The Yonge Street North Secondary Plan pertains to lands along Yonge Street north of Hendon Avenue and Bishop Avenue in North York, Ontario. It is divided into five sub-areas with different development intensities. The plan aims to intensify development around transit stations through mixed-use and transit-oriented development. It incorporates design ideas like sustainability, community engagement, and improving the public realm. The transportation plan prioritizes walking, cycling, and public transit by improving connectivity and infrastructure to support mobility. Building heights range from 4 to 50 stories depending on the sub-area, transitioning to lower heights farther from major intersections.

1. Secondary Plans Case Study
Yonge Street North Secondary Plan
Group 3
Tamilselvan Ramachandran - 991734638
Aarthi Ramesh Kumar - 991731418
Saumil bhavsar - 991737495
Megha Nadukkandy - 991719154

2. This Official Plan Amendment pertains to the Yonge Street corridor
and is divided into two segments. The first component covers lands
situated in the northern section of the North York Centre
Secondary Plan, specifically south of Drewry Avenue and Cummer
Avenue, and north of Hendon Avenue and Bishop Avenue,
including the hydro corridor.
Location
The area in question is concentrated along Yonge Street
and is bordered by Drewry Avenue and Cummer Avenue to
the south, with the southern boundary extending to the
North York Centre Secondary Plan. To the north, the area is
bounded by Steeles Avenue.

3. Planning Process
In June 2011, the North York Community
Council approved a report presented by City
Staff, which marked the start of the Yonge
Street North Planning Study. To perform this
research, the City hired Macaulay Shiomi
Howson for planning, Brook McIlroy for urban
design, and LEA Consulting Ltd. for
transportation and service components. A
Technical Advisory Committee was formed to
monitor the study's progress and had many
sessions. This committee was comprised of
representatives from the Region of York, the
City of Vaughan, the City of Markham,
Metrolinx, TTC, and various City departments,
including City Planning, Urban Design, Technical
Services, Transportation Planning, Traffic
Planning, Traffic Operations, and Parks,
Forestry, and Recreation.
Consultants Hired

4. • In December 2011, the City hosted a visioning workshop at the Edithvale Community
Centre, which was attended by about 100 community people. The workshop's goal was
to get an understanding of the study area's critical challenges, priority objectives, and
community vision. Following the meeting, a Summary Document and a Background
Report were developed and posted on the City's research website, along with
supplementary documents generated throughout the research.
• Building on insights gathered from the initial workshop and background study, a second
workshop took place on June 5, 2012, attracting around 100 participants.
• During this session, a set of draft urban structure options and transportation alternatives
were presented for community scrutiny, allowing attendees to seek clarification, pose
questions, and offer input to both consultants and City staff. Based on this feedback, the
consultants and City staff assessed the draft urban structure options, unveiling a
preferred option for further community input on May 9, 2013.
• The ultimate consultant's report was presented to the North York Community Council on
June 18, but a decision was deferred until October 17 to facilitate additional councilor
briefings on various options, associated traffic considerations, and further community
engagement.
• Councilor briefings occurred during the summer and fall of 2013, accompanied by
additional public consultations in the fall of the same year. Staff formulated a draft
Official Plan Amendment (OPA) and, following discussions with Technical Advisory
Committee members, presented a draft Amendment for further public consultation with
the North York Community Council, scheduled for May 2014. A public workshop and
open house were conducted on May 28, 2014, with comments on the draft OPA
accepted until the end of June 2014. Staff then prepared the final recommended OPA,
ensuring its availability to the public at least 20 days before the statutory public meeting
held for its adoption.
Planning Process
Public Engagement

5. Need For Secondary Plan
• Intensification of Younge Street North and surroundings as part of TTC
line 1 expansion.
• To incorporate Mix-use development.
• To encourage Multi-modal interchange, To connect people to and from
other transit modes. The plan incorporates streets, open spaces parks etc.
which promotes active transportation.
• To encourage safe and direct transportation by supporting higher order
transit.
• To develop expanded, enhanced and integrated public spaces which are
connected by improved streets, lanes, mid-block connections, parks etc.
• To provide provisions for the social, cultural and economic development
of the area.
• Designing space that is climate responsive by creating new buildings and
encouraging green infrastructure and sustainability.

6. Land use area boundary
• In the Yonge street north secondary plan, the boundaries are as follows.
North – Steeles avenue
South – Cummer road and drewery road
East – Willowdale avenue
West – Lariviere road
• Related to the Urban Planning of the area, there can be various reasons
for choosing the boundaries such as :
Geographic features
Transportation
Accessibility
Population Density and Demographics
Historic development
land uses etc.

7. Sub Areas
• The area is made up of five-character areas. The development in each of
the area depends on its location and distance from the transit stations.
Steeles Transit Station :- Primary area for intensification and has the
greatest height limits and intense built forms. It forms the urban
node. Mostly commercial/office land-uses and minimal residences.
Yonge Drewry / Cummer Node :- Located towards the southern limit of
the plan. Its redevelopment incorporates low-rise, mid-rise and tall
buildings with great heights and densities.
Yonge Main Street : Mixed-used main street area framing the Yonge
street promenade with primary mid-rise buildings. Spaces with
privately owned public spaces, center parks etc.
Mid-Rise East & West :- Acts as a transition space between the
neighborhoods and the intensified area. The built form and height
will reduce.
Neighborhoods : The low-rise characterized area with low-rise buildings.
Duplex, Triplex and Multi-unit buildings.

