Futureof theGardinerEast Environmental Assessment & Urban Design StudyIntroduction to the Study

The Gardiner Expressway East and Lake Shore Boulevard are important transportation infrastructure in the City of Toronto. Nearly 20 years ago, the initial Crombie Commission recommended the removal of the entire elevated Gardiner Expressway. It wasn’t until 2003 that the first section of the Gardiner (east of Bouchette Street) was removed.

In 2008, Waterfront Toronto’s Board of Directors and the Toronto City Council passed resolutions to comence the 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 Ministry of Environment in 2009.

Study Lenses

Environment

Urban Design

Transportation & Infrastructure

Economics

Futureof theGardinerEast Environmental Assessment & Urban Design 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. It includes areas south of King Street to the waterfront.

Study Area

Central BusinesDistrict

HarbourfrontCentre

Lower Don Lands Port Lands

West DonLands Precinct

Lower YoungePrecinct

Don Valley Parkway

Lake Shore Boulevard

Toronto Inner Harbour

East BayfrontPrecinct

CN Tower

Union Station

Lake Shore Blvd

Gardiner Expressway

Yong

e St

reet

Chu

rch

Stre

et

Queen Street

King Street

Spad

ina

Aven

ue

Jarv

is S

tree

t Loga

n Av

enue

Lesl

ie S

tree

t

North Keating

Precinct

Futureof theGardinerEast Environmental Assessment & Urban Design StudyHistorical Context

1929: View of Toronto’s Waterfront 2000: Demolition of the Gardiner East from Don Valley Parkway to Leslie Street

1956: Building of the Gardiner Expressway, routed through industrial waterfront, completed in 1965

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.

1987 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.

1990 The Crombie Commission suggested the removal of the entire elevated Gardiner Expressway and its replacement with a network of tunnels and surface roads.

1996 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.

2001 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, widening of the Richmond / Adelaide DVP ramps.

2003 - 2006Waterfront 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.

2008 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.

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.

Waterfront Toronto’s 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.

A core part of that mission includes building high-quality public infrastructure, including parks, promenades, boulevards, and other amenities needed to generate vibrant urban activity.

Waterfront Revitalization

Spadina WaveDeck, completed 2008Corus Quay, East Bay Front

West Don Lands

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 7,000 residential units, jobs for 8,000 people and 1.5 km of continuous water’s edge promenade.

SPAD

INA

AVE.

YON

GE S

T.

JAR

VIS

ST.

Queens Quay

Queens Quay: Expected to be completed in Spring 2015, the Queens Quay area will be transformed into an iconic boulevard where the needs of all users will be accommodated.From recreational and transit, to bicycle, pedestrian and vehicular traffic, the overall landscape and public realm will be enhanced within the Queens Quay corridor.

East Bayfront

Futureof theGardinerEast Environmental Assessment & Urban Design Study

West Don Lands: The West Don Lands’ 80 acre site is immediately adjacent to the Distillery District and has strong connections to the St. Lawrence and Corktown neighbourhoods.

Once completed, it 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.

Keating Channel (Lower Don Lands): A Municipal Class EA and Precinct Plan is being undertaken for the Lower Don Lands area. This initiative incorporates approximately 25,000 residents in 12,000 units, mixed use and varied densities. 10,000 jobs are also planned. The Keating Channel precinct will be the first developed community of the Lower Don Lands and will draw the City around the northeast corner of the Toronto Inner Harbour.

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.

Lower Don Lands

West Don Lands

Futureof theGardinerEast Environmental Assessment & Urban Design StudyStudy Goals and Principles

REVITALIZE THE WATERFRONT

A public realm that provides adequate access to open space, landscape, light and air, and 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, recognizingthat local and regional stakeholders may value amenities and infrastructure in different ways.

Build on existing planning initiatives and conclusions. The EA study will coordinate and seek opportunities of mutual benefit with those initiatives.

Acknowledge this project as an opportunity for City-building. Evaluate city-building investments, outcomes, and benefits in local, regional, and global contexts.

RECONNECT THE CITY WITH THE LAKE

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

GOAL 1: GOAL 2:

Futureof theGardinerEast Environmental Assessment & Urban Design StudyStudy Goals and Principles

BALANCE MODES OF TRAVEL

Any new configuration of the Gardiner Expressway East and Lake 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 such as air quality and ambient noise.

Maintain reliable access to the City and its neighborhoods for local residents, commuters, freight trucks, and regional travelers.The corridor plays an important role in themovement of traffic through the City and larger region. The reconfiguration alternatives will address the through-traffic function of the Gardiner Expressway East 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.

GOAL 3:

This project should advance the City’s and Waterfront Toronto’s commitment to green, healthy, and energy efficient development. Sustainable design solutions can improve environmental quality and biodiversity, and minimize public health risks. The project will:

Consider Waterfront Toronto’s and the City’s sustainability policies and frameworks.

Help contribute to development that has an overall positive impact. These benefits are to result in environmental enhancements, 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.

Accommodate the plans for flood conveyance and flood protection to lands in the Don River mouth area, the Port Lands and south Riverdale community.

Promote social engagement and interaction.

Promote the City’s initiatives to reduce greenhouse gas emissions.

Promote public awareness and education on environmental issues through the physical design of infrastructure and public realm.

Integrate ecology and natural systems with urbanism.

GOAL 4: ACHIEVE SUSTAINABILITY

Futureof theGardinerEast Environmental Assessment & Urban Design StudyStudy Goals and Principles

ACHIEVE SUSTAINABILITY

CREATE VALUE

The future reconfiguration of the Gardiner Expressway East and Lake Shore Boulevard can act as a catalyst for good development and contribute to an integrated, vibrant, and successful waterfront. Further, any changes to the Gardiner Expressway East and Lake Shore Blvd pair will require a significant public investment, whether in rehabilitation and enhancement of the existing structure or replacement with a new or alternative facility. That investment should be targeted to maximize opportunities for revitalization, and to leverage the economic benefits of 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.

Define a public and private investment structure that creates and 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.

Maximize net economic and environmental benefits.

GOAL 5:

AM Peak Hour WESTBOUND

AM Peak Hour EASTBOUND

• Most eastbound Gardiner trips are destined for

downtown locations. Only 22% of eastbound trips

use the Gardiner to bypass the city

• Most westbound and southbound (from DVP)

Gardiner trips are destined for downtown locations.

Only 21% of westbound and southbound trips use

the Gardiner to bypass the city.

Primary function is not as a regional connection:

ORIGIN / DESTINATION STUDY – DOWNTOWN VS. THROUGH TRIPS

Gardiner East

Study Area

Eastbound

@ Dufferin

5,650

per hour

Spadina/York-

Bay-Yonge

3,000

54%

Jarvis/

Sherbourne

1,400

25%

DVP

900

16%

Lake Shore

350

6%

5,650 2,600

1,200

To

Dufferin

/Hwy 427

5,650

21%

Gardiner East

Study Area

Lake Shore

2,900

Spadina/York-

Bay-Yonge

2,600

35%

Jarvis/ Sherbourne

500

7%

Richmond

1,800

24%

DVP

4,500 per hour

4,500 1,500

2,7

00

How Commuters get Downtown (AM Peak Hour 2011)

• Most eastbound Gardiner trips are destined for

downtown locations. Only 22% of eastbound trips

use the Gardiner to bypass the city

2.4km – Gardiner Expressway Elevated Structure e.g. King to Bloor

4.2km – Lake Shore Blvd East (Yonge to Leslie) e.g. Ossington to Jarvis

Gardiner East Passes Through Five Emerging

Neighbourhoods

Walk/Cycle 4%

(5,900)

Auto (All Other Routes)

21% (33,500)

Auto (Gardiner Eastbound @

Bathurst) 4%

(6,100)

Auto (Gardiner Westbound @

DVP) 3%

(5,200)

GO Transit 19%

(29,500)

TTC Transit 49%

(77,700)

Dupont

Do

n R

iver

Bath

urst

157,200 Total

Transportation Demand Growth

0

50,000

100,000

150,000

200,000

250,000

1975 1981 1985 1991 1995 2001 2006 2011 2016 2021 2026 2031

Tota

l Tri

ps

AM Peak Hour Inbound to Downtown

Auto (Gardiner Westbound @ DVP) Auto (Gardiner Eastbound @ Bathurst)

Auto (All Other Routes) TTC Transit

GO Transit Walk/ Cycle

Projection Actual

+115,500 Total

+157,200 Total

+237,900 Total

Source: AM Peak Hour Inbound to Downtown: 1) Transportation City Cordon Count (1975-2011); 2) Transportation Model EMME2 Forecast (2011-2031); 3) 2006 Transportation Tomorrow Survey (TTS) for Walk/Cycle Mode and Other Data; Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor

Source: AM Peak Hour Inbound to Downtown: Transportation City Cordon Count (2011) Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor

2.4km

Lower Yonge

East Bayfront Keating

Port Lands

South Riverdale

Downtown Population & Employment Growth

0

100,000

200,000

300,000

400,000

500,000

600,000

Po

pu

lato

in/

Emp

loym

en

t

Population Employment

Source: Downtown Employment/ Population: 1) Census Canada (1981-2011); and 2) Employment/ Population City's Flash Forward Report (2011-2031). Downtown: Defined as Bathurst to Don River and Waterfront to the rail corridor north of Bloor

3

ROUND TWO CONSULTATION

Round Two of the public consultation process occurred between October 1st and October 31st, 2013, and successfully engaged over 1,500 individuals.

The purpose of Round Two of the consultation process was to:

• Present the Four Draft Alternative Solutions for consideration: Maintain, Improve, Replace, Remove;

• Identify the Evaluation Process and opportunities for input;

• Obtain feedback from participants to refine the alternative solutions and complete the evaluation.

Documentation of the input received during the first two rounds of consultation is available on the project website: www.gardinereast.ca

ROUND ONE CONSULTATION

Round One of the public consultation process was held between May 28th and June 28th, 2013, and successfully engaged over 1,000 individuals.

The purpose of Round One of the consultation process was to:

• Reintroduce the EA and Study process and provide a refresher on the approved EA Terms of Reference;

• Identify any changes to the Study since the approved 2010 Terms of Reference (i.e. Study Area extents);

• Obtain feedback from participants to inform the development of alternative solutions; and

• Share information on case studies and innovative options.

Round One consultation focused on 14 “key ideas” for reconfiguring the Gardiner and Lake Shore Boulevard that were categorized according to the four alternatives – Maintain, Improve, Replace and Remove.

CONSULTATION ACTIVITIES

Consultation for the Gardiner East EA has included the following activities:

• stakeholder advisory committee meetings;

• public forums;

• web-enabled consultations; and

• social media.

To date we have successfully engaged over

5,000 individuals.

NEXT STEPS

Maintain the elevated expressway

No Changes to the Previous

Plan

• Move ahead with the Gardiner rehabilitation program

• Reconstruct deck of expressway

• Realign Lake Shore Blvd through the Keating Precinct (east of Cherry Street, south of the rail corridor)

Previous Plan

• Relocate and rebuild Lake Shore Blvd under the Gardiner

• Rebuild Gardiner deck with 4 lanes; open in the middle

Revised Plan

• Rebuild Gardiner deck with 4 lanes open on the south side

• Lake Shore largely stays as is with:

• Intersection improvements

• Remove southern eastbound lane east of Jarvis Street

• New east-west walking and cycling trail

Improve the urban fabric while maintaining the existing expressway

BEFORE

AFTER

BEFORE

AFTER

Replace with a new expressway

No Changes to the Previous

Plan

• New elevated 4-lane expressway – ending at Don River

• Single column design, 5m higher

• 4 lane Lake Shore Boulevard

• Opens up land for public realm, parks, green space and increased development

• Opens up more light and air at street level

• New east-west walking and cycling trail

BEFORE

AFTER

Remove the elevated expressway and build a new boulevard

BEFORE

AFTER

Revised Plan with a

Two Sided Street

• Improved cross section to allow for an 8 lane boulevard with development along 85% of the north and south sides of the street

• North side development provides a buffer from rail corridor

• Opens up entire ground level to light and air

• Extensively treed boulevard

• New east-west walking and cycling trail

Maintain the elevated expressway LAKE SHORE BOULEVARD @ SHERBOURNE STREET

• Gardiner rehab program maintains existing auto capacity

• No public realm improvements on Lake Shore Boulevard

• Numerous turn restrictions / conflict points on Lake Shore Boulevard

• 6 years of lane closures on the Gardiner Expressway

• $300M Cost (NPV), $870M Cost (2013$)

Improve the urban fabric while maintaining the existing expressway

• Modified Gardiner rehab program with reduced lanes and standard shoulders

• Public realm improvements on Lake Shore Boulevard and new cycling trail

• Reduction of turn restrictions and conflicts between autos, pedestrians and cyclists

• 6 years of lane closures on the Gardiner Expressway and Lake Shore Boulevard

• $360M Cost (NPV), $865M Cost (2013$)

LAKE SHORE BOULEVARD @ SHERBOURNE STREET

Replace with a new expressway

• New elevated structure built to today’s highway standards

• Public realm improvements on Lake Shore Boulevard and new cycling trail

• Requires full closure of the corridor for construction

• $700M Cost (NPV), $1,390M Cost (2013$)

