gardiner east ea - public forum 5 panels

YON

GE STREET

BAY STREET

YORK STREET

LOW

ER JARVIS STREET

PARLIA

MEN

T STREET

LOW

ER SHERBOURN

E STREET

LOW

ER SIMC

OE STREET

CHERRY STREET

CA

RLAW

AVEN

UE

LESLIE STREET

The Gardiner Expressway East and Lake Shore Boulevard are key transportation arteries in the City of Toronto. In 2008, Waterfront Torontos Board of Directors and Toronto City Council passed resolutions to comence study of the future of the Gardiner Expressway East and Lake Shore Boulevard.

The study includes the following components: - Individual Environmental Assessment - Urban Design Study

The Terms of Reference for the study was completed and approved by the Ontatio Ministry of Environment in 2009.

Alternative Solutions were presented to the Citys Public Works & Infrastructure Committee in 2014 and were referred for further study. In June 2015 Council endorsed the Hybrid EA Alternative and, further work was undertaken to assess Hybrid Alternative Designs.

Study LensesENVIRONMENT

URBAN DESIGN

TRANSPORTATION & INFRASTRUTURE

ECONOMICS

Introduction to the Study

The section of the Gardiner Expressway East / Lake Shore Boulevard that is being studied for reconfiguration extends from approximately west of Lower Jarvis Street to approximately Leslie Street.

FUTURE OF THE GARDINER EASTEnvironmental Assessment & Urban Design Study

LESLIE STREET

PWIC and City Council Decisions - Spring 2015

Develop & Consult on Alternative Designs - Summer/Fall 2015

SAC # 7 - July 2015

SAC # 8 - September 2015

PWIC - September 22, 2015

SAC # 9 - October 2015

SAC # 10- January 2016

PIC # 5 - January 2016

PWIC/Council - February/March 2016

Submission to MOECC - Spring 2016

MOECC Review and Decision

New Work UndertakenNext Steps

In June 2015 City Council endorsed the Hybrid Alternative as the Preferred Alternative for the Gardiner East EA.Council directed staff to develop and evaluate Alternative Designs for the Hybrid.

Council also directed staff to incorporate the EA result into the Strategic Plan for the Rehabilitation of the Gardiner Expressway.In September 2015, the City's Public Works and Infrastructure Committee endorsed three Hybrid Alternative Design concepts for further assessment:

Hybrid 1: Revised Hybrid with tighter ramps in Keating Hybrid 2: New Hybrid with alignment further north Hybrid 3: New Hybrid with alignment further north and rail bridge widening

Council Decision

Reviewed third-party proposals Completed Urban Design/Public Realm Plans for the study area Developed Hybrid Design Alternatives Evaluated three Hybrid Design Alternatives

What Have We Done Since June 2015?


we are here

Study Goals and PrinciplesGOAL 1: REVITALIZE THE WATERFRONT GOAL 2: RECONNECT THE CITY WITH THE LAKE GOAL 3: BALANCE MODES OF TRAVEL

GOAL 4: ACHIEVE SUSTAINABILITY GOAL 5: CREATE VALUE


A public realm that provides adequate access to open space, landscape, light and air, contributes to the revitalization of the waterfront needs to be created. The project should: Prioritize urban design excellence, place making, and quality of life

as integral components of project design and evaluation. Contribute to the creation of the waterfront as a regional/tourist

destination. Rejuvenate the underutilized and derelict lands under and

adjacent to the expressway. Balance provision of new amenities for both local and regional

users, recognizing that local and regional stakeholders may value amenities and infrastructure in different ways.

Build on existing planning initiatives and conclusions. The EA study

initiatives. Acknowledge this project as an opportunity for City-building.

regional, and global contexts.

The Gardiner Expressway East and Lake Shore Boulevard pairhave long been perceived as a barrier that disconnects the downtown from its waterfront. The railroad viaduct is a physical barrier, limiting waterfront. The railroad viaduct is a physical barrier, limiting waterfront area access to four

Shore Blvd will need to include welcoming and accessible routes to the waterfront, breaking down the psychological and physical barriers that exist today. The project should: Create physical, visual, and cognitive connections to the waterfront for

downtown, the City and region. The waterfront is an amenity that belongs and should be accessible to the public.

Design the public realm to be attractive, accessible and connected. The qualities of experience offered by streets, plazas, parks, promenades, pathways, bicycle routes, and visual corridors will be major drivers of design decisions. Public spaces should be accessible and perceived as public.

The new urban fabric should become a connector between the downtown and new waterfront communities, one that uses transit, street design and new mixed use communities to stitch the city with its unique waterfront experience.

Shore Blvd will need to maintain an effective local and regional transportation system, including commuters and freight, and minimize negative impacts by balancing alternative travel modes, including transit (local and regional), cycling and walking within the system. The project should: Acknowledge transportation initiatives - both positive and negative

- on regional economic competitiveness, land use, development character, settlement patterns, and environmental issues as air quality and such ambient noise.

Maintain reliable access to the City and its neighbourhoods for local residents, commuters, freight trucks, and regional travelers. The

and Lake Shore Blvd. Acknowledge and integrate other planned transit (local and regional)

initiatives being proposed for the City. Consider a Combination of supply system and demand management

measures. Creatively maximize the performance of infrastructure through management and operation.

The project should advance the Citys and Waterfront Torontos

Sustainable design solutions can improve environmental qualiy and biodiversity, and minimize public heath risks. The project will: Consider Waterfront Torontos and the Citys sustainable policies

and frameworks. Help contribute to development that has an overall positive impact.

economic security, and social/cultural gains. Contribute to the improvement of environmental quality and public

health, including air quality. Complement if not enhance other waterfront environmental

naturalization initiatives.

to lands in the Don River mouth area, the Port Lands and south Riverdale community. Promote social engagement and interaction. Promote the Citys initiatives to reduce greenhouse gas emissions. Promote public awareness and education on environmental issues

through the physical design of infrastrcuture and public realm. Integrate ecology and natural systemns with urbanism.

Shore Boulevard can act as a catalyst for good development and contribute to an integrated, vibrant, and succesful waterfront. Further, any changes to the Gardiner Expressway East and Lake Shore Blvd pair

and enhancement of the existing structure or replacement with a new or alternative facilty. That investment should be targeted to maximize

the project, rather than simply preserving the single purpose Gardiner Expressway. The project should: Plan and design for positive net value creation in local, regional, and

global contexts.

captures value for the public sector. The public sector; through these city-building initiatives, creates value for the community, in terms of streets, open space, and catalysts for private development.

Waterfront RevitalizationWaterfront Torontos mandate is to put Toronto at the forefront of global cities in the 21st century by transforming the waterfront into beautiful and sustainable communities, fostering economic growth in knowledge-based, creative industries, and ultimately redefining how Toronto, Ontario and Canada are perceived by the world.

Created by the Governments of Canada, Ontario and the City of Toronto, a core part of Waterfront Torontos mission includes building high-quality public infrastructure, including parks, promenades, boulevards, and other amenities needed to generate vibrant urban activity.

Queens Quay: Completed in June 2015, Queens Quay has been transformed into a waterfront boulevard where the needs of all users are accommodated.From recreational and transit, to bicycle, pedestrian and vehicular traffic, the overall landscape and public realm has been enhanced within the Queens Quay corridor.

East Bayfront: This 55 acre site is located on the Inner Harbour and is within walking distance of downtown Toronto. It includes established neighbourhoods and many entertainment and cultural attractions.The new district will have roughly 6,000 residential units, jobs for approximately 8,000 people and 1 km of continuous waters edge promenade.


The West Don Lands is an 80 acre site immediately adjacent to the Distillery District and has strong connections to the St. Lawrence and Corktown neighbourhoods. A section of the community was first used as the Toronto 2015 Pan/Parapan American Games Athletes Village. At full buildout, the area will have 5,800 residential units, including 1,200 units of affordable rental housing, 1,000,000 square feet of commercial space, 23 acres of parks and public spaces, a new transit line, an elementary school, a recreation centre, and childcare centres. The recently completed Corktown Common, is the centerpiece for the emerging neighbourhood, offering spectacular views of the city and surrounding area.

Don Mouth Naturalization: Naturalizing the mouth of the Don River and providing flood protection to the Port Lands were identified as one of the top priorities for all three levels of government when they first announced the establishment of Waterfront Toronto in 2001. This project proposes to transform the existing mouth of the Don River including the Keating Channel, into a healthier, more naturalized river outlet to the lake, while at the same time, removing the risk of flooding to 230 hectares of urban land to the east and south of the river.

Villiers Island: The Villiers Island precinct will be a stunning new waterfront community that embraces its distinct industrial history and the spectacular new parks, public spaces and ecological richness that will result from the naturalization of the mouth of the Don River. Surrounded by water on all sides, the Villiers Island precinct will introduce a vitality to the area that honours the distinctive culture associated with waterfront districts and vibrant working ports.

North Don River and Keating ChannelHYBRID 1 HYBRID 2 HYBRID 3

Urban DesignConceptual Pedestrian and Bicycle Network

Conceptual Open Space System

Cherry Street

Lake Shore Corridor

Lower Jarvis Street

EXISTING

EXISTING

EXISTING CONCEPT

CONCEPT

CONCEPT

HYBRID 1Urban Design Concept Plan

Cherry Street Intersection

Cherry Street Intersection Looking North-East

Cherry Street Intersection Looking South

Historical Context

Study of potential modifications to the Gardiner Expressway ramps in the downtown area, titled the Central Bayfront Ramp Study. The study recommended several modifications to the Gardiner Expressway ramps

The Crombie Commission suggested the removal of the entire elevated Gardiner Expressway and its replacement with a network of tunnels and surface roads.

Planning began for the removal of the 1.3 km section of the Gardiner Expressway east of the Don River, between Bouchette Street and Leslie Street, which was completed in 2003.

The Toronto Waterfront Revitalization Task Force proposed that the rest of the elevated Gardiner Expressway be replaced. Recommendations included a tunnel, improved road network, construction of the Front Street Extension, and widening of the Richmond/Adelaide DVP ramps.

Waterfront Toronto examined options for the reconfiguration of the Gardiner/Lake Shore to stimulate waterfront revitalization. Studies demonstrated the cost of removing the entire Gardiner was too high. Other scenarios demonstrated a lower cost; including the least congested portion of the expressway from Lower Jarvis Street to the DVP.

Waterfront Toronto Board of Directors and City Council adopted the proposal to complete an individual Environmental Assessment and Integrated Urban Design study to explore the feasibility of removing part of the elevated Gardiner Expressway from approximately Jarvis Street to Logan Avenue.

The F.G. Gardiner Expressway (Gardiner) was named after the first chair of the former Metro Council, Frederick G. Gardiner who was a strong advocate for the project.

Construction on the Gardiner began in 1956. It was built in segments and completed in 1965 at a cost of approximately $103 million.

The Gardiner runs for about 20 kilometres from the foot of Highway 427 and the Queen Elizabeth Way in the west to the Don Valley Parkway in the east.

1978 1990 1996 2001 2003-2006 2008 2015Toronto City Council endorsed the Hybrid Alternative and the Project Team commenced the process of developing and evaluating the Hybrid AlternativesDesigns.

HYBRID 1Keating Precinct View

HYBRID 1Keating Precinct Waters Edge Promenade

an acceptable level of safety.Construction - Preference for H1 due to shorter construction period and less traffic detours/delays.

Local Economics - All options support new economic growth/downtown economy.Fiscal Net Benefits - H1 preferred as least overall cost.

Evaluation SummaryHybrid 1 Hybrid 2 Hybrid 3Criteria Group

Tran

spor

tatio

n &

Infra

stru

ctur

eUr

ban

Desi

gnEn

viro

nmen

tEc

onom

ics

AutomobileTransit

PedestrianCycling

Movement of GoodsSafety

Construction Impacts

Planning Public Realm

Built Form

Social & HealthNatural Environment

Cultural Resources

Global Regional EconomicsLocal Economics

Fiscal Net Benefits

Less Preferred Moderately Preferred Preferred

x

x

xxx

x

x

x

Notes

x

Automobiles - H2 and H3 preferred as allows for a better at grade street network with extension of Queens Quay to Munitions St.Transit - H2 and H3 preferred as allows for possible extension of transit into Keating Precinct with Queens Quay extension.Pedestrian - H1 is less preferred as new Cherry St ramps and access road inhibit pedestrian access to/from Keating Channel PromenadeCycling - All allow for a new east-west off-road cycling track.Movement of Goods - Preference for H2 & H3 as a result of ramp shoulders and less impact during

Safety - While all alternatives have some less that standard road elements, they can be designed to

Planning - Preference for H2 and H3 as improves development opportunity in Keating PrecinctPublic Realm - H1 is less preferred as access to the Keating Channel is compromised from ramps/access roadsBuilt Form - H3 has least amount of above grade development next to expressway.

Social & Health - Less potential for noise effects under H2 & H3Natural Environment - H3 preferred as would have least impact on planned Don Mouth Rehabilitation.Cultural Environment - All alternatives have similar impact.

Global Regional Economics - Slight preference for H1 as less impact on trucks during construction. No long term effects.

Panels 19 13Panels 19B1B2B3B4B5B6B7B8