8. Secondary Plan Design Ideas
The area is made up of five character areas. The development in each
of the area depends on its location and distance from the transit
stations.
Transit-Oriented Development(TOD):- The Secondary plan area
can be designed surrounding the transit hubs and multi-modal
transit can be incorporated, encouraging public transportation..
Mixed-Use Development:- By incorporating mixed-use land-uses
such as residential, commercial, retail, recreational, etc, a vibrant
and diverse community can be created.
Green Initiative and Sustainability: Green initiatives can be
incorporated in secondary plans such as green spaces, parks,
sustainable design measures, etc.
Smart Growth:- Encouraging compact development by preserving
open spaces, promoting energy-efficient constructions, etc.
Resilient Design: Design that is climate responsive. The plan
incorporates stormwater runoff, elevated buildings, durable
materials, etc.
Community Engagement: Engage stakeholders, designers,
residents, business owners, etc in the planning process to create
an efficient plan that caters to all the needs.

9. Public realm
• The public realm consists of all the areas like streets, parks, civic
spaces. Sidewalks and other all things which are accessible by public.
Key recommendations of secondary plan:
• The area aims to improve lifestyle by providing great public realm.
• Direct access to privately owned public spaces and public parks from
the yonge street to ensure better use of transit.
• Building Setbacks (4 to 6m) from yonge street , 10m boulevard space
from curb to building façade and midblock connections to make
them a central point of focus.
• Focusing on building façades for the shadow effects and better
pedestrian experience.
• Tree plantation and soft landscape on the yonge street to design
as per green street standards.
• Minimum width of walkway – 2.1m
• Minimum lane width - 6m
• For cummer avenue and drewery avenue, minimum setback of
buildings – 3m

10. Transportation implementation plan and street network
• As per the new secondary plan, certain changes in the streets was
suggested.
• These changes included, modifying the existing roads, addition of
some new mixed-use trails and public streets.
• At many places, new traffic signals were proposed to ensure better
functionality of roads.
• Also, the policy suggested that if the improvements are not done on
site, all the development should respect and follow the standards
of transportation system to ensure long vision can be achieved and
the transportation system become ideal.
• These all changes should be done before the actual
development progress.

11. Building types and heights
There are some height restrictions which should be keep into mind for
the development given below
• Tall and mid rised buildings are permitted up to 50 storey in the Area
near steeles avenue west and yonge street intersection. Tall buildings
will gradually get shorter as you move away from the Yonge and
Steeles intersection, with a noticeable change every five floors.
• In certain areas like Yonge Main Street, Mid-rise East and West, as
well as parts of the Steeles Transit Station Area and Yonge
Drewry/Cummer Node, it's recommended to build mid-rise buildings
that are suitable for the surroundings.
• Height restrictions of up to 4 story will be maintained In the
neighborhood areas.

12. Mobility and public transport
The transportation plan will prioritize sustainable
ways for people to move around the Secondary Plan
area, like walking, cycling, and using public transit.
The vision can be achieved by,
• The area will have shops and services nearby, so
people don't have to travel far.
• More paths and public transit options will be
built to encourage walking and using buses or
trains.
• There will be many small streets to make it easy
to walk to transit stations and other places.
• Streets will be designed to be safe for everyone,
with features like speed bumps to slow down
cars.
• Safety measures will be put in place to make
accidents less likely and less severe.
• New buildings will have less impact on traffic by
providing options like shared transportation and
managing how people travel.
• Enough parking spaces will be provided, but not
too many, to help manage traffic and
transportation goals.

13. Implementing Documents For the Secondary Plan
Transportation Demand Management (TDM) Plan: This plan describes actions
to stimulate more transit usage and more economical use of the transportation
infrastructure. It covers things like telecommuting, carpooling, flexible work
schedules, transportation incentives, and bike-sharing schemes. The design
implications encompass the reduction of traffic jams, the mitigation of
environmental effects, and the encouragement of substitute forms of
transportation.
Parking Management strategy: The goal of this strategy is to control parking to
promote heavy transit usage. It restricts surface parking, promotes shared
parking spaces, and establishes minimum and maximum parking fees.
Implications for design include improving land use efficiency, minimizing
reliance on cars, and designing pedestrian-friendly streetscapes.
Plan for Community Services and Facilities: This document addresses the need
for more community services and facilities, such as childcare centers, libraries,
and community centers. It guarantees that new construction complements the
infrastructure already in place in the community and promotes the welfare of
current inhabitants. Design considerations include developing inclusive and
accessible public areas that improve people's quality of life.

14. Servicing Plan: This plan guarantees that both new and current development
will have access to sufficient infrastructure and services. It covers solid waste
disposal, recycling, water supply, storm sewers, and sanitary sewers. To
minimize environmental effects, infrastructure must be smoothly integrated
into the urban fabric.
Framework for Plan Review and Monitoring: This framework creates metrics
to gauge how well the Secondary Plan's policies are working over time. It
includes keeping an eye on population trends, transportation ridership, water
and sewage capacity, traffic levels, and community facilities requirements.
Design implications include modifying development plans in response to
changing circumstances and input.
Agreement Section 37: This agreement deals with the distribution of
community benefits and the transfer of density. It makes sure that through
financial contributions and density incentives, projects enhance the public
domain. Financing public facilities, improving public areas, and assisting with
community infrastructure are examples of design implications.
Implementing Documents For the Secondary Plan

15. Reference
• https://docplayer.net/24217109-Yonge-street-north-planning-study-draft-implementation-plan.html
• https://willowdaleactionhub.ca/en/folders/yonge-street-north-secondary-plan
• https://www.toronto.ca/city-government/planning-development/planning-studies-initiatives/yonge-street-north-
planning-study/
• https://www.toronto.ca/legdocs/mmis/2022/ny/bgrd/backgroundfile-228461.pdf