1100 Caledonia Road: 465,000 Sq Ft of Last-Mile Industrial Inside Toronto

In last-mile distribution, the building matters less than where the building sits. You can optimise routing software, fleet mix and shift patterns all you like — the one variable that changes the economics of every delivery, permanently, is the distance between your dock door and your customer’s door.

Which is why 1100 Caledonia Road is worth a close look. Oxford Properties is redeveloping 22.40 acres in an established industrial node of Toronto into two new buildings totalling approximately 465,000 sq ft, with 40-foot clear height — inside the city those deliveries are going to.

The property at a glance

Specification	Building 1	Building 2
Total available space	241,435 sq ft	223,411 sq ft
Clear height	40 feet	40 feet
Truck-level doors	28	24
Drive-in doors	4	4
Vehicle parking stalls	169	162
Trailer parking stalls	55 shared	55 shared
LEED	Pursuing	Pursuing

 

Combined: approximately 465,000 sq ft on 22.40 acres, with flexible configurations, 52 truck-level and 8 drive-in doors, and 331 vehicle stalls across the site.

Why this location works for last-mile distribution

Start with the catchment, because that is the asset here.

The City of Toronto recorded a population of 2,794,356 in the 2021 Census — roughly 2.8 million people — and the Greater Toronto Area recorded 6,711,985, estimated at approximately 7.1 million by 2025. A last-mile operation at 1100 Caledonia Road is not shipping into that market from outside it. It is already inside the densest consumer market in Canada, with the balance of the region reachable through the highway network rather than across it.

The drive times, per the property’s marketing materials:

• Highway 401 — 4.3 km, 9 minutes
• Highway 427 — 14 km, 14 minutes
• Downtown Toronto — 13 km, 33 minutes
• Toronto Pearson International Airport — 23 km, 26 minutes
• TTC service — 3.3 km, 5 minutes
• Weston GO / UP Express — 5 km, 8 minutes

Read those together and the picture is specific: a site with 401 access in under ten minutes for inbound line-haul, and a downtown radius measured in single-digit kilometres for outbound delivery. That combination — regional highway access and genuine urban proximity — is what a 905 location cannot offer at any specification, and what most existing Toronto stock cannot offer at a modern building standard.

The economics of the final leg

The final mile is consistently the most expensive segment of the supply chain. Industry estimates of its share of total delivery cost vary widely by methodology and sector — commonly cited figures range from roughly a third (Deloitte) to more than half (MIT Sloan Management Review) — but the direction is not in dispute, and every operator running urban delivery already knows it from their own numbers.

The reason is structural. Line-haul moves consolidated volume over long distances at low cost per unit. The final leg breaks that volume into individual stops, in traffic, with a driver paid by the hour and a vehicle that spends much of its day stationary. Distance compounds against you: every extra kilometre between the facility and the delivery zone is multiplied by every stop, every route, every day, for the length of the lease.

That is the calculation to run against this site. Take your current or projected stop density across Toronto, your average route length from each candidate location, your driver hours and your cost per kilometre. An urban location frequently pays for a higher occupancy cost several times over in reduced route length and improved stops-per-hour — and it does so every single operating day. I would rather build that model with you using your operating data than argue it in the abstract.

And the labour question

Last-mile operations are labour-intensive and shift-heavy, which makes recruitment a location decision as much as an HR one. TTC service 3.3 km from the door means the site draws from a labour pool that does not require every employee to own a car — a materially different and deeper pool than a car-dependent 905 location can access. The 331 vehicle parking stalls handle the shift counts that come with sortation and delivery operations. Yorkdale and the surrounding amenity cluster sit minutes north, which matters more for retention than most occupiers account for until they have tried to hold a second shift together without it.

Why space like this is scarce

New industrial construction inside the City of Toronto is rare, and the data shows why.

As of Q2 2026, the GTA Central market held 225.2 million sq ft of industrial inventory across 4,340 buildings, according to Cushman & Wakefield. Only 1.78 million sq ft was under construction — under 1% of existing stock. For comparison, GTA West had 5.43 million sq ft underway. Availability in GTA Central stood at 4.0%, tighter than GTA West at 5.3% and tighter than the GTA-wide average of roughly 4.9%.

The arithmetic on the existing stock is telling: 225.2 million sq ft across 4,340 buildings averages roughly 52,000 sq ft per building, and the great majority of it was built for an earlier era of logistics — 18 to 24 foot clear heights, shallow truck courts, limited power, little or no trailer parking. It is not that Toronto has no industrial space. It is that Toronto has very little industrial space a modern distribution operation can actually use.

