.DON MILLS CROSSING TRANSPORTATION STUDY

.DON MILLS CROSSING 

TRANSPORTATION STUDY 

Phase 1

Don Mills Crossing Transportation Study: Phase 1 

Table of Contents 

1. EXECUTIVE SUMMARY ................................................................................................................ 5 

1.1 Key Findings ............................................................................................................... 5 

1.2 Future Opportunities ................................................................................................... 8 

2. INTRODUCTION .......................................................................................................................... 10 

2.1 Study Area ................................................................................................................ 10 

2.2 Study Background .................................................................................................... 10 

2.3 Study Objectives ....................................................................................................... 11 

2.4 Study Data Approach ................................................................................................ 11 

2.5 Study Area Transportation Approach ........................................................................ 11 

3. RELEVANT POLICIES ................................................................................................................. 15 

3.1 Municipal Plans and Policies ..................................................................................... 15 

3.2 Province of Ontario ................................................................................................... 17 

3.2.1 Provincial Planning Context ........................................................................ 17 

3.3 Other Background Studies ........................................................................................ 20 

3.3.1 Mobility Hubs: Don Mills Profile ................................................................... 20 

3.3.2 Eglinton Connects Study ............................................................................. 21 

4. EXISTING TRANSPORTATION CONDITIONS .......................................................................... 22 

4.1 Transportation Network ............................................................................................. 22 

4.2 Existing Network Connectivity ................................................................................... 22 

4.3 Demographic Characteristics .................................................................................... 26 

4.3.1 Modal Share ............................................................................................... 26 

4.3.2 Origin and Destination of Trips .................................................................... 28 

4.4 Existing Traffic Conditions. ........................................................................................ 29 

4.4.1 Existing Traffic Volumes .............................................................................. 29 

4.4.2 Existing Traffic Conditions ........................................................................... 29 

4.4.3 Source Of Area Traffic ................................................................................ 35 

4.4.4 Existing Travel Time and Pass-by Characteristics ....................................... 35 

City Planning, Transportation 3


4.4.5 Existing Goods Movement Conditions ......................................................... 36 

4.4.6 Arterial and Collector Road Review ............................................................. 36 

4.4.7 Existing Intersection Operations .................................................................. 39 

4.4.8 Review of Traffic Safety and Subway Construction Conditions ................... 40 

4.5 Transit Network ......................................................................................................... 40 

4.5.1 Existing Transit Demand ............................................................................. 42 

4.5.2 Existing Service Conditions ......................................................................... 42 

4.5.3 Planned and Potential Transit Services ....................................................... 42 

4.6 Active Transportation Network .................................................................................. 46 

4.6.1 Existing Pedestrian Network ....................................................................... 46 

4.6.2 Existing Pedestrian Demand ....................................................................... 46 

4.6.3 Existing Pedestrian Conditions .................................................................... 47 

4.6.4 Future Potential Opportunities ..................................................................... 47 

4.6.5 Existing Cycling Facilities and Activities ...................................................... 51 

4.6.6 Existing Cycling Demand ............................................................................ 51 

4.6.7 Existing Cycling Conditions ......................................................................... 51 

4.7 Existing Demand Management Programs ................................................................. 55 

5. PUBLIC CONSULTATION ........................................................................................................... 56 

5.1 October 13 Study Launch and Community Meeting .................................................. 56 

5.2 Transportation - What We heard ............................................................................... 57 

ii. Pedestrian Facilities and Accessibility ............................................................................ 58 

iii. Private vehicles .............................................................................................................. 58 

5.3 Summary .................................................................................................................. 58 

6. INFRASTRUCTURE MANAGEMENT STRATEGY ..................................................................... 60 

6.1 Summary of Current Major Infrastructure Issues ....................................................... 60 

6.2 Opportunities ............................................................................................................ 63 

APPENDIX A – Additional Origin-Destination Exhibits 



1. Executive Summary 

Don Mills Crossing is an integrated planning study being undertaken by the City of Toronto. 

Building on the work of Eglinton Connects, the Study will look to shape and manage the 

anticipated growth as a result of the LRT construction, representing a key city building moment 

for Don Mills and Eglinton. In support of Phase 1 of Don Mills Crossing, an examination of 

existing transportation conditions in the Don Mills and Eglinton area was completed to inform 

future phases. Future phases of Don Mills Crossing will advance a planning framework to 

improve connections to the surrounding areas, shape growth and investment, and facilitate 

broader community improvements. 

The Don Mills-Eglinton area is identified by Metrolinx's Mobility Hub Guidelines as a “Gateway 

Hub”, an interchange of two rapid transit lines where transit-oriented activities and intensification 

takes place. One of these lines is the Crosstown LRT, currently under construction, that will connect 

along Eglinton Avenue from Kennedy Road to Mount Dennis station. Don Mills Road has been 

identified as rapid transit corridor in Toronto's Official Plan, and its intersection with the 

Crosstown includes a bus terminal connected to the LRT stop. These local and regional 

connections are expected to draw new transportation demand and offer more convenient transit 

alternatives potentially encouraging a modal shift from private automobile usage. 

The Don Mills Crossing Study identifies a core study area radiating roughly 800 metres from the 

intersection of Don Mills Road and Eglinton Avenue East. For the purposes of transportation 

analysis, a larger area of influence was selected to investigate major travel behaviours and 

trends. To correspond with available data sets and to appropriately capture the above noted 

issues, the transportation influence area is bound by Lawrence Avenue East to the north, Leslie 

Street and CNR Rail corridor to the west, and the Don Valley Parkway to the south and east. 

In examining the existing conditions and determining potential opportunities for future 

improvements, a number of innovative approaches were used for this transportation review. To 

more accurately reflect the transportation nature of a mix of uses (such as density, compactness 

of design, destinations through connectivity and walkability, development scale, distance to 

transit, demographics), the transportation demand focused on people instead standard traffic 

engineering practice primarily focused on the automobile. Smart data sources (i.e. aggregated 

mobile device, GPS and conventional data) were utilized to better capture nature of travel behavior 

pattern which is difficult to portray using existing databases. Finally, data visualization techniques 

including state-of-the-art GIS (Geographic Information Systems) were utilized to display key 

travel behavior and identify existing issues for all modes of transportation. 

1.1 Key Findings 

The existing conditions review and data analysis yielded a number of key findings: 



1. A significant 

proportion of vehicle 

trips are made within 

a short distance of 

the study area 

The study area attracts many trips from within a relatively short distance. 

Roughly three quarters (75%) of total trips stays within a 10kmx10km area 

(Bayview-Bloor-Vitoria Park-Highway 401), while the percentage of internal 

trips within the Don Mills Crossing transportation area of influence is nearly 

16%. These are relatively higher proportion given the suburban context. 

However, most of the trips (60%) are completed by vehicle, including local 

school trips, which contributes roughly 29% of trips in the morning peak 

period. The local nature of travel indicates long distance transportation options 

are not as necessary to address local transportation issues as trip lengths are 

in the shorter "urban" range (approximately 5-6 kilometers). Making walking, 

cycling and transit attractive options and providing a broader range of land 

uses will be important areas to explore as part of Don Mills Crossing's 

transportation work. 

2. Low Connectivity 

in areas surrounding 

future transit stops 

for active 

transportation 

The study area demonstrates a lower level of connectivity for streets as well 

as active transportation modes that is fairly typical of its inner suburban 

context. A walk-shed analysis from four area Crosstown LRT stations 

(Sunnybrook Park, Science Centre, Aga Khan Park and Museum and 

Wynford) reveals 8,780 residents and 3,620 workers are within a 500 metre 

walking distance of future LRT stops while 19,825 people and 16,580 

employees are within 800 metre walking distance. This is relatively low 

compared to higher density areas in Toronto and connectivity analysis 

demonstrates some parts of the study area provide very poor connectivity due 

to a lack of streets. This disconnected network is a result of cul-de-sacs, 

discontinuous sidewalks or cycling facilities along with physical barriers such 

as the valley system, the expressway and the CP rail corridor. Improving 

active transportation connectivity with more routes, and safer and more 

comfortable conditions will be an important focus of future planning 

framework. 

3. Distinct 

Neighbourhood 

Travel Patterns 

Within the transportation area of influence, distinct and different travel patterns 

were observed amongst each of the five neighbourhoods examined. For 

example, Thorncliffe and Flemingdon show a very high use of sustainable 

modes while higher vehicle usage is common in Wynford-Concorde and the 

residential neighbourhoods north of the rail corridor. Inbound trips in the 

morning peak periods and outbound trips in the evening tend to be by vehicles 

compared sustainable modes of transportation. Only 10% of trips travel to 

downtown and smart data shows less than 20% of trips originate from outside 

of Toronto underscoring the local nature of travel. Overall, roughly 42% 

people use transit, walking and cycling in the transportation area of influence. 

This distinct travel pattern poses a social equity challenge. Besides core area 

transportation improvements in future, it will be important to identify 



infrastructure and service improvements that strengthen mobility conditions for 

area residents, particularly in the Flemingdon Park neighbourhood, which has 

a high portion of transit use. This includes better, more direct and convenient 

connections to sustainable transportation modes, and requires an innovative 

approach developing an integrated transportation system. 

4. Interrupted street 

network constrains 

key travel routes and 

intersections 

Due to lack of connectivity, arterials streets are heavily used in the study area, 

meaning most of the vehicles pass through only a few key intersections. 

Intersections along Don Mills Road, Leslie Street, Lawrence Avenue and 

Eglinton Avenue East are frequently congested during peak periods and 

demonstrate higher levels of collisions. Eglinton Avenue is the only fully 

connected east-west street. The lack of a connected east-west street network 

and other discontinuous streets along north-south corridors is one of many 

drivers of the existing congested conditions, particularly congestion and safety 

at the Don Mills Avenue and Eglinton Avenue East intersection. Wide arterial 

roads and complex intersections are legacies of the area's history as an 

employment and industrial centre, but the scale of goods movement today is 

relatively low with average truck traffic observed at only 2.5% of total trips at 

area intersections. Making compact streets right-sized to their function that 

improves connectivity to and through the Don Mills Crossing area is part of a 

sustainable approach to address current traffic conditions. 

5. Active 

transportation 

persists despite 

difficult physical 

conditions 

Complex intersections, wide streets and natural or man-made barriers pose 

numerous challenges to walking and cycling modes in study area. Due to 

grading challenges presented by the varied topography walking facilities often 

include stairs causing accessibility issues. Very low connectivity and lower 

crossing activities were observed in most of the neighbourhoods even those 

with higher transit usage. Flemingdon Park has one of the highest proportion 

of pedestrian activities in the transportation area of influence, but overall lack 

of midblock crossing and very long crossing distance create uncomfortable 

walking conditions. Don Mills Road, Millwood Road and the ravine trails 

experience some of the higher cycling activity in the study area. Although the 

cycling share of trips is low as a percentage of total trips, total cycling volume 

is higher than in Toronto's centres, outside of the downtown, despite a general 

lack of cycling infrastructure and conditions such as high speeds that typically 

deter cyclists. Despite existing poor conditions, the area has a high potential 

to improve the share of active transportation as one of the ways to address 

local vehicular congestion conditions. 

City Planning, Transportation 

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6 Arterial transit 

operating near 

capacity but local 

transit is limited 

Growing transit demand is one of the key transportation trends in the area. 

Overall, half of all buses are full during peak periods and some routes (such 

as the Don Mills and Lawrence routes) operate at near or over capacity 

conditions. Conditions on the Don Mills route were slightly improved after the 

higher capacity articulated bus service was introduced in 2014 and express 

bus in 2016. Since service is running at maximum frequency, additional transit 

priority measures and new technology will be needed for the Don Mills route to 

increase capacity to meet the potential demand along the corridor. The 

interrupted street network and circuitous routes have created a ‘local transit 

desert’ within the neighbourhoods, leading to lower usage and longer routes. 

Despite the concentration of transit at key locations, such as Don Mills Road 

and Eglinton Avenue East, pedestrian activities remains relatively lower due to 

lack of comfort, safety concerns and absence of amenities. In addition to the 

construction of the Crosstown LRT, future transit planning will likely require 

significant improvements to transit service to address anticipated demand 

generated by the proposed or planned growth in the Don Mills Crossing area. 

7. Importance of 

Street for People 

Approach 

The true nature of the local travel behaviour was identified when "person 

throughput" was performed instead of traditional vehicle-focused traffic 

analysis. Person throughput analysis takes into account how many people 

could be moved given certain streets or intersections rather than solely 

focusing on vehicular function. The study area is characterized by wide streets 

where over 75% of the public right of ways is dedicated to moving vehicles. 

With 60% of all vehicle trips on streets in the study area as "pass through" 

trips that do not have an origin or destination in the area, streets are designed 

towards the movement of vehicles with only 25% of the right of way reserved 

for sustainable modes of transportation despite the 40% mode share and high 

occurrence of local trips. Official Plan transportation policies provide for 

moving people and the need to redistribute space within public right of ways 

towards sustainable transportation users, and making streets more function as 

a place in their own right as well as a link. 

1.2 Future Opportunities 

Phase 1's examination of existing transportation conditions has identified a number of areas of 

future investigation to provide a broader range of mobility options in the Don Mills Crossing 

area. Taking advantage of new transit infrastructure through improved access and seamless 

transportation systems will be a key focus of future transportation solutions. This includes 

adopting a comprehensive multimodal planning approach with a focus on: 

 

Implementing transit and active transportation strategies that focus on shifting local trips 

to sustainable modes, such as cycling, transit and walking, to address observed travel 


8


behavior which shows a high proportion of short distance trips to and from the study 

area are currently made in private vehicles; 

 

 

 

Providing convenient access to public transit locations or interchanges with new streets 

or pathways that will bring more ridership to existing or future transit facilities; 

Introducing complete street and other design ideas to implement a safer crossing 

environment, and a more comfortable transit, walking and cycling experience that will 

further enhance mobility options for the residents and employees; and 

Advancing intelligent traffic management systems and new mobility options with 

solutions based on smart technologies, filling the current service gaps and access issues 

for local trips. 

Moving forward, the transportation study work in support of Don Mills Crossing will look to 

advance the growing recognition and evolving demand for transportation improvement across a 

range of outcomes in order to provide for a more coordinated and collaborative approach. In 

support of this broader work program, it will be important to advance the following two 

transportation matters in the next phase of work: 

 

 

Parallel to on-going development process, environmental assessment shall begin in 

collaboration with landowners and other stakeholders to explore and identify connections 

and access across the CP Rail and Eglinton LRT corridors, and the highway ramps, 

particularly for local transit and active transportation modes, which supports local and 

shorter trips and removes land-development access barriers presented by the 

challenging local topography; and 

In collaboration with land owners, Metrolinx and City staff, develops a conceptual plan 

for the Don Mills Crossing section of the Eglinton corridor, including connecting streets, 

to implement the framework and design recommendations envisioned in Eglinton 

Connects and use this conceptual plan to review developments abutting the Eglinton 

corridor. 



2. Introduction 

Don Mills Crossing is an integrated planning study being undertaken by the City of Toronto. 

Building on the work of Eglinton Connects, the Study will look to shape and manage the 

anticipated growth as a result of the LRT construction, representing a key city building moment 

for Don Mills and Eglinton. In support of Phase 1 of Don Mills Crossing, an examination of 

existing transportation conditions in the Don Mills and Eglinton area was completed to inform 

future phases. Future phases of Don Mills Crossing will advance a planning framework to 

improve connections to the surrounding areas, shape growth and investment, and facilitate 

broader community improvements. 

The Don Mills-Eglinton area is identified by Metrolinx's Mobility Hub Guidelines as a “Gateway 

Hub”, an interchange of two rapid transit lines where transit-oriented activities and intensification 

takes place. One of these lines is the Crosstown LRT, currently under construction, that will 

connect along Eglinton Avenue from Kennedy Road to Mount Dennis station. Don Mills Road 

has been identified as rapid transit corridor in Toronto's Official Plan, and its intersection with 

the Crosstown includes a bus terminal connected to the LRT stop. These local and regional 

connections are expected to draw new transportation demand and offer more convenient transit 

alternatives potentially encouraging a modal shift from private automobile usage. 

2.1 Study Area 

The Don Mills Crossing Study identifies a core study area radiating roughly 800 metres from the 

intersection of Don Mills Road and Eglinton Avenue East (see Exhibit-2-1). For the purposes of 

transportation analysis, a larger area of influence was selected to investigate major travel 

behaviours and trends. To correspond with available data sets and to appropriately capture the 

above noted issues, the transportation influence area is bound by Lawrence Avenue East to the 

north, Leslie Street and CNR Rail corridor to the west, and the Don Valley Parkway to the south 

and east. 

2.2 Study Background 

The intersection of Don Mills and Eglinton Avenue East has the potential to become one of the 

key areas attracting new growth and business investment in the eastern portion of Crosstown 

LRT. Initially developed along with the extension of Eglinton Avenue over the Don River in 1956 

and the construction of the Don Valley Parkway in the mid-1960s, the construction of the 

Crosstown LRT will trigger the next wave of city building in the area. This “gateway” mobility hub 

will play an important role in facilitating movement for local communities (Leaside, Don Mills, 

Wynford-Concorde, Thorncliffe and Flemingdon), - by knitting together new street networks, 

transit services, walking and cycling connections and a network of new or shared mobility 

facilities. While both Eglinton Avenue East and Don Mills, as major arterial streets, will continue 

to function as key corridors for all mobility users, new strategies will be needed to reduce heavy 

reliance on these corridors to connect both local and regional communities. 

To understand the existing transportation conditions, Phase 1 work included a review of existing 

policies, strategic plans, local area characteristics, land use dynamics, travel patterns and the 

transportation conditions for all modes of travel. Exhibit 2-1 summarizes existing transportation 


10


network and key characteristics in the transportation influence area. This Phase 1 report 

identifies key transportation challenges and opportunities that will help form a coordinated 

approach to direct the future transportation solutions for all stakeholders. 

2.3 Study Objectives 

Embracing the multimodal transportation approach, the goals will be to address existing 

transportation issues and determine the future transportation framework, transportation 

strategies and infrastructure to support growth and redevelopment within the core study area in 

a sustainable and balanced way. This goal can be achieved through redefining the 

transportation mode hierarchy that requires less energy and needs less infrastructure. 

The objectives of the study area future transportation plan are: 

develop a preferred multimodal transportation network – walking, cycling, transit 

recommendations for an environmental assessment and scope of street network 

develop a coordination plan between Crosstown LRT stations and developments 

develop an innovative mobility plan to incorporate emerging technologies 

develop a parking demand and supply management strategy 

develop a phasing strategy 

2.4 Study Data Approach 

In examining the existing conditions and determining potential opportunities for future 

improvements, a number of innovative approaches were used for this transportation review. To 

more accurately reflect the transportation nature of a mix of uses (such as density , 

compactness of design, destinations through connectivity and walkability, distance to transit and 

demographics), the transportation demand focused on people instead standard traffic 

engineering practice primarily focused on the automobile. Smart data sources (i.e. aggregated 

mobile device, GPS and conventional data) were utilized to better capture nature of travel 

behavior pattern which is difficult to portray using existing databases. “Travel zone” of smart 

data sources are summarized in Exhibit 2-2. Finally, data visualization techniques including 

state-of-the-art GIS (Geographic Information Systems) were utilized to display key travel 

behavior and identify existing issues for all modes of transportation. 

2.5 Study Area Transportation Approach 

The study is expected to develop common and sustainable principles to guide the future 

transportation plan for all mobility users. Traditional mobility planning generally focus on vehiclebased 

infrastructures while adding a multimodal facility as an "extra feature". Integration 

between the modes and new or shared mobility services are not generally addressed. The aim 

of this innovative mobility planning process is to develop comprehensive multimodal mobility 

assessment with creative design and incorporating smart technologies. 


11

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Don Mills Crossing 

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Exhibit No. 2-2 

Transportation Influence Area 

Source: Real Time data, 2015 

Study Area Zone Bounder


Recognizing the impact of integrated multimodal system and shared mobility options on city 

policies and planning practices, the future mobility framework should reinforce the low-carbon 

option while addressing environmental and health benefits, and social equity in mobility planning 

for all users. Bringing this new mobility framework into implementation tools and reallocating 

space to sustainable and shared mobility facilities, the innovative approach ensures a new 

mobility system minimizes the disproportionate burden that vehicles and supporting 

infrastructure can place on unban quality of life. 

Exhibit 2 - 3 – Potential Future Mobility Framework 

Automobile 

Transit 

Current 

Mobility 

Trend 

Automobile 

Transit 

Mobility 

Change 

Automobile 

Transit 

TDM 

TDM 

Active 

Transportation 

TDM 

Active 



Transportation Framework 

Active 


Present 

Future 

Alternative Future 

The following principles will be the foundation of this new transportation framework 

Connectivity: The pattern and density of streets has a significant impact 

on connectivity, with grid and fine grained network patterns offering 

better connectivity than typical curvilinear street network. Better 

connectivity is a key component of good neighborhood design to 

facilitate shorter access for transit and active transportation users. 

Integrated Multimodal: Identifying the interactive transportation elements 

in a mobility ecosystem is key to improving access for area residents. 

Ensuring a range of mobility choices that work together to provide 

seamless mobility in keeping with the multimodal policies in Toronto’s 

Official Plan ultimately improves the quality of life of area residents 

Emerging Smart Mobility: The study approach makes provision for the 

natural adaptation of the emerging mobility options through the redesign 

of street and development pattern through shared incentives and goals 

between collaborative governance structures and mobility service 

providers. An outcome of this approach is to improve quality of life of 

residents and improve genuine progress indicators. 


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3. Relevant Policies 

This section provides a summary of relevant transportation planning policies and design 

guidance providing directions to future mobility objectives in the study area. This section looks 

at documents and reports from the City and provincial government. 

3.1 Municipal Plans and Policies 

Official Plan: The new transportation policies (By-law No. 1009-2014) 

adopted by City Council speak to developing mobility systems for future 

generations while taking full advantage of existing transit infrastructures 

to reduce dependency on vehicles. The Official Plan stresses 

 

 

 

 

the importance of mutually supportive transportation and land use 

mixed-use proximity to maximize accessibility 

reducing impact on public realm during development process 

new "Complete Streets" policies to create a well functioning street 

network that is planned and designed to provide safe access and 

efficient operation for all street activities and functions, to provide 

safe and comfortable pedestrian, cycling and transit facilities and 

balancing the competing demands placed upon the use of street 

rights-of-way. These objectives are to be applied when streets 

are constructed, reconstructed or otherwise improved 

The right-of-way of existing key streets and current classification of key 

core area streets as per City’s Official Plan network is summarized in 

Exhibit 3-2. At the May 6, 2009 Planning and Growth Management 

Committee meeting, the committee directed staff to prepare an Official 

Plan Amendment to designate the planned right-of-way to 36 metres for 

Don Mills Road from Kern Road to Overlea Boulevard and Overlea 

Boulevard from Don Mills Road to Millwood Road. 

Active Transportation Policies and Guidelines: The recent trends 

towards active transportation have generated many guiding policies and 

development guidelines to explore and inform this study. Several 

documents such as City of Toronto Bike Plan (2001), Toronto Walking 

Strategy (2009), Toronto Multi-Use Trail Design Guidelines (2014), City 

of Toronto Curb Radii Guidelines (2015), City of Toronto Vehicle Travel 

Lane Width Guidelines (2015), City of Toronto Cycling Network Ten Year 

Plan (2016), City of Toronto Complete Street Guideline (Ongoing - 

2016), NACTO Urban Bikeway Design Guide (2014) can provide insights 

to help identify opportunities and constraints for the study area. 


15


Exhibit 3-1 – Right-of-Way Map 


16


3.2 Province of Ontario 

Several provincial policies and guidelines provide overall directions on developing transportation 

planning framework for growth areas in the province. 

3.2.1 Provincial Planning Context 

Below is a summary of relevant directions from provincial documents that would inform the 

transportation plan for the Don Mills Crossing Study. 

Exhibit 3 - 2 – Provincial 

Planning Document 

Provincial Policy 

Statement, 2014 

Growth Plan for the 

Greater Golden 

Horseshoe 2016 

(proposed) 

Directions 

The Provincial Policy Statement, 2014 applies province-wide and 

set out the government’s land use vision for how we settle our 

landscape, creates our built environment, and manages our land 

and resources over the long term to achieve livable and resilient 

communities. Density and mix of land-uses to be based on strong 

multimodal transportation policies including: 

Provide appropriate development while protecting 

resources, public health and safety, and the natural and 

built environments. 

Build strong, healthy communities by supporting density 

and land uses which support active transportation, are 

transit-supportive, are freight-supportive. 

Develop supporting land use patterns where transit is 

planned or expected. 

Safe, energy efficient, transportation systems that move 

people and goods. 

Integrated transportation and land use considerations at all 

stages of the planning process. 

Use of TDM strategies to maximize transportation network 

efficiency. 

Land use pattern, density, and mix of uses to minimize 

length and number of vehicle trips, support current and 

future use of transit and active transportation. 

In the current as well as proposed Growth Plan, some of the 

relevant guiding principles are: 

 

 

Design complete communities to meet people’s needs for 

daily living throughout an entire lifetime, and support 

healthy and active living. 

Prioritize intensification and higher densities to make 

efficient use of land and infrastructure and support transit 

viability. 



Exhibit 3 -2 – Provincial 


Directions 

Relevant transportation policies include: 

 

 

 

offer multimodal access to jobs, housing, schools, cultural 

and recreational opportunities, and goods and services; 

provide for the safety of system users; and 

Municipalities will develop and implement transportation 

demand management policies in official plans or other 

planning documents or programs. 

The Big Move 2008 

(2016 Review) 

Transit-Supportive 

Guidelines 

GTHA’s first Regional Transportation Plan (RTP), The Big Move, 

identifies a 25 year plan for the Regional Rapid Transit and 

Highway Network. The Don Mills Road and Eglinton Avenue East 

area was identified as a Gateway Hub which is planned for 

intensification. 

The RTP provides policies, goals and directions to provide 

additional support for active transportation and safer environment 

for all mobility users. The main focus of the RTP is to leverage 

transit investment and integrating all transit systems. 

The RTP is currently being reviewed and the update will be 

completed in 2017.The review of the RTP will provide direction for 

the ongoing advancement in mobility service models and embraces 

the new mobility opportunities, such as car-sharing, ride-sharing, 

bike-sharing and autonomous vehicle technologies. 

The guidelines identify best practices in Ontario, North America 

and abroad for transit-friendly land-use planning, urban design and 

operations that look to create an environment that is supportive of 

transit, and developing services and programs to increase transit 

ridership. Some of the relevant policies are: 

The local street and block pattern should be designed 

as an interconnected grid network aimed at maximizing 

connectivity for all travel modes. 

 

 

Planning for new and existing open space networks 

should be coordinated with existing and planned transit 

systems to strengthen connections to and from transit 

services and enhance the experience of transit users. 

The design of streets should involve a comprehensive 

planning process, one that identifies the needs and 





#CycleON: Ontario’s 

Cycling Strategy 

Ontario’s Five Year: 

Climate Change Action 

Plan (2016~2020) 

Directions 

 

 

balances the requirements of the full range of potential 

users. 

Streets should be designed with sidewalks and 

crossings that are comfortable to use, with frequent 

intersections and crossing points. 

The design of streets should help support the 

establishment of an extensive cycling network, creating 

safe and convenient streets for cyclists. 

Ontario’s Cycling Strategy provides a route map to support and 

encourage this growth in cycling over the next 20 years. The key 

s trategic directions and area of actions are: 

Design Healthy, Active and Prosperous Communities 

 

 

 

 

 

 

Partner with municipalities and transit agencies to integrate 

cycling with transit. 

Ensure that bicycles are better accommodated in 

institutional, residential and commercial buildings. 

Improve Cycling Infrastructures 

Fund provincial and municipal cycling infrastructure pilot 

projects to test new ideas and gather data. 

Make adherence to design guidelines conditional to 

receiving funding. 

Make Highways and Streets Safer. 

Create a safer cycling environment for people of all ages 

and skill levels. 

Ontario's Climate Change Action Plan is a five-year plan that will 

help Ontario fight climate change over the long term. The plan calls 

f or a cleaner transportation system by: 

 

 

 

Increasing availability and use low-carbon fuel; 

increasing the availability of zero-emission vehicles such as 

electric-vehicles, and charging stations; 

creating a better cycling network, bicycle parking, and 

additional funding #CycleON implementation; 





Directions 

 

 

elimination of minimum parking requirements in return of 

larger sidewalks, bike lanes, and tree canopies; and 

deploying cleaner trucks, and making transit more 

available. 

3.3 Other Background Studies 

Besides Toronto's Official Plan and Provincial policies and plans, several background 

documents and reports guide the future framework of transportation systems in the study area. 

3.3.1 Mobility Hubs: Don Mills Profile 

The Don Mills Road and Eglinton Avenue East intersection is identified as a ‘gateway’ mobility 

hub which includes the TTC's potential rapid transit line (extension of Downtown Relief Line) 

and Crosstown LRT. Gateway hubs are key nodes in the regional transportation system located 

where two or more current or planned regional rapid transit lines intersect and where there is 

expected to be significant passenger activity (4,500 or more forecasted combined boarding and 

alighting in the 2031 in the morning peak period). In addition, these areas are generally 

forecasted to achieve a mixed-use environment with higher density, seamless integration 

between the rapid transit stations, and high levels of pedestrian priority with attractive public 

realm. Below are some mobility behaviours identified for the Don Mills Mobility Hub by 

Metrolinx. 

Exhibit 3 - 3 – Metrolinx ' s Don Mills Mobility Hub Profile 


20


3.3.2 Eglinton Connects Study 

The Eglinton Crosstown LRT line will result in improvements to public transit service along 

Eglinton Avenue over the next decade. The construction of the Crosstown will significantly 

improve mobility and transportation options for Torontonians, while also bringing a number of 

city building opportunities. 

The City of Toronto completed Eglinton Connects, a comprehensive planning study along the 

length of the Eglinton Avenue corridor. Eglinton Connects is about planning for the future 

Eglinton Avenue and how to best leverage investment in rapid transit for the benefit of local 

communities and the city. City Council identified Don Mills and Eglinton as a Focus Area for 

intensification around the future LRT stop through the adoption of the Eglinton Connects 

Implementation Report in 2014. This came with a direction to develop a Secondary Plan to 

implement a number of planning objectives, including a new fine grained public street network 

and improved pedestrian connects, 

Exhibit 3 - 4 – Eglinton Connects: Don Mills Focus Area Concept Plan 


21


4. Existing Transportation Conditions 

An overview of the transportation networks serving the transportation study area, the baseline 

transportation demand flows, and the key challenges that will relate to streets, parking, public 

transit, shared mobility, demand management systems, walking and cycling networks are 

described below. Transportation challenges in previous transportation studies including the 

relevant background studies are also highlighted and integrated into study findings. 

4.1 Transportation Network 

The study area transportation system is supported by limited multi-modal networks which 

enable people and goods to travel by different modes, at different times of the day and to 

access different activities and places. These networks facilitate the travel choices and 

movements of residents, employees, visitors and other users to, from and within the study area. 

The existing transportation networks in the study area include (see Exhibit 2-1): 

Major streets: 

- Regional arterial roads – personal vehicles, trucks and commercial vehicles, bus 

services and cyclists, pedestrians 

- City’s collector and local roads – personal vehicles, commercial vehicles, and cyclists 

and pedestrians 

Goods movement – streets, and CP Rail 

Public transit – rapid transit and bus 

Shared mobility systems – car-share and taxi services 

Parking – on-street and off-street facilities, and bicycle parking 

Local active transportation modes – cycling and walking facilities 

4.2 Existing Network Connectivity 

Connectivity represents the 

degree that different 

elements of a neighbourhood 

street network connect and 

support the neighbourhood. 

The pattern and density of 

streets has a significant 

impact on connectivity, with 

some patterns offering better 

connectivity than others (see 

Exhibit 4-1). Better 

connectivity is a key 

Exhibit 4 - 1 – Comparison of Street Layout 

Source: 1. Sustainable Street Network Principles, Congress for New Urbanism, 

Neighbourhood Street Design Guidelines: A Recommended Practice of the Institute of 

Transportation Engineers, 2010. 

component of good neighborhood design to combat urban sprawl and provides shorter access 

for transit and active transportation users. 


22


Connectivity was assessed 

through two key measures: 

Connectivity Index, Route 

Directness or Pedestrian Shed. 

Connectivity Index (CI) measures 

uses the “Links and Nodes” 

method and applies to both to 

“street connectivity” and “active 

mode” index used for measuring 

access for active transportation 

users. Pedestrian route 

directness, the ratio of route 

distance to straight-line distance 

for two selected points, can be 

illustrated as a “pedestrian shed” 

showing the percent of population 

and employment that can access 

transportation service locations 

within acceptable walking 

Exhibit 4 - 2 – Analysis Areas 

distance. Walksheds are drawn to visualize how far a person can walk from a given origin and 

are often used to calculate how many amenities can be reached (e.g., number of grocery stores 

within a ten-minute walk). 

Connectivity Findings: To measure connectivity principles, the study area was subdivided into 

four blocks centred on the Don Mill Road and Eglinton Avenue East intersection (see Exhibit 4- 

2). The results of existing connectivity are summarized in Exhibit 4-3. The analysis shows low 

street connectivity at the north-west quadrant and very low connectivity for the rest of quadrants. 

However, all quadrants fail to achieve minimum connectivity for walking and cycling, particularly 

within the core study area. 

Pedestrian Walkshed (Access to Transit Stops) Findings: Typically, a straight-line distance 

(e.g. 800m from a point) is used to identify acceptable walking radius (also used for walk or 

transit score) from transit stops. However, when this approach is used in areas with lower 

connectivity, such as the study area, it often leads to an overestimation of the number of people 

and employees within the straight-line distance. To avoid this pitfall, actual walking distance 

following the street infrastructures using 'pedestrian walkshed' should be used instead of a 

straight-line distance. This “pedestrian route directness” method was used to measure the actual 

walking distance to future rapid transit stations in the study area. 

Assuming all people are physically fit, the walk-shed analysis reveals 8,780 of residents and 

3,620 of employees can access future four LRT stations (Sunnybrook Park, Science Centre, Aga 

Khan Park and Museum and Wynford) within 500 metres walking distance (Exhibit 4-4). If 

walking distance is increased to 800 metres, the walkshed covers 18,825 residents and 16,580 

employees. Assuming three-fourths of population is physically fit or able to walk under all 

weather conditions (as per Transit Capacity and Quality of Service Manual), approximately 14,870 

of residents and 12,435 of employees can access future transit nodes within acceptable walking 


23


distance (800 metres). Due to lack of direct connectivity, approximately 30% of residents and 55% of 

employees will have to walk more than 500 metres to access future LRT stations. 

Exhibit 4 - 3 – Existing Street Connectivity Index 

Existing 

Existing 

Analytics Source: 1. Neighbourhood Street Design Guidelines: A Recommended Practice of the Institute of Transportation 

Engineers, 2010; 2. Calgary Connectivity Handbook, 2008. 

Network connectivity index and walkshed results confirm a poor street network links to transit 

service points. This disconnected network is a result of few cul-de-sacs, curvilinear street pattern, 

discontinuous sidewalks or cycling facilities and natural and man-made barriers. Improving active 

transportation connectivity with more routes, and safer and more comfortable conditions will be 

the key focus of future planning framework. 


24


4.3 Demographic Characteristics 

Exhibit 4-5 summarizes key 

demographic and travel pattern 

characteristics of Ward 26 where 

Vehicle Ownership 

core study area is located. Accordi ng 

to the Transportation Tomorrow 

Survey (TTS), overall nearly one-fif th 

households do not own vehicle, 

18% 

59% 

20% 

3% 

particularly higher in southern 

Dwelling Type 

Single 

neighbourhoods. The lower vehicle 

Family Townhouse Apartment 

ownership, lower full-time 

employment rates among female 20% 4% 76% 

residents and higher student 

O 

population are reflected in 15% low 

4.4 

vehicle mode share compared to 

area visitors to Ward 26. The highe r 

Source: Transportation Tomorrow Survey, 2011. 

number of short trips are attributable to these demographics characteristics. 

4.3.1 Modal Share 

Current mode share in the 

transportation area of influence is 

shown in Exhibit 4-6. Despite 

existing auto-oriented transportation 

systems, roughly 40~47% percent 

of residents and visitors use transit, 

walking, cycling and other modes to 

move within or outside the area. 

Inbound trips in the morning peak 

periods and outbound trips in the 

evening tend to be by vehicles 

compared to sustainable modes of 

transportation. 

Exhibit 4 - 5 – Demographic and Trip Behaviour 

Average for Each Household 

Vehicles 1.1 

Workers 1.2 

Drivers 1.5 

Persons 2.7 

Trips/day 5.1 

Trip Length: Origin (O) to Destination (D) (km) 

Drive Alone Car Passenger Local Transit 

D O D O D 

3.6 6.4 

Exhibit 4 - 6 – Existing Inbound Mode Share 

Overall mode share does reflect 

different socioeconomic and 

demographic characteristics among 

the neighbourhoods within the 

Source: Transportation Tomorrow Survey, 2011 (outbound morning peak). 

transportation area of influence. 

Within the transportation area of influence, distinct and different travel patterns were observed 

amongst each of the five neighbourhoods examined (Exhibit 4-7). For example, Thorncliffe and 

Flemingdon show a very high use of sustainable modes while higher vehicle usage is common 

in Wynford-Concorde and the residential neighbourhoods to the north of rail corridor. This 

distinct travel pattern poses a social equity challenge. Besides core area transportation 

improvements in future, it will be important to identify infrastructure and service improvements. 


26


that strengthen mobility conditions for area residents, particularly in the Flemingdon Park 

neighbourhood, which has a high portion of transit use. Connections to Leslie Street and 

improved cycling and trail connections will be important transportation links for all communities. 

Making safer and shorter connections to transit from high vehicle usage neighbourhoods can 

help to reduce potential traffic volume in future conditions. This requires an innovative approach 

developing an integrated transportation system. 

Exhibit 4 - 8 – Origin and Destination of Study Area Trips 

Inbound daily (Average weekday) Trip distribution for Core Study Area 

Outbound Daily (Average Weekday) Trip distribution for Core Study Area 

4.3.2 Origin and Destination of Trips 

Historic real-time data was used to investigate the source of personal and commercial vehicle 

trips (Exhibit 4-8) within the transportation area of influence. Currently, of all personal inbound 

trips to the study area, approximately 9% originate from York Region. Trips from Other GTA 

regions represent less than 4%. Only 10% of trips travel to downtown. Trips to and from 


28


Etobicoke, Scarborough and North York (both north of Highway 401) in Toronto represent 14% 

of total trips. 

On the other hand, the study area attracts many trips from within a relatively short distance. 

Roughly three quarters (75%) of total trips stays within a 10kmx10km area (Bayview-Bloor- 

Vitoria Park-Highway 401), while the percentage of internal trips within the Don Mills Crossing 

transportation area of influence is nearly 16%. These are relatively higher proportion given the 

suburban context. However, most of the trips (60%) are completed by vehicle, including local 

school trips, which contributes roughly 29% of trips in the morning peak period. Similarly, the 

majority of commercial trips (52~54%) originated from this 10kmx10km area. The local nature of 

travel indicates long distance transportation options are not as necessary to address local 

transportation issues as trip lengths are in the shorter "urban" range (approximately 5-6 

kilometers). Making walking, cycling and transit attractive options and providing a broader range 

of land uses will be important areas to explore as part of Don Mills Crossing's transportation 

work. Additional travel pattern information is provided in Appendix A. 

4.4 Existing Traffic Conditions 

The street condition for both boundary and internal roadways were investigated to assess 

current deficiencies and identify network challenges. Instead of assessing only vehicular 

capacity which generally ignores other transportation modes, the street assessment includes 

“person demand and capacity” to add a multimodal perspective in existing and potential future 

street infrastructure evaluations. A number of site visits were conducted between May and 

October 2016 to verify existing transportation conditions, traffic controls devices, signs and other 

geometric characteristics within the study area street network. 

4.4.1 Existing Traffic Volumes 

To provide the baseline roadway conditions, the most recent weekday morning and afternoon 

peak hour turning movement (TMC) and link volume counts (Automatic Traffic Recorder – ATR) 

were obtained from the City's database. TMC surveys were extracted at 33 intersections and 

ATR data was collected for 48 major arterial street segments. TMC counts reflect eight-hour and 

peak hour volumes (8.00am to 9.00am and 4.00pm to 5.00pm) and ATR counts capture traffic 

volumes during a 24-hour period (year 2011~2015). 

4.4.2 Existing Traffic Conditions 

Daily and peak hour traffic volumes with are summarized in Exhibit 4-9 to 4-11. Heavy arterial 

usage and a lack of collectors or local streets is the dominant pattern of vehicular usage and 

source of transportation challenges in the study area. Lack of east-west streets results in heavy 

use of Eglinton Avenue East and Lawrence Avenue East corridors. Discontinution of Leslie 

Street placed additional burden on the Don Mills corridor. Lack of basic street network leads to 

high traffic volumes at several intersections along Eglinton Avenue East and Don Mills Road. 

The intersection Don Mill Road and Eglinton Avenue East carries over 90,000 vehicles daily, 

making it one of the top five intersections in the City of toronto. Ramps of Don Valley Parkway 

also attract significant traffic during peak hours. 


29


4.4.3 Source Of Area Traffic 

Using smart data, origin of area traffic could be traced to identify which region of traffic is using 

certain streets or intersections. Nearly one-fourth trips along Don Mills Road and Eglinton 

Avenue East originate outside of Toronto. The share of outside trips is roughly 10~15% at other 

collector or locals streets (Exhibit 4-12). In addition, roughly 60% of vehicles pass-though the 

transportation influence area without stopping at any destinations (Exhibit 4-14). These findings 

from smart data provides strong evidence that vehicles generated from outside of Toronto 

mainly uses major arterials and Don Valley Parkway, adding additional stress on the top of local 

traffic. 

4.4.4 Existing Travel Time and Pass-by Characteristics 

Using smart data, overall travel times by vehicle to the transportation area of influence were 

estimated based on average travel distance. Although the study area is located roughly in the 

middle of the City, vehicles travelling to and from Etobicoke or other western area face the 

highest delays (50 min to more than an hour) due to lack of direct connections to the study area 

(Exhibit 4-13). Direct connections through Don Valley Parkway provide faster connections to 

downtown. Similar to pedestrian route directness analysis, the shortest path analysis (the 

problem of finding the shortest path between two destinations on a road map) using spatial 

information from vehicles reveals that the zones with highest travel time have to travel circuitous 

routes compared to better travel time areas. While no highway is planned to increasing travel 

time to the west, direct Crosstown LRT connections will provide better alternative and 

encourage shifting mode towards transit to address longer travel time under existing conditions. 

Total Daily Trips 

Exhibit 4 - 14 – Pass - by Traffic Through Study Area 

Outbound 

137,400 

3,400 

Inbound 143,850 3,450 


Pass-by 

61% 


35


4.4.5 Existing Goods Movement Conditions 

Smart data as well as traditional traffic data was utilized to analyze goods movement patterns 

within the core and extended study area, particularly industrial activities east of the rail corridor. 

Commercial activities are only 2.5% of total vehicles although nearly 10% of truck traffic volume 

of total traffic is observed on Millwood Road that links to Leaside Business area (Exhibit 4-15). 

Slightly higher truck usage is observed along Don Valley Parking ramps and major intersections 

along Lawrence Avenue East. Although majority of the commercial trips remain within the 

transportation area of influence (52% to 61%), downtown contributes to the second highest 

share of trip origins (11~12%). A relatively small share (13~16%) of commercial trips originates 

from outside of Toronto. The pattern of commercial origin and destination remains the same 

regardless of peak hours during the day. Unlike other business areas in the city, overlapping 

personal and commercial vehicle peak periods poses a challenge to manage goods movement 

delivery which could be typically done during off-peak periods. Further detail information will be 

needed to manage goods movement in the area. 

4.4.6 Arterial and Collector Road Review 

Based on traffic flow information collected from various sources, Exhibit 4-16 illustrates average 

peak hour one-way traffic flows of a typical weekday compared against one-directional vehicle 

carrying capacity. Fluctuations of traffic volumes along various locations are reflected in terms of 

minimum, average and maximum flows experienced by the streets. As illustrated, there is 

limited reserve capacity available on the study area during both morning and afternoon peak 

hours. Don Mills Road, Leslie Street, Lawrence Avenue East and Eglinton Avenue East 

frequently operates over capacity conditions. Millwood Road and Overlea Boulevard have less 

than 15 percent capacity remaining for additional future traffic volumes. Overreliance on vehicle 

mode and lack of street network creates extra pressures on these major arterial corridors. 


36


Exhibit 4 - 16 – Existing Conditions – Arterial and Minor Arterial Roads (One- 

way Traffic Volume) 

Morning Peak Hour 

Afternoon Peak Hour 

Traffic Volumes (per Hour) 

3000 

2500 

2000 

1500 

1000 

500 

Overall Vehicular Capacity and Demand: Inbound AM Peak 

Average Demand 

Min Demand 

Max Demand 

Capacity 


2500 

2000 

1500 

1000 

500 

0 

Overall Vehicular Capacity and Demand: Inbound PM Peak 


Min Demand 

Max Demand 

Capacity 

Lawrence Avenue E. Don Mills Rd. Leslie St. Eglinton Avenue E. Overlea Blvd. Millwood Rd. 

Street Name 

0 


Street Name 

Inbound 

Inbound 

Overall Vehicular Capacity and Demand: Outbound AM Peak 

2500 


Min Demand 

Overall Vehicular Capacity and Demand: Outbound PM Peak 

3500 


Max Demand 

3000 

Min Demand 


2000 

1500 

1000 

500 

Capacity 


2500 

2000 

1500 

1000 

500 

Max Demand 

Capacity 

0 


Street Name 

Outbound 

0 


Street Name 

Outbound 



4.4.7 Existing Intersection Operations 

Based on the turning movement counts, an overall summary of intersection performance was 

carried out while comparing per lane capacity and safety performance and the results are 

summarized in Exhibit 4-17. The results indicate most of the large intersections (more than fourlanes) 

suffer reduced capacity of individual lanes to accommodate traffic at few available 

intersections. Compact intersections (such two-lane each way with single left-turn lane) perform 

roughly 45% higher efficiency compared to large intersections. This reflects the reality that wider 

cross-sections requiring additional signal timing, holding traffic longer on cross streets. As per 

Highway Safety Manual (2010), higher traffic volumes and increasing number of lanes 

generates higher crash rates, particularly at signalized intersections. On average, larger 

intersections experience roughly four times more collisions per year compared to compact 

intersections. 

Potential remedy to complex intersection and wider streets is alternative routing options around 

these intersections to avoid concentration of traffic at single location. As well, shifting vehicle 

mode to alternative transportation modes represents a potential solution to current traffic 

problems in the transportation influence and core study areas. 

Exhibit 4 - 17 – Summary Intersection Conditions 

Capacity of 

Each Lane 

Collision Rate 

(crash rate per year) 

Regular 

/Smaller 

Intersections 

(less than 12 

lanes) 

(per lane per hour) 

310 

6.6 

Large 

Intersections 

(more than 

12 lanes) 

280 

26.5 



4.4.8 Review of Traffic Safety and Subway Construction Conditions 

An overall safety analysis was performed to identify potential crash-prone locations within the 

transportation area of influence. Collision statistics was extracted from the City’s database and 

crash rates were plotted at area intersections or segments (See Exhibit 4-18). Higher crash 

experiences were observed at the following locations: 

 

 

 

 

Leslie Street Corridor and intersection at Eglinton Avenue East; 

Eglinton Avenue East and Don Mills intersection; 

Don Valley Ramps; and 

Overlea Boulevard and Don Mills Road intersection. 

As mentioned in previous section, reducing traffic volume through multimodal planning and 

adding new streets to disperse traffic can be solutions to current safety problems. With effective 

multimodal planning that builds on the lessons learned from rapid transit areas, it is possible 

that the area could continue to benefit from decreased collisions and a safer pedestrian 

experience. The multimodal approach considered in this study and associated infrastructures 

within the core study area are fundamental to overall safety of sustainable transportation users. 

4.5 Transit Network 

The study area is currently served by several local and one express bus routes. A transit map of 

the study area is shown in Exhibit 4-19. Thicker the line, higher the transit service frequency. 

Future rapid transit services are also displayed to illustrate the locations of new subway or LRT 

stations. 

Toronto Transit Commission (TTC) currently operate several major routes on arterial streets 

including Don Mills Express service linking Pape subway station to Steeles corridor. Most of the 

TTC services provide connections for the Toronto’s subway stations on Lines 1, 2 and 4. In 

addition, the TTC offers circuitous local bus services to area neighbourhoods. 

While there are multiple GO bus services on Don Valley Parkway and Richmond Hill GO Transit 

line along the Don River, there is no direct service stops within the transportation area of 

influence. A Canadian Pacific Railway track is located to the north Celestica land. Lack of 

regional transit services encourages vehicle usage for non-Toronto residents. 



4.5.1 Existing Transit Demand 

Growing transit demand is one of the key transportation trends in the area. According 

Transportation Tomorrow Survey (from 2001 to 2011), transit ridership within the transportation 

study area has been growing roughly one percent per year. Exhibit 4-20 summarizes existing 

transit demand within the transportation area of influence. The Don Mills bus route is heavily 

used followed by the routes on Lawrence Avenue East and Eglinton Avenue East. These routes 

each carry more than 1,000 riders in one direction during the weekday peak hours. 

Despite the concentration of transit at key locations, such as Don Mills Road and Eglinton 

Avenue East, pedestrian activities remains relatively lower due to lack of comfort, safety 

concerns and absence of amenities. In addition to the construction of the Crosstown LRT, future 

transit planning will likely require further improvements to transit service to address anticipated 

demand generated by the proposed or planned growth in the Don Mills Crossing area. 

4.5.2 Existing Service Conditions 

Exhibit 4-21 summarizes current demand of transit services provided within the transportation 

study area. Overall, half of all buses are full during peak periods and some routes (such as the 

Don Mills and Lawrence routes) operate at near or over capacity conditions during the weekday 

peak periods. Conditions on the Don Mills route were slightly improved after the higher capacity 

articulated bus service was introduced in 2014 and express bus service in 2016. The rest of the 

routes in the study area experience moderate occupancy during both peak hours. The 

interrupted street network and circuitous routes have created a ‘local transit desert’ within the 

neighbourhoods, leading to lower usage and longer routes. Since service is running at 

maximum frequency, additional transit priority measures and new technology will likely be 

needed for the Don Mills route to increase capacity to meet the potential demand along the 

corridor. 

4.5.3 Planned and Potential Transit Services 

Besides Eglinton Crosstown LRT, additional transit services are currently being studied by 

several transit agencies. Potential future services include: 

 

 

 

City of Toronto and Metrolinx are currently studying extension of Downtown relief line. 

TTC published (October 2012) an outline of rapid transit line identifying three new 

stations (Thorncliffe Park, Flemingdon Park and Eglinton) within the transportation area 

of influence. 

The Relief Line is included in Metrolinx's Big Move and has been identified as ‘Next 

Wave’ priority projects by the Province. Both subway and LRT options will be further 

studied in the future. 

The Missing Link refers to a potential new freight connection between the Milton line 

west of Trafalgar Road and the CN line at Bramalea, travelling along a track adjacent to 

Highway 407. It would leave the Milton tracks free for commuters and keep dangerous 

cargo away from more populated areas. Metrolinx and Toronto's Official Plan identify a 

potential future GO transit station (the Don Mills station) where the CP Rail corridor 

crosses Don Mills Road in the core study area although no timeline or funding identified. 



4.6 Active Transportation Network 

The following section provides an overview of existing conditions for active transportation 

(bicycling and walking) in the study area. Different aspects of the existing network of mobility are 

addressed in each sub-section and current deficiencies with the existing network are identified 

at the end of this section. 

4.6.1 Existing Pedestrian Network 

Active transportation behaviour in the study area 

is rapidly evolving due to demographic changes, 

the presence of young population and recent 

mixed-use developments. Although the future 

transit network is expected to improve 

connectivity, current land uses and transportation 

systems are primarily automobile dependent. As 

such, limited walking and cycling options are 

available for area residents. 

Exhibit 4-25 summarizes existing walking 

facilities within the study area including 

recreational trails and the current use of these 

facilities. Most of the facilities are located along 

the east and west section of Don River and local 

streets. The trails are not continuous at some key 

locations resulting in longer walking distance for 

residents. To deal with trail gaps, the City of 

Toronto and Toronto and Region Conservation 

Authority (TRCA) have completed a study to 

determine a preferred trail route that would 

provide a connection in the multi-use trail 

network between the existing East Don Trail, the 

Gatineau Trail and the Don Trail System (see Exhibit 4-22). 

Exhibit 4 - 22 – East Don Trail Extension 

In addition, the presence of numerous cul-de-sacs or curvilieaner streets in the eastern 

neighbourhoods creates further difficulty for pedestrians wanting to access local destinations. 

Lighting deficiencies along recreational trails were also noticed during the site visit. 

4.6.2 Existing Pedestrian Demand 

Complex intersections, wide streets and natural or man-made barriers pose numerous 

challenges to walking and cycling modes in study area. Due to grading challenges presented by 

the varied topography walking facilities often include stairs causing accessibility issues. Very 

low connectivity and lower crossing activities were observed in most of the neighbourhoods 

even those with higher transit usage (See Exhibit 4-25). Intersection along Don Mills Road and 

Eglinton Avenue East experience nearly 5,000 pedestrians per hour during typical weekday. 

Pedestrian demand is higher than 20% mode share at several intersections in the Flemingdon 

Park neighbourhood. The Crosstown LRT will bring more pedestrian activity, adding complexity 


46


and increasing delays for all street users. Flemingdon Park has one of the highest proportion of 

pedestrian activities in the transportation area of influence, but overall lack of midblock crossing 

and very long crossing distance create uncomfortable walking conditions. 

Discontinuous facilities or circuitous road systems are responsible for longer walking distances 

to access transit services or local commercial or activity centres despite the fact that the core 

transportation area boundary radius is less than 800 metres around the Don Mills Road and 

Eglinton Avenue East intersection. Despite existing poor conditions, the area has a high 

potential to improve the share of active transportation as one of the ways to address local 

vehicular congestion conditions. 

4.6.3 Existing Pedestrian Conditions 

For a pedestrian the quality of facility is critical to enticing them to walk or access transit. The 

quality of pedestrian facility depends on distance of crossing, traffic volumes, speed, separation 

between traffic lanes and sidewalk, size of sidewalk and other urban design elements that 

makes walking comfortable. New method of estimating risk (Safety Indices developed by 

Federal Highway Adimistration, USA) and level-of-service, LOS (Originally developed by 

Charlotte NC to estimate Pedestrian LOS and later adopted by City of Ottawa and other cities) 

were used to quantify the existing safety and quality of pedestrian facilities in the core study 

area. Exhibit 4-26 summarizes the result of these analyses. Pedestrian on major arterials 

experience very poor level-of-service (LOS E) due to poor street and built environment 

described earlier. The majority of crossings require higher pedestrian priority to improve safety 

conditions. The worst intersection is Don Mills Road and Eglinton Avenue East which requires 

significant redesign of intersection geometry to improve pedestrian crossing conditions. 

4.6.4 Future Potential Opportunities 

Despite poor walking conditions, potential of converting short trips to walking and cycling is high 

in the study area. 

For instance, Exhibit 4-23 displays average distance travelled and speed by a typical person. If 

comfortable facilities with acceptable level of service and complete street policies are applied for 

active transportation users, the core transportation study area has the highest potential of 

walking and cycling to reduce automobile dependency and provide healthier and affordable 

choices for shorter trips. 

Exhibit 4 - 23 – Typical Walking and Cycling Distance 


47


City’s new Complete Street policies and comprehensive guidelines will provide a new 

opportunity to improve walking conditions. Exhibit 4-24 demonstrates different types of elements 

and a toolbox that can be applied to redesign existing streets using complete street policies, 

which generally improve options for sustainable users while avoiding typical “road widening” 

improvements that generally deteriorate quality of life for local residents. 

Exhibit 4 - 24 – Concept of a Complete Street 

EXTENDED TREE CANOPY 

TRANSIT ORIENTED DEVELOPMENT 

TRANSIT 

DRIVE AND PARK 

ACTIVE USES AT GRADE LEVEL 

WALK 

WIDER SIDEWALKS 

ACTIVE PUBLIC REALM 

ENGAGED CROSSWALKS 

CYCLE 

Source: Complete Street Initiatives Presentation, City of Toronto, 2016. 


48


Exhibit 4-26 – Existing Walking Conditions (LOS + ISI) 

Tabloid 

Legend 

Pedestrian LOS Crossing 

and Sidewalk 

Cross-walk safety Indices 

Sidewalk LOS 

Low priority 

Moderate priority 

High priority 

A-B 

C-D 

E 

F 

Intersection 


0 0.05 0.1 0.2 0.3 

Kilometers 


Existing Walking Conditions 

(LOS + ISI) 


50


4.6.5 Existing Cycling Facilities and Activities 

Exhibit 4-27 displays existing and planned (as per City’s 10-year Cycling Plan) cycling facilities 

within the study area including use of these facilities. Currently, multi-use trails and standard onstreet 

cycling facilities are provided in the study area. Discontinuous trails are located on both 

east and west Don River. The Don Mills trail currently ends north of CP Rail corridor, creating a 

gap in the system to the trails south of Eglinton Avenue East, which will ultimately access the 

downtown. Only on-street bicycle lane is available on Millwood Road bridge over Don River. 

Internal streets provide shared facilities with general traffic. Additional bicycle facilities are 

proposed as part of City’s 10-year cycling plan. 

4.6.6 Existing Cycling Demand 

Existing bicycle use on available facilities is generally moderate. Don Mills Road, Millwood Road 

and the ravine trails experience some of the higher cycling activity in the study area. Although 

the cycling share of trips is low as a percentage of total trips, total cycling volume is higher than 

in Toronto's centres (such as North York Centre), outside of downtown, despite a general lack 

of cycling infrastructures or amenities and safety conditions such as high speeds that typically 

deter cyclists. Internal streets connected to multi-use trails generally provide low speed 

conditions and a bicycle friendly environment, hence, they attract relatively higher cycling 

activities. Despite existing poor conditions, the area has a high potential to improve the share of 

active transportation as one of the ways to address local vehicular congestion conditions. 

4.6.7 Existing Cycling Conditions 

Similar to pedestrian facilities, quality and safety of existing facility were quantified using 

innovative approaches such as bicycle level-of-service (developed by Mineta Transportation 

Institute, later recommended by Institute of Transportation Engineers manuals) and Safety 

Indices (developed by Federal Highway Administration, USA). The results are summarized in 

Exhibit 4-29 for the core study area. Cycling conditions along major arterials are generally poor. 

Left-turn and through movements are the most difficult and riskier maneuver. Right-turn 

movements are also difficult at several major intersections. Level-of-service fails at Don Mills 

Road and Eglinton Avenue east corridor. Internal local streets enjoy better safety and quality 

due to lower speed and human scale environment for cyclists. 


51


Exhibit 4-29 – Existing Cycling Conditions (LOS+ISI) 

Tabloid 

Legend 

Bicycle ISI Indices and LOS 

Cross-walk safety ISI Indices 

Bicycle LOS 

Low Risk 

Moderate Risk 

High Risk 

A-B 

C-D 

E 

F 

Intersection 


0 0.05 0.1 0.2 0.3 

Kilometers 


Existing Cycling Conditions 

(LOS + ISI) 


54


4.7 Existing Demand Management Programs 

Limited demand management or innovative mobility options are available within the 

transportation area of influence. As of 2016, the following demand management services are 

available at several locations: 

• Car-share: Carshare services (Zipcar) are available at Shops at Don Mills (3 

vehicles) and 95 Thorncliffe Park Drive (2 vehicles); 

• Electric Vehicle: Currently electric plugin locations are located at Parkview BMW (2 

stations), Ontario Science Centre (1 station) and Don Mills shopping centre. 

Shared mobility services and new mobility modes, including smart technology, will be one of the 

key focuses to resolve the gap in local transport services. 


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5. Public Consultation 

Public consultation is an important input into the transportation study and the overall Don Mills 

Crossing study. To provide a range of opportunities for the public to participate, a variety of 

engagement events were held in Phase 1 including a study launch and open house, six 

Planners in Public Spaces (PiPS) events at various locations in the Don Mills and Eglinton area, 

and a "What's Your Favourite Place" online engagement tool. Summaries and material from the 

study launch and six PiPS events are available on the Don Mills Crossing website 

(www.toronto.ca/donmillscrossing) under the “Get Involved” tab. Public engagement is a key 

aspect incorporated through all phases of Don Mills Crossing as a way for local residents, 

employees and stakeholders to actively participate in shaping the area's future. 

5.1 October 13 Study Launch and Community Meeting 

Don Mills Crossing's first public consultation meeting and study launch took place on Thursday 

October 13, 2016, at the Ontario Science Centre at 770 Don Mills Road from 6pm to 9pm. 

Approximately 85 people attended 

the event. Participants consisted 

largely of residents between ages of 

35 and 65, and of diverse cultural 

and linguistic backgrounds. 

Exhibit 5 - 1 – First Public Meeting 

The public consultation provided a 

general overview of the Don Mills 

Crossing study. The event consisted 

of an open house format with 

information boards on display. Most 

boards were manned by City 

Planning staff available to provide 

information and clarification to 

attendees and gather feedback. 

Representatives from TTC and 

Metrolinx were also on hand to 

speak to their respective 

infrastructure projects in the area. In 

addition to the open house format, a 15 minute presentation was given introducing the study 

and its purpose. The presentation was given at 6 pm, 7 pm and at 8 pm. 

The presentation addressed the following topics: 

 

 

 

 

Study goal and objectives 

Study background and planning context 

New rapid transit information and updates 

Illustration of existing transportation conditions 


56


 

 

Interactive session to discuss opportunities 

Study schedule and next steps in the study 

In addition to the presentations and display boards, three different activities were set-up with 

maps and materials so that participants could provide information and ideas related to specific 

issues for the study area. For instances, 

 

 

 

Community Services and Facilities – Help Us Learn about CS&F in the Areas: in this 

activity participants offered input about which community services they use in the area. 

They also indicated which services and facilities in the area work well and which need 

improvement. The activity also asked participants to identify gaps in services and 

facilities in the area. 

What We Have Heard: in this activity participants were provided with the opportunity to 

provide feedback on the input collected through the favourite places online tool on the 

Don Mills Crossing website and at the 'pop-up' events conducted over the summer. 

Participants used green dots to indicate they agreed with the summary statements and 

red dots to indicate they disagreed. Also, post-it notes were available for additional 

comments to display on the board. 

Tell Us What You Think! What's Your Favourite Place: in this activity participants were 

asked to point out on the map their favourite places with green dots and to indicate 

places that need improvement with a blue dot. 

As well, there were “post-it notes” at each table for participants to provide additional comments. 

For participants with more detailed comments (e.g., on the overall open house, transportation 

issues, etc.) there were comment sheets available. These could be handed in to a member of 

the Project Team, dropped in the comment boxes provided or returned to the City after the 

event. 

5.2 Transportation - What We heard 

The Open House information boards provided various transportation maps identifying the 

existing transportation network, right-of-way widths, existing and planned transit network, 

existing and planned cycling network, and 400 metre and 800 metre walking distance from 

future LRT stops. 

Participants provided feedback and identified transportation issues, concerns and potential 

opportunities. The following is a brief summary of transportation comments: 

i. Cycling Infrastructure and Connections 

 

 

 

 

Clear desire for more and better cycling infrastructure in the area. 

Most common concerns were how cycling connections will be achieved to fill the gaps in 

existing network. 

Connection of bike lane throughout the ravine system. 

Need for better cycling connections to the Flemingdon Park area. 


57


 

 

 

 

Concerned about the safety for the cyclist under existing conditions. 

High demand for the protected bike lanes. 

Concerned about the future cycling infrastructure along Eglinton Avenue East and Don 

Mills Road. 

Concerned about the implementation and coordination of the City's Ten Year Cycling 

Network Plan. 

ii. Pedestrian Facilities and 

Accessibility 

Exhibit 5 - 2 – Transportation Feedback from Study Launch 

 

 

 

 

Very unfriendly for 

pedestrians along 

the major arterial 

roads due to high 

speed traffic and 

narrow sidewalks. 

Pedestrian facilities 

are not accessible 

for all in some 

areas. For example, 

participants 

indicated the stairs 

to reach the TTC 

bus stops/ future 

LRT stops located 

on Wynford Drive connecting Eglinton Avenue East will present challenges. 

Pedestrian signal phase is too short to cross the large intersections. 

Pedestrian connections required in and to future community facilities and residential 

developments. 

iii. Private vehicles 

 

 

 

Traffic congestion is the mostly frequently raised issue during the Eglinton Crosstown 

construction. 

Concerns were also raised about the future impact of additional development on area 

congestion. 

Participants would like to have improved traffic management in the area, specially, at the 

Don Mills and Eglinton Intersection, which has a number of large truck movements. 

5.3 Summary 

Overall feedback from public consultation indicates a greater desire for improved walking 

conditions, a more connected street network, easier access to transit services, improved traffic 


58


conditions, safer street crossings, construction-related inquiries, excessive but unused parking 

and general transportation issues around the area school locations. Current Crosstown LRT 

details and associated construction activities were frequent topics of discussion as well. 

Environmental impact from existing traffic experiences are frequently raised during the public 

consultation. These public inputs will be basis of future condition review in upcoming phases of 

the study. 


59


6. Infrastructure Management Strategy 

Through public consultation and existing transportation system analysis carried out in this 

Phase 1 study, several gaps and issues have been identified and summarized in this section. 

Based on these gaps, an overall strategy and recommendations are provided to guide and 

coordinate multiple stakeholders in the core study area. 

6.1 Summary of Current Major Infrastructure Issues 

The existing mobility network provides poor connectivity, both internally to local destinations as 

well as to its surrounding context. The rail corridor and natural valleys are physical barriers that 

interrupt the street network, forcing Eglinton Avenue East and Don Mills Road to carry high 

traffic volumes for all modes of transportation. This contributes to a range of impacts, including 

congestion-related issues impacting surface transit and creating conflicts with pedestrians and 

cyclists trying to navigate a complex and difficult environment. 

To move forward, this Phase 1 study identifies following preliminary areas of investigation with 

respect to transportation infrastructure and services (see Exhibit 6-1): 

1. Connectivity across the rail corridor both as a potential addition to the street 

network, but also to extend The Don Mills Trail from its current terminus 

through the Celestica lands to connect with trails located in the ravine 

system south of Eglinton Avenue East; 

2. Environmental limits of the ravine lands south of Eglinton Avenue East 

which, along with the location of the LRT portal, will be an important factor in 

determining the location of north-south connections crossing the Eglinton 

Avenue East and providing access to future development blocks; 

3. Determining the extent to which ramps on Eglinton Avenue East that 

currently provide access to the Celestica lands can be normalized or 

eliminated; 

4. Coordinating a comprehensive plan of Crosstown LRT on Eglinton Avenue 

East to identify changes to street design, access or connectivity issues, cycle 

track, streetscape and other street elements or amenities and installation 

and funding responsibility between all stakeholders including land owners; 

5. Connectivity to public street network from the Celestica lands including 

alignment of internal public streets and intersections, as well as the potential 

Wynford Drive extension; 

6. Appropriate size and function of new public streets in the development 

blocks to implement a complete streets approach; 


60


7. Normalizing Gervais Drive and Ferrand Street intersection at Eglinton 

Avenue East; 

8. Connectivity and extension of the public street network to Build Toronto 

lands on the southwest and southeast quadrants of the Don Mills Road and 

Eglinton Avenue East intersection; 

9. Surface and underground connections from future LRT stations to the four 

development corners at Science Centre station; 

10. Opportunities to normalize ramp(s) at Don Valley Parkway as part of the 

Eglinton Crosstown LRT; 

11. Improving boulevard and streetscape on Don Mills Road and Eglinton 

Avenue corridor; and 

12. Additional public realm and finer street network in core study area. 


61

LEASIDE SPUR TRAIL 

GARAMOND CT 

GERVAIS DRIVE 

LESLIE STREET 

11 

1 

5 

4 

EGLINTON AVENUE EAST 

CELESTICA 

3 

2 

8 

9 

9 

9 

9 

8 

7 

4 

10 

WINDOM ROAD 

SETON PARK ROAD 

FERRAND DRIVE 

SUMMARY / LEGEND 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

Rail Corridor Crossing Opportunity 

Eglinton Avenue East Street Crossing 

Reconfiguration of Celestica Ramps 

Eglinton Streetscape Co-ordination 

Public Street Network on Celestica and 

potential Wynford Extension 

Complete Streets (re: 5 and 8) 

Realign the Ferrand - Gervais intersection 

Public Street network on Build Toronto sites 

LRT Connections to all four corners 

Normalize southbound on-ramp to DVP 

Potential streetscape improvements 

Eglinton LRT Below Grade Alignment 

11 

DONMILLS ROAD 

DEAUVILLE LANE 

ST DENNIS DRIVE 

LINKWOOD LANE 

Future LRT Station/Stops 

New Bus Terminal 

Core Study Area 

Not to Scale 

Exhibit 6-1: Transportation Infrastructure: Preliminary Areas of Investigation


6.2 Opportunities 

Phase 1's examination of existing transportation conditions has identified a number of areas of 

future investigation to provide a broader range of mobility options in the Don Mills Crossing 

area. Taking advantage of new transit infrastructure through improved access and seamless 

transportation systems will be a key focus of future transportation solutions. This includes 

adopting a comprehensive multimodal planning approach with a focus on: 

 

 

 

 

Implementing transit and active transportation strategies that focus on shifting local trips 

to sustainable modes, such as cycling, transit and walking, to address observed travel 

behavior which shows a high proportion of short distance trips to and from the study 

area are currently made in private vehicles; 

Providing convenient access to public transit locations or interchanges with new streets 

or pathways that will bring more ridership to existing or future transit facilities; 

Introducing complete street and other design ideas to implement a safer crossing 

environment, and a more comfortable transit, walking and cycling experience that will 

further enhance mobility options for the residents and employees; and 

Advancing intelligent traffic management systems and new mobility options with 

solutions based on smart technologies, filling the current service gaps and access issues 

for local trips. 

Moving forward, the transportation study work in support of Don Mills Crossing will look to 

advance the growing recognition and evolving demand for transportation improvement across a 

range of outcomes in order to provide for a more coordinated and collaborative approach. In 

support of this broader work program, it will be important to advance the following two 

transportation matters in the next phase of work: 

 

 

Parallel to on-going development process, environmental assessment shall begin in 

collaboration with landowners and other stakeholders to explore and identify connections 

and access across the CP Rail and Eglinton LRT corridors, particularly for local transit 

and active transportation modes, which supports local and shorter trips and removes 

land-development access barriers presented by the challenging local topography; and 

In collaboration with land owners, Metrolinx and City staff, develops a conceptual plan 

for the Don Mills Crossing section of the Eglinton corridor, including connecting streets, 

to implement the framework and design recommendations envisioned in Eglinton 

Connects and use this conceptual plan to review developments abutting the Eglinton 

corridor. 


63


Appendices 

Appendix A – Additional Origin-Destination Exhibits 

City Planning, Transportation

.DON MILLS CROSSING TRANSPORTATION STUDY

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