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Gardiner East EA Public Forum 3 (Feb062014) - panels
 

Gardiner East EA Public Forum 3 (Feb062014) - panels

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    Gardiner East EA Public Forum 3 (Feb062014) - panels Gardiner East EA Public Forum 3 (Feb062014) - panels Presentation Transcript

    • Introduction to the Study Futureof theGardinerEast Environmental Assessment & Urban Design Study The Gardiner Expressway East and Lake Shore Boulevard are important transportation infrastructure in the City of Toronto. Nearly 20 years ago, the initial Crombie Commission recommended the removal of the entire elevated Gardiner Expressway. It wasn’t until 2003 that the first section of the Gardiner (east of Bouchette Street) was removed. Study Lenses In 2008, Waterfront Toronto’s Board of Directors and the Toronto City Council passed resolutions to comence the study of the future of the Gardiner Expressway East and Lake Shore Boulevard. Environment The study includes the following components: • Individual Environmental Assessment • Urban Design Study The Terms of Reference for the study was completed and approved by the Ministry of Environment in 2009. Urban Design Economics Transportation & Infrastructure
    • Study Area Futureof theGardinerEast Environmental Assessment & Urban Design Study La Harbourfront Centre Jarvis Street Church Street Toronto Inner Harbour Leslie Street Spadina Avenue Yonge Street Lower Younge Precinct East Bayfront Precinct way Gardiner Expressway Sho ke Blvd re West Don Lands Precinct ark CN Tower King Street yP Union Station le Val Central Busines District Don Queen Street Logan Avenue The section of the Gardiner Expressway East / Lake Shore Boulevard that is being studied for reconfiguration extends from approximately west of Lower Jarvis Street to approximately Leslie Street. It includes areas south of King Street to the waterfront. ating h Ke Nort cinct Pre Lower Don Lands e Lak hore S Port Lands B vard oule
    • Historical Context The F.G. Gardiner Expressway (Gardiner) was named after the first chair of the former Metro Council, Frederick G. Gardiner who was a strong advocate for the project. 1929: View of Toronto’s Waterfront Futureof theGardinerEast Environmental Assessment & Urban Design Study Construction on the Gardiner began in 1956. It was built in segments and completed in 1965 at a cost of approximately $103 million. 1956: Building of the Gardiner Expressway, routed through industrial waterfront, completed in 1965 The Gardiner runs for about 20 kilometres from the foot of Highway 427 and the Queen Elizabeth Way in the west to the Don Valley Parkway in the east. 2000: Demolition of the Gardiner East from Don Valley Parkway to Leslie Street 1987 1990 1996 2001 2003 - 2006 2008 Study of potential modifications to the Gardiner Expressway ramps in the downtown area, titled the Central Bayfront Ramp Study. The study recommended several modifications to the Gardiner Expressway ramps. The Crombie Commission suggested the removal of the entire elevated Gardiner Expressway and its replacement with a network of tunnels and surface roads. Planning began for the removal of the 1.3 km section of the Gardiner Expressway east of the Don River, between Bouchette Street and Leslie Street, which was completed in 2003. The Toronto Waterfront Revitalization Task Force proposed that the rest of the elevated Gardiner Expressway be replaced. Recommendations included a tunnel, improved road network, construction of the Front Street Extension, widening of the Richmond / Adelaide DVP ramps. Waterfront Toronto examined options for the reconfiguration of the Gardiner / Lake Shore to stimulate waterfront revitalization. Studies demonstrated the cost of removing the entire Gardiner was too high. Other scenarios demonstrated a lower cost; including the least congested portion of the expressway from Lower Jarvis Street to the DVP. Waterfront Toronto Board of Directors and City Council adopted the proposal to complete an Individual Environmental Assessment and Integrated Urban Design study to explore the feasibility of removing part of the elevated Gardiner Expressway from approximately Jarvis Street to Logan Avenue.
    • Waterfront Revitalization Waterfront Toronto’s mandate is to put Toronto at the forefront of global cities in the 21st century by transforming the waterfront into beautiful and sustainable communities, fostering economic growth in knowledge-based, creative industries, and ultimately redefining how Toronto, Ontario and Canada are perceived by the world. A core part of that mission includes building high-quality public infrastructure, including parks, promenades, boulevards, and other amenities needed to generate vibrant urban activity. Corus Quay, East Bay Front West Don Lands Spadina WaveDeck, completed 2008
    • This 55 acre site is located on the Inner Harbour and is within walking distance of downtown Toronto. It includes established neighbourhoods and many entertainment and cultural attractions. The new district will have 7,000 residential units, jobs for 8,000 people and 1.5 km of continuous water’s edge promenade. Quay: Queens Quay East Bayfront A AVE. JARVIS ST. YONGE ST. Expected to be completed in Spring 2015, the Queens Quay area will be transformed into an iconic boulevard where the needs of all users will be accommodated. From recreational and transit, to bicycle, pedestrian and vehicular traffic, the overall landscape and public realm will be enhanced within the Queens Quay corridor. SPADIN Queens East Bayfront:
    • Futureof theGardinerEast Environmental Assessment & Urban Design Study Don Mouth Naturalization: Naturalizing the mouth of the Don River and providing flood protection to the Port Lands were identified as one of the top priorities for all three levels of government when they first announced the establishment of Waterfront Toronto in 2001. This project proposes to transform the existing mouth of the Don River including the Keating Channel, into a healthier, more naturalized river outlet to the lake, while at the same time, removing the risk of flooding to 230 hectares of urban land to the east and south of the river. West Don Lands: The West Don Lands’ 80 acre site is immediately adjacent to the Distillery District and has strong connections to the St. Lawrence and Corktown neighbourhoods. Once completed, it will have 5,800 residential units, including 1,200 units of affordable rental housing, 1,000,000 square feet of commercial space, 23 acres of parks and public spaces, a new transit line, an elementary school, a recreation centre, and childcare centres. West Don Lands Lower Don Lands Keating Channel (Lower Don Lands): A Municipal Class EA and Precinct Plan is being undertaken for the Lower Don Lands area. This initiative incorporates approximately 25,000 residents in 12,000 units, mixed use and varied densities. 10,000 jobs are also planned. The Keating Channel precinct will be the first developed community of the Lower Don Lands and will draw the City around the northeast corner of the Toronto Inner Harbour.
    • Study Goals and Principles GOAL 1: REVITALIZE THE WATERFRONT A public realm that provides adequate access to open space, landscape, light and air, and contributes to the revitalization of the waterfront needs to be created. The project should: Prioritize urban design excellence, placemaking, and quality of life as integral components of project design and evaluation. Contribute to the creation of the waterfront as a regional / tourist destination. Rejuvenate the underutilized and derelict lands under and adjacent to the expressway. Balance provision of new amenities for both local and regional users, recognizing that local and regional stakeholders may value amenities and infrastructure in different ways. Build on existing planning initiatives and conclusions. The EA study will coordinate and seek opportunities of mutual benefit with those initiatives. Acknowledge this project as an opportunity for City-building. Evaluate city-building investments, outcomes, and benefits in local, regional, and global contexts. GOAL 2: Futureof theGardinerEast Environmental Assessment & Urban Design Study RECONNECT THE CITY WITH THE LAKE The Gardiner Expressway East and Lake Shore Boulevard pair have long been perceived as a barrier that disconnects the downtown from its waterfront. The railroad viaduct is a physical barrier, limiting waterfront area access to four underpasses. Any reconfiguration of the Gardiner East and Lake Shore Blvd will need to include welcoming and accessible routes to the waterfront, breaking down the psychological and physical barriers that exist today. The project should: Create physical, visual, and cognitive connections to the waterfront for downtown, the City, and region. The waterfront is an amenity that belongs and should be accessible to the public. Design the public realm to be attractive, accessible and connected. The qualities of experience offered by streets, plazas, parks, promenades, pathways, bicycle routes, and visual corridors will be major drivers of design decisions. Public spaces should be accessible and perceived as public. The new urban fabric should become a connector between the downtown and new waterfront communities, one that uses transit, street design and new mixed-use communities to stitch the city with its unique waterfront experience.
    • Study Goals and Principles GOAL 3: BALANCE MODES OF TRAVEL Any new configuration of the Gardiner Expressway East and Lake Shore Blvd will need to maintain an effective local and regional transportation system, including commuters and freight, and minimize negative impacts by balancing alternative travel modes, including transit (local and regional), cycling and walking within the system. The project should: Acknowledge transportation initiatives – both positive and negative – on regional economic competitiveness, land-use, development character, settlement patterns, and environmental issues such as air quality and ambient noise. Maintain reliable access to the City and its neighborhoods for local residents, commuters, freight trucks, and regional travelers. The corridor plays an important role in the movement of traffic through the City and larger region. The reconfiguration alternatives will address the through-traffic function of the Gardiner Expressway East and Lake Shore Blvd. Acknowledge and integrate other planned transit (local and regional) initiatives being proposed for the City. Consider a combination of supply, system and demand management measures. Creatively maximize the performance of infrastructure through management and operation. GOAL 4: Futureof theGardinerEast Environmental Assessment & Urban Design Study ACHIEVE SUSTAINABILITY This project should advance the City’s and Waterfront Toronto’s commitment to green, healthy, and energy efficient development. Sustainable design solutions can improve environmental quality and biodiversity, and minimize public health risks. The project will: Consider Waterfront Toronto’s and the City’s sustainability policies and frameworks. Help contribute to development that has an overall positive impact. These benefits are to result in environmental enhancements, economic security, and social/cultural gains. Contribute to the improvement of environmental quality and public health, including air quality. Complement if not enhance other waterfront environmental naturalization initiatives. Accommodate the plans for flood conveyance and flood protection to lands in the Don River mouth area, the Port Lands and south Riverdale community. Promote social engagement and interaction. Promote the City’s initiatives to reduce greenhouse gas emissions. Promote public awareness and education on environmental issues through the physical design of infrastructure and public realm. Integrate ecology and natural systems with urbanism.
    • Study Goals and Principles GOAL 5: CREATE VALUE The future reconfiguration of the Gardiner Expressway East and Lake Shore Boulevard can act as a catalyst for good development and contribute to an integrated, vibrant, and successful waterfront. Further, any changes to the Gardiner Expressway East and Lake Shore Blvd pair will require a significant public investment, whether in rehabilitation and enhancement of the existing structure or replacement with a new or alternative facility. That investment should be targeted to maximize opportunities for revitalization, and to leverage the economic benefits of the project, rather than simply preserving the single purpose Gardiner Expressway. The project should:. Plan and design for positive net value creation in local, regional, and global contexts. Define a public and private investment structure that creates and captures value for the public sector. The public sector, through these city-building initiatives, creates value for the community, in terms of streets, open space, and catalysts for private development. Maximize net economic and environmental benefits. Futureof theGardinerEast Environmental Assessment & Urban Design Study
    • ORIGIN / DESTINATION STUDY – DOWNTOWN VS. THROUGH TRIPS AM Peak Hour EASTBOUND Spadina/YorkBay-Yonge 3,000 54% Eastbound @ Dufferin 5,650 per hour 5,650 Primary function is not as a regional connection: Jarvis/ Sherbourne 1,400 25% 2,600 DVP 900 16% 1,200 Gardiner East Study Area Spadina/YorkBay-Yonge 2,600 35% To Dufferin /Hwy 427 5,650 21% 1,500 Richmond 1,800 24% Jarvis/ Sherbourne 500 7% Lake Shore 350 6% DVP 4,500 per hour 2,700 AM Peak Hour WESTBOUND • 4,500 Gardiner East Study Area Lake Shore 2,900 Most eastbound Gardiner trips are destined for downtown locations. Only 22% of eastbound trips use the Gardiner to bypass the city • Most westbound and southbound (from DVP) Gardiner trips are destined for downtown locations. Only 21% of westbound and southbound trips use the Gardiner to bypass the city.
    • How Commuters get Downtown (AM Peak Hour 2011) Gardiner East Passes Through Five Emerging Neighbourhoods Walk/Cycle 4% (5,900) Auto (Gardiner Eastbound @ Bathurst) 4% (6,100) Don River GO Transit 19% (29,500) Bathurst TTC Transit 49% (77,700) Auto (All Other Routes) 21% (33,500) Dupont 4.2km – Lake Shore Blvd East (Yonge to Leslie) • Most eastbound Gardiner trips are destined for e.g. locations. Only Jarvis downtown Ossington to22% of eastbound trips use the Gardiner to bypass the city South Riverdale 2.4km Auto (Gardiner Westbound @ DVP) 3% (5,200) 157,200 Total 2.4km – Gardiner Expressway Elevated Structure e.g. King to Bloor Lower Yonge East Bayfront Keating Port Lands Source: AM Peak Hour Inbound to Downtown: Transportation City Cordon Count (2011) Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor Transportation Demand Growth Downtown Population & Employment Growth 250,000 +237,900 Total Total Trips 200,000 +157,200 Total 150,000 100,000 +115,500 Total Actual Projection 50,000 Populatoin/ Employment AM Peak Hour Inbound to Downtown 600,000 500,000 400,000 300,000 200,000 100,000 0 0 1975 1981 1985 1991 1995 2001 2006 2011 2016 2021 2026 2031 Auto (Gardiner Westbound @ DVP) Auto (Gardiner Eastbound @ Bathurst) Auto (All Other Routes) TTC Transit GO Transit Walk/ Cycle Source: AM Peak Hour Inbound to Downtown: 1) Transportation City Cordon Count (1975-2011); 2) Transportation Model EMME2 Forecast (2011-2031); 3) 2006 Transportation Tomorrow Survey (TTS) for Walk/Cycle Mode and Other Data; Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor Population Employment Source: Downtown Employment/ Population: 1) Census Canada (1981-2011); and 2) Employment/ Population City's Flash Forward Report (2011-2031). Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor
    • CONSULTATION ACTIVITIES Consultation for the Gardiner East EA has included the following activities: • stakeholder advisory committee meetings; • public forums; • web-enabled consultations; and • social media. To date we have successfully engaged over 5,000 individuals. ROUND ONE CONSULTATION ROUND TWO CONSULTATION Round One of the public consultation process was held between May 28th and June 28th, 2013, and successfully engaged over 1,000 individuals. Round Two of the public consultation process occurred between October 1st and October 31st, 2013, and successfully engaged over 1,500 individuals. The purpose of Round One of the consultation process was to: • Reintroduce the EA and Study process and provide a refresher on the approved EA Terms of Reference; • Identify any changes to the Study since the approved 2010 Terms of Reference (i.e. Study Area extents); • Obtain feedback from participants to inform the development of alternative solutions; and • Share information on case studies and innovative options. The purpose of Round Two of the consultation process was to: • Present the Four Draft Alternative Solutions for consideration: Maintain, Improve, Replace, Remove; • Identify the Evaluation Process and opportunities for input; • Obtain feedback from participants to refine the alternative solutions and complete the evaluation. Round One consultation focused on 14 “key ideas” for reconfiguring the Gardiner and Lake Shore Boulevard that were categorized according to the four alternatives – Maintain, Improve, Replace and Remove. NEXT STEPS Documentation of the input received during the first two rounds of consultation is available on the project website: www.gardinereast.ca 3
    • Maintain the elevated expressway No Changes to the Previous Plan BEFORE • Move ahead with the Gardiner rehabilitation program • Reconstruct deck of expressway • Realign Lake Shore Blvd through the Keating Precinct (east of Cherry Street, south of the rail corridor) AFTER Improve the urban fabric while maintaining the existing expressway Previous Plan • Relocate and rebuild Lake Shore Blvd under the Gardiner • Rebuild Gardiner deck with 4 lanes; open in the middle Revised Plan • Rebuild Gardiner deck with 4 lanes open on the south side • Lake Shore largely stays as is with: • Intersection improvements • Remove southern eastbound lane east of Jarvis Street • New east-west walking and cycling trail BEFORE AFTER Replace with a new expressway No Changes to the Previous Plan • New elevated 4-lane expressway – ending at Don River • Single column design, 5m higher • 4 lane Lake Shore Boulevard • Opens up land for public realm, parks, green space and increased development • Opens up more light and air at street level • New east-west walking and cycling trail BEFORE AFTER Remove the elevated expressway and build a new boulevard Revised Plan with a Two Sided Street • Improved cross section to allow for an 8 lane boulevard with development along 85% of the north and south sides of the street • North side development provides a buffer from rail corridor • Opens up entire ground level to light and air • Extensively treed boulevard • New east-west walking and cycling trail BEFORE AFTER
    • Maintain the elevated expressway LAKE SHORE BOULEVARD @ SHERBOURNE STREET • Gardiner rehab program maintains existing auto capacity • No public realm improvements on Lake Shore Boulevard • Numerous turn restrictions / conflict points on Lake Shore Boulevard • 6 years of lane closures on the Gardiner Expressway • $300M Cost (NPV), $870M Cost (2013$)
    • Improve the urban fabric while maintaining the existing expressway LAKE SHORE BOULEVARD @ SHERBOURNE STREET • Modified Gardiner rehab program with reduced lanes and standard shoulders • Public realm improvements on Lake Shore Boulevard and new cycling trail • Reduction of turn restrictions and conflicts between autos, pedestrians and cyclists • 6 years of lane closures on the Gardiner Expressway and Lake Shore Boulevard • $360M Cost (NPV), $865M Cost (2013$)
    • Replace with a new expressway LAKE SHORE BOULEVARD @ SHERBOURNE STREET • New elevated structure built to today’s highway standards • Public realm improvements on Lake Shore Boulevard and new cycling trail • Requires full closure of the corridor for construction • $700M Cost (NPV), $1,390M Cost (2013$) • $65-70M Revenue (NPV), $150-160M (2013$)
    • Remove the elevated expressway and build a new boulevard LAKE SHORE BOULEVARD @ SHERBOURNE STREET • • • • • New 8 lane boulevard – greatest impact to auto travel times Boulevard lined with 1,200 new trees, dedicated turning lanes, sidewalks, retail frontage and cycling trail 3 years of lane closures in the expressway corridor $240M Cost (NPV), $470M Cost (2013$) $80-90M Revenue (NPV), $220-240M (2013$)
    • GARDINER EXPRESSWAY @ SHERBOURNE STREET MAINTAIN REPLACE IMPROVE REMOVE
    • LAKE SHORE BOULEVARD @ PARLIAMENT STREET MAINTAIN REPLACE IMPROVE REMOVE
    • (Don Mouth Naturalization) MAINTAIN & IMPROVE REMOVE
    • Study Lenses Criteria Group Planning Urban Design Public Realm Built Form Regional Economics Economics Local Economics Direct Cost & Benefit Automobiles Transit Pedestrians Transportation & Infrastructure Cycling Movement of Goods Safety Constructability Social & Health Natural Environment Environment Cultural Resources Criteria Consistency with Official Plans Consistency with Precinct Plans Streetscape View Corridors Public Realm Space (open space, landscape, multi-use paths, plazas, etc.) Rail Corridor and Berm Street Frontage City Competitiveness Congestion Business Activity Visitor/Tourism Attractiveness On Street Parking Capital Funding & Cost Lifecycle Cost Land Value Creation Commuter Travel Time Impact on Average Auto Travel Time within Downtown Vehicle Volumes/Speed Road Network Flexibility/Choice Transit Impact North-South Sidewalks (crossing times) East-West sidewalks East-West Movement Vehicle Operations Access Opportunity Safety Risk for Pedestrians Safety Risk for Pedestrians and Cyclist Safety Risk for Cyclists and Motorists Safety Risks for Motorists on the Gardiner Duration Transportation Management Construction Impact on Private Property Health (Noise and Air Quality including Greenhouse Gas Emissions) Terrestrial Environment Aquatic Environment Water Quality (stormwater management) Water Quantity (surface water run-off) Microclimate Tree-Lined Shaded Street Built Heritage 12 Cultural Landscapes Archaeology
    • Buffalo Skyway, Buffalo Maintain E. River Waterfront Esplanade, New York Improve Age of Infrastructure Age of Infrastructure Decision Made Decision Made Project Cost Key Impacts Tourism and city building, new access, new community and creation of jobs $117 million (USD) Rehabilitation for a safe and reliable travel route $165 million (USD) Key Impacts Maintain (rehabilitate) existing highway Improve street section and reconfigure space under elevated highway Project Cost 60 years 59 years Central Artery / “Big Dig”, Boston Age of Infrastructure 45 years Decision Made Replace with cutand-cover tunnel with at-grade boulevard with greenway placed over tunnel Project Cost Key Impacts Embarcadero Freeway, San Francisco Age of Infrastructure 32 years Decision Made Remove highway and provide 6-lane at grade urban boulevard Project Cost $80 million (USD) Key Impacts Increased property values, increase in jobs, increase in housing units and new public space $22 billion (USD) Improved travel times, costly, increased tourism and increased property values Replace Remove
    • Contact Us Participate in Online Discussions The Gardiner East consultation website provides information as well as hosting public discussion forums where you can read, rate, post and reply to public comments on the project. Visit our website today: www.GardinerEast.ca Futureof theGardinerEast Environmental Assessment & Urban Design Study CONTACT US Facilitator’s Office 505 Consumers Road, Suite 1005, Toronto, Ontario, M2J 4V8 Phone: 416-479-0662 Call, Email or Send Us a Letter The project team will respond to concerns and requests for information through the telephone hotline, email, fax, or post. See contact information to the right. Email: info@gardinereast.ca Website: www.GardinerEast.ca