The leasing data confirms occupiers are behaving accordingly. Across the GTA in the first half of 2026 — a record 17.6 million sq ft of leasing — activity concentrated at the extremes of the age spectrum. Buildings under five years old absorbed 7.0 million sq ft across just 55 transactions, averaging 127,000 sq ft per deal. Demand for large-format modern product is where the market is moving.

For scale: 465,000 sq ft is roughly a quarter of all industrial space currently under construction across the entire GTA Central market.

Who this suits

On the specifications and the location together, the site fits:

• Parcel, e-commerce and sortation operators needing urban proximity, high door counts and large staff parking
• Third-party logistics providers running urban fulfilment contracts where service-level commitments make drive time contractual
• Food and grocery distribution where delivery windows are tight and the customer base is the city itself
• Users consolidating multiple older Toronto facilities into one modern building without leaving the market they serve
• Operations that rack high — 40-foot clear converts directly into pallet positions, so cubeable product occupies a smaller footprint

It fits less well if your footprint is regional or cross-border, if yard and trailer storage rather than building area is your binding constraint, or if you need a single contiguous block larger than what the two buildings offer. That is worth saying plainly — the wrong building in the right city still costs you money.

Design-build: what can still be shaped

Because the project is still in a design-build phase, an early user has input that a completed building cannot offer. Bay depth, office size and placement, door count and positioning, power, and how space is demised are all live questions rather than settled ones. For a last-mile operator, the door-to-floor-area ratio and the layout of the loading side are not cosmetic details — they set your throughput ceiling for the life of the lease. Those decisions are made once, at design stage, and are effectively permanent afterwards.

That window narrows as the project advances.

Frequently asked questions

Where is 1100 Caledonia Road?

1100 Caledonia Road is in Toronto, Ontario, in an established industrial node in the city’s central-west area. Highway 401 is 4.3 km away (approximately 9 minutes), downtown Toronto is 13 km, and Toronto Pearson International Airport is 23 km.

How much space is available at 1100 Caledonia Road?

Approximately 465,000 sq ft across two new buildings on 22.40 acres — Building 1 at 241,435 sq ft and Building 2 at 223,411 sq ft. Flexible configurations are available.

What is the clear height and shipping configuration?

Both buildings have 40-foot clear height. The site provides 52 truck-level doors and 8 drive-in doors in total — 28 truck-level and 4 drive-in at Building 1, and 24 truck-level and 4 drive-in at Building 2 — plus 331 vehicle parking stalls and 55 trailer parking stalls shared across both buildings.

Why is the location suited to last-mile distribution?

The site sits inside the City of Toronto, which recorded a population of 2,794,356 in the 2021 Census, within the Greater Toronto Area’s 6.7 million. Last-mile delivery cost is driven primarily by distance and stop density, so a facility located within the delivery market itself shortens every route rather than adding to it.

Why is 40-foot clear height significant in a warehouse?

Greater clear height allows more pallet positions within the same building footprint, which can reduce the total square footage a tenant needs to lease. It benefits users with cubeable, rackable product and is less valuable to manufacturers with fixed equipment heights.

What is a design-build industrial lease?

A lease on a building constructed to a tenant’s specifications. The tenant has input on bay sizing, office build-out, door count and placement, power and demising before construction is finalized — unlike a speculative building, which is leased as designed.

How much new industrial space is being built in central Toronto?

Approximately 1.78 million sq ft was under construction across the GTA Central market as of Q2 2026, against an inventory of 225.2 million sq ft — under 1% of existing stock, according to Cushman & Wakefield.

Now pre-leasing

Configurations at 1100 Caledonia Road are being discussed now, while the design can still accommodate a user’s requirements. If you are evaluating a last-mile or urban distribution location in the Greater Toronto Area, I can walk you through the site plan, the building specifications and how a configuration would work against your operation.

Goran Brelih, B.Sc.Eng., SIOR

Executive Vice President, Cushman & Wakefield ULC

416.756.5456  |  goran.brelih@cushwake.com

1100 Caledonia Road is co-listed with Douglas Scarlett, Director of Industrial Leasing at Oxford Properties, and Diana McKennon, Sales Representative, Cushman & Wakefield ULC.

Property specifications: Oxford Properties / Cushman & Wakefield marketing materials, September 2026. Market data: Cushman & Wakefield GTA Industrial MarketBeat, Q2 2026. Population data: Statistics Canada, 2021 Census of Population, with 2025 figures as estimates. Information is believed reliable but not warranted, and is subject to change without notice.