This document summarizes a study of alternatives for reconfiguring the Gardiner Expressway East and Lake Shore Boulevard in Toronto. Four alternatives are considered: Maintain, Improve, Replace, and Remove the existing elevated expressway structure. The alternatives are evaluated based on transportation infrastructure, urban design, environmental, economic, and other criteria. Preliminary results indicate that completely Removing the expressway scores highest, while Maintaining the existing structure scores lowest. Next steps include developing and consulting on hybrid proposals and alternative designs before selecting a final recommended option.
Urban Design and Street Typology: Do They Matter?William Riggs
Despite a growing body of work defining the benefits and methods to encourage multi-modal travel, only a small body of research has worked to fuse urban design and complete street philosophies. Based on work recently published in the Journal of Planning Education and Research on street design and two-way street conversions, Dr. William Riggs will discuss how street typologies and complete streets dialogues are linked, and how urban design policies might be advanced to facilitate safer and more livable streets.
As communities turn from sprawl and work to retrofit existing districts and corridors, misfits between street and land use types often compromise livability, sustainability, and economic development. We’ll look at how some cities have responded by designing streets that go beyond the conventional arterial-collector-local street classification system and have implemented innovative streets with flexible spaces and uses - often overlapping the single-use functions of typical street "zoning." Presentation delivered at CNU 17, Denver, CO on June 12, 2009.
Brian Canin, President of Canin Associates, discusses ongoing research into a model for Transit Ready Design based in Central Florida including Restoration, a major development project that is expected to include a project funded streetcar line.
Urban Design and Street Typology: Do They Matter?William Riggs
Despite a growing body of work defining the benefits and methods to encourage multi-modal travel, only a small body of research has worked to fuse urban design and complete street philosophies. Based on work recently published in the Journal of Planning Education and Research on street design and two-way street conversions, Dr. William Riggs will discuss how street typologies and complete streets dialogues are linked, and how urban design policies might be advanced to facilitate safer and more livable streets.
As communities turn from sprawl and work to retrofit existing districts and corridors, misfits between street and land use types often compromise livability, sustainability, and economic development. We’ll look at how some cities have responded by designing streets that go beyond the conventional arterial-collector-local street classification system and have implemented innovative streets with flexible spaces and uses - often overlapping the single-use functions of typical street "zoning." Presentation delivered at CNU 17, Denver, CO on June 12, 2009.
Brian Canin, President of Canin Associates, discusses ongoing research into a model for Transit Ready Design based in Central Florida including Restoration, a major development project that is expected to include a project funded streetcar line.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
As the City of New Braunfels continues to grow, the number of miles added to the city’s roadway system also continues to expand. There was a need to better manage the city’s pavement and in 2015 the City of New Braunfels embarked on improving the pavement management program including updating pavement scores and implementing new software.
On March 2015, the City of Summit initiated a Feasibility Study on the vision of converting the abandoned Rahway Valley Railroad into a rail trail more commonly referred to as the Summit Parkline. The Study develops feasible and economical concepts for a 1.2-mile trail and linear park on the existing railroad right-of-way. The Summit Parkline is a unique opportunity for the City to create a recreational amenity that has potential to be a major local and regional attraction and character-giving symbol for the community.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
As the City of New Braunfels continues to grow, the number of miles added to the city’s roadway system also continues to expand. There was a need to better manage the city’s pavement and in 2015 the City of New Braunfels embarked on improving the pavement management program including updating pavement scores and implementing new software.
On March 2015, the City of Summit initiated a Feasibility Study on the vision of converting the abandoned Rahway Valley Railroad into a rail trail more commonly referred to as the Summit Parkline. The Study develops feasible and economical concepts for a 1.2-mile trail and linear park on the existing railroad right-of-way. The Summit Parkline is a unique opportunity for the City to create a recreational amenity that has potential to be a major local and regional attraction and character-giving symbol for the community.
Etiquette in simpler words is defined as good behaviour which distinguishes human beings from animals.
Human Being is a social animal and it is really important for him to behave in an appropriate way. Etiquette refers to behaving in a socially responsible way.
Etiquette refers to guidelines which control the way a responsible individual should behave in the society.
