King Street Pilot Public Meeting
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The document summarizes a public meeting regarding a pilot study for King Street in Toronto. It outlines 7 starting points for improving transit service and the public realm on King Street, which experiences overcapacity transit. It then discusses 5 potential block options - separated lanes, alternating local access loops, and a transit promenade. The document proposes evaluating the pilot based on metrics like transit, walking, cycling, traffic, public space and economic impacts. It identifies neighborhoods from Dufferin to the Don River as potential pilot areas based on transit performance, street connectivity and ridership. The public meeting included breakout groups to discuss evaluating success, block options and potential pilot neighborhood contexts.
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King Street Pilot Public Meeting
- 1. PUBLIC WORK with GEHL STUDIO / NEW YORK SWERHUN ASSOCIATES SAM SCHWARTZ CONSULTING LLC 2017.02.13 KING STREET PILOT STUDY PUBLIC MEETING
- 3. 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. 18 1 - TRANSIT FIRST!
- 4. 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. 19 2 - A BIGGER MOVE
- 5. 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 20 3 - SAFE & ACCESSIBLE
- 6. 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 21 4 - PUBLIC LIFE!
- 7. King Street is one ofToronto’s defining streets. A transformation of King Street should listen to the street, reinforcing - and amplifying - King’s diverse neighbourhood identities. 22 5 - UNIQUELY KING
- 8. 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 spaces 37 taxi stands 77 driveways 10 underground garages 23 6 - MICRO AND MACRO
- 9. 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 fluctuations. Objectives and actions Balance and optimise the network Investment in the bus system can be a relatively cost effective 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. 160 860 113 747 343 227 144 855 175 670 44 320 256 1,259 256 269 Fig 8.1 Daily Bus volumes in the Central City, Source: Department of Transport Measuring the Street, NewYork City PassengerVolumes, MelbourneTransport Strategy 24 7 - MEANINGFUL METRICS
- 11. 2 King Street LookingWest at SpadinaAvenue, 2016 KING STREET TODAY 2
- 12. 3 King Street LookingWest at SpadinaAvenue, 1900 KING STREET OVER 100 YEARS AGO 3 3
- 13. 5 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?
- 14. 6 0 2 4 6 5 8 10 12 14 16 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19 19.5 20 20.5 21 21.5 22 22.5 23 23.5 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 FASTER BATHURST-JARVIS (09/2014-09/2106)
- 15. 8 3.2m3.2m Existing ROW 20.0m 3.2m Sidewalk 3.6m Sidewalk 3.6m3.2m Vehicular / Transit ROW 12.8m P P N S DRIVERS 64% SPACE KING MOVES 16% OF USERS BY CAR, YET CARS ARE ALLOCATED 64% OF SPACE CYCLISTS 0% SPACE PEDS 25% SPACE TRANSIT 32% SPACE 84% USERS 16% USERS SPACE VS. USE 16% USE 1% USE 50% USE 33% USE
- 16. 9 Swanston Street, MelbourneUnion Square, New York City Queens Quay,Toronto AN OPPORTUNITY TO IMPROVE PUBLIC SPACE ALONG AN IMPORTANT TRANSIT CORRIDOR
- 17. 10 .....Because King Street is not reaching its full potential! A pilot is a chance to test what King Street could be.
- 18. 11 HOW DO WE GET TO A PILOT? 11
- 20. 13 STUDY PHASES We are here! Phase One: Develop Goals & Pilot Options Phase Two: Evaluate & Select Preferred Pilot(s) Phase Three: Design & Implement Preferred Pilot(s) Public & Stakeholder Engagement King Street Modelling Study TTC Board Meeting Economic Impact Study City Council Meeting WINTER SPRING FALLSUMMER
- 21. 14 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.
