Environmental Study Report
Final
5.
PROBLEM AND OPPORTUNITY STATEMENT
width. In these cases, buildings are set-back from the right-of way line a distance equivalent to a
widened right-of-way, allowing for planned right-of-way widths as identified in the Official Plan
to be implemented in time.
Through Phase 1 of the EGLINTONconnects Planning Study Environmental Assessment, various
planning policies, guidelines and initiatives were reviewed along with the existing and future
conditions within the corridor. This information formed a basis for the identification of problem
and opportunities for various aspects of the project, including transportation system needs and
opportunities, right-of-way, moving vehicles, pedestrian space, safe cycling, maintaining access
and parking, and social and economic vitality. The problem and opportunity statement
presented within this section set the framework for the identification and evaluation of
alternatives, and ultimately the recommended design.
5.1
Due to a proposed right-of-way which cannot be easily, quickly, or inexpensively further
widened to accommodate all the various cross-section elements which could be provided for
the full satisfaction of all interests and stakeholders, choices must be made about which uses
should be prioritized within the right-of-way. The composition of the streetscape elements needs
to be determined through an evaluation of the street’s ability to fulfill a number of criteria that
relate to land use and public realm, mobility, socio-economic impacts, feasibility and cost.
5.3
Transportation System Needs and Opportunities
Travel and movement of vehicles along Eglinton Avenue must be maintained, including for
goods movement, emergency vehicles, and general traffic. The following opportunities for
moving vehicles have been identified in the corridor:
 Shift in modal split from auto to transit. Existing auto and transit share of 59% and 31% today
can be expected to shift to 40% and 41% in the future, based on the City’s Avenues Survey
 Significant opportunity to reallocate the space currently occupied by Reserved Bus Lanes
and HOV lanes for other uses – pedestrians, public realm, streetscaping, parking, and cycling
facilities
 Reduced bus traffic and re-allocation of HOV lanes
 Optimize efficiency of remaining traffic (through signal optimization, coordination, etc.)
 Relatively low volumes of traffic between Harvie and Oakwood and Spadina and Mt
Pleasant offer the opportunity for reallocation of vehicle space
 Opportunity to manage peak period demand to reduce single-vehicle use
 Coordination with future Allen Road EA - studying the redesign of the future proposed
recommendations for the Allen/Eglinton intersections
The construction of the Eglinton Crosstown LRT represents one of the largest investments in transit
infrastructure in Canada. The impact of this infrastructure on Eglinton Avenue and the City as a
whole will be significant. It provides an opportunity to turn Eglinton Avenue into a more
complete street; one that better meets the needs of pedestrians, cyclists, drivers, transit riders,
deliveries and servicing. While the corridor is already well served and utilized with respect to cars
and transit, many other problems exist for other modes and accesses, and include the following:
 Lack of pedestrian infrastructure, such as trees and street furniture
 Narrow sidewalks in some locations
 Long distances between pedestrian crossings
 Lack of dedicated cycling facilities
 Lack of connections to existing cycling routes
 Incomplete laneway network
 Driveway conflicts with pedestrians and cyclists
 High demand for parking and loading zones
5.4
As the LRT will replace much of the current bus service along Eglinton, there is an opportunity to
reallocate the space that is dedicated to buses today. The land use, and the social and
economic vitality of the Eglinton corridor is linked to the transportation characteristics of the
corridor. Ensuring that the street works well for all users will help to accommodate a growing
population along Eglinton and a more balanced mobility mix into the future. The objective is to
create a street that provides a high quality public realm for growing numbers of residents,
visitors, shoppers and workers on Eglinton, and provides a safe space that moves all forms of
transportation efficiently. The street must also strike a balance between recognizing the diverse
conditions found along the corridor, while introducing elements of consistency to create a street
that is clear and legible for all users.
5.2
Pedestrian Space
Walking can be a viable and healthy way to travel along Eglinton Avenue and is often a starting
point to a transit journey or key to the success of street retail. Generous and vibrant pedestrian
space extends the pedestrian realm for residents, shoppers and workers on Eglinton.
The following opportunities for the pedestrian space have been identified in the corridor:
 Improved and More Frequent Crosswalks – To address issues identified included long
distances (ranging from over 200 m to 450 m) between crosswalks at several locations, a
lack of crosswalks at existing intersections and existing crosswalks that were poorly defined,
opportunities to refine/ introduce crosswalks were identified in fourteen locations along
Eglinton between Black Creek Drive and Brentcliffe Road. Crosswalks were refined/
introduced for the following reasons: to accommodate new crosswalks at existing
intersections, and/or to supplement an existing crosswalk to allow pedestrians to cross from
both sides of an intersecting street, and/or shifting of an existing crosswalk to the intersection
to encourage pedestrians to cross at the intersection, and/or introducing a new crosswalk
where distance between existing crosswalks exceeded 400 m in spacing.
 A Quality Public Realm – While segments of Eglinton thrive today, the public realm is neither
consistent or cohesive along the corridor presenting an opportunity to redesign the street as
a central public open space that will promote a vibrant street life both day and night, and
throughout the four seasons; supports pedestrians as well as business, and encourages
Right-of-Way
As previously identified, Eglinton Avenue has a varied right-of-way condition and cross-section
throughout the corridor, and the challenge will be to maintain the appropriate mix of uses
despite the changing right-of-way.
The planned right-of-way width for the majority of Eglinton Avenue is 27 m. Existing building face
distance analysis reveals that, in most cases, segments of Eglinton Avenue that have an
apparently constrained right-of-way width narrower than the prevailing width across the corridor
actually have building face distances consistent with those segments widened to the prevailing
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Moving Vehicles
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5.6
healthy lifestyles. The redesign of the streetscape and creation of new public open spaces
will facilitate liveability and foster a sense of place.
Wider, Unobstructed and Accessible Sidewalks – The redesign of the street provides an
opportunity to allocate more space to sidewalks in order to support pedestrian activity,
provide space to grow healthy street trees and support commercial activity.
Station Plazas – With the construction of the LRT, there is an opportunity to integrate the
streetscape with station plazas, and provide public realm amenities including seating, bike
sharing /parking, trees and soft landscape, and public art.
Better Accommodate High Volume of Pedestrian Traffic at Yonge and Eglinton – Yonge and
Eglinton is the second busiest pedestrian intersection in the City (after Yonge and Dundas).
With the development of an LRT transfer station at this location, pedestrian traffic will
increase substantially. Special consideration (e.g. wider crosswalks, shorter crossing
distances, longer signal timings, pedestrian scrambles) should be given to accommodate
pedestrians at this location.
Increase ROW to planned width through redevelopment - Greater setbacks to
accommodate the planned ROW width will be achieved through redevelopment, which will
create a wider public realm.
5.5
Locations for both on-street and off-street public parking need to be identified to ensure that
access is provided to service existing and new businesses. The introduction of new rear laneways
and dedicated and/or integrated delivery spaces can facilitate current and future access
requirements. The redevelopment of existing parking lots, in conjunction with the development
of mid-rise buildings, offers the potential to include new parking below-grade or in combination
with rear laneways.
The following opportunities for parking have been identified in the corridor:
 Maintain On-street, Off-Peak Parking- On-street, off-peak parking may be maintained along
the corridor to support existing retail at-grade/ business fronting Eglinton Avenue.
 Increased Off-street Parking – Off street parking can be increased through rear lane parking,
Green P surface lots and public parking in below grade garages incorporated into new
development projects.
 Dedicated On-street Parking – On-street parking lay-bys through `cut-outs` in the sidewalk
can reduce conflicts with vehicular traffic. It also creates opportunities to combine parking
with tree planting and a dedicated or protected bikeway.
Safe Cycling
The following opportunities for access have been identified in the corridor:
 New Laneways as Part of New Development – In order to provide adequate off-street space
for deliveries, new rear laneways should be provided as part of new developments along
Eglinton Avenue.
 Dedicated Delivery Spaces – Space for deliveries is critical for the success of small and large
businesses along Eglinton Avenue. Dedicated space for deliveries should be provided
through rear lanes or lay-bys where laneways do not yet exist. (Note that the analysis of
existing lay-bys was based on on-street parking inventory provided by the Toronto Parking
Authority (TPA). This inventory excludes designated loading and delivery zones). While there
are passenger loading zones on Eglinton, there are currently no designated loading and
delivery zones.
 Timed Delivery Access – Where dedicated delivery spaces may not be possible,
consideration for regulation of deliveries to occur during overnight or off-peak hours during
the day should be given.
Cycling facilities have already been included in the roadway design for the section of Eglinton
east of Brentcliffe. With the LRT running below grade west of Brentcliffe, there is an opportunity to
free up space in the right-of-way in order to continue this cycling facility westward. This will
enhance the opportunities for multi-modal mobility along Eglinton and is a logical complement
to transit use. It also provides increased mobility choice for community members. Cycling
infrastructure has additional positive effects on health and well-being, and cycling facilities
along Eglinton can take advantage of links to existing cycling networks in Toronto’s ravines and
trail system.
A high quality cycling facility needs safe and convenient routes and sufficient bicycle parking/
sharing facilities.
The following opportunities for safe cycling have been identified in the corridor:
 Continuous Cycling Facility – Plans for the east at-grade segment and west elevated
segment of the LRT include a continuous bike lane. There is a major opportunity to extend
the bike lane across the balance of the corridor and beyond.
 Include (space for) Bike-sharing and Parking Facilities at LRT Stations – Station areas should
accommodate sufficient space for potential future bike sharing facilities. Metrolinx’s plan for
the stations includes cycling infrastructure at the stations. Sufficient indoor as well as outdoor
parking should be provided with a `feeder` network for people to access transit.
 Shifting Short Vehicular Trips to Other Modes Such as Walking and Cycling – A significant
number of existing vehicular trips occur over short distances. There is an opportunity to
provide a quality public realm and infrastructure to encourage people to walk or cycle
instead of drive, especially for short trips. The existing walking and cycling shares of 10% and
1% can be expected to shift at least to the 14% and 4% noted in the City’s Avenues Survey.
 Safe and Attractive Mobility Options – Creating cycling infrastructure on Eglinton Avenue will
add cycling as a viable, safe, healthy and convenient choice for travelling along and to/
from Eglinton Avenue, including LRT stations. This will also make cycling a more appealing
option for people of all ages and cycling experience.
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Maintaining Access and Parking
5.7
Social and Economic Vitality
Street-oriented retail brings an incredible vitality to large segments of Eglinton. The design of the
right- of-way plays a role in the success of these businesses. Public realm elements that
contribute to success for these businesses include a quality, durable streetscape, sufficient
space for patios and retail display, accessible, wide sidewalks and pedestrian amenities, space
for street tree planting, and convenient access and parking for bikes, cars, deliveries and
servicing.
This may be achieved through reallocation of space within the street right-of-way and the
requirement of setbacks at necessary intersections to allow for a comfortable pedestrian realm.
The placement of zones of use (e.g. bike lanes, pedestrian clearway, furniture zone, etc.) will
need to be coordinated with adjacent land use and consideration of pedestrian and vehicular
volumes, as the social and economic vitality of Eglinton is dependent on the transportation
elements and characteristics of the corridor.
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Problem:
Eglinton Avenue is Toronto’s main east-west street, yet it is often less than the sum of its parts.
Specifically:
 Dedicated infrastructure for cyclists is lacking, connections to the wider cycling network are
missing and conflicts with on-street parking create unsafe conditions.
 Sidewalks are often too narrow to support a vibrant and walkable street-life, and
connections to transit are sub-standard. In several sections, pedestrian crossings are distantly
spaced.
 Connections to the City’s ravines are under-developed, street trees are sparse and
undersized, and green spaces are absent at most major intersections.
 Connections to both Allen Road and the Don Valley Expressway result in high volumes of
vehicular traffic in their immediate surroundings, a high number of turning movements, and a
deficiency in traffic capacity in certain locations.
 On-street parking is often located in narrow sections of the street, while off-street lots are
unevenly distributed and difficult to access.
 Spaces for deliveries are often limited, and laneways discontinuous, making servicing difficult
for local businesses.
The following opportunities regarding social and economic vitality have been identified in the
corridor:
 Neighbourhood Vibrancy – The presence of pedestrians and cyclists contributes to an active
street life. Building great streets and public spaces creates economic value and
neighbourhood vitality.
 Coordination with BIAs – There is an opportunity for BIAs to complement the public realm
plan with desired streetscape elements, such as banners, signage, seasonal elements and
planting.
 Public Art – Public art may help to unify the corridor by creating a visual or conceptual
connection across Eglinton’s public realm.
 Culture and Placemaking – An enhanced public realm, including plans for revitalizing
existing open spaces and creating new ones, will create places for cultural events and
celebrating community identities. Within the expanded public realm areas, opportunities to
support the socio-economic condition of the street may include increased patios and retail
display, street vending, food trucks and support for street festivals and other events. New
open spaces may also be considered in the space gained from jog eliminations, which the
City is considering at the following intersections: Caledonia Road, Ronald Avenue/ Harvie
Avenue, Dufferin Street, Glenarden Road/ Westover Hill Road, and Old Park Road/ Glen
Cedar Road. See Section 7.2.2 for further information.
 Parking – Locations for both on-street and off-street public parking should be strategically
provided to service business. An additional opportunity may be to convert parking spaces
into other uses temporarily (e.g. small parkettes, patios, etc.)
 Safe, Attractive and Affordable Mobility Options – Providing a range of viable options for
travelling Eglinton (cycling, walking, transit, driving) allows people to make transportation
choices to suit their needs, and advances social equity and access to transport.
 Design Guidelines - Develop design guidelines for the implementation of the streetscape
which both addresses the diverse character of the street, and brings coherence along the
corridor.
 Enhancing connections- Enhancing connections between destinations along Eglinton,
proposed open spaces at LRT station areas and new development, with the existing context
of neighbourhoods, facilities and open spaces is important to facilitate access, encourage
active transportation and improved health, contributing to an improved socio-economic
condition.
 Enhancing land value- The combination of the investment in rapid transit, together with the
re-design of the street can encourage the redevelopment of existing properties and attract
new, high-quality mixed use-development along the corridor, particularly if the street: plans
not only for movement, but also for both social interaction and economic transaction; is
designed for not only aesthetic appeal, but also functional performance; and, encourages
multiple modes of use.
5.8
Opportunity:
The Eglinton Crosstown LRT will provide a dramatic increase in Eglinton’s transportation capacity.
Travel capacity will not only expand, but will also diversify as the space within the right-of-way is
incrementally rebuilt. The removal of most surface bus service on this portion of Eglinton Avenue
presents an opportunity to re-purpose the space currently occupied by reserved bus lanes and
achieve a complete street with a mobility mix that accommodates all users – pedestrians,
cyclists, transit users, and motorists, and supports healthy living while also supporting its
businesses, greening the street and setting the stage for new mid-rise development – within the
context of creating a transit-supportive and pedestrian-friendly corridor with more intensive
forms of development.
Problems and Opportunities
Eglinton Avenue spans 35 kilometres across the centre of Toronto, from Kingston Road near Lake
Ontario in the east to the Pearson Airport in the west. As one of the City’s traditional main streets,
it provides a focus for local neighbourhoods, employment and shopping, and links some of the
City’s major natural features. With the construction of the 19 kilometre Crosstown Light Rail Transit
(of which 11 km is part of the EA Study) Toronto’s centre of gravity will move north, and Eglinton
will play an even more prominent role in the evolution of the City.
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