A presentation on corporate etiquettesMoocs Engine
1. It is a set of ordinarily agreed upon rules for behaving in an business environment (also known as business etiquettes).
2. Essentially, it focuses on manners for the corporation and for its individual players.
3. It has to do with the way an individual interacts with customers and other businesses.
4. When etiquette is observed, the corporation has the opportunity to present a seamless, mannered front to the rest of the world, which can increase the respect the world gives it, resulting in a potentially more profitable corporation.
Join The Sarasota Chamber, in partnership with Gulf Coast Community Foundation and SRQ Media, as we explore the facts, plans, and future of mobility and transportation in the Sarasota region. This six-week series will cover everything from traffic basics and land use impacts, to traffic studies and roadway improvement plans, and will wrap-up with a look at creative solutions.
What We Will Cover:
Healing The Grid
Multi-Modal Connectivity
New Bridges
Complete Streets
Featured Speaker:
Andrew Georgiadis
President, Georgiadis Urban Design
See Herald-Tribune's Article: http://sarasotaheraldtribune.fl.app.newsmemory.com/publink.php?shareid=0a1ec5b3f
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
The Minneapolis Bicycle Story David PetersonTrailnet
Moving to the Next Level, November 20, 2013
Gateway Bike Plan Implementation Workshop
Sessions: Best Practices for Build-out and Maintenance
Modus Operandi: Policies and Procedures for
Model Facilities
9/9 FRI 11:00 | Getting It Done: Partnerships Now and for the Future 2APA Florida
James Cromar
Christopher Ryan
Justin Proffitt
Elizabeth Van Zandt
“Transform transportation” is the Vision of the Broward MPO 2035 Long Range Transportation Plan. The Plan’s success is dependent upon public-private partnerships to transform Broward County through transit-supportive, pedestrian-friendly redevelopment. The Broward MPO will present real-life examples of collaboration
with the public, and coordination with local municipalities and the private sector. The presentation will instruct planners how to develop partnerships that lead to citizens and stakeholders
“owning” plans and taking the lead in implementation. Transformation projects include the City of Oakland Park’s Main Street and Fort Lauderdale Downtown Development Authority’s
The WAVE Streetcar and Urban Oasis projects.
The City of Toronto is studying a series of transportation projects, initiatives and polices to support the vision of the recently completed Highland Creek Village Area Study and re-development of the Highland Creek Village area. The mobility needs of local residents, employees, businesses and all road users will be considered.
An overview of the maintenance challenges ahead for Sitka's municipal road system, as it nears the end of its original service life. Created by Michael Harmon, Sitka Public Works Director, March 24, 2014.
Proposal to reclaim Chicago's lakefront from the highway using immersed tunnelsJames Chuck
My exploration (and proposal) of how to improve Chicago's North Lake Shore Drive as a multi-modal transportation facility and reclaim the shoreline for the City and its Citizens.
A thoughtful and sustainable strategy to give urban shores and coasts a second chance
This proposed project is intended to improve traffic circulation and access to properties along the Loop 250 frontage road. The extension of Beal Parkway would provide a new connection to Thomason Drive and will reduce traffic in adjacent neighborhoods. A roundabout is also proposed at the intersection of Thomason Drive and Illinois Avenue to provide a safer interchange of traffic between the three roadways.
Resilience and Innovation Framework for Sustainability Action PlanWaterfrontTO
In 2017, Waterfront Toronto released our Resilience and Innovation Framework for Sustainability - an important document that reflects our commitment to environmental sustainability and guides our work towards creating climate positive communities. To put these concepts in motion, we also created an Action Plan that identifies initiatives that promote sustainable and accessible communities along the waterfront.
Corporate Social Responsibility Report 2015WaterfrontTO
As part of our commitment to transparency and open communication, Waterfront Toronto released its first Corporate Social Responsibility & Sustainability Report in 2013 and an updated report in 2015. The report follows the standards laid out by the Global Reporting Initiative (GRI) reporting framework, an independent, widely-used and internationally accepted standard for reporting on sustainability performance.
