Sustainable Urban Development Association 2637 Council Ring Road, Mississauga, Ontario L5L 1S6 Tel: 416-400-0553; www.suda.ca; e-mail: mail@suda.ca SUDA February 15, 2013 For Immediate Release A Transit End to the Gardiner Expressway Expanding transit options can enable the removal of the Gardiner Expressway in its entirety east of the Humber River, according to the Sustainable Urban Development Association. SUDA put forward the idea in a report released today, entitled Transforming Transportation Across the Toronto Waterfront: A Transit-Supported Option for Removing the Gardiner Expressway. The opportunity would come once the once the Downtown Relief Subway Line (DRL) is operational, and a new light rail transit line extending westward to Islington Avenue and the Gardiner Expressway is built. The document also identifies a number of expansions and adjustments to Lakeshore Boulevard will be needed to enable residual road traffic to access the downtown Toronto core. The need for continued access by car and truck to and from the downtown core is essential, said John Stillich, who headed the project for SUDA, but it s also clear that many drivers are forced to use the expressway because rapid transit options are inadequate to serve their needs. Being able to access the DRL via a new West Commute LRT changes that for many thousands of people who currently must bear the frustration and expense of navigating through traffic and parking in the downtown area. The possibility that the Gardiner Expressway can be removed over the longer term means that shorter term options for the Gardiner, such as those presented by Waterfront Toronto to Improve, Rebuild or Remove the expressway east of Jarvis Street, may need to be revisited. There s no sense in building new ramps or rebuilding parts of the elevated expressway if the whole thing can be removed a few years later, said Stillich. SUDA suggests that the Environmental Assessment for the eastern portion of the Gardiner that has been recently approved by Toronto City Council to proceed should include recognition of a future option to remove the entire expressway east of the Humber. SUDA estimates that the cost of dismantling the expressway, building the new LRT, and making necessary adjustments to road infrastructure would cost $2.16 billion. This would compare to roughly
$2.5 billion to rebuild the expressway, and $1.2 billion to remove it both of which only deal with the portion east of Jarvis Street. SUDA has been concerned that existing options for the disposition of the Gardiner Expressway have been environmentally poor, in that they assume that existing road capacities must be maintained, said John Banka, President of SUDA. Our Transformation proposal suggests that significant transfers to rapid transit including approximately a third or more of traffic coming in from the West can be achieved, reducing greenhouse gases and other pollutants on an annual basis. Benefits to the urban environment would be significant, according to SUDA. The ugliness, noise and constraints to development in the core would be replaced by sunlight, openness, increased value of downtown properties, and better use of land. A component of the proposal is to shift Lakeshore Boulevard onto the Gardiner roadbed as it rounds Humber Bay. This would double the size of the waterfront park around the bay, said Stillich. The Transforming Transportation Across the Toronto Waterfront document can be accessed at SUDA s website at www.suda.ca. For more information, contact John Stillich at mail@suda.ca or by telephone at 416-400-0553. 30 -- The Sustainable Urban Development Association is a registered charitable corporation formed in 2005, and whose mission is to promote a healthy natural environment by providing information about sustainable city-building. Its focus is land use and transportation in the Greater Toronto and Hamilton Area. 1
Transforming Transportation Across the Toronto Waterfront: A Transit-Supported Option for Removing the Gardiner Expressway February 15, 2013 Sustainable Urban development Association 2
Sustainable Urban Development Association Tel: 416-400-0553; www.suda.ca; e-mail: mail@suda.ca SUDA February 4, 2013 Transforming Transportation Across the Toronto Waterfront: A Transit-Supported Option for Removing the Gardiner Expressway The proposal presented in this document was prepared by the Sustainable Urban Development Association (SUDA), a charitable organization whose mission is to help foster a healthy natural environment by providing information about sustainable city-building. Introduction The City of Toronto is examining transportation options for the downtown area of the city, including options for the disposition of the Gardiner Expressway, and the construction of a Downtown Relief Subway Line. Given the permanence of transportation infrastructure, the long term planning for these projects should be integrated to maximize overall benefits to the city. Currently, the need to address crowding on subway lines is not linked with the proposed solutions to the expressway issue. This paper proposes an effective measure to link these two issues in a manner than can significantly transform transportation and improve liveability in the downtown Toronto area. Downtown Relief Subway Line Toronto s Yonge-University subway line is highly congested during rush hours. Northward extensions of the Spadina and Yonge subway lines will increase crowding. As more urban residential and employment growth occurs across the downtown area, travel demand will grow. Toronto has asked that the implementation of a downtown relief subway line (DRL) a rapid transit project on Metrolinx s Big Move priority list be moved from a 15-to-20 year horizon to a 10-to-15 year horizon. The DRL is planned to run from the Pape subway station southward and across the downtown core to Roncesvalles Avenue, and from there northward to the existing Dundas West subway station. The new line will not only offer alternative access to and from the downtown core, but will increase transit ridership overall by bringing more trip origins and destinations closer to rapid transit in Toronto. 3
The DRL is currently proposed to be constructed in two phases, with the first phase being a subway line from Pape Station on the Bloor-Danforth line southward and then westward to St. Andrew Station on the University subway line. Given the need to deal effectively with growing travel demand to and from the west end, growth in the downtown area west of University Avenue, the need to reduce congestion, and the need to reduce long term environmental damage, the complete DRL should be a single phase project within the current timetable. The F.G. Gardiner Expressway The prospect of a relief line within 15 years should stimulate a re-consideration of current options for the disposition of the Gardiner Expressway. The expressway carries somewhat less than 100,000 vehicles per day in each direction through the downtown area east of Dufferin Street. The expressway has been considered a visual barrier to the waterfront, and is now plagued with structural and maintenance problems related to its age. Proposals for the removal or replacement of the expressway have existed since the 1980 s. The City has recently approved a resumption of an environmental assessment (EA) of four options presented by Waterfront Toronto for addressing the Gardiner problem. Unfortunately, there has been no option for the expressway that would significantly reduce the need for road capacity and demand by encouraging the use of public transit and active transportation. The four options in the EA terms of reference are limited to the portion of the expressway and Lakeshore Boulevard east of Jarvis Street, and are as follows: 1. Do Nothing except undertake basic maintenance. Cost estimated at $50,000,000 over ten years 2. Improve the Expressway by adding architectural wrappers, reconfiguring or realigning some structural pillars to improve pedestrian flow, and removing one or more ramps to reduce the barrier effect of the expressway. Environmental Assessment Study Area, focusing on Expressway east of Jarvis Street only 3. Replace the Expressway with a new elevated (e.g. above the rail corridor), at-grade, or tunnelled expressway. 4. Remove the Expressway east of Jarvis Street and reconfiguring Lakeshore Boulevard to be a grand street albeit that is lower-capacity than current for both Lakeshore and the expressway combined. This option assumes greater transit modal share of trips east of Jarvis Street. However, the need to achieve significant reductions in overall travel by motor vehicle to/from the downtown core remains, for reasons of congestion, environmental health, and liveability, even as downtown employment and residential populations increase. 4