- 22. LAKE SHORE BLVD. E. BROADVIEWAV. DUNDAS EASTERN AV. KING QUEEN DUNDAS CARLTON PARLIAMENT JARVIS QUEEN'SPARKCR. UNIVERSITY SPADINA BATHURST LAKE SHORE YONGE OSSINGTON DOVERCOURT DUFFERIN LANSDOWNE KING QUEEN COLLEGE RONCESVALLESAV. BAYVIEWAV. RICHMOND ST. ADELAIDE WELLINGTON BAY LAKE SHORE SHERBOURNE KING STREET Primary Study Area Secondary Study Area King Street 15 KING STREET MODELLING STUDY MAP
- 23. 16 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:
- 25. • Transit • Walking • Cycling • AutoTraffic • Neighbourhood Context • Public Space • Comfort • Enjoyment • Programming /Activation • Environment • EconomicVitality • LocalAccess • CurbsideActivity • Flexibility • Social Equity • Cost / Maintenance MOVING PEOPLE IMPROVING PLACEMAKING SUPPORTING PROSPERITY • Networks • Connectivity • Safe • Accessible $$$ PRIMARY, NETWORK PROJECT GOAL LOCAL PROJECT GOALS 26 EVALUATION FRAMEWORK
- 27. CelebrateYonge,TorontoQueens Quay,Toronto LA DOT People St, LosAngeles Nørrebrogade, Copenhagen 28 WHY A PILOT?
- 28. ...bridging the gap between decision makers and citizens. 29Gehl A clear and shared vision Bridging the gap between decision makers and citizens A CLEAR AND SHARED VISION...
- 29. Pilots are a tool for engagement, to learn through iteration aimed at arriving at a better outcome. 30 PILOTING CHANGE - TESTING NEW SOLUTIONS Piloting Change – testing new solutions Measure, Test, Refine Measure use and behavior Test at scale 1:1 Adapt and LearnMeasure Use and Behaviour Test at Scale 1:1 Adapt and Learn
- 30. 31 EXAMPLE: EXISTING > INTERIM REDESIGN > PERMANENT INTERIM PERMANENT Images: NACTO Urban Street Design Guide INTERIM REDESIGN TERIM PERMANENT Images: NACTO Urban Street Design Guide EXISTING INTERIM PERMANENT Images: NACTO Urban Street Design Guide RECONSTRUCTION
- 31. WHERE SHOULD WE PILOT? 45
- 32. 39 BATHURST DUFFERIN LibertyVillage / NiagaraRoncesvalles RONCESVALLES-LIBERTY VILLAGE: RONCESVALLES TO BATHURST RONCESVALLES 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.
- 33. 40 KING WEST: BATHURST TO SPADINA NEIGHBOURHOOD CONTEXT SPADINA KingWest BATHURST Expand the public realm to alleviate the public space deficit in this intensifying neighbourhood, whilst maintaining access to local needs.Activate the laneways!
- 34. 41 Entertainment District SPADINA UNIVERSITY 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.
- 35. 42 Financial District UNIVERSITY YONGE 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 theAdelaide bike lane.
- 36. 43 JARVIS St James Park YONGE 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.
- 37. 44 PARLIAMENT JARVIS King East Don RiverValley KING EAST: JARVIS TO THE DON RIVER DONRIVER NEIGHBOURHOOD CONTEXT The next KingWest? Growing, and needing more public realm for sure, but still very much in need of local access and curbside for small businesses.
- 38. 46 EXISTING TRANSIT PERFORMANCE: SPEED AND RELIABILITY DUFFERIN BATHURST SPADINA UNIVERSITY YONGE PARLIAMENT JARVIS BASED ON WEEKDAY TTC DATA, SEPTEMBER 2013-SEPTEMBER 2015 >>>>>> >>> >>> >>>>>> >>> >>> AM MID PM 15km/h 10-14km/h 8-10km/h 6-8km/h Reliability Speed RONCESVALLES
- 39. 47 STREET NETWORK CONNECTIVITY Limited traffic network options = more impact. More traffic network options = less impact. DUFFERIN BATHURST SPADINA UNIVERSITY YONGE PARLIAMENT JARVIS RONCESVALLES RICHMOND ADELAIDE WELLINGTON FRONT
- 40. 48 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. DUFFERIN BATHURST SPADINA UNIVERSITY YONGE PARLIAMENT JARVIS RONCESVALLES
- 41. 49 PROPOSED PILOT AREA: BATHURST TO JARVIS (PARLIAMENT?) DUFFERIN BATHURST SPADINA UNIVERSITY YONGE PARLIAMENT JARVIS Strategic improvements to supplement the main pilot area. High priority for an ambitious transformation of King Street. RONCESVALLES
- 43. 33 PILOT BLOCK OPTIONS A - SEPARATED LANES B - ALTERNATING ‘LOOPS’ C - TRANSIT PROMENADE THROUGH TRAFFIC LOCAL ACCESS ONLY
- 44. 34 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
- 45. 35 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
- 46. 36 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
- 47. 37 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
- 49. 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! 51 THREE CONCURRENT, ROTATING STATIONS: