0.6% $ - 0.0% $ 160,000 0.2%
Multiple Use/Non Residential $ 6,405,867 22.7% $ 2,054,000 5.2% $ 1,200,000 4.5% $ 65,000 0.8% $ 9,724,867 9.5%
Office $ 14,387,000 51.1% $ 540,000 1.4% $ 403,000 1.5% $ 372,000 4.7% $ 15,702,000 15.4%
Other $ 2,670,000 9.5% $ 175,000 0.4% $ 250,000 0.9% $ - 0.0% $ 3,095,000 3.0%
Recreational $ - 0.0% $ 2,500,000 6.4% $ - 0.0% $ - 0.0% $ 2,500,000 2.4%
Restaurant 30 Seats or Less $ 400,000 1.4% $ 40,000 0.1% $ 180,000 0.7% $ 267,000 3.4% $ 887,000 0.9%
Restaurant Greater Than 30 Seats $ 210,000 0.7% $ 410,000 1.0% $ 700,000 2.6% $ 525,000 6.6% $ 1,845,000 1.8%
Retail Store $ 1,117,000 4.0% $ 4,121,750 10.5% $ 18,818,000 70.3% $ 90,000 1.1% $ 24,146,750 23.6%
Gas Station/Car Wash/Repair Garage $ 900,000 3.2% $ - 0.0% $ - 0.0% $ - 0.0% $ 900,000 0.9%
Secondary School $ 200,000 0.7% $ - 0.0% $ - 0.0% $ - 0.0% $ 200,000 0.2%
Industrial $ 705,000 2.5% $ 60,000 0.2% $ 57,750 0.2% $ 5,035,000 63.5% $ 5,857,750 5.7%
Repair Garage $ 2,000 0.0% $ - 0.0% $ - 0.0% $ 100,000 1.3% $ 102,000 0.1%
Warehouse $ 50,000 0.2% $ - 0.0% $ - 0.0% $ 75,000 0.9% $ 125,000 0.1%
Transit Station,Subway, Bus Terminal $ 200,000 0.7% $ - 0.0% $ - 0.0% $ 1,000,000 12.6% $ 1,200,000 1.2%
Police Station with Detention $ 390,000 1.4% $ - 0.0% $ - 0.0% $ - 0.0% $ 390,000 0.4%
Place of Worship $ 150,000 0.5% $ - 0.0% $ - 0.0% $ - 0.0% $ 150,000 0.1%
Laboratory $ 60,000 0.2% $ - 0.0% $ - 0.0% $ - 0.0% $ 60,000 0.1%
Industrial Processing Plant $ 15,000 0.1% $ 60,000 0.2% $ 3,609,694 13.5% $ - 0.0% $ 3,684,694 3.6%
Industrial Manufacturing Plant $ 300,000 1.1% $ 300,000 0.8% $ - 0.0% $ 75,000 0.9% $ 675,000 0.7%
College/Trade/Tech School/Training Cent. $ - 0.0% $ 29,020,000 73.9% $ 60,000 0.2% $ 230,000 2.9% $ 29,310,000 28.7%
Jails/Detention Facility $ - 0.0% $ - 0.0% $ 833,000 3.1% $ - 0.0% $ 833,000 0.8%
218
Figure D-5: Local Employment Area Building Permits by Work Type (2011 to 2014)
Addition(s) $ 3,137,000 $ 60,000 $ - $ - $ 3,197,000 3%
Multiple Projects $ 800,000 $ 29,080,000 $ 2,810,000 $ 5,075,000 $ 37,765,000 37%
New Building $ 7,305,867 $ 5,209,000 $ 9,109,694 $ 85,000 $ 21,709,561 21%
Total $ 28,161,867 $ 39,290,750 $ 26,770,444 $ 7,934,000 $ 102,157,061 100%
Figure D-6: SWS Employment Area Building Permit Values by Property Type (2011 to 2014)
Bank $ - 0.0% $ 10,000 0.0% $ 480,000 2.6% $ - 0.0% $ 490,000 0.7%
Courtroom $ - 0.0% $ - 0.0% $ 19,000 0.1% $ - 0.0% $ 19,000 0.0%
Medical/Dental Office $ 60,000 0.5% $ 455,000 1.3% $ 225,000 1.2% $ 62,000 0.7% $ 802,000 1.1%
Multiple Use/Non Residential $ 6,405,867 57.2% $ 2,054,000 5.7% $ 1,200,000 6.6% $ 65,000 0.7% $ 9,724,867 13.0%
Office $ 677,000 6.0% $ 210,000 0.6% $ 783,000 4.3% $ 1,672,000 17.7% $ 3,342,000 4.5%
Other $ 170,000 1.5% $ 160,000 0.4% $ 250,000 1.4% $ - 0.0% $ 580,000 0.8%
Restaurant 30 Seats or Less $ 340,000 3.0% $ 40,000 0.1% $ 180,000 1.0% $ 80,000 0.8% $ 640,000 0.9%
Restaurant Greater Than 30 Seats $ 210,000 1.9% $ 410,000 1.1% $ 600,000 3.3% $ 625,000 6.6% $ 1,845,000 2.5%
Retail Store $ 480,000 4.3% $ 3,198,750 8.8% $ 4,368,000 23.9% $ 185,000 2.0% $ 8,231,750 11.0%
Gas Station/Car Wash/Repair Garage $ 900,000 8.0% $ - 0.0% $ - 0.0% $ - 0.0% $ 900,000 1.2%
Industrial $ 705,000 6.3% $ 225,000 0.6% $ 308,750 1.7% $ 5,125,000 54.3% $ 6,363,750 8.5%
Repair Garage $ 2,000 0.0% $ - 0.0% $ - 0.0% $ 100,000 1.1% $ 102,000 0.1%
Warehouse $ 120,000 1.1% $ 20,000 0.1% $ 745,000 4.1% $ 75,000 0.8% $ 960,000 1.3%
Transit Station,Subway, Bus Terminal $ 200,000 1.8% $ - 0.0% $ - 0.0% $ 1,000,000 10.6% $ 1,200,000 1.6%
Police Station with Detention $ 390,000 3.5% $ - 0.0% $ - 0.0% $ - 0.0% $ 390,000 0.5%
Place of Worship $ 165,000 1.5% $ - 0.0% $ 1,500,000 8.2% $ - 0.0% $ 1,665,000 2.2%
Laboratory $ 60,000 0.5% $ - 0.0% $ - 0.0% $ - 0.0% $ 60,000 0.1%
Industrial Processing Plant $ 15,000 0.1% $ 60,000 0.2% $ 3,709,694 20.3% $ - 0.0% $ 3,784,694 5.0%
Industrial Manufacturing Plant $ 300,000 2.7% $ 300,000 0.8% $ - 0.0% $ 75,000 0.8% $ 675,000 0.9%
College/Trade/Tech School/Training Cent. $ - 0.0% $ 29,020,000 80.2% $ 60,000 0.3% $ 230,000 2.4% $ 29,310,000 39.0%
Jails/Detention Facility $ - 0.0% $ - 0.0% $ 833,000 4.6% $ - 0.0% $ 833,000 1.1%
Elementary School $ - 0.0% $ - 0.0% $ 3,000,000 16.4% $ - 0.0% $ 3,000,000 4.0%
Industrial - Shell $ - 0.0% $ - 0.0% $ - 0.0% $ 150,000 1.6% $ 150,000 0.2%
219
Figure D-7: SWS Employment Area Building Permits by Work Type (2011 to 2014)

Addition(s) $ - $ 220,000 $ 100,000 $ 150,000 $ 470,000 1%
Multiple Projects $ 800,000 $ 29,020,000 $ 3,496,000 $ 5,375,000 $ 38,691,000 52%
New Building $ 7,305,867 $ 5,209,000 $ 9,709,694 $ 35,000 $ 22,259,561 30%
Total $ 11,199,867 $ 36,162,750 $ 18,261,444 $ 9,444,000 $ 75,068,061 100%
Figure D-8: Industrial Building Permit Values (2011 to 2014)
Study Area 2011 2012 2013 2014 Total

