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Engineering Strategies and Practice
University of Toronto
Faculty of Applied Science and Engineering
APS112 & APS113
Final Design Specification (FDS)
Project # 63 Date March 28, 2016
Project Title Rethinking Movement through and around Mirvish Village
Client Name Donna McFarlane, Roy Sawyer
Client Contact [email protected]; [email protected]
Tutorial Section TUT 0126
Teaching Assistant Nick Eaves
Project Manager Milan Graovac
Communication Instructor Jessica Taylor
Prepared By (Names and Student #s of
Team Members) Jamie Tian
Noah Komavli Akhil Mathur
Max Romanoff
Ishaq Khan
This Final Design Specification (the "Report") has been prepared by first-year engineering students at
the University of Toronto (the "Students") and does not present a Professional Engineering design. A
Professional Engineer has not reviewed the Report for technical accuracy or adequacy. The
recommendations of the Report, and any other oral or written communications from the Students, may
not be implemented in any way unless reviewed and approved by a licensed Professional Engineer
where such review and approval is required by professional or legal standards; it being understood that
it is the responsibility of the recipient of the Report to assess whether such a requirement exists. The Report may not be reproduced, in whole or in part, without this Disclaimer.
Engineering Strategies and Practice
Executive Summary
The client, Mirvish Village Task Group (MVTG), is a resident union that voices communal
opinions to city council and developer, Westbank, for Mirvish Village’s redevelopment. The
current redevelopment proposal by Westbank lacks safe access to bicycle parking and safe
connections to major bicycle lanes. Stakeholders in this project include businesses in the Mirvish
Village area, Westbank, the City of Toronto, cyclists/pedestrians, residents, vehicle drivers, and
Cycle Toronto, an organization that advocates for healthy and safe cycling. The proposed design
requires key functions including the control of traffic congestion, avoidance of car-bicycle-
pedestrian collisions and providing storage for bicycles and cars through a parking garage.
Design objectives are that the design should be safe, accessible, efficient, and require minimal
construction. A potential design must also adhere to specific legal constraints of the City of
Toronto, and in a broader sense, the Provincial and Federal Government.
The proposed design includes a new parking garage with three outdoor bicycle parking locations,
green coloured bicycle lanes, and new bicycle routes. These three aspects of the design are taken
into account in order to improve bicycle safety and congestion issues. This effectively minimizes
bicycle-pedestrian- vehicle conflict, improves garage accessibility for cyclists, and improves
route connectivity between north and south lanes. The garage design consists of alterations to
Westbank’s proposed garage including two access points separated by concrete barriers, and
bicycle escalators inside the garage. Outdoor bicycle parking stands are included to tend to the
needs of short term visitors to the area. Green coloured bicycle lanes are to be implemented on
all new proposed bicycling routes through the use of a polyurethane spray which is composed of
small granules. This is a non-slip material that will not cause injury or wear away over time due
to weathering. New bicycle lanes will connect with each entrance of the garage. The new routes
effectively improve congestion/ traffic delays and fluidity on streets.
The bounds of the design were analyzed through standards, regulations and subsections,
provincial structural standards, standards for road markings, and parking regulations. The
credibility of the design was tested by comparing the design to credible tests and standards
including tests for safety, level of accessibility to bike lanes, and accessibility to parking. The
implementation requirements observe changes to the site based on each aspect of the design:
parking, traffic, routes. Using a life cycle analysis it was found that 15000 kg of volatile organic
compound and 33.3 tonnes of CO, will be produced from this design implementation. The
human operation of this design works at a political level and psychological level. This ties into
the aspects of universal design: availability and accessibility for a broad range of users with
varying needs. The social impact of this design was analyzed through methods of research that
balance stakeholder needs. The related economic costs included: Initial costs (construction),
ongoing costs (operating), final costs (reconfiguration), and external costs (pollution costs).
Engineering Strategies and Practice
1.0 Project Requirements
The Mirvish Village Task Group is a committee responsible for keeping the Mirvish community
informed with redevelopment in the area. Westbank, a real estate developer, has proposed the
redevelopment of Mirvish Village which needs to be optimized to be bicycle friendly.
1.1 Problem Statement
Mirvish Village is an iconic destination in Toronto with a high traffic of people due to its eclectic
shops and restaurants [1]. As informed by the client, the narrow and archaic laneways are
increasingly becoming inefficient in controlling traffic due to increased volume, diversity of
vehicles and suboptimal traffic management [2]. This leads to congestion and safety hazards.
Safety and congestion is a problem in Toronto such that, “over 80% of pedestrian and cyclist
injuries and fatalities from roadway collisions occur on arterial roads” [3]. Harbord Street is most
notorious for its collision hazards and traffic crossing delays with satisfaction being 100 percent
and 61 percent satisfied, respectively [4]. Westbank has proposed a parking garage prone to
congestion due to its location and access points [5].
The redevelopment proposal of Mirvish Village currently lacks safe access to bicycle parking
and safe connections to major bicycle lanes. The need is a means for safely regulating traffic and
reducing traffic congestion. An optimal solution will have a means for reducing bicycle-vehicle-
pedestrian conflict on roads in order to safely transport mass from point A to point B.
Engineering Strategies and Practice
1.2 Identification of Stakeholders:
Stakeholders are people, organizations or affiliated groups with an interest or concern in the
design. They may affect or be affected by the technology being created.
Table 1.2.1 - Project Stakeholders
Sr.
No.
Stakeholder Interest Impact (Related to FOC)
1. Mirvish Village
Businesses
Economic: Attract customers
through redevelopment [6] {UF2},{O1},{O2}
2. Westbank Legal: Developer of current
proposal [7]
Economics: Long term
ownership of property. [8]
{UF2},{SF2},{O5}
3. City of Toronto Legal: Fluidity on streets and
citizen safety. [9]
Economic: Concerned with
finances - paying for
redevelopment [9]
{PF1},{PF2},{O4},
{C1},{C2},{C3},{C4},{C5}
4. Residents (Adults,
Children)
Social: Redevelopment of
homes & residential areas [9] {PF1},{SF2},{O1},{O2}
5. Cyclists and
Pedestrians
Social: Users of bicycle
lanes: Impacted by safety,
traffic and congestion [9].
{PF1},{SF2},{O1},{O2},
{C3},{C4},{C5}
6. Vehicle Drivers Social: Concerned with
safety: decrease conflict with
bicyclists [9].
Impacted by traffic and
congestion.
{PF1},{SF2},{O1}, {C3},
{C4},{C5}
7. Cycle Toronto Social, Environmental:
Increase number of bicycle
users in Toronto [10]
As biking becomes more
convenient, more people may
choose bicycles over cars.
{UF1},{C4},{C5}
Engineering Strategies and Practice
1.3 Functions
The functional basis was derived by making a black box identifying the problem in terms of
mass, energy and information. (Appendix 1)
The functional basis of this design is to transport mass from point A to point B.
1.3.1 Primary functions
The design must:
● control congestion levels of traffic. (PF1)
● provide storage for bicycles around the city. (PF2)
1.3.2 Secondary functions
The design must indicate/identify an optimal:
● garage location and entrance point. (SF1)
● route for cyclists, pedestrians, and vehicles. (SF2)
1.3.3 Unintended Functions
● Increase number of cyclists in Mirvish Village. (UF1)
● Improve businesses around Mirvish Village. (UF2)
Engineering Strategies and Practice
1.4 Objectives
The following objectives, ordered by importance (Appendix 2), are attributes that an ideal design
should encompass in order to be deemed an optimal solution.
Table 1.4.1 - Design objectives/Metrics/Descriptions
Sr.
No.
Objectives Description Goals / Metrics
1. Safe - Minimize pedestrian-bicycle-
vehicle conflict
- Minimize hazards
- Bicycle-vehicle traffic separated
100% of the time
- Reduce accidents by 20%
(Appendix 3) [11]
2. Accessible to
bicycle lanes
- Reduce density of bicycles per
laneway
- Increase utility
- Improve connectivity to
bicycle grid/ improve bicycle
mobility
- Increase cyclist volume-to-
capacity (V/C ratio) to 0.78 or
better on signalized intersections
and LOS C or better (Appendix 4)
[12][13][14].
- Levels of Traffic Stress (LTS) on
lanes with speed limit >40 mph
have LTS 3 or better , and <=40
mph have LTS 1 [15].
- Detours should not exceed the
length of the most direct route by
>25 % or 0.33 miles for short trips
[16].
3. Accessible to
bicycle parking
- Accessible to youth/ elderly
- Optimal location for garage
that appeals to different users
- Bicycle parking slope gradient
should not exceed 5%
(Appendix 5) [17].
-Minimum one access point.
4. Efficient - Decrease cycling travel time
- Decrease delay time by 5% on
roadways [14].
5. Minimal
Construction
- Should not impose major
construction
- Limited construction in/around
major roads
-Efficient resource management
- Does not require the construction
of new roads.
- Limited interaction with roadways
in the area.
Engineering Strategies and Practice
1.5 Constraints
Constraints are legal and developmental bounds set in order to ensure validity. Unsatisfied
constraints lead to an invalid design.
1.5.1 Developmental Constraints
● C1 Zoning By-law 569-2013: Exception CR 2 (B) in Chapter 900.11.10
○ requires the provision of a total of 865 parking spaces on the East and West
Properties combined [18].
● C2 Zoning By-law 560-2013
○ requires the provision of 1,112 bicycle parking spaces on the site [18].
1.5.2 Legal Constraints
● C3 Chapter 886-5: Article III
○ Vehicles are excluded from the pathway; ambulances/ other emergency vehicles
excepted [19].
● C4 Chapter 886-6: Article IV: (B, C)
○ Anyone may use a bicycle lane.
○ Only bicycles may ride in the bicycle lanes [19].
● C5 Chapter 886-8: Article V
○ Lanes designated for use of bicycles [19].
Engineering Strategies and Practice
1.6 Service Environment
This section identifies the regions in which a potential design will operate. All proposals will
take the environment into account.
Table 1.6.1 - Service Environment Factors/Descriptions
Factor Description Relation to
FOC’s
Physical
Factors
Traffic ● Car traffic congestion levels in Toronto
were 31% in 2014 [20].
● Toronto experiences high volumes of
traffic [20][21][22].
● Average commute time in Toronto is 31
minutes [23].
{PF1}, {SF2},
{C3},{C4},{C5}
Bicycle
laneways
● Suggested width of conventional bicycle
lane is 1.2 - 1.5m from curb [24].
{UF1}, {O1},
{O5}, {C4},
{C5}
Physical
Environment
Varied
seasonal
climates
[25][26]
[27]
● Toronto temperature and weather
fluctuates year-round (Appendix 6)
{O3}
Engineering Strategies and Practice
1.7 Client Ethics and Values:
The client’s ethical and moral values revolve around sustainability and safety [2]. Due to the
scarcity of natural resources left on Earth, the client believes in promoting a green Earth by
increasing the usage of bicycles [2]. The client values the health and well-being of society- a
healthier lifestyle is encouraged with bicycling. The client’s ethical policy of utmost importance
is safety [2]. The project aims to create a design that minimizes the chance of bicycle /vehicle
error and injury.
Engineering Strategies and Practice
2.0 Detailed Design
The final proposed design includes a new garage with three outdoor bicycle parking locations,
green coloured bicycle lanes, and new bicycle routes. These aspects of the design are taken into
account in order to improve safety and congestion issues.
2.0.1 Meeting Client Needs
MVTG requires a design that safely regulates traffic, while reducing congestion[2].
● Outdoor bicycle parking reduces congestion (multiple locations).
● Three bicycle parking options for different users.
● Multiple routes provide cyclists with multiple travel options[28].
● Coloured lanes offer a solution to bicyclist safety [29]:
Table 2.0.1.1 Client Problem Vs. Proposed Solution
Problem Solution
1. Minimize bicycle-pedestrian-
vehicle conflict
- Car and bicycle entrances separated by concrete dividers
- Coloured laneways. Study in Denmark with
Green bicycle lanes:
● 38% decrease in bicycle collisions [29]
● 71% decrease in serious injuries [29]
2. Improve garage accessibility for
cyclists.
- Bike lanes at garage entrance.
- Provides different users various options based on needs [2].
○ Outdoor parking for shoppers, visitors, and other short
term users.
○ Underground parking for residents, commuters, and
other long term users.
- Bicycle escalators to assist in moving up ramps.
3. Improve route connectivity
between north and south lanes.
- New lanes on Bathurst, Palmerston, Markham, Lennox, Borden,
London and Bloor Street redistribute traffic.
4. Countermeasures against
seasonal changes.
- 2% grade entrances for drainage
(Appendix 5) [24].
- Metal drains at garage entrances
- Alternative contingent routes for road blockage.
Engineering Strategies and Practice
2.0.2 Parking Aspect
● Westbank garage dimensions are unchanged (Figure 1):
○ Length: 47.0 m [30]
○ Width: 60.0 m [30]
Figure 1- Garage Dimensions (taken from [30])
Engineering Strategies and Practice
Alterations to Westbank’s Garage Design:
Garage Access:
● Two access points (Lennox street and west laneway, Markham street) separated by
concrete barriers for cars and bicycles (Figure 2 orange arrows).
● Underground parking has height of 3 meters [31].
● Ramped moving walkways for downhill entrance entry with maximum gradient of 21%
(12 degree slope) [32][33].
○ Escalator: 15 meters long, 3 meters high, 1 meter wide with 20% gradient
example in (Appendix 7) [31] [33][34].
○ Alternative access includes stairs, and two elevators at the plaza.
○ Addresses issue of slopes greater than 5%
● Bicycle escalators (with same technology as seen in Norway) are used for uphill
assistance (Figure 3) (Appendix 8).
○ Bicycle escalator moves at speed of 2 m/s with a maximum gradient of 20%.[36]
■ Length: 32 meters [31]
■ Depth: 3 meters [31]
■ gradient: 9.4% (5.75 degrees)[37]
■ The gradient is acceptable according to the austroads guide to road design,
with it between the standard of “9% for up to 60 m and 10% for up to
30 m” [17].
○ Addresses issue of slopes greater than 5% (Appendix 5)[17].
● Entrance divides bicycles from cars with concrete barriers (Figure 4).
○ Barrier starts at entrance and ends at underground space.
Engineering Strategies and Practice
Figure 2 - Garage Access Points and Outdoor Bicycle Parking (modified from [38]).
Engineering Strategies and Practice
Figure 3 - Bicycle Escalator in Norway (users place 1 foot on a step and are assisted up the hill) [39].
Figure 4 - West entrance: right bicycle lane will have a bicycle escalator (only uphill).
Engineering Strategies and Practice
Outdoor Parking:
● Three outdoor bicycle parking zones similar to (Figure 5).
● Parking along blue lines (Figure 2)
○ 140m (49 bike racks), 70m (24 bike racks) and 20m (7 bike racks) stands [40].
Calculations in (Appendix 10.2).
○ Racks hold 11 bicycles each [40]; 880 bicycles total (Appendix 10.2).
The team opted for using one central location (including multiple hubs for outdoor parking)
because it will be located within the redevelopment site (Figure 6).
Figure 5 - Outdoor bicycle parking [41].
Engineering Strategies and Practice
Figure 6 - Redevelopment site [42].
Relation to FOC’s:
● PF2:
○ Multiple parking locations including garages and bike stands.
● SF1:
○ Garage entrance points identified (Figure 2).
● O1:
○ Separate garage access points (Figure 2).
○ Bicycles separated from cars with concrete barriers (Figure 4).