Sustainability measures that are more than tokenism need to be a requisite criterion for transportation planning in the Greater Toronto Area. While environmental concerns have taken a back seat to other priorities in recent years, the problems of transportation-based greenhouse gas emissions and pollution remain, and are growing. Investing in environmental protection is not a cost to the economy, but a redirection of economic activity within the economy, and a contributor to overall long-term well-being. Financially, transportation that is dependent on travel by automobile is expensive to drivers and to households, and imposes very high external costs in terms of public subsidy, environmental damage, land losses, congestion costs and other impacts. A Vancouver study estimated this cost to be about $2,700 per vehicle annually. (http://bc.transport2000.ca/learning/background/transport_2021/cost_report.html The Transportation Transformation Project Proposal An additional long term option, not included in the current EA, is to divert enough automobile traffic from the Gardiner Expressway onto rapid transit that the expressway can be closed I its entirety east of the Humber River. This option is made possible once the downtown relief subway line becomes operational, if an additional light rail transit line is built from Islington Avenue at the Gardiner Expressway to the planned relief line, at Roncesvalles Avenue. The option also includes road adjustments to Lakeshore Boulevard between the Humber River and east of the Don Valley Parkway. This option can be called the Transportation Transformation Project (or simply Transformation ). Components of the Transformation proposal are: 1. Construct a 7.6-kilometre West Commute LRT line to divert a significant number of drivers from traveling all the way to downtown by automobile. Construction would include: An at-grade LRT in the centre of the Gardiner Expressway, from Islington Avenue to west of the Toronto Transit Commission s Humber Loop; LRT stations at Islington, Royal York Road, Parklawn Road and the TTC s Humber Loop; A transition of the LRT from at-grade in the Gardiner corridor down to the Humber Loop; A continuation of the LRT at grade along an upgraded Queensway right-of-way; A tunnelling of the LRT from west of Roncesvalles eastward to intersect with the Queen/Roncesvalles station of the Downtown Relief line; Double-ended light rail vehicles that can avoid the need for turning loops; A multi-level parking garage above the Expressway and the LRT stations at each station, to accommodate between 5,000 to 6,000 vehicles in total (for comparison, Toronto City Hall underground parking capacity is 2,089 spaces). 2. Make road adjustments to enable residual road traffic to access the downtown Toronto area: Adjust express and collector road lanes of the Gardiner Expressway to accommodate LRT stations and access to parking garages. This would involve a transfer of shoulder lanes to the transit right-of-way between LRT stations, plus the transfer of an express 5
road lane at stations, compensated by reduced road traffic from the Islington LRT station eastward, and/or an additional collector lane; Immediately east of the Humber River, divert Lakeshore Blvd. traffic onto the Gardiner roadbed and back to its current alignment between the Boulevard Club and Dowling Avenue; Remove Lakeshore Boulevard between these two points, and convert the closed portion of Lakeshore Boulevard to parkland; provide a minimal access road to the parkland around Humber Bay; Add additional lanes to Lakeshore Boulevard where needed to accommodate residual traffic from the Gardiner Expressway; Demolish the Gardiner Expressway from Dowling Avenue to the Don Valley Parkway and to west of Leslie Street; Improve access to downtown Toronto from the Don Valley Parkway, via improvements to existing ramps and roadways. 3. Improve pedestrian access to the waterfront across the core, with safety barriers and covered walkways, and other measures to improve ambience. Parking Level Parking Level Westboun d ramp to expwy here Parking Level 1 Islington Ave. roadway - West of LRT Stati EB ramp to parking & expwy here Embankment 2 Collector Lanes + 2 Shoulders 3 Express Lanes LRT Station 3 Express Lanes 3 Collector Lanes + 2 Shoulders Embankment CENTRE Not included in the Transportation Transformation Project proposal is an option to expand the busy heavy rail right-of-way around Humber Bay to enable additional tracks to be constructed. This could be accomplished by moving the Gardiner Expressway roadbed towards the bay by two or three lanes, and reconstructing overpasses accordingly. This opportunity is not included in the current proposal but may provide important advantages from a long term transportation perspective. Capital Cost Estimates The initial estimated cost of building the West Commute Light Rail Transit line is $700 million. Changes to road alignments and additional lanes, and the demolition of the expressway, are estimated to cost another $1,460 million, for a total of $2.16 billion. This figure includes $1,245 million for expressway demolition, and is net of an estimate of $66 million in revenue from the sale of some expressway lands no longer needed. Refer to Appendix A for more detail. 6
