king street pilot public meeting
TRANSCRIPT
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PUBLIC WORK with GEHL STUDIO / NEW YORKSWERHUN ASSOCIATESSAM SCHWARTZ CONSULTING LLC
2017.02.13
KING STREET PILOT STUDYPUBLIC MEETING
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STARTING POINTS
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Transit service is beyond capacity, and fast and reliable service cannot be achieved while accommodating the existing volume of cars. For the duration of the pilot, the transit experience should be improved.
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1 - TRANSIT FIRST!
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Operational and regulatory initiatives have already been implemented to improve streetcar service on King Street. It’s time for a bigger move on King Street.
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2 - A BIGGER MOVE
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King Street should provide safe, comfortable and accessible sidewalk, road crossing and streetcar boarding facilities for all users - regardless of physical ability or age.
Swanston Street, Melbourne Swanston Street, Melbourne
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3 - SAFE & ACCESSIBLE
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Improving the transit experience on King Street should also transform the public realm experience for increasing numbers of pedestrians to help address open space deficits along the corridor.
Bourke Street, Melbourne Queens Quay, Toronto
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4 - PUBLIC LIFE!
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King Street is one of Toronto’s defining streets. A transformation of King Street should listen to the street, reinforcing - and amplifying - King’s diverse neighbourhood identities.
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5 - UNIQUELY KING
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A successful pilot should strive to address local and network needs. The design must be flexible and respond to a variety of uses and users.
446 on-street parking spaces37 taxi stands77 driveways
10 underground garages
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6 - MICRO AND MACRO
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How should we evaluate success on King Street? What do we need to measure? Together, let’s choose the metrics that we feel are the best measures of success on King Street.
the central city. These vehicles can have a damaging impact on inner urban amenity and the environmental performance of the public transport network as a whole. Reliance on diesel also exposes the bus industry to the risks of future oil price fl uctuations.
Objectives and actionsBalance and optimise the networkInvestment in the bus system can be a relatively cost eff ective way of improving public transport service provision. Enhancing existing bus routes or adding new routes to the network can also act as a precursor to future rail and tram network extensions.The initiatives proposed in the Bus Service Review should be implemented. Some of the network changes and additional bus network alterations are shown in this strategy.Buses in North Melbourne should be diverted to better integrate with activity in the Errol Street precinct. Use of Queensberry Street for bus services should respect the important role of the street for cycling. The developing urban renewal area around Arden-Macaulay will require excellent public transport. The details of the transport network in this area will be developed in the future. The City of Melbourne supports a bus link from Racecourse Road to North Melbourne train station, to serve the land use development in this area. This bus route may mature over time and eventually demand a tram service.Buses in Fishermans Bend can be rationalised to benefi t travel times and untangle the central
160860
113
747
343
227
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855
175
670
44
320
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1,259256 269
Fig 8.1 Daily Bus volumes in the Central City, Source: Department of Transport
Fig 8.2, Australian bus patronage 2001-2010, Source: Bus Association of Victoria
Australian bus patronage2001-2010
190%
180%
170%
160%
150%
140%
130%
120%
110%
100%
90%
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Rel
ativ
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01-
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leve
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Melbourne
Perth
SE QLD
Hobart
Adelaide
CanberraSydney
83C
ITY
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Measuring the Street, New York City Passenger Volumes, Melbourne Transport Strategy
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7 - MEANINGFUL METRICS
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WHY KING STREET?
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2 King Street Looking West at Spadina Avenue, 2016
KING STREET TODAY
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3 King Street Looking West at Spadina Avenue, 1900
KING STREET OVER 100 YEARS AGO3
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Busiest surface transit route in the entire city: 65,000+ riders.
Not working well for transit: Slow travel speeds, unreliable headways, overcrowding.
Future Downtown growth and latent demand will continue to add to transit ridership pressures.
Operational improvements have been done, but there are limits when streetcars run in mixed traffic.
Important Downtown east-west spine for housing, jobs, culture, heritage, entertainment, and retail.
Serves the largest concentration of jobs in the City, Region, and entire country.
Downtown residents are driving less: 75% walk, cycle or take transit.
There is economic value for local businesses in investing in the public realm.
Other cities are successfully transforming their streetcar streets.
Allocation of space on King Street hasn’t changed in 100 years.
WHY KING?
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EASTBOUND STREETCAR SPEED Bathurst-Jarvis (09/2014-09/2106)
km
/h
Hour of Day
Walking Speed
Streetcar Speed
STREETCAR SPEEDS ARE SLOW AND ERRATIC, WALKING IS SOMETIMES FASTERBATHURST-JARVIS (09/2014-09/2106)
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3.2m3.2m
Existing ROW 20.0m
3.2m
Sidewalk
3.6m
Sidewalk
3.6m3.2m
Vehicular / Transit ROW12.8m
KING STREET [existing]20.0m ROW12.8m Mixed Vehicular / Transit ROW
P P
N S
DRIVERS64% SPACE
KING MOVES 16% OF USERS BY CAR, YET CARS ARE ALLOCATED 64% OF SPACE
CYCLISTS 0% SPACE
PEDS25% SPACE
TRANSIT32% SPACE
84% USERS
16%USERS
SPACE VS. USE
16% USE
1% USE
50% USE
33% USE
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Swanston Street, MelbourneUnion Square, New York City Queens Quay, Toronto
AN OPPORTUNITY TO IMPROVE PUBLIC SPACE ALONG AN IMPORTANTTRANSIT CORRIDOR
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.....Because King Street is not reaching its full potential!
A pilot is a chance to test what King Street could be.
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HOW DO WE GET TO A PILOT?
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STUDY AREA
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BAT
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SPAD
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UN
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SITY
YON
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PAR
LIAM
ENT
RIV
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JAR
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RO
NC
ESVA
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KING STREET
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STUDY PHASESWe are here!
Phase One:
Develop Goals & Pilot Options
Phase Two:
Evaluate & SelectPreferred Pilot(s)
Phase Three:
Design & ImplementPreferred Pilot(s)
Public & Stakeholder Engagement
King Street Modelling Study
TTC Board Meeting
Economic Impact Study
City Council Meeting
WINTER SPRING FALLSUMMER
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KING STREET MODELLING STUDY
February 2017: Data collection, assembly, and model network development
March 2017: Development of travel demand for study area
April 2017: Development and assessment of alternative scenarios using traffic capacity analysis and microscopic simulation
Late 2017: Modelling Study continues during initial monitoring period of Pilot project
Data collection within the Modelling Study, as well as the scenario modelling itself, will inform the Pilot Study, and the report to Council on the preferred Pilot option.
The Modelling Study will use microsimulation to test options and to analyze transit and traffic impacts on King Street and the surrounding street network.
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LAKE SHORE BLVD. E.
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RICHMOND ST.
ADELAIDE
WELLINGTON
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LAKESHORE
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KING STREET
Primary Study Area
Secondary Study Area
King Street
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KING STREET MODELLING STUDY MAP
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UNDERSTANDING ECONOMIC & BUSINESS IMPACTS
Phase 1 - Initial Scoping and Engagement (ongoing)
• Engage with the three BIAs and and non-BIA businesses along central portion of King Street.
• Identify immediate interests, challenges, and opportunities. Develop the scope and methodology of a future Economic Impact Measurement and Monitoring Study.
Phase 2 – Economic Impact Measurement and Monitoring Study
• Retain a consultant team to analyze, monitor and measure economic conditions along King Street during the pilot project.
It is critical to understand the business and economic interests and impacts throughout the King Street Pilot Study. The City is undertaking two phases of work:
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EVALUATION FRAMEWORK
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• Transit• Walking• Cycling• Auto Traffic
• Neighbourhood Context• Public Space• Comfort• Enjoyment• Programming / Activation• Environment
• Economic Vitality• Local Access • Curbside Activity• Flexibility• Social Equity• Cost / Maintenance
MOVING PEOPLE
IMPROVINGPLACEMAKING
SUPPORTINGPROSPERITY
• Networks• Connectivity• Safe • Accessible
$$$
PRIMARY, NETWORK PROJECT GOAL LOCAL PROJECT GOALS
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EVALUATION FRAMEWORK
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WHY A PILOT?
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Celebrate Yonge, TorontoQueens Quay, Toronto LA DOT People St, Los Angeles Nørrebrogade, Copenhagen
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WHY A PILOT?
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...bridging the gap between decision makers and citizens.
29 Gehl
A clear and shared vision
Bridging the gap between decision makers and citizens
A CLEAR AND SHARED VISION...
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Pilots are a tool for engagement, to learn through iteration aimed at arriving at a better outcome.
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PILOTING CHANGE - TESTING NEW SOLUTIONSPiloting Change – testing new solutionsMeasure, Test, Refine
Measure use and behavior Test at scale 1:1 Adapt and Learn Measure Use and Behaviour Test at Scale 1:1 Adapt and Learn
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EXAMPLE: EXISTING > INTERIM REDESIGN > PERMANENT
INTERIM PERMANENT
Images: NACTO Urban Street Design Guide
INTERIM REDESIGN
INTERIM PERMANENT
Images: NACTO Urban Street Design Guide
EXISTING
INTERIM PERMANENT
Images: NACTO Urban Street Design Guide
RECONSTRUCTION
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WHERE SHOULD WE PILOT?
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BAT
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DU
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Liberty Village / NiagaraRoncesvalles
RONCESVALLES-LIBERTY VILLAGE: RONCESVALLES TO BATHURST
RO
NCE
SVA
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NEIGHBOURHOOD CONTEXT
Maintain ‘neighourhood’ character of the street, including easy access to local businesses and parking during off-peak hours. Here, it seems to actually support the kind of uses we see on King.
