King Street Pilot Public Meeting

PUBLIC WORK with GEHL STUDIO / NEW YORKSWERHUN ASSOCIATESSAM SCHWARTZ CONSULTING LLC

2017.02.13

KING STREET PILOT STUDYPUBLIC MEETING

17

STARTING POINTS

17

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!

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

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

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!

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.

22

5 - UNIQUELY KING

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

23

6 - MICRO AND MACRO

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

144

855

175

670

44

320

256

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

e to

20

01-

02

leve

ls

Melbourne

Perth

SE QLD

Hobart

Adelaide

CanberraSydney

83C

ITY

OF

ME

LB

OU

RN

E, T

RA

NS

PO

RT

ST

RA

TE

GY

- 2

012

Measuring the Street, New York City Passenger Volumes, Melbourne Transport Strategy

24

7 - MEANINGFUL METRICS

WHY KING STREET?

4

2 King Street Looking West at Spadina Avenue, 2016

KING STREET TODAY

2

3 King Street Looking West at Spadina Avenue, 1900

KING STREET OVER 100 YEARS AGO3

3

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?

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 FASTERBATHURST-JARVIS (09/2014-09/2106)

8

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

9

Swanston Street, MelbourneUnion Square, New York City Queens Quay, Toronto

AN OPPORTUNITY TO IMPROVE PUBLIC SPACE ALONG AN IMPORTANTTRANSIT CORRIDOR

10

.....Because King Street is not reaching its full potential!

A pilot is a chance to test what King Street could be.

11

HOW DO WE GET TO A PILOT?

11

12

STUDY AREA

DU

FFER

IN

BAT

HU

RST

SPAD

INA

UN

IVER

SITY

YON

GE

PAR

LIAM

ENT

RIV

ER

JAR

VIS

RO

NC

ESVA

LLES

KING STREET

13

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

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.

LAKE SHORE BLVD. E.

BR

OA

DV

IEW

AV

.

DUNDAS

EASTERN AV. KING

QUEEN

DUNDAS

CARLTON

PA

RLI

AM

EN

T

JAR

VIS

QU

EE

N'S

PA

RK

CR

.U

NIV

ER

SIT

YSP

AD

INA

BA

THU

RS

T

LAKE SHORE

YO

NG

E

OS

SIN

GTO

N

DO

VE

RC

OU

RT

DU

FFE

RIN

LAN

SD

OW

NE

KING

QUEEN

COLLEGE

RO

NC

ES

VA

LLE

S A

V.

BA

YV

IEW

AV

.

RICHMOND ST.

ADELAIDE

WELLINGTON

BA

Y

LAKESHORE

SH

ER

BO

UR

NE

KING STREET

Primary Study Area

Secondary Study Area

King Street

15

KING STREET MODELLING STUDY MAP

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

EVALUATION FRAMEWORK

25

• 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

26

EVALUATION FRAMEWORK

27

WHY A PILOT?

27

Celebrate Yonge, TorontoQueens Quay, Toronto LA DOT People St, Los Angeles Nørrebrogade, Copenhagen

28

WHY A PILOT?

...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...

Pilots are a tool for engagement, to learn through iteration aimed at arriving at a better outcome.

30

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

31

EXAMPLE: EXISTING > INTERIM REDESIGN > PERMANENT

INTERIM PERMANENT

Images: NACTO Urban Street Design Guide

INTERIM REDESIGN

INTERIM PERMANENT


EXISTING

INTERIM PERMANENT


RECONSTRUCTION

WHERE SHOULD WE PILOT?

45

39

BAT

HU

RST

DU

FFER

IN

Liberty Village / NiagaraRoncesvalles

RONCESVALLES-LIBERTY VILLAGE: RONCESVALLES TO BATHURST

RO

NCE

SVA

LLES

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.

40

KING WEST: BATHURST TO SPADINA


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!

41

Entertainment District

SPA

DIN

A

UN

IVER

SITY

ENTERTAINMENT DISTRICT: SPADINA TO UNIVERSITY


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.

42

Financial District

UN

IVER

SITY

YON

GE

FINANCIAL DISTRICT: UNIVERSITY TO YONGE


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.

43

JAR

VIS

St James Park

YON

GE

ST. JAMES PARK: YONGE TO JARVIS


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.

44

PAR

LIA

MEN

T

JAR

VIS

King East Don River Valley

KING EAST: JARVIS TO THE DON RIVER

DO

N R

IVER


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.

46

EXISTING TRANSIT PERFORMANCE: SPEED AND RELIABILITY

DU

FFER

IN

BAT

HU

RST

SPAD

INA

UN

IVER

SITY

YON

GE

PAR

LIAM

ENT

JAR

VIS

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

RO

NC

ESVA

LLES

47

STREET NETWORK CONNECTIVITY

Limited traffic network options= more impact.

More traffic network options= less impact.

DU

FFER

IN

BAT

HU

RST

SPAD

INA

UN

IVER

SITY

YON

GE

PAR

LIAM

ENT

JAR

VIS

RO

NC

ESVA

LLES

RICHMOND

ADELAIDE

WELLINGTON

FRONT

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.

DU

FFER

IN

BAT

HU

RST

SPAD

INA

UN

IVER

SITY

YON

GE

PAR

LIAM

ENT

JAR

VIS

RO

NC

ESVA

LLES

49

PROPOSED PILOT AREA: BATHURST TO JARVIS (PARLIAMENT?)

DU

FFER

IN

BAT

HU

RST

SPAD

INA

UN

IVER

SITY

YON

GE

PAR

LIAM

ENT

JAR

VIS

Strategic improvements to supplement the main pilot area.

High priority for an ambitious transformation of King Street.

RO

NC

ESVA

LLES

32

BLOCK OPTIONS

32

33

PILOT BLOCK OPTIONS

A - SEPARATED LANES B - ALTERNATING ‘LOOPS’ C - TRANSIT PROMENADE

THROUGH TRAFFIC LOCAL ACCESS ONLY

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

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

36

OPTION B2: CYCLING INFRASTRUCTURE


• Local access, right-turn only ‘loops’, one side

• No left turns

• Curbside activity, one side


• 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

37

OPTION C: TRANSIT PROMENADE


• Local access, right-turn only ‘loops’, both sides

• No left turns

• Curbside activity, both sides


• 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

50

WORKSHOP: THREE STATIONS

50

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:

Government & Nonprofit

King Street Pilot Public Meeting