• $65-70M Revenue (NPV), $150-160M (2013$)

LAKE SHORE BOULEVARD @ SHERBOURNE STREET

Remove the elevated expressway and build a new boulevard

• New 8 lane boulevard – greatest impact to auto travel times

• Boulevard lined with 1,200 new trees, dedicated turning lanes, sidewalks, retail frontage and cycling trail

• 3 years of lane closures in the expressway corridor

• $240M Cost (NPV), $470M Cost (2013$)

• $80-90M Revenue (NPV), $220-240M (2013$)

LAKE SHORE BOULEVARD @ SHERBOURNE STREET

MAINTAIN

IMPROVE

REPLACE

REMOVE

GARDINER EXPRESSWAY @ SHERBOURNE STREET

MAINTAIN

IMPROVE

REPLACE

REMOVE

LAKE SHORE BOULEVARD @ PARLIAMENT STREET

MAINTAIN & IMPROVE

REMOVE

(Don Mouth Naturalization)

12

Study Lenses Criteria Group Criteria

Urban Design

Planning Consistency with Official Plans

Consistency with Precinct Plans

Public Realm

Streetscape

View Corridors

Public Realm Space (open space, landscape, multi-use paths, plazas, etc.)

Rail Corridor and Berm

Built Form Street Frontage

Economics

Regional Economics City Competitiveness

Congestion

Local Economics

Business Activity

Visitor/Tourism Attractiveness

On Street Parking

Direct Cost & Benefit

Capital Funding & Cost

Lifecycle Cost

Land Value Creation

Transportation &

Infrastructure

Automobiles

Commuter Travel Time

Impact on Average Auto Travel Time within Downtown

Vehicle Volumes/Speed

Road Network Flexibility/Choice

Transit Transit Impact

Pedestrians North-South Sidewalks (crossing times)

East-West sidewalks

Cycling East-West Movement

Movement of Goods Vehicle Operations

Access Opportunity

Safety

Safety Risk for Pedestrians

Safety Risk for Pedestrians and Cyclist

Safety Risk for Cyclists and Motorists

Safety Risks for Motorists on the Gardiner

Constructability

Duration

Transportation Management

Construction Impact on Private Property

Environment

Social & Health Health (Noise and Air Quality including Greenhouse Gas Emissions)

Natural Environment

Terrestrial Environment

Aquatic Environment

Water Quality (stormwater management)

Water Quantity (surface water run-off)

Microclimate

Tree-Lined Shaded Street

Cultural Resources

Built Heritage

Cultural Landscapes

Archaeology

First Nations Peoples and Activities

Improve E. River Waterfront Esplanade, New York

Buffalo Skyway, Buffalo Maintain

Central Artery / “Big Dig”, Boston Embarcadero Freeway, San Francisco Replace Remove

Age of Infrastructure

60 years

Decision Made Maintain

(rehabilitate) existing highway

Project Cost $117 million (USD)

Key Impacts Rehabilitation for a

safe and reliable travel route

Age of Infrastructure

45 years

Decision Made

Replace with cut-and-cover tunnel

with at-grade boulevard with

greenway placed over tunnel

Project Cost $22 billion (USD)

Key Impacts

Improved travel times, costly,

increased tourism and increased

property values

Age of Infrastructure

32 years

Decision Made

Remove highway and provide 6-lane

at grade urban boulevard

Project Cost $80 million (USD)

Key Impacts

Increased property values, increase in

jobs, increase in housing units and new public space

Age of Infrastructure

59 years

Decision Made

Improve street section and reconfigure space under

elevated highway

Project Cost $165 million

(USD)

Key Impacts

Tourism and city building, new access, new

community and creation of jobs

Futureof theGardinerEast Environmental Assessment & Urban Design StudyContact Us

CONTACT US

Facilitator’s Office

505 Consumers Road, Suite 1005, Toronto, Ontario, M2J 4V8

Phone: 416-479-0662

Email: info@gardinereast.ca

Website: www.GardinerEast.ca

Participate in Online DiscussionsThe Gardiner East consultation website provides information as well as hosting public discussion forums where you can read, rate, post and reply to public comments on the project.

Visit our website today:

www.GardinerEast.ca

Call, Email or Send Us a LetterThe project team will respond to concerns and requests for information through the telephone hotline, email, fax, or post. See contact information to the right.