Golden Mile Study Area $ - $ - $ - $ - $ -
as % of total value 0% 0% 0% 0% 0%
Local Employment Area $ 1,020,000 $ 420,000 $ 3,667,444 $ 5,110,000 $ 10,217,444

as % of total value 4% 1% 14% 64% 10%
SWS Employment Area $ 1,020,000 $ 585,000 $ 4,018,444 $ 5,350,000 $ 10,973,444

as % of total value 9% 2% 22% 57% 15%
220
Appendix E: Industrial Market Data

Figure E-1: Greater Toronto Area Industrial Market Locations
Source: Colliers
221
Figure E-2: Scarborough (SS, SW & SE) and Scarborough South (SS) Industrial Market Location
Golden Mile Study

Area Location
Source: Colliers
222
Appendix
Figure E-3: Scarborough Industrial Office Market Data Table

SCARBOROUGH
Weighted
Weighted Weighted Weighted
Average
Number of Total Space Occupied Space Vacant Space Vacancy Average Average Net Average
Year Quarter Additional
Buildings (SQ FT) (SQ FT) (SQ FT) Rate Sales Price Rental Rate Total Rent
Rent (TMI)
($/SQ FT) ($/SQ FT) ($/SQ FT)
($/SQ FT)
2002 Q1 - 62,018,876 59,166,008 2,852,868 4.6% $ 43.99 $ 4.69 $ 4.00 $ 8.69
2002 Q2 - 60,770,979 57,914,743 2,856,236 4.7% $ 32.65 $ 4.71 $ 3.78 $ 8.49
2002 Q3 - 61,892,724 58,179,161 3,713,563 6.0% $ 35.36 $ 4.45 $ 3.68 $ 8.13
2002 Q4 - 61,955,648 58,114,398 3,841,250 6.2% $ 51.56 $ 4.26 $ 3.47 $ 7.73
2003 Q1 - 60,974,501 57,133,107 3,841,394 6.3% $ 51.89 $ 4.41 $ 3.52 $ 7.93
2003 Q2 - 60,905,746 56,885,967 4,019,779 6.6% $ 61.36 $ 4.36 $ 3.57 $ 7.93
2003 Q4 - 60,924,659 56,720,858 4,203,801 6.9% $ 54.74 $ 4.82 $ 3.58 $ 8.40
2004 Q2 - 61,439,534 57,937,481 3,502,053 5.7% $ 65.01 $ 4.76 $ 3.71 $ 8.47
2004 Q3 - 60,841,310 57,069,149 3,772,161 6.2% $ 71.23 $ 4.70 $ 3.83 $ 8.53
2004 Q4 - 62,432,031 58,810,973 3,621,058 5.8% $ 69.95 $ 4.87 $ 3.79 $ 8.66
2005 Q1 - 62,645,757 59,137,595 3,508,162 5.6% $ 66.24 $ 4.80 $ 3.71 $ 8.51
2005 Q2 - 62,549,157 58,921,306 3,627,851 5.8% $ 71.46 $ 4.75 $ 3.78 $ 8.53
2005 Q3 - 62,722,100 58,896,052 3,826,048 6.1% $ 71.47 $ 4.67 $ 3.62 $ 8.29
2005 Q4 - 63,038,660 59,823,688 3,214,972 5.1% $ 80.67 $ 4.56 $ 3.69 $ 8.25
2006 Q1 - 64,462,084 60,916,669 3,545,415 5.5% $ 74.81 $ 4.71 $ 3.76 $ 8.47
2006 Q2 1,523 64,989,999 60,700,659 4,289,340 6.6% $ 71.91 $ 4.62 $ 3.75 $ 8.37
2006 Q3 1,523 65,406,833 61,482,423 3,924,410 6.0% $ 79.26 $ 4.51 $ 3.73 $ 8.24
2006 Q4 1,531 65,605,218 61,275,274 4,329,944 6.6% $ 75.38 $ 4.61 $ 3.74 $ 8.35
2007 Q1 1,536 65,436,770 60,921,633 4,515,137 6.9% $ 74.10 $ 4.58 $ 3.84 $ 8.42
2007 Q2 1,539 65,351,975 61,561,560 3,790,415 5.8% $ 83.89 $ 4.79 $ 3.84 $ 8.63
2007 Q3 1,544 65,409,619 61,550,451 3,859,168 5.9% $ 81.51 $ 4.96 $ 3.61 $ 8.57
2007 Q4 1,545 65,538,885 61,934,246 3,604,639 5.5% $ 79.17 $ 4.99 $ 3.72 $ 8.71
2008 Q1 1,552 65,740,950 62,256,680 3,484,270 5.3% $ 75.96 $ 4.82 $ 3.89 $ 8.71
2008 Q2 1,559 66,324,586 62,079,812 4,244,774 6.4% $ 71.70 $ 4.95 $ 3.99 $ 8.94
2008 Q3 1,559 66,429,680 62,510,329 3,919,351 5.9% $ 72.18 $ 5.00 $ 3.99 $ 8.99
2008 Q4 1,559 66,509,188 62,385,618 4,123,570 6.2% $ 70.43 $ 4.83 $ 3.99 $ 8.82
2009 Q1 1,292 66,539,443 61,948,221 4,591,222 6.9% $ 68.37 $ 4.73 $ 3.73 $ 8.46
2009 Q2 1,290 65,147,096 60,065,623 5,081,473 7.8% $ 65.44 $ 4.60 $ 3.77 $ 8.37
2009 Q3 1,289 65,112,352 60,684,712 4,427,640 6.8% $ 78.29 $ 4.52 $ 3.78 $ 8.30
2009 Q4 1,290 65,190,757 60,822,976 4,367,781 6.7% $ 79.90 $ 4.33 $ 3.85 $ 8.18
2010 Q1 1,292 65,064,248 61,225,457 3,838,791 5.9% $ 79.46 $ 4.51 $ 3.90 $ 8.41
2010 Q2 1,292 65,313,349 61,067,981 4,245,368 6.5% $ 74.64 $ 4.21 $ 3.81 $ 8.02
2010 Q3 1,296 65,435,776 61,247,886 4,187,890 6.4% $ 76.48 $ 4.16 $ 3.86 $ 8.02
2010 Q4 1,301 65,807,612 61,464,310 4,343,302 6.6% $ 71.60 $ 4.10 $ 3.78 $ 7.88
2011 Q1 1,301 65,533,206 61,339,081 4,194,125 6.4% $ 74.55 $ 4.29 $ 3.82 $ 8.11
2011 Q2 1,301 65,527,203 61,792,152 3,735,051 5.7% $ 72.31 $ 4.28 $ 3.95 $ 8.23
2011 Q3 1,303 66,176,844 62,868,002 3,308,842 5.0% $ 77.60 $ 4.34 $ 3.87 $ 8.21
2011 Q4 - 66,170,182 62,861,673 3,308,509 5.0% $ 75.20 $ 4.23 $ 3.76 $ 7.99
2012 Q1 - 66,328,642 62,547,909 3,780,733 5.7% $ 85.28 $ 4.31 $ 3.78 $ 8.09
2012 Q2 - 66,649,094 62,050,307 4,598,787 6.9% $ 83.33 $ 4.32 $ 3.73 $ 8.05
2012 Q4 - 62,266,831 58,032,686 4,234,145 6.8% $ 90.61 $ 4.43 $ 3.15 $ 7.58
2013 Q1 - 62,270,178 58,160,346 4,109,832 6.6% $ 85.20 $ 4.37 $ 2.96 $ 7.33
2013 Q2 - 63,546,269 59,225,123 4,321,146 6.8% $ 89.20 $ 4.37 $ 3.16 $ 7.53
2013 Q3 - 63,641,679 59,632,253 4,009,426 6.3% $ 84.06 $ 4.38 $ 2.60 $ 6.98
2013 Q4 - 63,037,125 59,507,046 3,530,079 5.6% $ 103.68 $ 5.64 $ 3.73 $ 9.37
2014 Q1 - 61,558,937 58,234,754 3,324,183 5.4% $ 104.77 $ 4.72 $ 3.74 $ 8.46
2014 Q2 - 61,794,428 58,704,707 3,089,721 5.0% $ 89.79 $ 4.99 $ 3.25 $ 8.24
2014 Q3 - 61,528,004 58,513,132 3,014,872 4.9% $ 107.02 $ 5.67 $ 3.66 $ 9.33
2014 Q4 - 61,710,053 58,316,000 3,394,053 5.5% $ 102.62 $ 4.63 $ 3.58 $ 8.21
2015 Q1 - 61,330,034 58,263,532 3,066,502 5.0% $ 112.58 $ 5.66 $ 3.59 $ 9.25
2015 Q2 - 61,036,353 58,716,972 2,319,381 3.8% $ 79.41 $ 4.97 $ 3.50 $ 8.47
2015 Q3 1,156 61,082,034 59,188,491 1,893,543 3.1% $ 92.66 $ 4.81 $ 3.49 $ 8.30
2015 Q4 1,159 61,404,216 59,562,090 1,842,126 3.0% $ 110.46 $ 4.80 $ 3.62 $ 8.42
2016 Q1 1,159 61,431,971 59,711,876 1,720,095 2.8% $ 92.64 $ 5.40 $ 3.58 $ 8.98
SOURCE: urbanMetrics inc. based on data from Cushmand & Wakefield Limited.
1) Data for 2003(Q3), 2004(Q4) and 2013(Q3) are unavailable
2) Data from 2001 to 2008 includes buildings 5,000 square feet or greater in size, while data collected between 2009 and 2016 only includes buildings that are 10,000
square feet or greater in size
3) Data regarding the number of buidings was unavailable from 2002 (Q1) until 2005 (Q3)
4) Vacant space for for 2002 (Q1, Q2, and Q3), 2003 (Q1), 2009 (all), 2010 (all) and 2011 (all) has been calculated by urbanMetrics inc. based on the indicated vacancy
rates.
5) Net rental rates reflect the annual cost per square foot
6) Additional rents include taxes, maintenance and insurance and reflect the annual cost per square foot
223
Appendix
Figure E-4: City of Toronto Industrial Office Market Data Table