○ Outdoor parking is bicycles only.
● O3:
○ Ramped escalators assist with cyclists accessing the garage.
○ Bicycle escalators assist with cyclists exiting the garage.
● O5:
○ Residential units that contain bicycle parking have underground garages and
outside storage as the primary means for bicycle parking (Figure 7)[43].
■ One garage
■ Three outdoor parking stations
Engineering Strategies and Practice
Figure 7 - Survey of Preferred Parking (taken from [43])
Engineering Strategies and Practice
2.0.3 Traffic Design
This design increases safety by visually dividing traffic using coloured bicycle lanes [44].
Bicycle lanes will be 1.2 - 2.0m wide; a minimum 0.5m gap will remain between the lane and the
sidewalk [24].
Green coloured bicycle lanes to be implemented on all new proposed bicycling routes, Figure 8:
- Bloor Street (2 way, Shaw Street to Avenue Road)
- London Street (2 way, Palmerston St. to Bathurst Station)
- Markham Street (1 way, London St. to Lennox St.)
- Palmerston Street (1 way, Harbord St. to London St.)
- Lennox Street (2 way, Palmerston St. to Borden St.)
- Borden Street (2 way, Harbord St. to Lennox)
Figure 8- Bicycle Lanes to be painted [45]
Engineering Strategies and Practice
Considerations:
● Colour applied through polyurethane spray (Figure 9, 10)
○ High performance elastomer; excellent abrasion/impact resistance [46]
● Epoxy based resin is a non-slip material that will not wear away or cause injury,
composed of small granules [46], Figure 9.
○ As opposed to paint which wears away, causing cyclists to slip in wet conditions
[46].
Figure 9- Polyurethane Spray Granules (taken from [46])
Figure 10 - Polyurethane Granules on Concrete (taken from [46])
Engineering Strategies and Practice
Figure 11 - Finished Product (taken from [46])
Proposed coloured bicycle lanes are 1.2-2.0 m wide (Figure 12). From Appendix 9,on average
approximately 11274.456 m2 of bicycle laneways must be coloured [30].
Figure 12 - Width coloured bicycling lanes (modified from [24])
Engineering Strategies and Practice
Relation to FOC’s:
● O1:
○ Epoxy based resin does not wear away causing slips or injuries [46].
○ Coloured bike lanes improves motorist compliance to bike lanes and decreases
bike to motorist conflicts by 10% [47].
● O5:
○ Does not impose major construction- only polyurethane granules [46].
2.0.4 Route Aspect
Proposed bicycle routes provide accessibility to cyclists, as a multitude of routes lead to the
garage and connect with existing lanes on Harbord Street. These bike lanes make use of the
following streets: Bloor, Markham, Palmerston, Lennox, Borden and London Street (for
connection with Bathurst station). In the team’s design:
● Addition of 7046.535 m of bike lanes in development zone [30]. Calculated in Appendix
9.
● Adding bike lanes may lead to improved congestion/ traffic delays and fluidity on streets
○ Benchmark: New York [28]
● Routes connect with each entrance of the garage:
○ Figure 2, (Orange arrows indicate bike parking)
■ Routes on Lennox, Bathurst and Markham pass laneways to parking areas
● Access to Bathurst station through routes along Palmerston and Markham, and
connection via London Street, Figure 8.
● Routes chosen by providing courses around the garage, satisfying cyclists and visitors
alike [48], Figure 14.
○ By increasing route alternatives, distance to garage and outdoor parking can be
minimized by cyclists
○ In 2013, a decrease in city car parking was observed [49], [same as above] notes
an increase in alternative modes of transportation
■ Route additions for alternative modes of transportation is essential
○ Garage is a central hub, readily accessible from variety of access points, see
Figure 2.
○ Used Google Maps’ “bicycle friendly roads” option to evaluate possible routes.
[50]
Engineering Strategies and Practice
Figure 13 - Before and after adding lanes in New York (taken from [28])
Figure 14 - Parking is not considered a limiting factor; figure 6 justifies location types [48]
Engineering Strategies and Practice
Relation to FOC’s:
● PF1:
○ Decreases congestion; multiple travel options for cyclists [28]
● SF2:
○ Multiple routes; optimal route at bicyclists discretion
● O1:
○ Reduces congestion on streets, increasing safety [28]
● O2:
○ Bicycle lanes encompass the central garage location in Figure 2
● O4
○ Decreasing congestion may decrease travel time [28]
Engineering Strategies and Practice
2.1. Regulations, Standards, and Intellectual Property
No new technologies have been designed or used, so no intellectual property will be considered.
This section analyzes the bounds that the design will meet.
Table 2.1.1 - Analysis of Local/Provincial Standards/Regulations
Standard, Regulation and
Subsection
Description Effect on Design
Environmental
Assessment [51]:
91.1(spillage)
168.3(registration)
● Notification of spills on
premises
● Site registry
● Engaged supervisors during
implementation
Zoning By-law 560-2013
[18]
● Tier 1 Toronto Green
Standards, requires the
provision of 1,112 bicycle
parking spaces on site.