Drawing by Sustainable Urban Development Association 2013 7
Drawing by Sustainable Urban Development Association 2013 8
Accurate cost figures for options presented by Waterfront Toronto are not available. The cost comparisons shown in the table below between the Transformation option and other options are presented here only to provide a very broad indication of differences between options. The Improve, Replace, and Remove option capital costs are based only on news reports updated to estimated 2013 values. Detailed costings would be prepared as part of the environmental assessment. Transportation Transformation option $2,200,000,000 Waterfront EA proposal (East of Jarvis Only): Do Nothing option (per Waterfront Toronto) $50,000,000* Per news reports (figures updated to 2013): Improve the Expressway Not available Replace the Expressway 2,500,000,000 Remove the Expressway 1,200,000,000 *Ten-year estimate The options do not include major structural rehabilitation recently approved by Toronto City Council at $505,000,000 over ten years. If the Transformation option is adopted, some of the structural rehabilitation components of the expressway may be avoided or be less extensive. Diversion of Traffic Road traffic coming into the downtown Toronto area can be reduced in a number of ways. An initial estimate of how traffic could be diverted is presented below (a full traffic study would need to be completed as part of the EA process. For travelers using the Gardiner Expressway and Lakeshore Boulevard from the west, an AM Peak Hour scenario is shown in the table below. Diversion % Expressway Lakeshore 2006 EB volume (per City cordon counts) 5,135 3,189 Estimated distribution of diversions: Toronto bypass traffic to 427/401 10% -514 To local roads (from 427 and from the GE) 10% -514 To Go Transit (rail& bus) 10% -514 To Gardiner LRT (based on number of cars only) 35% -1,797-300* To other TTC (Kipling subway, Eglinton LRT, etc.) 10% -514 To Lakeshore Blvd. 25% -1,284 1,284 Residual road traffic 0 4,173 *To Humber Loop LRT parking lot The number of trips diverted to transit can be measured before a decision is made to demolish the Gardiner Expressway. For example, once the LRT is operational, an expressway lane and a Lakeshore Boulevard lane in each direction can be closed off for a year to simulate conditions that would exist after the expressway is closed. 9
After the removal of the expressway, the almost 4,200 peak hour motor vehicles will require 4 road lanes in each direction on Lakeshore Boulevard, based on a lane capacity of 1,200 vehicles per hour. The cost of adding a lane in each direction around Humber Bay has been included in the overall proposal costing, as have additions and adjustments to other roads. The use of a reversible lane at some locations, such as between Jameson Avenue and Dan Leckie Way (east of Bathurst Street), and special diversions for some left turns from Lakeshore as a result, can be accommodated. As an option, additional transit use can be encouraged in a number of ways, including not adding road lanes, discouraging parking in the downtown core, and by implementing financial disincentives to driving. As shown above, the West Commute LRT would carry about 2,500 passengers per peak hour (1,800 cars transferred x 1.2 people per car, plus transfers from Lakeshore Boulevard at the Humber loop), which is in the volume range appropriate for light rail. It should be noted that a large portion of travelers to the downtown core from the West come from beyond Toronto s borders. The 2006 eastbound cordon count on the Gardiner Expressway east of the border with Peel Region was 8,316 during the AM peak hour; the eastbound count just east of Highway 427 was 8,189. For travelers coming into the downtown area from the Don valley Parkway and from Lakeshore Boulevard east of the parkway, a scenario for westbound AM peak hour volumes and diversions is as follows: Diversion % Lakeshore Expressway 2006 WB volumes (per City cordon counts) West of DVP 700 4491 Diversion to Richmond Street 10% -70-449 Through traffic, to 401/427 5% -225 To GO Transit 5% -225 To other TTC (e.g. downtown relief subway line and other) 5% -35-225 Residual