CITY OF TORONTO
Weighted Weighted
Weighted Weighted
Occupied Average Average
Number of Total Space Vacant Space Vacancy Average Average
Year Quarter Space Net Rental Additional
Buildings (SQ FT) (SQ FT) Rate Sales Price Total Rent
(SQ FT) Rate Rent (TMI)
($/SQ FT) ($/SQ FT)
($/SQ FT) ($/SQ FT)
2002 Q1 - 270,712,930 261,237,930 9,475,000 3.5% $ 51.36 $ 5.10 $ 3.66 $ 8.76
2002 Q2 - 269,226,358 259,803,358 9,423,000 3.5% $ 48.48 $ 4.64 $ 3.56 $ 8.20
2002 Q3 - 271,220,114 258,744,114 12,476,000 4.6% $ 50.99 $ 4.56 $ 3.44 $ 8.00
2002 Q4 - 273,162,746 261,164,902 11,997,844 4.4% $ 57.53 $ 4.73 $ 3.56 $ 8.29
2003 Q1 - 273,624,872 261,585,872 12,039,000 4.4% $ 55.40 $ 4.78 $ 3.50 $ 8.28
2003 Q2 - 274,097,300 261,461,515 12,635,785 4.6% $ 60.10 $ 4.67 $ 3.50 $ 8.17
2003 Q3 - - - - - - - - -
2003 Q4 - 275,969,968 264,183,882 11,786,086 4.3% $ 60.24 $ 4.94 $ 3.54 $ 8.48
2004 Q1 - - - - - - - - -
2004 Q2 - 277,767,338 265,903,821 11,863,517 4.3% $ 63.60 $ 5.00 $ 3.38 $ 8.38
2004 Q3 - 277,460,387 265,915,852 11,544,535 4.2% $ 65.89 $ 4.96 $ 3.44 $ 8.40
2004 Q4 - 280,472,728 269,135,818 11,336,910 4.0% $ 66.71 $ 5.07 $ 3.64 $ 8.71
2005 Q1 - 281,698,070 270,650,322 11,047,748 3.9% $ 68.66 $ 5.08 $ 3.57 $ 8.65
2005 Q2 - 282,021,412 270,062,404 11,959,008 4.2% $ 72.07 $ 5.04 $ 3.56 $ 8.60
2005 Q3 - 282,337,023 270,469,050 11,867,973 4.2% $ 71.89 $ 4.86 $ 3.56 $ 8.42
2005 Q4 6,604 282,915,325 272,239,325 10,676,000 3.8% $ 79.41 $ 4.77 $ 3.58 $ 8.35
2006 Q1 6,631 284,818,766 273,555,620 11,263,146 4.0% $ 80.64 $ 4.89 $ 3.56 $ 8.45
2006 Q2 6,651 286,387,523 274,612,792 11,774,731 4.1% $ 79.00 $ 4.78 $ 3.59 $ 8.37
2006 Q3 6,651 287,089,693 275,136,492 11,953,201 4.2% $ 82.66 $ 4.82 $ 3.44 $ 8.26
2006 Q4 6,685 287,399,902 274,393,572 13,006,330 4.5% $ 78.14 $ 4.67 $ 3.50 $ 8.17
2007 Q1 6,706 288,176,970 274,987,733 13,189,237 4.6% $ 75.97 $ 4.60 $ 3.53 $ 8.13
2007 Q2 6,717 288,315,169 275,339,035 12,976,134 4.5% $ 76.88 $ 4.67 $ 3.55 $ 8.22
2007 Q3 6,736 288,810,067 275,772,697 13,037,370 4.5% $ 80.11 $ 4.76 $ 3.52 $ 8.28
2007 Q4 6,746 289,494,568 275,829,842 13,664,726 4.7% $ 79.91 $ 4.81 $ 3.56 $ 8.37
2008 Q1 6,766 291,363,009 277,688,321 13,674,688 4.7% $ 74.13 $ 4.92 $ 3.67 $ 8.59
2008 Q2 6,813 292,864,594 278,198,598 14,665,996 5.0% $ 78.33 $ 4.89 $ 3.67 $ 8.56
2008 Q3 6,813 295,652,925 280,973,192 14,679,733 5.0% $ 80.59 $ 5.00 $ 3.67 $ 8.67
2008 Q4 6,813 296,348,903 280,932,435 15,416,468 5.2% $ 79.92 $ 4.84 $ 3.68 $ 8.52
2009 Q1 5,509 289,429,421 274,089,421 15,340,000 5.3% $ 73.34 $ 4.61 $ 3.45 $ 8.06
2009 Q2 5,523 288,716,678 271,970,678 16,746,000 5.8% $ 69.90 $ 4.49 $ 3.53 $ 8.02
2009 Q3 5,544 289,869,366 273,636,366 16,233,000 5.6% $ 73.45 $ 4.42 $ 3.46 $ 7.88
2009 Q4 5,548 290,003,852 274,053,852 15,950,000 5.5% $ 72.76 $ 4.30 $ 3.51 $ 7.81
2010 Q1 5,556 289,852,537 276,229,537 13,623,000 4.7% $ 74.55 $ 4.36 $ 3.60 $ 7.96
2010 Q2 5,561 290,625,897 274,641,897 15,984,000 5.5% $ 75.86 $ 4.38 $ 3.55 $ 7.93
2010 Q3 5,566 290,952,805 276,113,805 14,839,000 5.1% $ 76.31 $ 4.46 $ 3.59 $ 8.05
2010 Q4 5,572 291,365,864 276,214,864 15,151,000 5.2% $ 78.55 $ 4.35 $ 3.61 $ 7.96
2011 Q1 5,574 291,257,308 276,112,308 15,145,000 5.2% $ 75.57 $ 4.37 $ 3.65 $ 8.02
2011 Q2 5,492 288,976,637 274,816,637 14,160,000 4.9% $ 76.49 $ 4.46 $ 3.70 $ 8.16
2011 Q3 5,461 288,521,957 274,095,957 14,426,000 5.0% $ 78.77 $ 4.39 $ 3.64 $ 8.03
2011 Q4 - 288,052,413 273,937,413 14,115,000 4.9% $ 77.94 $ 4.39 $ 3.59 $ 7.98
2012 Q1 - 288,379,877 273,960,877 14,419,000 5.0% $ 81.08 $ 4.43 $ 3.58 $ 8.01
2012 Q2 - 288,161,423 274,041,423 14,120,000 4.9% $ 82.88 $ 4.53 $ 3.58 $ 8.11
2012 Q4 - 266,317,053 253,267,053 13,050,000 4.9% $ 88.59 $ 4.47 $ 3.21 $ 7.68
2013 Q1 - 266,074,087 252,504,087 13,570,000 5.1% $ 82.93 $ 4.62 $ 2.88 $ 7.50
2013 Q2 - 265,923,327 252,361,237 13,562,090 5.1% $ 89.21 $ 4.45 $ 2.98 $ 7.43
2013 Q3 - 264,846,123 250,279,586 14,566,537 5.5% $ 92.44 $ 4.92 $ 3.00 $ 7.92
2013 Q4 - 264,214,633 251,268,116 12,946,517 4.9% $ 93.05 $ 4.99 $ 3.20 $ 8.19
2014 Q1 - 253,496,819 240,821,978 12,674,841 5.0% $ 91.46 $ 4.66 $ 3.34 $ 8.00
2014 Q2 - 254,124,829 242,180,962 11,943,867 4.7% $ 93.19 $ 4.71 $ 3.25 $ 7.96
2014 Q3 - 253,150,617 241,758,839 11,391,778 4.5% $ 96.06 $ 4.98 $ 3.30 $ 8.28
2014 Q4 - 252,098,701 241,006,358 11,092,343 4.4% $ 96.20 $ 4.51 $ 3.33 $ 7.84
2015 Q1 - 251,317,677 240,762,335 10,555,342 4.2% $ 98.44 $ 5.20 $ 3.32 $ 8.52
2015 Q2 - 251,955,575 244,144,952 7,810,623 3.1% $ 82.54 $ 4.98 $ 3.35 $ 8.33
2015 Q3 4,805 252,478,822 245,156,936 7,321,886 2.9% $ 83.53 $ 4.90 $ 3.25 $ 8.15
2015 Q4 4,808 252,906,910 245,572,610 7,334,300 2.9% $ 90.69 $ 4.89 $ 3.40 $ 8.29
2016 Q1 4,804 252,574,340 246,259,982 6,314,359 2.5% $ 87.27 $ 5.01 $ 3.47 $ 8.48
1) Data for 2003(Q3) and 2004(Q4) unavailable

2) Data from 2001 to 2008 includes buildings 5,000 square feet or greater in size, while data collected between 2009 and 2016 only includes buildings
that are 10,000 square feet or greater in size
4) Vacant space for for 2002 (Q1, Q2, and Q3), 2003 (Q1), 2009 onwards has been calculated by urbanMetrics inc. based on the indicated vacancy rates.
224
Appendix
Figure E-5: Greater Toronto Area Industrial Office Market Data Table
Weighted Weighted
Weighted Weighted
Occupied Average Average
Number of Total Space Vacant Space Vacancy Average Sales Average
Year Quarter Space Net Rental Additional
Buildings (SQ FT) (SQ FT) Rate Price Total Rent
(SQ FT) Rate Rent (TMI)
($/SQ FT) ($/SQ FT)
($/SQ FT) ($/SQ FT)
2002 Q1 - 681,472,421 648,080,272 33,392,149 4.9% $ 57.57 $ 5.60 $ 3.21 $ 8.81
2002 Q2 - 679,872,549 645,878,549 33,994,000 5.0% $ 57.31 $ 5.52 $ 3.06 $ 8.58
2002 Q3 - 687,980,569 650,829,569 37,151,000 5.4% $ 56.07 $ 5.27 $ 3.00 $ 8.27
2002 Q4 - 693,500,652 654,056,764 39,443,888 5.7% $ 56.90 $ 5.36 $ 3.03 $ 8.39
2003 Q1 - 696,199,912 657,908,912 38,291,000 5.5% $ 58.51 $ 5.35 $ 3.06 $ 8.41
2003 Q2 - 699,215,962 662,031,587 37,184,375 5.3% $ 62.17 $ 5.35 $ 3.04 $ 8.39
2003 Q3 - - - - - - - - -
2003 Q4 - 705,585,795 671,941,615 33,644,180 4.8% $ 61.14 $ 5.39 $ 3.02 $ 8.41
2004 Q1 - - - - - - - - -
2004 Q2 - 713,176,862 677,208,745 35,968,117 5.0% $ 66.06 $ 5.39 $ 2.95 $ 8.34
2004 Q3 - 722,961,869 685,742,840 37,219,029 5.1% $ 67.74 $ 5.50 $ 3.01 $ 8.51
2004 Q4 - 728,996,597 693,115,030 35,881,567 4.9% $ 70.27 $ 5.55 $ 3.13 $ 8.68
2005 Q1 - 733,614,039 699,573,303 34,040,736 4.6% $ 72.80 $ 5.63 $ 3.13 $ 8.76
2005 Q2 - 740,282,711 703,240,991 37,041,720 5.0% $ 75.60 $ 5.63 $ 3.15 $ 8.78
2005 Q3 - 742,903,565 704,947,417 37,956,148 5.1% $ 76.30 $ 5.57 $ 3.09 $ 8.66
2005 Q4 15,911 745,739,986 709,971,312 35,768,674 4.8% $ 79.65 $ 5.52 $ 3.13 $ 8.65
2006 Q1 16,013 752,595,141 714,979,022 37,616,119 5.0% $ 75.81 $ 5.53 $ 3.17 $ 8.70
2006 Q2 16,084 761,267,089 722,753,320 38,513,769 5.1% $ 76.53 $ 5.49 $ 3.21 $ 8.70
2006 Q3 16,084 769,375,789 730,511,409 38,864,380 5.1% $ 81.93 $ 5.59 $ 3.11 $ 8.70
2006 Q4 16,240 774,215,403 732,321,438 41,893,965 5.4% $ 81.49 $ 5.62 $ 3.14 $ 8.76
2007 Q1 16,331 782,289,689 739,899,699 42,389,990 5.4% $ 82.64 $ 5.62 $ 3.14 $ 8.76
2007 Q2 16,374 786,355,549 743,840,593 42,514,956 5.4% $ 83.75 $ 5.70 $ 3.19 $ 8.89
2007 Q3 16,612 800,059,036 756,565,351 43,493,685 5.4% $ 87.84 $ 5.64 $ 3.20 $ 8.84
2007 Q4 16,595 800,468,664 756,671,429 43,797,235 5.5% $ 87.19 $ 5.67 $ 3.21 $ 8.88
2008 Q1 16,562 800,610,756 756,752,683 43,858,073 5.5% $ 83.15 $ 5.72 $ 3.27 $ 8.99
2008 Q2 16,921 818,345,255 772,033,881 46,311,374 5.7% $ 86.61 $ 5.58 $ 3.29 $ 8.87
2008 Q3 16,921 823,130,762 774,805,510 48,325,252 5.9% $ 88.04 $ 5.65 $ 3.29 $ 8.94
2008 Q4 16,921 825,457,021 772,596,418 52,860,603 6.4% $ 87.76 $ 5.49 $ 3.29 $ 8.78
2009 Q1 14,903 834,059,589 778,177,589 55,882,000 6.7% $ 81.76 $ 5.26 $ 3.10 $ 8.36
2009 Q2 14,967 834,970,979 775,687,979 59,283,000 7.1% $ 81.02 $ 5.14 $ 3.15 $ 8.29
2009 Q3 15,008 837,664,401 778,190,401 59,474,000 7.1% $ 78.48 $ 5.04 $ 3.14 $ 8.18
2009 Q4 15,028 838,296,518 780,454,518 57,842,000 6.9% $ 77.93 $ 4.87 $ 3.19 $ 8.06
2010 Q1 15,064 841,222,279 789,066,279 52,156,000 6.2% $ 74.81 $ 4.87 $ 3.22 $ 8.09
2010 Q2 15,118 842,309,966 785,032,966 57,277,000 6.8% $ 76.00 $ 4.83 $ 3.22 $ 8.05
2010 Q3 15,177 846,518,489 789,801,489 56,717,000 6.7% $ 77.68 $ 4.92 $ 3.23 $ 8.15
2010 Q4 15,160 842,237,574 789,176,574 53,061,000 6.3% $ 79.93 $ 4.78 $ 3.26 $ 8.04
2011 Q1 15,167 842,442,618 788,526,618 53,916,000 6.4% $ 76.56 $ 4.88 $ 3.25 $ 8.13
2011 Q2 15,098 839,283,258 786,408,258 52,875,000 6.3% $ 78.76 $ 4.89 $ 3.29 $ 8.18
2011 Q3 15,093 839,317,806 787,279,806 52,038,000 6.2% $ 82.78 $ 4.86 $ 3.29 $ 8.15
2011 Q4 - 838,726,334 788,402,334 50,324,000 6.0% $ 81.92 $ 4.83 $ 3.29 $ 8.12
2012 Q1 - 839,275,837 788,079,837 51,196,000 6.1% $ 84.47 $ 4.88 $ 3.31 $ 8.19
2012 Q2 - 838,898,965 787,725,965 51,173,000 6.1% $ 82.39 $ 4.90 $ 3.30 $ 8.20
2012 Q4 - 789,003,730 740,085,730 48,918,000 6.2% $ 85.43 $ 5.05 $ 3.04 $ 8.09
2013 Q1 - 790,958,331 741,919,331 49,039,000 6.2% $ 85.03 $ 5.11 $ 2.83 $7.94
2013 Q2 - 789,897,317 744,873,170 45,024,147 5.7% $ 87.74 $ 5.04 $ 2.94 $ 7.98
2013 Q3 - 790,703,470 744,842,669 45,860,801 5.8% $ 90.21 $ 5.15 $ 2.92 $ 8.07
2013 Q4 - 791,597,580 746,476,518 45,121,062 5.7% $ 89.19 $ 5.27 $ 2.95 $ 8.22
2014 Q1 - 766,404,192 722,719,153 43,685,039 5.7% $ 91.52 $ 5.27 $ 3.06 $ 8.33
2014 Q2 - 768,748,839 726,467,653 42,281,186 5.5% $ 92.44 $ 5.34 $ 3.02 $ 8.36
2014 Q3 - 770,048,635 728,466,009 41,582,626 5.4% $ 94.16 $ 5.42 $ 2.97 $ 8.39
2014 Q4 - 770,731,743 729,112,229 41,619,514 5.4% $ 95.69 $ 5.36 $ 3.08 $ 8.44
2015 Q1 - 769,154,550 730,696,823 38,457,728 5.0% $ 95.82 $ 5.56 $ 3.08 $ 8.64
2015 Q2 - 772,366,966 739,155,186 33,211,780 4.3% $ 86.12 $ 5.46 $ 3.05 $ 8.51
2015 Q3 13,840 774,288,113 742,542,300 31,745,813 4.1% $ 90.97 $ 5.44 $ 2.99 $ 8.43
2015 Q4 13,866 777,504,033 746,403,872 31,100,161 4.0% $ 107.71 $ 5.46 $ 3.06 $ 8.52
2016 Q1 13,864 778,731,413 751,475,814 27,255,599 3.5% $ 107.46 $ 5.52 $ 3.06 $ 8.58
1) Data for 2003(Q3) and 2004(Q4) unavailable

2) Data from 2001 to 2008 includes buildings 5,000 square feet or greater in size, while data collected between 2009 and 2016 only includes buildings that
are 10,000 square feet or greater in size
4) Vacant space for for 2002 (Q1, Q2, and Q3), 2003 (Q1), 2009 onwards has been calculated by urbanMetrics inc. based on the indicated vacancy rates.
225
Appendix F: Office Market Data

Figure F-1: Greater Toronto Area Office Markets Reference Map
Source: Colliers
226
Figure F-2: Scarborough Town Centre Office Market Reference Map
Golden Mile Study

Area Location
Source: Colliers
227
Appendix
Figure F-3: Scarborough Town Centre Sub-Market Office, Data

Period Office Inventory Asking Net Rental Rates Vacant Space Vacancy Rate Total Rental Rates
2003 Q1 5,502,572 $ 11.43 354,037 6.4% $ 4,046,642.91
2003 Q2 5,502,572 $ 11.77 319,141 5.8% $ 3,756,289.57
2003 Q3 5,502,572 $ 11.26 293,023 5.3% $ 3,299,438.98
2003 Q4 5,502,572 $ 12.01 279,649 5.1% $ 3,358,584.49
2004 Q1 5,502,572 $ 12.37 455,286 8.3% $ 5,631,887.82
2004 Q2 5,502,572 $ 12.39 478,876 8.7% $ 5,933,273.64
2004 Q3 5,502,572 $ 12.61 379,634 6.9% $ 4,787,184.74
2004 Q4 5,502,572 $ 12.17 376,722 6.8% $ 4,584,706.74
2005 Q1 5,502,572 $ 11.40 374,909 6.8% $ 4,273,962.60
2005 Q2 5,502,572 $ 11.84 432,482 7.9% $ 5,120,586.88
2005 Q3 5,502,572 $ 11.37 390,894 7.1% $ 4,444,464.78
2005 Q4 5,502,572 $ 11.54 517,601 9.4% $ 5,973,115.54
2006 Q1 5,502,572 $ 10.97 442,342 8.0% $ 4,852,491.74
2006 Q2 5,502,572 $ 11.25 471,556 8.6% $ 5,305,005.00
2006 Q3 5,502,572 $ 11.87 721,785 13.1% $ 8,567,587.95
2006 Q4 5,502,572 $ 12.32 733,731 13.3% $ 9,039,565.92
2007 Q1 5,502,572 $ 14.31 549,851 10.0% $ 7,868,367.81
2007 Q2 5,502,572 $ 14.37 523,910 9.5% $ 7,528,586.70
2007 Q3 3,711,784 $ 13.72 529,451 14.3% $ 7,264,067.72
2007 Q4 3,797,947 $ 13.72 587,216 15.5% $ 8,056,603.52
2008 Q1 3,790,018 $ 14.26 549,050 14.5% $ 7,829,453.00
2008 Q2 3,790,018 $ 14.09 622,244 16.4% $ 8,767,417.96
2008 Q3 3,811,018 $ 14.09 571,708 15.0% $ 8,055,365.72
2008 Q4 3,819,218 $ 14.14 535,068 14.0% $ 7,565,861.52
2009 Q1 3,915,391 $ 14.13 532,492 13.6% $ 7,524,111.96
2009 Q2 3,933,391 $ 13.49 555,119 14.1% $ 7,488,555.31
2009 Q3 4,066,877 $ 11.29 678,893 16.7% $ 7,664,701.97
2009 Q4 4,054,879 $ 10.80 659,464 16.3% $ 7,122,211.20
2010 Q1 3,974,044 $ 11.26 492,065 12.4% $ 5,540,651.90
2010 Q2 3,914,940 $ 12.14 528,750 13.5% $ 6,419,025.00
2010 Q3 3,898,940 $ 12.04 509,182 13.1% $ 6,130,551.28
2010 Q4 3,899,556 $ 12.12 553,579 14.2% $ 6,709,377.48
2011 Q1 3,930,131 $ 13.48 480,896 12.2% $ 6,482,478.08
2011 Q2 3,931,335 $ 13.70 407,032 10.4% $ 5,576,338.40
2011 Q3 3,931,335 $ 13.15 402,709 10.2% $ 5,295,623.35
2011 Q4 3,821,442 $ 13.16 384,152 10.1% $ 5,055,440.32
2012 Q1 4,046,430 $ 13.02 427,203 10.6% $ 5,562,183.06
2012 Q2 4,046,430 $ 13.86 403,226 10.0% $ 5,588,712.36
2012 Q3 3,757,066 $ 13.31 345,728 9.2% $ 4,601,639.68
2012 Q4 3,757,066 $ 13.31 345,728 9.2% $ 4,601,639.68
2013 Q4 3,807,066 $ 9.58 440,680 11.6% $ 4,221,714.40
2014 Q1 5,025,490 $ 11.90 428,466 8.5% $ 5,098,745.40
2014 Q2 5,025,490 $ 12.02 428781 8.5% $ 5,153,947.62
2014 Q3 5,025,490 $ 12.10 422,176 8.4% $ 5,108,329.60
2014 Q4 5,025,490 $ 11.90 428,466 8.5% $ 5,098,745.40
2015 Q1 5,478,398 $ 11.65 351,190 6.4% $ 4,091,363.50
2015 Q2 5,478,394 $ 11.52 379,366 6.9% $ 4,370,296.32
2015 Q3 5,478,394 $ 11.30 402,690 7.4% $ 4,550,397.00
2015 Q4 5,471,394 $ 11.48 362,765 6.6% $ 4,164,542.20
Source: Colliers Office Market Quarterly Report. Inventory space is measured in square
feet.
228
Appendix
Figure F-4: Scarborough Sub-Market, Office Space by Class in (Q4 2015)
Average
# Office Inventory Vacant Space Vacancy Available Asking Net Under
Class Buildings (Square Feet) (Square Feet) Rate Space Rent Construction
Class A 9 1,679,329 101,417 6.0% 198,288 $ 15.65 0
Class B 37 2,836,539 205,644 7.2% 313,621 $ 9.71 0
Class C 21 955,526 55,704 5.8% 47,640 $ 10.50 0
All 67 5,471,394 362,765 6.6% 559,549 $ 11.48 0
Office Inventory: For the purpose of this report, buildings with less than 10,000 SF of office space and buildings owned and
occupied by the government have not been included in the office inventory.
Vacancy Rate: The Vacancy Rate is the amount of vacant space divided by the existing building inventory. Vacant space is physically
unoccupied, and it includes both headlease and sublease space.
Availability Rate: The Availability Rate is the amount of available space divided by the building inventory base. Available space is
space that is available for lease and is not vacant.
Average Rental Rates: Average rental rates are calculated from available spaces, which also quote rental figures.
Currently Under Construction: Total square feet for currently under construction includes all buildings, even where building class is
un-listed.
Source: Colliers Office Market Quarterly Report (Q4 2015), Scarborough Town Centre
sub-market data.
229
Appendix
Figure F-5: GTA and Scarborough Town Centre Office Market Data
Vacancy Rate % Net Asking Rental Rate
Period Scarborough Scarborough
GTA GTA
Town Centre Town Centre
2003 Q1 12.34% 6.43% $ 16.22 $ 11.43
2003 Q2 11.98% 5.80% $ 16.52 $ 11.77
2003 Q3 12.01% 5.33% $ 15.99 $ 11.26
2003 Q4 12.05% 5.08% $ 15.49 $ 12.01
2004 Q1 11.76% 8.27% $ 15.60 $ 12.37
2004 Q2 11.26% 8.70% $ 15.57 $ 12.39
2004 Q3 11.44% 6.90% $ 15.02 $ 12.61
2004 Q4 11.01% 6.85% $ 13.31 $ 12.17
2005 Q1 10.63% 6.81% $ 14.59 $ 11.40
2005 Q2 10.17% 7.86% $ 14.55 $ 11.84
2005 Q3 9.81% 7.10% $ 14.56 $ 11.37
2005 Q4 9.33% 9.41% $ 14.55 $ 11.54
2006 Q1 9.40% 8.04% $ 14.67 $ 10.97
2006 Q2 9.17% 8.57% $ 14.99 $ 11.25
2006 Q3 8.82% 13.12% $ 15.11 $ 11.87
2006 Q4 9.02% 13.33% $ 16.10 $ 12.32
2007 Q1 6.04% 9.99% $ 16.62 $ 14.31