● Greater than or equal to
1,112 parking spots must be
made available
Provincial Structural
Standards [52]:
15.12 (sewer lines)
15.10.1 (maintenance)
28 (materials)
● Restrictions on
modifications to sewer
lines
● Random maintenance
checks conducted
● Research into building
materials
● Internal slope towards
existing sewers
● Variable cost; ongoing
maintenance
● Restrictions on materials
Provincial Standards for
road markings [53]:
710.07.07
710.07.08
● Permanent pavement
marking has time
commitments
● For symbols, traffic paint
utilized
● Implementation time length
varies based on process
● Respective materials for
various purposes
Parking regulations [54]:
200.5.1.10 (2) (for cars)
230.5.1.10 (4) (for
bicycles)
● Parking space dimensions ● Limit size of parking spaces
Toronto Municipal Code:
[19]:
Chapter 886; Article V
● Bicycle lane bylaws
outline proper use of
bicycle lanes
● Limits usage to bicycles and
power assisted bicycles
● Restricts cars from passing
bicycle lane barrier
Engineering Strategies and Practice
2.2. Testing
This section provides credibility to the proposed design by providing real standards to evaluate
the design after implementation, comparing the design to credible tests and standards.
Table 2.2.1 - Metrics (ASTM International - Standards Worldwide)
Test for: Metrics: Ideal Result:
Safety:
● Quantity of infrastructure,
infrastructure rating [55]
● ASTM - E2921-13 [56]
● Numeric value depicting sum
of additions and
development, LCA’s,
building codes and rating
systems implemented.
Level of
accessibility to
bicycle lanes:
● Centrality of garage
locations [57]
● ASTM - E2586-14 [58]
● Distance average of garage to
major bike arteries,
respective probability
distributions accounted for.
Level of
accessibility to
bicycle
parking:
● At grade parking and low
grade slopes (Appendix 5);
● ISO/TS 37151:2015 [59]
● High quality cement/asphalt
to increase traction;
● ASTM C1583M - 13 [60]
● Degree of slope
● Concrete/Asphalt that can
undergo large amounts of
stress in the garage
environment
Engineering Strategies and Practice
2.3. Implementation Requirements
Table 2.3.1 Changes to Site Based on Each Aspect of the Design
Design Aspect Changes to Site
Garage ● Construction of parking:
○ Underground garage parking (for cars).
○ Above ground parking (for bicycles).
● Costs (in USD) :
○ Underground garage parking (for cars) = $ 20,220,000
(Appendix 10.2).
○ Above ground parking (for bicycles) = $ 9980 (Appendix
10.2).
○ Elevators and Escalators = $ 344,000 (Appendix 10.3).
○ Construction Materials = $ 6.500,000 [61].
Traffic ● Bicycle lanes painted green to increase visibility [29].
● Implementation is quick, compared to tangible, physical barriers [29].
● Costs (in USD)
○ Painted Bike Laneways = $ 54,884.05 (Appendix 10.2).
Routes ● Five new routes:
○ Bloor, Lennox, Palmerston, Borden and Markham Street.
● Construction may affect traffic.
Engineering Strategies and Practice
2.4 Life Cycle and Environmental Impact
From the preliminary life cycle environment, construction produced tonnes of toxic and
greenhouse gasses. The team realized large amounts of volatile organic compounds (VOCs) can
be eliminated by using other methods of colouring bike lanes. An alternative, Polyurethane, a
nontoxic material containing no VOCs, makes it ideal for the environment [62]. The average
lifespan of buildings between 76 to 100 years, thus importance for reliability is greater than
recyclability [63]. To reduce waste and energy consumption, and increase in efficiency is
required. The team can suggest to use of modular construction, which reduces air pollution in the
city area, and industrial waste [64].
Figure 15 - Life Cycle Flow Chart.
Engineering Strategies and Practice
Table 3.5.1 - Impact Analysis of Construction (Estimations in Appendix 11).
Mass and energy Amount Originating process
in the lifecycle
Impact: Midpoint
assessment
Improvement Analysis
Human health
1-Carbon monoxide
[65]
2-Volatile Organic
Compounds
(eliminated if
polyurethane is used)
- 33.3 tonnes
[66][67]
- 15000 kg
[68][69]
- Industrial
equipment
- Road paint
- Toxic
- Compounding long
term side effects.
- Construction on weekdays
only from 7am until 7pm
(on Saturday from 9am
until 7pm) [70].
- No construction on
Sundays [70].
- Proper disposal of waste
from site [70].
- Signage in construction
area [71].
Environmental
1-Carbon dioxide
2-Industrial waste
- 33.3 tonnes
- efficiency
dependent
- Industrial
equipment
- Construction,
resource shipment
- CO2 is a greenhouse
gas
- Can be toxic
- Proper disposal of waste
from site [70].
- Using CRCA program/
street sweepers to reduce
possible airborne matter by
21% [72].
Resource depletion
1-oil
- 105 barrels [67] - Industrial
equipment
- Non-renewable
energy source
Engineering Strategies and Practice
2.5. Human Factors
The design took a human-centered approach and focuses on improving the bicycling and driving
experience for users. The human operation has been designed to work at the psychological and
political level [73]. The design of multiple traffic routes coordinates with a user’s psychological
needs. When trying to reach a specific location, a typical bicyclist will need two pieces of
information: where they are and where they need to be. The usage of multiple bicycle routes
allows users to select a route from a wide range of possibilities that best fits their needs.
The political level describes the social norms in which the technology is situated [73]. In North
America, coloured lines/traffic markings on roads tend to indicate boundaries for road users [29].
Green bicycle lanes are specifically designed to work with these norms as they indicate cyclist
presence, allowing vehicles to maintain distance from the bike lanes [29].
Universal design aspects were largely considered. Multiple parking options are designed to be
available/accessible for a broad range of users with varying needs. The indoor parking garage
contains bicycle and vehicle parking spaces designed for long term residents of Mirvish Village,
since they are more likely to use parking for a longer time period [2]. Outdoor bicycle parking
stands were designed for the short term visitors to Mirvish Village, since they are not likely to
spend much time in the area [2]. This creates an ease of access for all users [2]. The outdoor
parking stands used the “curb cut” effect: a design implemented for one group of users that
benefits many groups [73]. The stands located beside the market, are primarily designed to create
an ease of access for shoppers. This also provides parking for short term users: Mirvish Village
visitors, families visiting parks, and residents that travel often [2].
Engineering Strategies and Practice
2.6. Social Impact
The implementation of the design will have social impacts on relevant stakeholders such as the
Mirvish Village Businesses, Westbank, the City of Toronto, local resident, drivers, pedestrians
and Cycle Toronto. Each aspect of the design takes into account social behaviour and potential
advantages/ disadvantages.
Table 2.6.1 Design Social Impact on Stakeholders
Stakeholder Impact on Needs
Mirvish Village Businesses ● Outdoor parking stands provide access for shoppers.
○ Increases number of customers [2].
● Multiple bicycle lanes decrease congestion [28].
○ Increases accessibility to Mirvish Village businesses
[2].
Westbank ● Designs to be considered by Westbank [2].
City of Toronto ● Financial: Painted lanes four times cheaper than
curb/concrete [74].
● Social: coloured bicycle lanes increase safety [75].
Residents ● Nearby garage creates ease of access.
Cyclists/Pedestrians ● Nearby parking creates ease of access [2].
○ Outdoor parking for short term visitors.
● Outdoor parking benefits cyclists [76].
● Painted laneways indicate cyclist presence.
○ Increases safety [28].
● Routes minimize congestion [28].
Vehicle Drivers ● Single garage may negatively impact drivers.
○ Less parking options.
● Psychological: Painted laneways indicate cyclist presence.
○ Decreases fatalities/injuries [28].
Cycle Toronto ● Increased bicycling convenience with new proposals [2].
○ Increases number of bicyclists.
Engineering Strategies and Practice
2.7. Economics
The economic background of a project is conducted in terms of cost, revenue and payback period
to determine project feasibility.
Table 2.7.1. Design Associated Costs and Amounts.
Cost Type Description (type of cost) Amount (USD)
1. Initial
Costs
a. Resource Procurement Land (fixed) [73] [77]. 100,000,000.00
Resource transportation (variable) [73]
(Appendix 10.1).
N/A
b. Construction Infrastructure Construction (fixed) [73]
(Appendix 10.2).
20,284,864.05
Parking garage building materials (fixed) [61]
[73].
6,500,000.00
Accessibility instruments (fixed) [73]
(Appendix 10.3).
284,000.00
2. Ongoing
Costs
a. Operating Costs Maintenance Materials (variable) [73] [61] [78]. 75,000.00/yr
Electricity (variable) [73] (Appendix 10.4). N/A
b. Overhead Costs Employee wages/benefits (variable) [73]
(Appendix 10.5).
N/A
3. Final
Costs
a. Disposal Costs Demolishment/disposal of garage (fixed) [73]
(Appendix 10.6).
148,374.69
b. Design Changes Route Reconfiguration - painted laneways
(variable) [73] (Appendix 10.7).
43.93/sq m
4. External
Costs
a. Pollution Cost Greenhouse gas emissions (CO and CO2)
(variable) [73].
N/A
b. Societal Health Population density and vehicular emissions
increase (variable) [73].
N/A
c. Substitute Demand Decreased demand of alternate transport
(subway, taxi, streetcar) (variable) [73].
N/A
Engineering Strategies and Practice
3.0 Updated Project Management Plan
The Final Design Specifications (FDS) will be sent to the client by April 11th, 2016. Final
presentation will be conducted on April 28th, 2016 at 3:00 PM.
4.0 Conclusion/Recommendation
The client’s problem has created a need for a design that addresses traffic and congestion in the
Mirvish Village redevelopment area. The garage will be accessible with the inclusion of outdoor
bicycle parking and safe by separating parking and entrances with concrete barriers. The issue of
slopes not being at grade has been remedied by bicycle escalators. Green bicycle lanes are added
for enhanced visibility. Bicycle lanes on Bloor, Lennox, London, Borden, Markham and
Palmerston Street allow the garage and Bathurst station to be accessible by cyclists. Various
preliminaries such as economics and social impacts have been analyzed to provide the client with
what can be expected, should the design be implemented.
Engineering Strategies and Practice
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Engineering Strategies and Practice
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Engineering Strategies and Practice
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Engineering Strategies and Practice
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Engineering Strategies and Practice
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[Online]. Available: http://www.cbc.ca/news/canada/edmonton/city-to-spend-big-bucks-to-
remove-bike-lanes-on-95th-avenue-1.3142737
Engineering Strategies and Practice
Appendices:
Appendix 1: Black Box Method
Table A1.1 - Black box to identify problem in terms of input and output.
Input Output
Mass Cyclist at point A Cyclist at point B
Pedestrian Pedestrian Unharmed
Vehicle Users Vehicle Users
Energy Mechanical Energy Mechanical Energy
Electrical Energy Electrical Energy
Information Available Routes Optimal Route
Locations and entrances for
parking garage
Optimal garage location and access
point.
Number of available bicycle
parking spaces
Number of additional bicycle parking
spaces
Seasonal weather changes Countermeasures in design to
seasonal weather changes
Engineering Strategies and Practice
Appendix 2: Weight of Objectives by Importance
The following objectives are ranked in relative importance. Objective 1 is ranked first from a
team consensus and from client opinion during a client meeting.
Table A2.1 - Weight of Objectives by Importance
Objective Weight (%)
O1. Safe 40%
O2. Accessible to bicycle Lanes 25%
O3. Accessible to bicycle Parking 20%
O4. Efficient 10%
O5. Minimal Construction 5%
Total 100%
Engineering Strategies and Practice
Appendix 3: Protected Bike Lanes Safety
In a three year study done by New York City Total injuries from protected bicycle lanes has
decreased by 20%. The study was conducted over 30 miles of protected bicycle lanes that were
constructed in 2007.
Figure A3.1 - Graph of Injuries (Before and After) [11].
Engineering Strategies and Practice
Appendix 4: Roadway Statistics- Volumes on Roadway Sections
Table A4.1 - Existing Signalized Intersection Capacity Analysis Summary [12][13].
Engineering Strategies and Practice
Table A4.2 - Cyclist Volumes on Key Roadway Sections [12][13].
Engineering Strategies and Practice
Table A4.3 - Future Background Signalized Intersection Capacity Analysis Summary [12][13].
Engineering Strategies and Practice
Table A4.4 - Future Total Signalized Intersection Capacity Analysis Summary [12][13].
Engineering Strategies and Practice
Table A4.5 - Future Total Signalized Intersection Capacity Analysis Summary [12][13].
Engineering Strategies and Practice
Appendix 5: Ausroad Guide to Road Design Slope Recommendations
According to the Austroads guide to road design exceeding 5% gradient should be avoided
unless it is design does not permit. With a 5% gradient and a ramp length of 80 metres you could
have a change in height of 4 metres.
Figure A5.1 - Desired and Acceptable Gradient of slopes for bicycle ramps [17]
Engineering Strategies and Practice
Appendix 6: Toronto Weather Statistics
● Average temperature:
○ Coldest: January (-4.2°C)
○ Hottest: July (22.2°C)
● Rain / Snowfall:
○ February to June: average rainfall ranges from 11.5mm to 76.2mm [25] [26].
○ Over 1 cm of snow present 65 days/year [25] [26] [27].
○ Average snowstorm snowfall 5-25 cm [25] [26] [27].
Table A6.1 - The statistics for average and maximum temperature ranges in Toronto [26].
Engineering Strategies and Practice
Table A6.2 - The statistics for average precipitation in Toronto [26].
Engineering Strategies and Practice
Appendix 7: Example of the ramped moving walkways (travelators).
Figure A.7 the travelators has been used in a Bicycle Parking Facility at Rotterdam Central Station, which
can store 5,190 bikes. [34]
Engineering Strategies and Practice
Appendix 8: Example of a bicycle escalator
Figure A.8 - The bicycle escalator in Norway has multiple uses [35]
Engineering Strategies and Practice
Appendix 9: Justification and Calculations of Approximate Area of Bicycle Lanes to be
Coloured (m2)
Distance for each new bicycle route:
● Bloor Street (extending from Shaw Street to Avenue Street): 2447.347 m (x2 Lanes) =
4894.694 m
● London Street (from Palmerston St. to Bathurst St.): 202.497m (x2 Lanes)= 404.994m
● Markham Street (from London St. to Lennox St.): 320.582m
● Palmerston Street (from London St. to Harbord St.): 587.691m
● Lennox Street (from Palmerston St. to Borden St.): 419.287m (x2 Lanes)= 838.574m
TOTAL DISTANCE: 7046.535 m
Average width of bicycle lanes: 1.6 m
Total area = additional route length x average width = 11274.456 m2
Engineering Strategies and Practice
Appendix 10: Justification and calculations of economic cost.
10.1.Transportation of Resources
Cost depends on:
1. Location where materials are transported from.
2. Transportation mode.
3. Future prices of resources.
Hence the cost of transportation of resources is variable and cannot be estimated with currently
available informational resources.
10,2. Infrastructure Construction :
Using the price index of building parking garages in toronto and approximate dimensions of car
and bike parking spaces the cost of building the garage was evaluated [79].