expressway volumes to be diverted (subtotal) 3,368 From Expressway to Lakeshore Blvd. 3,368-3,368 Total scenario WB volume on Lakeshore Blvd. 3,963 0 The residual traffic of almost 4,000 westbound trips during the AM peak hour can be accommodated by four lanes in each direction on Lakeshore Boulevard. During off-peak hours, diversions from use of the expressway and Lakeshore Boulevard to public transit would be less, due to better highway and road speeds. The Transportation Transformation Project proposal includes the construction of three to four multi-level garages at LRT stations at Islington, Royal York, Parklawn Road, and at the Humber Loop. The garages would extend above and across the Gardiner Expressway, LRT stations, 10
and intersecting roads. Parking capacities should consider the 2,100 peak hour vehicle diversion to the LRT, plus additional capacity for the remaining peak period, and off-peak diversions to the LRT, for a total of about 5,000 to 6,000 parking spaces. The cost of the garages are not included in the cost estimations identified above, because they are assumed to be separately financed and supported by parking fees. The price set for parking will determine demand, and whether public subsidies will be needed. A $25,000 construction cost per space, amortized at 5% over 20 years, plus operating costs, would require an average of about $42.00 per space per week to break even. Travel Times and Costs Differences in costs for travelers taking the LRT and the DRL compared to driving can be significant. Driving from Islington to Jarvis and King Streets costs about $25.00 (round trip), based on $0.58 per kilometre (CAA Driving Costs report; mid-sized car) and a $10.00 downtown parking charge. Taking the TTC, via the West Commute LRT and Downtown Relief Line, would cost $12.00 per day, based o a $6.00 parking charge and two $3.00 TTC fares. Over a 48-week work year, the differential totals $3,000 in after-income tax dollars. Savings in travel costs compare to increases in travel times resulting from the closure of the Gardiner Expressway. While travel times using the West Commute LRT and DRL are relatively constant, travel times on the Gardiner Expressway and Lakeshore Blvd. are highly variable. The table below shows one possible scenario for off-peak and peak hour travel times for access to and from Jarvis Street at King Street. The figures shown are a mix of theoretical and experienced times. (Additional details are in Appendix B) Compared to driving in 2013 on an uncongested the Gardiner Expressway from Islington Avenue to the Jarvis ramp and then via local streets to Jarvis at King Street, traveling on the West Commute LRT and the Downtown Relief Subway Line may take 19 minutes longer on average, during off-peak hours. During the PM peak hour, this differential is reduced to under 10 minutes, as a result of downtown road congestion. However, transit riders are freed from navigating through traffic, and gain time for other activities while riding (reading, de-stressing, texting). Compared to driving on the Gardiner Expressway in 2013, driving time on the transformed Lakeshore Boulevard between Jarvis and Islington during the PM peak hour is estimated to be about 5 minutes longer. Travel Times Off-Peak PM Peak Hr. From the West - Islington to/from Jarvis & King Using Gardiner Expressway in 2013 14.2 23.8 Using Transformed Gardiner & Lakeshore Blvd 16.8 29.0 Using LRT & Downtown Relief Subway Line 33.4 33.4 (Transfer & wait time = 8 minutes; train running time = 25.4 minutes) From the East - DVP to Jarvis & King Using Gardiner Expressway in 2013 8.4 10.3 Using transformed Lakeshore Blvd 10.2 13.6 11
System Operating Costs Public operating costs for the Do Nothing and Improve options presented by Waterfront Toronto will not be materially different from current maintenance costs for the expressway and Lakeshore Boulevard east of Jarvis Street. Maintenance costs for the Remove option will be lower than current due to the elimination of the elevated portion of the expressway. The Replace option will result in operating costs similar to those of today except that structural repairs will be largely avoided for at least a decade. The private costs of operating cars and trucks will remain largely unchanged for all options. The Transformation option will result in operating costs and revenues for the West Commute LRT. The revenue-to-cost ratio and net operating subsidies (if any) have not been estimated. Because most of the Gardiner Expressway is maintained in all of the Waterfront Toronto options, the road maintenance costs of the Transformation option will be comparatively much less because the elevated portion of the expressway will no longer exist. Some relatively minor at-grade road maintenance costs will increase where lanes are added. Measuring Effectiveness The most appropriate disposition of the Gardiner Expressway should be determined by a formal application of evaluation criteria across all options. Waterfront Toronto s planned environmental assessment is incomplete in that it includes only four options, all of which are focused on maintaining all or much of the existing motor vehicle traffic volumes, and include very little focus on alternative transportation modes. The Transportation Transformation Project proposal and other transit-oriented options should be included in the environmental assessment, because initial indications are of very substantial benefits of the Transformation option to city residents, compared to the Waterfront Toronto options. A listing of some of the outcomes for the Transportation Transformation option that can be considered are included below. Please note that the list does not focus on impacts of the Downtown Relief Line, in that the DRL is a separate project to which the Transformation project is additional, other than to say here that the Transformation proposal is dependent on the existence of the DRL. Benefits: Transportation Integration of long term transportation strategies (the DRL and the Transformation Project); Reduced core congestion on downtown streets as a result of overall reductions in the number of motor vehicle trips to/from the downtown core; the WT options offer little or no change from current congestion levels on downtown streets; 12
Increased transit ridership from the west and from the east/northeast, including ridership on the West Commute LRT, the Downtown Relief Line and, to lesser degree increased GO Transit ridership; Travel mode choices are increased, with the additional West Commute LRT transit option in the West end. This compares to today s forced use of travel by car due to poor transit alternatives; Travelers using the West Commute LRT and DRL will avoid the frustrations of navigating through traffic, and be able to relax on transit vehicles; The inevitability of structural demise of the expressway is fully addressed; North-South pedestrian movement is enhanced by opening up the overhead environment to the sun, reduced noise levels (no reverberations from above) and by providing measures to enhance the walking experience across Lakeshore Boulevard. Urban Environment The need for parking lots in core is reduced; repurposing of these lands to more buildings or to public open space is possible; The Transformation option removes the visual and structural barrier completely, opening up the sky to the ground below; Although Lakeshore Blvd would be widened in some of the downtown area, it may be seen as friendlier than options which retain all or parts of the elevated expressway. Adjacent residential buildings would be free of the expressway s visual obstruction and noise compared to options limited to east of Jarvis Street; The dominating and overshadowing effect of the urban expressway on the Fort York historical site is removed, enhancing its openness and attractiveness; Public lands under the expressway that are sold can enable new structures to be built; excess public lands under the expressway can be transformed into parkland; Environment and Greenspaces Air pollution is likely to be significantly reduced as the West Commute LRT reduces the number of car trips to/from the downtown area. Although slower travel on Lakeshore will increase emissions from residual traffic, reduced congestion to/from removed expressway ramps will reduce emissions; About 3,800 metric tons of greenhouse gas emissions are avoided anually from transfers to transit by travelers to/from the West; The pollution caused by road salt in winter on the expressway will be ended; Overall positive environmental impact as more than 25% of trips by automobile are diverted to transit; Additional sunlight at grade will encourage plantings and green open space; The amount of usable parkland around Humber Bay will be more than doubled. 13
Diversion of Lakeshore Blvd. around Humber Bay (photo) onto the Gardiner roadbed would more than double the usable size of Sunnyside Park. Economic Significant cost savings to travelers using the West Commute LRT and DRL (about $3,000 per year, Islington to Jarvis); The sale of some public lands beneath the existing expressway can be assigned as an offset to capital costs; The desirability and value of residential buildings near the expressway will increase as it is removed; there is little or no such benefit for the WT options. Removal of the expressway improves the attractiveness of the waterfront across the downtown area; Future expressway maintenance costs east of the Humber River are avoided. Negatives: Travel times to/from and through the downtown area will increase. For example, a trip from Islington to Jarvis and King Streets will increase; Disruption of road traffic during demolition of the expressway will be more severe with the Transformation option due to the demolition of the expressway west of Jarvis Street. The period of disruption would depend on the amount of resources applied to do the work. However, the additional transit options that will available at that time (DRL, West Commute LRT, Eglinton LRT, more GO Rail services) would significantly reduce overall impacts; The costs of the Transformation option are additional to the transportation agenda of Metrolinx s Big Move. Waterfront Toronto Options: Timing and Integration If the downtown relief subway line is built within 15 years, the addition of a West Commute LRT would make some of the Waterfront Toronto EA options for the Gardiner Expressway east of Jarvis Street less appropriate or desirable. 14
The Improve option, which would include architectural beautification, greening the expressway, and possibly relocating some expressway ramps and pillars, would have a relatively temporary benefit, and may not be worth the cost. The Replace option would not make economic sense if the DRL and West Commute LRT exist, because a redesigned Lakeshore Boulevard should be able to accommodate the residual road traffic. A decision to rebuild the Gardiner Expressway East of Jarvis Street is environmentally inappropriate. If it can be removed in 15 years, why rebuild it now? The Remove option, which would involve a rebuilding of Lakeshore Boulevard East into a Grand Street, plus ramps up to and down from the expressway at Jarvis Street and expansion of the Don Roadway, is most closely aligned with the Transformation option s proposal for transportation east of Jarvis Street. The question is whether the cost of building the ramps is worthwhile if they would be removed a decade or so later. Recommendations The Sustainable Urban Development Association (SUDA) recommends that Metrolinx, the City of Toronto, and/or Waterfront Toronto undertake to refine the information presented in the Transforming Transportation Across the Toronto Waterfront report and that, in addition, SUDA recommends that: 1. The City of Toronto recognize the potential differences in scope and value for money of the options for the disposition of the Gardiner Expressway: An initial capital cost estimate of between $1.2 billion and 2.5 billion for Waterfront Toronto s Remove and Replace options east of Jarvis Street only, compared to an initial cost estimate of $2.16 billion to Transform the entire Gardiner-Lakeshore corridor east of Humber River and including a new light rail transit line; 2. The City of Toronto amend the terms of reference of the Environmental Assessment of Waterfront Toronto s options for the Gardiner Expressway to include the Transportation Transformation Project described above; 3. The City of Toronto request that Metrolinx add the estimated $700 million West Commute LRT as a sub-component of the Downtown Relief Line project that is included in Metrolinx s list of transportation projects; 4. Waterfront Toronto s Do Nothing option, plus basic structural maintenance, be recognized as the best option until longer-term decisions are made regarding the downtown relief subway line and the West Commute LRT. Respectfully submitted. 15
John Banka President, SUDA John Stillich Project Lead 16
Appendix A Estimate of Capital Costs Unit Cost m$ Transportation Transformation LRT stations under Islington at Queensway and Norseman 2 stns @ 75.0 Islington South LRT station on Gardiner ROW (Includes elimination of shoulder lanes and 75.0 some widening of roadway) Parking garage at Islington South station above Gardiner self-financing Gardiner ramps to/from Islington remain intact. Royal York South LRT station on Gardiner ROW (Includes elimination of shoulder lanes and 75.0 some widening of roadway). Parking garage at Royal York South stn, above Gardiner self-financing Gardiner ramps to/from Parklawn remain intact. LRT alignment, at grade, from east of Islington to west of 2.4 km. @ 60.0 144.0 Humber streetcar loop Descent to Humber streetcar loop 0.2 km. @ 200.0 40.0 Modern enclosed transfer station to/from Lakeshore streetcars 25.0 LRT station at Parklawn, on Gardiner ROW (Includes elimination of shoulder lanes and some 75.0 widening of roadway) Parking garage above Gardiner and RR tracks at Parklawn self-financing GE lane adjustments to accommodate LRT tracks et al 20.0 Upgrade LRT tracks on Queensway around Humber Bay, to East of Parkside Drive (necessary??) 5 km. @ 10.0 50.0 Tunnel and underground loop to Roncesvalles subway stn. (Transfers here to DRL and 200.0 Queen streetcar) Subtotal - Cost of West Commute LRT 704.0 Road and land Improvements: Immediately east of Ellis Avenue, divert eastbound Lakeshore Blvd. onto the existing Gardiner roadbed Between the Boulevard Club and Dowling Ave., divert Lakeshore traffic from the Gardiner back to the existing Lakeshore Boulevard. Adjustments to Dufferin and Jameson at Lakeshore Blvd. 10.0 Closure of Dowling S. of Springhurst. Bridge removal?? Remove Lakeshore Blvd. from Humber River to east of 2.3 km. @ 5.0 11.5 Boulevard Club Construct 2-lane road S of Gardiner roadbed btwn Humber and E of Parkside Dr., for access to parkland and existing bldgs 1.8 km. @ 3.0 5.4 Access to Queensway via GE and S Kingsway exists; access to Queensway from Parklawn 0.0 unchanged. Convert removed Lakeshore roadbed to parkland 10.0 Remove Expwy roadbed from E of Blvd Club to Dufferin Street 1.2 km. @ 5.0 6.0 Sell the at-grade Gardiner land between the Boulevard Club and Dufferin Street (approx 16 (16.0) acres). Reconfigure access. Bring the separated segments of Lakeshore Blvd. btwn Dowling Ave. & CNE together. 50.0 25.0 10.0 Add an additional road lane in each direction on Lakeshore Blvd where it is separated btwn Dowling Ave. and BC Rd. 1.2 km. @ 15.0 18.0 17
East of British Columbia Road, where EB and WB lanes rejoin, create a reversible lane from there to Dan Leckie Way (east of Bathurst) 2.6 km. @ 4.0 10.4 Remove the elevated Gardiner Expwy from Dufferin Street 8.3 km. @ 150.0 1,245.0 to Leslie Street, + ramp to DVP Realign Don River channel/mouth + naturalization/remediation not available Repave/Remediate Lakeshore blvd beneath Expwy after expwy removal (portion directly under GE, east of Spadina) 5 km. @ 10.0 50.0 Sell all or parts of unneeded land beneath the former Gardiner Expwy right-of-way for (50.0) development. Btwn Strachan and Spadina, could be 5,000 lin.ft. (Desirable land!) Bring westbound Lakeshore lanes south to join with Lakeshore eastbound lanes, from Dan Leckie Way to Rees Street (E. of Spadina). 1 km. @ 20.0 20.0 Create access to Queens Quay from westbound Bathurst Street via detour to Dan Leckie Way 0.5 Add a road lane in each direction from Dan Leckie Way to the Don Roadway. 2 km. @ 10.0 20.0 Improve pedestrian access across Lakeshore Blvd at all points, with safety barriers, covered 15.0 walkways, elevated walkways where possible, and pedestrian priority where appropriate. Add a lane in each direction to the Don Roadway 0.5 km. @ 10.0 5.0 Create sidewalks and separated bicycle lanes on either side of 3 km. @ 4.0 12.0 Lakeshore Blvd., from east of Coronation Park to Leslie Street. Transportation Transformation Project Total Gross Capital Cost 2,161.8 Cost of Downtown Relief Subway Line 7,400.0 18
Appendix B Travel Times To/From the West Non-Peak Hours PM Peak Hour Km. Speed Minutes Speed Minutes Using LRT & DRL: Park & wait & board LRT at Islington 5.0 5.0 LRT - Islington to Roncesvalles via Queensway (incl. stop times 6.0 25 14.4 25 14.4 Wait time - transfer LRT to subway 3.0 3.0 DRL - Roncesvalles to Jarvis & King 6.0 11.0 11.0 Total Time - Using LRT 12.0 33.4 33.4 2013 using Expressway: Islngton to/from E. of Humber 3.6 100 2.2 60 3.6 E.of Humber to/from Jarvis 8.8 90 5.9 40 13.2 Jarvis - GE to King 0.5 25 1.2 15 2.0 Park & walk 5.0 5.0 Total time - 2013 using GE 4.1 14.2 23.8 Note: For PM Peak Hour, add at least 5 minutes for congestion accessing the Gardiner. Using the Transformed Lakeshore & Gardiner: Expressway - Islington to E of Humber River 3.8 100 2.3 60 3.8 Lakeshore using expwy - E of Humber to Jameson 3.0 80 2.3 40 4.5 Lakeshore - Jameson to Strachan 2.3 70 2.0 25 5.5 Lakeshore - East of Strachan to Jarvis 3.4 50 4.1 25 8.2 Jarvis - Lakeshore to King 0.5 25 1.2 15 2.0 Park & walk 5.0 5.0 13.0 16.8 29.0 Note: For PM Peak Hour, add at least 5 minutes for congestion accessing the Gardiner. When measured over longer distances (e.g. from Hurontario or Oakville), the differential is proportionately less, but higher if travel distance is shorter. 19