2007 Q2 9.10% 9.52% $ 16.56 $ 14.37
2007 Q3 8.97% 14.26% $ 16.92 $ 13.72
2007 Q4 8.78% 15.46% $ 17.46 $ 13.72
2008 Q1 8.54% 14.49% $ 17.48 $ 14.26
2008 Q2 8.12% 16.42% $ 17.48 $ 14.09
2008 Q3 7.82% 15.00% $ 18.24 $ 14.09
2008 Q4 7.60% 14.01% $ 18.20 $ 14.14
2009 Q1 7.72% 13.60% $ 18.32 $ 14.13
2009 Q2 8.02% 14.11% $ 17.27 $ 13.49
2009 Q3 8.95% 16.69% $ 16.62 $ 11.29
2009 Q4 9.04% 16.26% $ 16.78 $ 10.80
2010 Q1 9.08% 12.38% $ 16.63 $ 11.26
2010 Q2 8.65% 13.51% $ 16.53 $ 12.14
2010 Q3 8.04% 13.06% $ 16.30 $ 12.04
2010 Q4 8.76% 14.20% $ 16.26 $ 12.12
2011 Q1 8.53% 12.24% $ 16.22 $ 13.48
2011 Q2 7.68% 10.35% $ 15.88 $ 13.70
2011 Q3 7.36% 10.24% $ 16.13 $ 13.15
2011 Q4 6.98% 10.05% $ 16.12 $ 13.16
2012 Q1 7.21% 10.56% $ 17.71 $ 13.02
2012 Q2 6.25% 9.96% $ 17.87 $ 13.86
2012 Q3 5.77% 9.20% $ 17.36 $ 13.31
2012 Q4 5.72% 9.20% $ 17.19 $ 13.31
2014 Q1 5.77% 8.53% $ 18.60 $ 11.90
2014 Q2 6.10% 8.53% $ 17.75 $ 12.02
2014 Q3 6.30% 8.40% $ 18.11 $ 12.10
2014 Q4 6.80% 8.53% $ 19.00 $ 11.90
2015 Q1 5.30% 6.41% $ 17.77 $ 11.65
2015 Q2 5.50% 6.92% $ 18.65 $ 11.52
2015 Q3 5.40% 7.35% $ 17.93 $ 11.30
2015 Q4 5.90% 6.63% $ 17.74 $ 11.48
Source: Colliers Office Market Quarterly Report
230
site category these sites could initiate re-development

Appendix G: Potential Build Out works in the next five years.
Scenario The short term redevelopment potential sites identified
include two existing commercial/ retail areas designated
as Mixed Use Areas (Site # 1 & 2). Landowners of these
The sites are referred to either by landowners group or sites have confirmed that they are exploring re-
existing operations. The land parcels within each of the development opportunities for Mixed Use developments
landholdings/ operations has been cross-referenced with on these sites. The third short term opportunity site (Site
the land inventory prepared and are numbered, for #3 is the Apartment Neighbourhood area for which the
reference purposes only (and do not indicate any order owner has indicated plans to intensify with higher
of development potential). residential uses.
The following categorisations are intended as a guideline Medium Term/ Potential:
of what is likely to be achieved based on a review of
market trends and discussions with stakeholders in the The medium term potential opportunity sites identified
Study Area. All timings are estimates by urbanMetrics include landholdings that are advancing approval
and have considered information provided to us by processes but may not develop in the short term.
developers, the overall development trends, market
Recognizing the 15 year timeframe of this category, the
characteristics and our market experience. medium term opportunity sites includes sites that are:
Short Term:
Contemplating future re-development possibilities
The short term opportunity sites are defined as those but are adopting a wait and see approach with
with a development horizon of less than 5 years. In other respect to the future residential and mixed use
words, the sites that would be developed in advance of development markets in the Golden Mile; or
the scheduled arrival of the LRT scheduled by 2021.
Have no development plans at present but are
For the purposes of this exercise and recognizing there likely to experience development pressure over
may also be a lengthy approval processes prior to the next 15 years as the Eglinton LRT arrives and
development, we recognize that not all of these sites other sites begin to develop.
categorised as short term will be fully built out by 2021.
That said, we have included in the short term opportunity This timing for this category has been further subdivided
into five year periods, recognizing that certain sites will
231
likely not be redeveloped prior to the LRT, but are much Use lands to the north of Eglinton Avenue East will likely
closer to realization that the 15 year end-date. occur first, which should help to catalyse the
redevelopment potential of the Employment lands to the
The Aviva site (Site #10) is included as a potential
south of Eglinton Avenue East, particularly on the lands
opportunity site and it is anticipated that a future buyer
located between Lebovic Avenue and Sinnot Road which
will seek to realise the highest and best use of this site.
are less intensive in terms of employment (e.g. flea
As the site will not be restricted by any leasing
markets, one-storey buildings, surface parking lots).
commitments, the re-development of this site could
occur in the near future.
The Flexible Packing Corporation site (Site #4) has also
been included as a medium term potential opportunity
site. Although there is a re-designation in place, the
timing for the site is uncertain and we note that a
manufacturing plant currently operates on the site which
could further defer timing.
Longer Term:
The longer term opportunity sites represent all other
sites. These include sites that are expected to retain
their existing operations for the foreseeable future (e.g.
Cosmetica, Scotia Contact Centre, Canadian Tire and
Auto-Dealers). However, as the area transitions, it is
anticipated that re-development opportunities could be
realised on some if not all of these sites, particularly
those located on the north side of Eglinton Avenue East
and are designated as Mixed Use Areas.
On the south side of Eglinton Avenue East, the proposed
General Employment lands should also be fully
encouraged as redevelopment opportunities. We
recognize that the successful transitioning of the Mixed
232
Figure G-1: Short Term Opportunity Sites (< 5 years)
233
Figure G-2: Short Term Development Opportunity Sites (Sites 1-3)
Site Map ID 1 2 3
Golden Mile Shopping Centre (and