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KING WEST: BATHURST TO SPADINA
NEIGHBOURHOOD CONTEXT
SPA
DIN
AKing West
BAT
HU
RST
Expand the public realm to alleviate the public space deficit in this intensifying neighbourhood, whilst maintaining access to local needs. Activate the laneways!
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Entertainment District
SPA
DIN
A
UN
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SITY
ENTERTAINMENT DISTRICT: SPADINA TO UNIVERSITY
NEIGHBOURHOOD CONTEXT
Lots of curbside demand along the north-side, but less on the south-side. This opens up the potential for a big public realm move that could expand the territory of David Pecaut Square and restaurant row.
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Financial District
UN
IVER
SITY
YON
GE
FINANCIAL DISTRICT: UNIVERSITY TO YONGE
NEIGHBOURHOOD CONTEXT
Sidewalks are wider due to tall building setbacks, which is useful because a plethora of curbside activities will need to be addressed. A cycling solution could be beneficial - it is the one break in the Adelaide bike lane.
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JAR
VIS
St James Park
YON
GE
ST. JAMES PARK: YONGE TO JARVIS
NEIGHBOURHOOD CONTEXT
Big chance for a full transit promenade here, since we may not need to accommodate local access points off King. Could be a chance to provide great transit, plus extend the St. James Park experience into King itself.
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PAR
LIA
MEN
T
JAR
VIS
King East Don River Valley
KING EAST: JARVIS TO THE DON RIVER
DO
N R
IVER
NEIGHBOURHOOD CONTEXT
The next King West? Growing, and needing more public realm for sure, but still very much in need of local access and curbside for small businesses.
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EXISTING TRANSIT PERFORMANCE: SPEED AND RELIABILITY
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BASED ON WEEKDAY TTC DATA, SEPTEMBER 2013-SEPTEMBER 2015
>>>>>>
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>>>
>>> >>>
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AM
MID
PM
15km/h 10-14km/h 8-10km/h 6-8km/h
Reliability
Speed
RO
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STREET NETWORK CONNECTIVITY
Limited traffic network options= more impact.
More traffic network options= less impact.
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RICHMOND
ADELAIDE
WELLINGTON
FRONT
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WHERE STREETCAR RIDERSHIP IS #1
Between Dufferin and Broadview, the majority of people moving on King Street are on the streetcar, despite the sub-par experience.
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PROPOSED PILOT AREA: BATHURST TO JARVIS (PARLIAMENT?)
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Strategic improvements to supplement the main pilot area.
High priority for an ambitious transformation of King Street.
RO
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BLOCK OPTIONS
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PILOT BLOCK OPTIONS
A - SEPARATED LANES B - ALTERNATING ‘LOOPS’ C - TRANSIT PROMENADE
THROUGH TRAFFIC LOCAL ACCESS ONLY
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OPTION A: SEPARATED LANES
• Physically separated streetcar lanes
• Through traffic, curbside lane
• No left turns
• No curbside stopping
• Right turning vehicles will back up traffic
• Nearside boarding, similar to existing
• No change in public realm
• Cyclists share curbside lane with vehicles
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OPTION B1: ALTERNATING ‘LOOPS’
• Streetcar priority lanes
• Local access, right-turn only ‘loops’, one side
• No left turns
• Curbside activity, one side
• Right turning vehicles isolated from streetcar lane
• Accessible farside boarding from curb lane, where possible
• Activates the edge, one side
• Curbside lane shared between cyclists and vehicles on one side
• Public realm in curbside lane split between pedestrians and cyclists on other side
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OPTION B2: CYCLING INFRASTRUCTURE
• Streetcar priority lanes
• Local access, right-turn only ‘loops’, one side
• No left turns
• Curbside activity, one side
• Right turning vehicles isolated from streetcar lane
• Accessible farside boarding from curb lane, where possible
• Curbside lane shared between cyclists and vehicles on one side
• Cycling infrastructure replaces public realm in curbside lane
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OPTION C: TRANSIT PROMENADE
• Streetcar priority lanes
• Local access, right-turn only ‘loops’, both sides
• No left turns
• Curbside activity, both sides
• Right turning vehicles isolated from streetcar lane
• Accessible farside boarding from curb lane, all stops
• Activates the edge, both sides
• Public realm in curbside lane split between pedestrians and cyclists on both sides
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WORKSHOP: THREE STATIONS
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REPORT BACK, WRAP UP & NEXT STEPS
How should we define success on King? What do we need to measure?
What criteria should we use when determining the extent of the pilot?
STATION 1 - EVALUATING SUCCESS (25 MIN)
What do you think are the pros and cons of each block option?
STATION 2 - BLOCK OPTIONS (25 MIN)
What are some key considerations the team should be aware of in each neighbourhood context?
What ideas would you like to see explored in each neighbourhood context?
STATION 3 - WHERE SHOULD WE PILOT? (25 MIN)
Rotate!
Rotate!
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THREE CONCURRENT, ROTATING STATIONS: