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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.

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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]