Description Eglinton Square Residential
adjacent lands in sub-focus west)
Land Parcel
IDs 2,3,4,6 43,44,45,46 H,I,J,K
(see )
Ownership Choice REIT Kingsett Capital Starlight Investment
Size 6.5 ha (+ 1.1 ha) 7.7 ha 1.3 ha
Land Use
Mixed Use Area Mixed Use Area Apartment Neighbourhood
Designation
Commercial Retail, 15,500 square Commercial Retail, 28,760 square

Existing Use 4 Mid Rise Apartment Buildings
metres (167,000 square feet) metres (309,600 square feet)
195,000 square metres (2.1 million High Density Residential -

square feet) residential; 25,360 square Development Concept will include Redevelopment of existing rental
Development
metres (273,000 square feet) retail; 724 residential and retail/ commercial apartments to high rise
Plans
square metres (7,800 square feet) uses. condominiums (including
commercial/ community replacement rental)
Anticipate filing development application

Status Development Concept Underway Development Concept Underway
with City in 2016.
234
Site Map ID 1 2 3
0-5 Years (first phases- retail); 5-15 0-5 years (Retail); 5-15 Years
Timing 0-5 Years
Years (Residential) (Residential)
Positive development concept – will act

as a catalyst and Gateway to the Golden Positive development intentions –
Comments Mile. Residential development will likely will act as a catalyst and Gateway Rental replacement will be required.
be developed in the later phases of the to Golden Mile.
development.
Source: urbanMetrics based on development application data and discussions with stakeholders. Development concept
information is based on the best information available but is subject to change.
235
Figure G-3: Medium Term Opportunity Sites (5 -10 Years)
9 10
7
5
6
8
4
236
Figure G-4: Medium Term/ Potential Development Opportunity Sites (Sites 4-10)
Site Map ID 4 5 6 7 8 9 10
RioCan
Flexible Packing Eglinton Courts & Flea
Description Smart Centres Mitsubishi Scarborough Aviva
Corporation Corners Market
Centre
Land Parcel
IDs
42A, 42B 9 10,11 12,13,14 38 16,17,18,19,20 21
(map in
Figure G-8)
Mitsubishi
Ownership Myers Betel Smart REIT Madison Group Unknown RioCan Dream
(assumed)
Size 5.1 ha 11.5 ha 0.6 ha 7.7 ha 3.9 ha 10.7 ha 5.5 ha
Mixed Use Area

(North)
Land Use Mixed Use Mixed Use Mixed Use
Employment Mixed Use Area Mixed Use Areas
Designation Areas Areas Areas
Employment
(South)
Aviva HQ
Provincial
Complex, 32,800
Commercial Courts, Flea
Commercial Commercial square metres
Manufacturing Retail & Office Market,
Retail, 33,100 Retail, 30,300 (353,000 square
(Flexible 28,800 square Charity
Existing Use square metres Auto-Dealership square metres feet), 29,360
Packing metres Gaming and
(356,200 (326,111 square square metres
Corporation) (310,200 other Retail/
square feet) feet) (316,000 square
square feet) Service
feet) leased by
Commercial
Aviva
237
Site Map ID 4 5 6 7 8 9 10
Site will be sold by

The site is
Dream as a
located close to
redevelopment
the Madison
opportunity.
Group Eglinton
.Preliminary in-
Corner
No known No known house concepts
1,640 residential commercial area Approx. 241,500
development development explored retaining
units; 14,860 (Site 7). square metres
concept. concept. the 7 Storey office
square metres Opportunities to (2.6 million
Opportunities Opportunities building 21,900
(160,000 square re-develop will square feet)
for Mixed Use for Mixed Use No known square metres
Development feet) be influenced by residential
Development development development (226,000 square
Plans commercial/ any re- (3,000 units);
could be could be concept feet) and
retail; 6,215 development 58,000 square
realised once realised once backfilling the site
square metres plans by metres (624,000
short-term short-term sites with residential
(66,900 square Madison Group square feet)
sites start to start to condominiums for
feet) office and by any non-residential
develop. develop. a total gross floor
impacts to the
area of
auto-dealership
approximately
market once the
92,900 square
Eglinton LRT is
metres (1 million
in operation.
square feet).
Intended for sale
Adopting a No known Adopting a wait No known
OPA under as a re-
Status OPA approved wait and see development and see development
review development
approach intentions. approach. intentions
opportunity site.
Timing 5-10 Years 10 + Years 10+ Years 10+ Years 10 - 15 Years 5-15 Years 5-10 Years
A challenging Strong Development Strong Office space

Development Positive
Development office market performing potential of this performing replacement
potential of development
Potential could delay the commercial site could be commercial policies may
this site could concept – will
Comments build out of this area with leveraged as the area with impact
be leveraged act as a catalyst
project to the tenancies – no area transitions. tenancies – no development
238
Site Map ID 4 5 6 7 8 9 10
longer term. immediate immediate as the area to the eastern potential at this
The owners desire to desire to transitions. Golden Mile. location.
have indicated intensify the intensify the
that the site. site.
developing
timing will be
linked to the
arrival of the
Eglinton LRT.
Source: urbanMetrics based on development application data and discussions with stakeholders. Development concept
information is based on the best information available but is subject to change.
239
Figure G-5: Longer Term Opportunity Sites
17
15 18
16
11
19
12 14
13
240
Figure G-6: Longer Term Development Potential (Table 1 of 2, Sites 11-15)
Map ID 11 12 13 14 15
CIBC et al and
Description Bell Canada Petro Canada Toyota (Part) Canadian Tire Cosmetica
(Part)
Land Parcel
IDs
7 8 41A 39A, 40A 15
(map in Figure
G-8 )
Lebovic
Ownership Bell Canada Petro Canada (assumed) Toyota Enterprises and Cosmetica
Canadian Tire
Size 2.4 ha 1.1 ha 0.9 ha 2 ha 4.7 ha
Land Use
Mixed Use Areas Mixed Use Areas Employment Employment Mixed Use Areas
Designation
Telecommunication
Large Format
Existing Use Tower and 5-Storey Gas Station Auto-Dealer Manufacturer
Retailing Area
data centre.
Restricted left hand turn

Gas station use will likely
movements and no
remain for the foreseeable
alternative site entry Development
Development potential future. Traffic volumes The
access could impact the potential of this site
Development of this site will be along Eglinton Avenue development
operations of an auto- will be contingent
Potential contingent on Bell East, as well as potential of
dealer at this location. on Cosmetica’s
Comments Canada’s operational redevelopment of the area north portion of
Site may become future operations in
needs. could lead to exploration of these lands,
available for re- the Golden Mile.
future development of this
development
corner site.
opportunities.
241
Figure G-7: Longer Term Development Potential (Table 2 of 2, Sites 16-19)
Site Map ID 16 17 18 19 19
Other Residential
Auto Dealers & Rental Area Scotia Contact Lands (Sub-Focus Commercial
Description Kawasaki
(Sinnot Rd to Warden Avenue) Centre Area West) and a Site
Commercial Site.
Land Parcel IDs

26,27,28,29,30,31,32,33,34,35,3
(see map in 22,23,24 25A (& 25B) A,B,D,E,F,G 1
6
Figure G-8 )
Ownership Various n.a. n.a. Various n.a.
Size 4.6 ha 3 ha 1.8 ha (& 5.46 ha)) 2.2 ha 0.2 ha
Land Use Apartment

Employment Mixed Use Area Employment Mixed Use
Designation Neighbourhood
Classified as
Auto-Dealerships, Car Rental, Manufacturer, but Single Storey
Existing Use Office Rental Apartments
Auto-Shop & Commercial operations are Retail
distribution and offices.
242
Site Map ID 16 17 18 19 19
Development
potential of this site
There are 13 land parcels in this
will be contingent on
area, catering to auto dealers Higher density
any future expansion Newly
and car rental companies, with residential
of Scotiabank’s constructed
some restaurants uses also. Development potential development could
Context Centre. The single storey
Development of these parcels as of this site will be be realised as
Development existing building commercial
more intensive Employment contingent on other nearby
Potential (former SKF building) building. In the
Uses will be dependent on the Kawasaki’s future Apartment
Comments is set back longer term,
future market for auto uses in operations in the Neighbourhood
approximately 70m this corner site
the Golden Mile, as well as Golden Mile. (Site 5) and Mixed
from Eglinton Avenue could be
opportunities to assemble lands Use Area (Site 2)
East. The north-east redeveloped.
in this location for re- lands redevelop.
corner of this site is
development opportunities.
currently used as a
surface parking area.
Source: urbanMetrics based on market knowledge and best estimates.
243
Figure G-8: Land Use Inventory by Parcel

Focus Area
Sub-Focus Area
244
Pharmacy Avenue:
Appendix H: Left Hand Turning All left turns are rerouted to perform a U-turn.
Heavy Vehicle Analysis (June 2005): total turning
Movements movements in all directions was 190 vehicles per
hour.
Victoria Park Avenue: The study concluded that left turn trucks can re-
route within the area and still access Eglinton
 Northbound and southbound left turns are not Avenue East. Based on our earlier comments, we
currently permitted. caution whether these are viable optional routes.
 Eastbound and westbound left turns will be
rerouted through Eglinton Square.
Heavy Vehicle Analysis (January 2009): total Figure H-2: Pharmacy Avenue Re-Routing
turning movements in all directions was 13
vehicles per hour.
 Eastbound left turning trucks will be required to
find an alternative route.
Figure H-1: Victoria Park Avenue Re-Routing
Source: Exhibit 10-25, Eglinton Crosstown LRT Project

Report, Appendix J - March 2010
Source: Exhibit 9-23 Recommended Scenario, Eglinton

Crosstown LRT Project Report, Appendix J - March 2010
245
Warden Avenue: Birchmount Road

Protected U-turns (mixed with left turn traffic) for Eastbound and westbound left turns will be
eastbound approach and westbound approaches rerouted to perform a U-turn
at Eglinton Avenue East and Lebovic Avenue. Northbound and southbound left turns will
Northbound and southbound left turns will continue to operate as protected and permitted.
continue to operate as protected and permitted. Heavy Vehicle Analysis (September 2007): total
Heavy Vehicle Analysis (January 2009): total turning movements in all directions was 33
turning movements in all directions was 39 vehicles per hour.
vehicles per hour. The study found that there are viable local heavy
Local heavy vehicle traffic (e.g. moving trucks truck routes for all left turns.
serving the local community) can use optional
routes. Commercial heavy vehicles will use
alternate corridors (e.g. St. Clair, Avenue, Figure H-4: Birchmount Road Re-Routing
Lawrence Avenue).
Figure H-3: Warden Avenue Re-Routing


246
Appendix I: Density Target Background Calculations

If employment was static and all new density in the area Figure I-1: Density target, Status Quo
was in the form of residential development, it would
Existing Target
require the addition of 5,728 residents or 2,983 units57 to
Density Density
achieve the minimum density target.
JOBS 10,470 10,470
This would result in an employment to resident ratio of POPULATION 650 6,378
62:38, and a residential density of 31.2 units per DENSITY 106 160
hectare58. The residential density would be well below
POPULATION INCREASE 5,728
the Provincial Guideline of 72 units per hectare for lands
RESIDENTIAL UNITS (1.92 PPU) 2,983
around LRT stations.
Furthermore, recognizing that there will be job losses on Source: urbanMetrics
the horizon due to the closure of Aviva HQ (1,600 jobs), Figure I-2: Density target without Aviva HQ
we have also assessed its impact, which increases the
residential unit target to 3,817 units. This would result in Existing Target
an employment to resident ratio of 53:47 and a Density Density
residential density of 39 units per hectare. JOBS 10,470 8,870
POPULATION 650 7,978
DENSITY 106 160
POPULATION INCREASE 7,328

RESIDENTIAL UNITS (1.92 PPU) 3,817
57Development Charges Background Study, City of Toronto, 58300 existing units + 2,500 new units and an area of 99.5
Forecast of Persons in Newly Constructed Units (Apartment, 10 hectares.
Year Forecast), 1.92 persons per unit (Hemson Consulting, 2013)
247

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Golden Mile, Scarborough, City of Toronto, Market Analysis & Economic Strategy – Volume 2: Background Research &

GOLDEN MILE, SCARBOROUGH

Dear Mr. Crooks:

Rowan F.J. Faludi, MCIP, RPP, PLE, CMC

the area proved attractive to large format retailers,

The Apartment Neighbourhoods designation

The Golden Mile Secondary plan presents ES.8 Strategic Objectives

c. Protecting and enhancing opportunities on

2. Mixed Use Development: Stimulate Mixed Use

3. Transit Connectivity & Orientation: Plan for

4. Distinguish Golden Mile: Establish Golden Mile

Proximity to downtown, midtown and

ES.9 Implementation Strategy

Timing Land Use Implementation

Tax-Increment Equivalent Grants: Modification

Centralised parking facility – built and operated

Programmatic & Institutional

establish a unique identity and brand for the Local

 Provision of office space in mixed use project.

 Active street frontage and uses that are not

Design Guidelines are recommended to set the Golden Mile

ES.10 Other Implementation Opportunities

Introduction & Methodology

Data Collection & Background Review Provided an overview of trends in commercial

Recommended an implementation plan that sets

How to Read this Report

Volume 1 focuses on the key findings from the overall

large former industrial lots. What was once an

Golden Mile Study Area

Sub-Focus Focus Area

Source: urbanMetrics (Image Credit: Google)

198,400 Square Metres

3,977 Jobs (37% Total Jobs)

221 Establishments (77% Total Estb.)

Manufacturing/ Industrial in 2016

48,000 Square Metres,

Figure 1-3: Golden Mile looking east today (2016)

90,300 Square Metres

5,142 Jobs (49% Total Jobs)

53 Establishments (18% Total Estb.)

Image Credit: Google

The balance of lands on the south side of Eglinton

Figure 1-5: Land Use Designations

Courts & Merchant’s

Source: urbanMetrics based on City of Toronto Official Plan, Map 20

planning approvals and by allowing with underground or deck parking, which is

Innovation Cluster/ Centre: An “Innovation 1.1.4 Potential Development Build-Out Scenario

Longer term, as the market embraces mixed use

Figure 1-6: Site Opportunity Review by Development Horizon

Golden Mile Study Area

Golden Mile Study Area

Medium Term Opportunity 10

Source: urbanMetrics inc.

Packing Corporation) which means that new

7. Inconsistencies between existing uses and land 1.2.2 Opportunities

1.3 Strategic Objectives 4. Distinguish Golden Mile: Establish Golden Mile

1.4 Toolkit for Transit-Oriented Development (“TOD”)

# Description Examples from Case Studies

Figure 1-8: Development Assistance

BENEFITS: An area specific Community Improvement Plan for

Development Charges: Industrial RECOMMENDATION: Exemption from Parkland Dedication – the

Figure 1-9: Parking Initiatives

The Parking Strategy should also examine interim parking

BENEFITS: Allow greater intensification of land and provide an