For more than a decade, Waterfront Toronto has been working diligently to make Toronto’s post-industrial waterfront a place for people. We’ve already completed more than 20 new and improved parks and public spaces, essential infrastructure to protect the city’s Financial District from catastrophic flooding, and new neighbourhoods like the West Don Lands.
Today, we’re rising to face new challenges: Toronto is the fastest growing large metropolitan area in North America; the downtown core is adding more jobs and residents at a staggering rate, and the city is expanding towards the eastern waterfront. We face a backlog of critical urban infrastructure and government funding remains constrained. New technologies are changing the way that we live and work, but securing affordable housing is still an enormous challenge for so many of our fellow Torontonians. We urgently need to find ways to combat climate change. Gridlock and an overtaxed public transit are making it harder and harder just to get around our bustling city.
Our plans for the next decade will go even further to redefine Toronto and remind us that we are a waterfront city. For a snapshot of what is to come, flip through our newly released 2017-2018 Corporate Plan.
Martin Goodman Trail West – Project OverviewWaterfrontTO
Take a look at the design for the extension of the Martin Goodman Trail. When complete, a separated off-street Martin Goodman Trail will stretch from Lower Spadina through the Bathurst intersection on the south side of Queens Quay.
Waterfront Toronto is currently leading the largest waterfront revitalization project in North America. Join Waterfront Toronto’s President & CEO John Campbell as he discusses the challenges and opportunities of master planning 800 hectares of land and delivering sustainable, future ready communities on Toronto’s waterfront.
Queens Quay Revitalization Progress Update - May 2014WaterfrontTO
The revitalization of Queens Quay in Toronto's central waterfront is about much more than rebuilding the roadway. Waterfront Toronto is leading a coordinated construction effort that integrates improvements to the public realm with much needed infrastructure and utility upgrades. The goal is to avoid the need for construction in the near future by making these upgrades now. The revitalization of Queens Quay is on track for completion in July 2015. Here’s a look at a progress update we presented at a neighbourhood meeting in May 2014.
This presentation by Morris Kleiner (University of Minnesota), was made during the discussion “Competition and Regulation in Professions and Occupations” held at the Working Party No. 2 on Competition and Regulation on 10 June 2024. More papers and presentations on the topic can be found out at oe.cd/crps.
This presentation was uploaded with the author’s consent.
Have you ever wondered how search works while visiting an e-commerce site, internal website, or searching through other types of online resources? Look no further than this informative session on the ways that taxonomies help end-users navigate the internet! Hear from taxonomists and other information professionals who have first-hand experience creating and working with taxonomies that aid in navigation, search, and discovery across a range of disciplines.
Acorn Recovery: Restore IT infra within minutesIP ServerOne
Introducing Acorn Recovery as a Service, a simple, fast, and secure managed disaster recovery (DRaaS) by IP ServerOne. A DR solution that helps restore your IT infra within minutes.
Sharpen existing tools or get a new toolbox? Contemporary cluster initiatives...Orkestra
UIIN Conference, Madrid, 27-29 May 2024
James Wilson, Orkestra and Deusto Business School
Emily Wise, Lund University
Madeline Smith, The Glasgow School of Art
0x01 - Newton's Third Law: Static vs. Dynamic AbusersOWASP Beja
f you offer a service on the web, odds are that someone will abuse it. Be it an API, a SaaS, a PaaS, or even a static website, someone somewhere will try to figure out a way to use it to their own needs. In this talk we'll compare measures that are effective against static attackers and how to battle a dynamic attacker who adapts to your counter-measures.
About the Speaker
===============
Diogo Sousa, Engineering Manager @ Canonical
An opinionated individual with an interest in cryptography and its intersection with secure software development.
3. Gardiner East Passes Through
Five Emerging Neighborhoods
3
2.4km
2.4km - Gardiner Expressway East Elevated Structure
e.g. King to Bloor
4.2km – Lake Shore Blvd E (Yonge to Leslie)
e.g. Ossington to Jarvis
Lower
Yonge East Bayfront
Keating Port Lands
South Riverdale
4. Case Studies
4
• A number of cities (e.g. New York, San Francisco, Seoul) have
removed urban expressways with positive neighborhood and real
estate benefits
• Remove options are typically around $100 million/ kmremove
replace
improve
maintain
• A number of cities (e.g. Boston, Seattle) have elected to replace
elevated expressways with below grade tunnels
• Boston replaced expressway with an street level park
• Tunnel options are typically more than $1 billion/ km
• A number of cities (e.g. New York, Louisville) have invested in
improved lighting and public realm to reduce impact of
overhead expressways
• Costs range widely depending if structure is in need of repair
• Many cities (e.g. Buffalo, Washington) have invested in rehabilitating
elevated expressways as functional single use infrastructure
• Costs range widely depending on type of construction and local
conditions.
5. Maintain Improve Replace Remove
Equally Preferred
City Rank CDB Through Highways
New York 1 Remove
Chicago 9 Never Built
Toronto 10 Under Study
Washington 14 Maintain
Los Angeles 17 Maintain
San Francisco 18 Remove
Boston 19 Replace
Houston 27 Maintain
Vancouver 28 Never Built
Dallas 32 Maintain
Atlanta 33 Maintain
Seattle 35 Replace
Montréal 36 Under Study
Miami 40 Maintain
Philadelphia 48 Improve
Citigroup/ Economist Competitiveness Ranking
(North American Cities on World List) 2013
5
Economic Competitiveness
& Downtown HighwaysEconomics
9. 0
50,000
100,000
150,000
200,000
250,000
1975 1981 1985 1991 1995 2001 2006 2011 2016 2021 2026 2031
TotalTrips
AM Peak Hour Inbound to Downtown
Auto (Gardiner Westbound @ DVP) Auto (Gardiner Eastbound @ Bathurst)
Auto (All Other Routes) TTC Transit
GO Transit Walk/ Cycle
Projection
Actual
Transportation Demand Growth
9
+115,500 Total
+157,200 Total
+237,900 Total
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
10. 0
20,000
40,000
60,000
80,000
100,000
120,000
Maintain Improve Replace Remove
Trips
Capacity Across the Don River
Auto Transit (Existing) Transit (Planned)
10
Transportation Network CapacityTransportation
&Infrastructure
2031
Future
Total
Demand
Maintain Improve Replace Remove
Equally Preferred 10
Source: AM Peak Hour Westbound at Don River Transportation Cordon (Lake Shore to Bloor): 1) Transportation Model EMME2
Forecast (2011-2031); 2) 2006 Transportation Tomorrow Survey (TTS) for Walk/Cycle Mode and Other Data; and 3) Employment/
Population City's Flash Forward Report (2011-2031).
11. 11
Downtown vs Through Trips
(AM Peak Hour Eastbound)
Spadina/ York-
Bay-Yonge
3,000
54%
Jarvis/
Sherbourne
1,400
25%
DVP
900
16%
Lake Shore
350
6%
Eastbound
@ Dufferin
5,650
Per Hour
5,650
2,600 1,200
Gardiner East
Study Area
Source: AM Peak Hour Survey Results (2010 Origin/ Destination Survey)
12. 12
Downtown vs Through Trips
(AM Peak Hour Westbound)
Jarvis/ Sherbourne
500
7%
DVP
4,500 Per Hour
Lake Shore
2,900
Per Hour
Spadina/
Yonge-Bay-York
2,600
35%
To
Dufferin/427
1,550
21%
Lake Shore
700
9%
4,500
1,550
Gardiner East
Study Area
Richmond
1,800
24%
2,700
Source: AM Peak Hour Survey Results (2010 Origin/ Destination Survey)
13. Maintain Improve Replace Remove
Preferred Moderate Preferred Moderate Preferred Less Preferred
B
C
Victoria Park/Finch
Union Station
Kipling/Lake Shore
Victoria Park/Kingston
Don Mills/Eglinton
A
D
13
Peak Hour Auto Travel TimesTransportation
&Infrastructure
E
Actual & Projected Inbound Travel Times
AM Peak Hour Average
2001 2012 2031
Maintain
2031
Improve
2031
Replace
2031
Remove
A to D 40 min 45 min 50 min 55 min 55 min 60 min
B to D 20 min 25 min 30 min 35 min 35 min 40 min
C to D 20 min 20 min 25 min 25 min 30 min 30 min
E to D 25 min 25 min 25 min 30 min 30 min 30 min
15. Over three decades, New York City transformed its West Side
Highway into a surface boulevard.
Case Study – Route 9A New York
16. Growth on the West Side has outpaced the rest of New York
City.
-1%
2%
4%
Rent Jobs
NYC MSA NYC
West Side
-20%
0%
20%
40%
60%
1970-1980 1980-1990 1990-2000 2000-2010
MSA San Francisco Embarcadero
Population growth by decade
Average quarter-over-quarter rent growth, 1996-2013; Job growth, 2002-2012; Vacancy, 1996-2013
0%
10%
20%
30%
19963Q
19973Q
19983Q
19993Q
20003Q
20013Q
20023Q
20033Q
20043Q
20053Q
20063Q
20073Q
20083Q
20093Q
20103Q
20113Q
20123Q
20133Q
West Side
Case Study – Route 9A New York
NYC MSA West SideNYC
17. ConstructionTransportation
&Infrastructure
Replace (8 years)
• Close Gardiner/ Lake Shore corridor
for majority of construction (8yrs)
• Construct new structure
Remove (6 years)
• Pre-build on/off ramps and re-align
Lake Shore (Cherry and DVP)
• Close 3 Gardiner travel lanes in two
stages and demolish (3yrs)
• Complete Lake Shore between Jarvis
and Cherry
Yonge
Jarvis
Sherbourne
Parliament
Cherry
DVP
Carlaw
Maintain (6 years)
• Close 2 Gardiner travel lanes (6yrs)
• Demolish and rebuild deck in segments
• Closure of Lake Shore travel lanes at
times
Improve (6 years)
• Close 2 Gardiner travel lanes (6yrs)
• Demolish and rebuild deck in segments
• Closure of Lake Shore travel lanes at
times
17
Maintain Improve Replace Remove
Preferred Preferred Less Preferred Moderate Preferred
18. • The intersections of LSB/
Jarvis; LSB/ Sherbourne
and LSB/Don Roadway
are among the top 20% in
the city of intersections
on major urban arterial
roads in terms of number
of collisions between
2007 and 2011.
18
Maintain Improve Replace Remove
Less Preferred Moderate Preferred Preferred Preferred
SafetyTransportation
&Infrastructure
Road Segments (along Lake Shore) Collisions
2007-2011
Yonge to Jarvis 86
Jarvis to Sherbourne 128
Don Rd to Carlaw 82
Intersections (along Lake Shore) Collisions
2007-2011
Jarvis 278
Sherbourne 92
Don Rd 149
Carlaw 161
19. • Currently about 10 turning
restrictions in the corridor
• Improve alternative will reduce
the number of restricted turns
to between 3 and 6
• Replace and Remove will have
no or limited turning
restrictions thus improving
local access to/ from the
downtown core
19
Turning RestrictionsTransportation
&Infrastructure
Maintain Improve Replace Remove
Less Preferred Moderate Preferred Preferred
Lake Shore Blvd E @ Sherbourne St
20. Maintain Improve Replace Remove
Less Preferred Moderate Preferred Preferred Preferred
Pedestrian CrossingsTransportation
&Infrastructure
20
• Existing crossing are
interrupted by free-turn lanes
• Improve eliminates most free-
turn lanes and regularizes
intersections
• Remove has a shorter
crosswalk walking distance
than University Ave (46m)
• Crossing distances vary widely
amongst all the options, while
the majority of pedestrians can
cross the corridor in one stage
in all four alternatives
Lake Shore E @ Cherry St
University Avenue @ Queen St
Crossing Distances
Maintain Improve Replace Remove
35-45.4m 35-42.4m 22.5m 38m
21. Maintain, Improve, Replace
• 4-5 stories of garages and
garage entrances, limited
retail opportunities, few
pedestrians
Remove
• Ground floor retail, shops,
office/ residential lobbies,
patios and greater pedestrian
activity
• Remove creates the most
opportunities for active
pedestrian spaces such as
outdoor patios
Maintain Improve Replace Remove
Less Preferred Less Preferred Less Preferred Preferred
Street FrontsEconomics
21
Spadina Ave @ Richmond St W
East of Bay St along Lake Shore E
22. Consistency with Official PlanUrban Design
22
Maintain Improve Replace Remove
Less Preferred Less Preferred Moderate Preferred Preferred
Maintain Improve Replace Remove
Removing Barriers Least Least Somewhat Most
Building a Network of Spectacular
Waterfront Parks and Public Spaces
Least Least Somewhat Most
Promoting a Clean and Green
Environment
Least Least Somewhat Most
Creating Dynamic and Diverse New
Communities
Least Least Least Most
Central Waterfront
Secondary Plan
Principles
23. 23
Maintain Improve Replace Remove
Less Preferred Moderate Preferred Moderate Preferred Preferred
Social & HealthEnvironment
Maintain
Improve
Replace
Remove
Noise Level
(Decibles dBA)
69-78 68-78 67-77 61-70
Local Air Quality
(NOx emissions t/yr)
336 335 313 300
Local AQ (PM2.5
emissions t/yr )
32.5 30 29 27.4
Regional Air Quality
Burden
0.25% 0.25% 0.25% 0.24%
Regional Greenhouse
Gas (GHGs)
0.28% to 0.29% 0.24%
View from South Riverdale
Looking WestSource: Air Quality, Noise and Greenhouse Gas Modeling for
Gardiner East EA Project
24. $0
$250
$500
$750
$1,000
$1,250
$1,500
Maintain Improve Replace Remove
Lifecycle Cost (Capital, Operations & Maintenance)
Total Capital Cost Estimate (NPV) Total Operations & Maintenance Cost Estimate (NPV)
$0
$250
$500
$750
$1,000
$1,250
$1,500
Maintain Improve Replace Remove
Lifecycle Cost (Capital, Operations & Maintenance)
Capital Cost Estimate Operations & Maintenance Cost Estimate
$70
$50
$20
$90
Maintain* Improve Replace Remove
Millionsof$’s
$300M
(+/- 10%)
$360M
(+/- 20%)
$700M
(+/- 20%)
Maintain Improve Replace Remove
Moderate Preferred Moderate Preferred Less Preferred Preferred
Costs (100 Year Lifecycle)Economics
24
$410 $970
$455
$420
$330
$1,390M
(+/- 20%)
$470M
(+/- 20%)
$140
$870M
(+/- 10%)
$865M
(+/- 20%)
*Capital cost for Maintain includes: 1) $215M for Jarvis to DVP Ramps; 2) $105M for Transitions (Yonge to Jarvis &
DVP Ramps); 3) $25M for Don Mouth Naturalization at Lake Shore and Don River Bridge
$240M
(+/- 20%)
Net Present Value 2013$’s
Capital Estimate Capital Estimate
Operations & Maintenance Estimate Operations & Maintenance Estimate
$128
$90
$215 $290
$70
$525
$650
$50
$220
$20
$130
$82
25. Maintain Improve Replace Remove
Less Preferred Less Preferred Moderate Preferred Preferred
Revenues from Public Land SalesEconomics
Maintain Improve Replace Remove
New Development Parcels (Acres) 0 0 5 10
New Development Area (Gross Square Feet) 0 0 1,900,000 2,800,000
New Revenue from Public Land Sales (NPV) 0 $2M $65-70M $80-90M
New Revenue from Public Land Sales (2013$) 0 $3M $150-160M $220-$240M
26. 26
Preliminary Evaluation Results
Study Lens/ Criteria Group Summary MAINTAIN IMPROVE REPLACE REMOVE
TRANSPORTATION&
INFRASTRUCTURE
Automobiles
Transit
Pedestrians
Cycling
Movement of Goods
Safety
Constructability
URBAN
DESIGN
Planning
Public Realm
Built Form
ENVIRONMENT
Social & Health
Natural Environment
Cultural Resources
ECONOMICS
Regional Economics
Local Economics
Direct Cost and Benefit
Preferred Moderately Preferred Least Preferred
28. Consult on Alternative Solutions
Next Steps …
Public Meeting Oct 16, 2013
Mar 4, 2014
2014/ 2015
MOE Review & Decision 2015/ 2016 Onwards
2015
Evaluate & Consult on Four Alternative Solutions
Public Works & Infrastructure Committee Review
Develop & Consult on Alternative Designs
City Council Approval & Submission to MOE
Public Meeting Jun 13, 2013
2009Approved EA Terms of Reference
Public Meeting Feb 6, 2014
Further Study & Stakeholder Consultation
on Congestion, Goods Movement, Hybrid Alternative Summer & Fall 2014
Editor's Notes
Environmental Assessment looking at 2.4km elevated structure
Total Study Area extents from approximately Jarvis St to Leslie St (4.2km)
Gardiner East represents 13% of the total 18km length of the expressway from 427 to DVP
Why just the east end?
Less Volume
No ramps
TOR set out only east end would be considered
Unlock development opportunities
Not looking to extend EA beyond Jarvis
In all four options being studied for the Gardiner East assumes existing plans for waterfront revitalization will go forward. The Gardiner EA east will coordinate with all projects including precint plans for East Bayfront, Keating Channel, Port Lands, Lower Don Lands, etc.
Don Mouth Naturalization
… parks, amenities are have been built for all city residents and visitors
Waterfront revitalization
New communities
Jobs
7 Cities Maintain/ Improve
6 Cities Never Built/ Remove/ Replace
Iterative process to assess issues, opportunities and inform policy development with other City divisions, including:
Heritage, Parks, Economic Development, Toronto Water and Strategic Initiatives, Policy and Analysis – Affordable Housing and Community Services and Facilities.
TDSB
Integrate the recommendations of the Urban Design and Transportation work with development of a policy framework to inform the context for the review of development applications
Describe the area that “Downtown” refers to
Inbound trips to downtown projected to grow by 80,000 which is 50% (2011-2031)
Volume of Gardiner East has been relatively flat since 1975
Gardiner East today carries 4,350 trips of the 157,903 total trips downtown (3.3%)
Population grew by 50% and Employment by 15% (1991-2011)
Population and employment expected to grow by 30% by 2031.
Significant increase in the capacity to move people.
Some options include a reduction in the capacity for vehicles
This slide illustrates the existing and future auto and transit capacity to move people at the east end of the study area
You will notice a significant increase in future transit capacity for all options over existing conditions to help accommodate the increase in demand
You will also notice a modest decrease in capacity for the Improve and Replace alternatives; and a slightly larger decrease for the remove option.
The decreases come on the road side with the changes to Lakeshore and the Gardiner; transit capacity is up for all alternatives almost 40% over existing conditions
The available capacity exceeds forecasted demand for all Alternatives so commuters have a choice to switch to other modes or to avoid travelling by car in the peak hour to avoid congestion
Values in this diagram represent the average travel time. Actual travel times will vary throughout the peak travel period.
Values in this diagram represent the average travel time. Actual travel times will vary throughout the peak travel period.
City has significant experience in the area Experience from 1999 takedown of the Stump
Estimated construction schedule
Given the area has relatively few existing residents or employment destinations, diversions will impact less people
More “eyes on the street” reduce actual crime and increase residents’s sense of security.
This table considers all vehicles assigned by the Paramics transportation model to any route in any direction.
Replace & Remove produces surplus land for development. 2,000,000 sq ft and 3,000,000 sq ft respectively.
Replace & Remove increases land value along the corridor (3% - 4%)
Remove is preferred for the greatest number of criteria/measures
It is generally preferred from an Urban Design, Environment and Cost/Economics perspective
Remove best meets the objectives of the Central Waterfront Plan – it will transform the corridor & best facilitates growth in the Waterfront
And while it accommodates pedestrian and cyclists, it will result in higher auto times – up to 10 min more on average – affecting about 10% of peak hr. commuters to downtown
This is the key trade-off in the decision
We want to know what the community thinks about the Remove alternative?
Iterative process to assess issues, opportunities and inform policy development with other City divisions, including:
Heritage, Parks, Economic Development, Toronto Water and Strategic Initiatives, Policy and Analysis – Affordable Housing and Community Services and Facilities.
TDSB
Integrate the recommendations of the Urban Design and Transportation work with development of a policy framework to inform the context for the review of development applications