Based on Altus group construction price index of building parking garages in toronto [79] :
95 $/sq foot above ground parking garage
150 $/sq foot below ground parking garage
Dimensions of car parking spaces[80] :
Width : 10 feet , Length : 20 feet
Area of car parking space : 200 sq feet
Number of car parking spaces (client statement) : 674 spaces
Therefore, total car parking space : 674 x 200 = 134,800 sq feet
Cost of total space : 150 x 134,800 = $ 20,220,000
Cost of bike parking :
Bike racks will be placed as shown in figure xx
Number of bike racks required :
Length 140 m = 5511.8 inches
Length of bicycle rack =112 inches [40]
Hence 49 racks can be placed along 140 m
Length = 70 m = 2755.9 inches
Hence 24 racks can be placed along 70 m
Length 20 m = 787.4 inches
Hence 7 racks can be placed along 20 m
Total racks = 80 ; Each rack is able to hold 11 bikes , hence total bike capacity = 880 bike
Cost of one rack = $ 124.85 [40]
Engineering Strategies and Practice
Total cost = 124.85 x 80 = $ 9980.00
Construction bike laneways :
Total area of bike laneways (from Appendix 9) = 11274.456 sq m
10 kg of polyurethane per 50 m for one coat [81].
Required coatings per laneway = 2 coats [81]
Width= 1.6 m, length = 50 m ; Area = 1.6 x 50 = 80 sq m
Hence, 20 kg of polyurethane resin is applied for 80 sq m of bike laneway.
Using unitary method, we get 0.4 kg of polyurethane is required for 1 sq m of laneway
Cost of 2 kg of polyurethane = $ 24.34 [81]
Using unitary method, we get $ 4.868 per sq m of laneway
Hence total cost to paint laneways = 4.868 x 11274.456 = $ 54,884.05
Total Infrastructure Construction Cost : $ 20,284,864.05
10.3.Accessibility instruments cost :
In order to ensure an accessible design for all users , there will be two elevators and sloped
escalators in the parking garage.
Number of proposed elevators : 2
Cost of each elevator : $ 30,000/unit[82]
Number of proposed bicycle escalators: 2
Length of proposed escalators = 32 meters
Rate = $ 3200/yard = $ 3500/metre [39]
Cost of each escalator : $ 3500 x 32 = $ 112,000
Number of moving walkways: 2
Cost of each moving walkway: $30,000/unit [83]
Total cost : $ 344,000.00
Engineering Strategies and Practice
10.4. Electricity cost :
Since this cost depends on the architecture of the building which is not being dealt with in this
project, it cannot be determined. To estimate this cost xx factors have to be considered :
1. Number of appliances used ( Lights, gates, etc.)
2. Power rating of appliances
3. Time appliances are used for (Energy may be saved by switching lights off during the
day) : 168 hours if used 24/7
4. Cost of electricity charged by Ontario Energy Board (OEB).
10.5. Employee Wages/Benefits Cost:
This cost depends on the following factors :
1. Average future wages of workers.
2. Number of workers employed
3. Type of workers employed
4. Capital or labour intensive work practices
5. Company benefit plans for employees.
Hence this cost cannot be calculated and needs to be evaluated by the employer in the future.
10.6. Demolishment of Parking Garage and Disposal of Debris Cost (Disposal Cost) :
Garage area = 47 m x 60 m = 2830 sq m = 30,354.23 sq feet
Demolition and removal of asbestos : $3/sq foot [84]
Total cost of demolition and removal of asbestos : 3 x 30,354.23 = $ 91,062.69
Number of workers required for demolition and removal = 20
Time required = 20 days
Work hours per day = 8 hours [85]
Total number of billable hours = 160 hours
Average wages of workers = $ 17.91/hr [86]
Total wages = 160 x 20 x 17.91 = $ 57,312
Demolition fee : $ 2097.76 [87]
Therefore, total disposal cost = $ 148,374.69
Engineering Strategies and Practice
10.7. Reconfiguration of Routes Cost :
This cost only covers the physical cost of changing the bicycle routes :
Since this is a variable cost that will depend on the extent of changes made , the unit cost is
determined instead of the total cost.
Based on a previous project conducted by the city of toronto for removing 8 km of painted bike
lanes [88]:
Width of bike lanes : 1.6 m
Length of laneways = 8km [88]
Total area of removed laneways : 1.6 x 8000 = 12,800 sq m
Total cost = $ 500,000.00 [88]
Hence, using unitary method, cost of removal per sq m = 500,000/12,800 = $ 39.0625/sq m
Cost of remaking bike lanes :
10 kg of polyurethane per 50 m for one coat [62]
Required coatings per laneway = 2 coats [46]
Width= 1.6 m, length = 50 m ; Area = 1.6 x 50 = 80 sq m
Hence, 20 kg of polyurethane resin is applied for 80 sq m of bike laneway.
Using unitary method, we get 0.4 kg of polyurethane is required for 1 sq m of laneway
Cost of 2 kg of polyurethane = $ 24.34 [62]
Using unitary method, we get $ 4.868 per sq m of laneway
Total cost of removal and reapplying bike lanes = $ 43.93 per sq m of laneway
Engineering Strategies and Practice
Appendix 11: Estimations of Environmental Impact
● Carbon Dioxide is in relative equal quantities to Carbon monoxide [65].
● CO2 estimations: 2164 kilotons of CO2 from residential construction / 65000 residential
construction projects= 33.3 tonnes CO2 [66][67].
● 33.3 tonnes CO2 / 317 kg CO2 per barrel of oil = 105 barrels of oil [67].
● Using benchmark road paint from Tambour:
250 grams Volatile Organic Compounds per litre * 2 m2 per litre paint * 10km *3m =
15000 kg of VOC [68][69]