KING STREET PILOT STUDY PUBLIC MEETING

Transcription

1 KING STREET PILOT STUDY PUBLIC MEETING PUBLIC WORK with GEHL STUDIO / NEW YORK SWERHUN ASSOCIATES SAM SCHWARTZ CONSULTING LLC

2 STARTING POINTS 17

3 1 - TRANSIT FIRST! 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

4 2 - A BIGGER MOVE 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

5 3 - SAFE & ACCESSIBLE Swanston Street, Melbourne Swanston Street, Melbourne King Street should provide safe, comfortable and accessible sidewalk, road crossing and streetcar boarding facilities for all users - regardless of physical ability or age. 20

6 4 - PUBLIC LIFE! Bourke Street, Melbourne Queens Quay, Toronto 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. 21

7 5 - UNIQUELY KING 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

8 6 - MICRO AND MACRO 446 on-street parking spaces 37 taxi stands 77 driveways 10 underground garages 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. 23

9 7 - MEANINGFUL METRICS , Measuring the Street, New York City Passenger Volumes, Melbourne Transport Strategy 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. 24

10 WHY KING STREET? 4

11 KING STREET TODAY King Street Looking West at Spadina Avenue,

12 KING STREET OVER 100 YEARS AGO 3 King Street Looking West at Spadina Avenue,

13 WHY KING? 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. 5

14 STREETCAR SPEEDS ARE SLOW AND ERRATIC, WALKING IS SOMETIMES FASTER BATHURST-JARVIS (09/ /2106) Streetcar Speed km/h Walking Speed Hour of Day

15 KING MOVES 16% OF USERS BY CAR, YET CARS ARE ALLOCATED 64% OF SPACE SPACE VS. USE CYCLISTS 0% SPACE PEDS 25% SPACE 1% USE 50% USE 84% USERS P P TRANSIT 32% SPACE 33% USE 3.6m Sidewalk 3.2m 3.2m 3.2m Vehicular / Transit ROW 12.8m 3.2m 3.6m Sidewalk DRIVERS 64% SPACE 16% USE 16% USERS 8

16 AN OPPORTUNITY TO IMPROVE PUBLIC SPACE ALONG AN IMPORTANT TRANSIT CORRIDOR Union Square, New York City Swanston Street, Melbourne Queens Quay, Toronto 9

17 ...Because King Street is not reaching its full potential! A pilot is a chance to test what King Street could be. 10

18 HOW DO WE GET TO A PILOT? 11

19 STUDY AREA RONCESVALLES DUFFERIN BATHURST SPADINA UNIVERSITY YONGE JARVIS PARLIAMENT RIVER KING STREET 12

20 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 Economic Impact Study TTC Board Meeting City Council Meeting WINTER SPRING SUMMER FALL 13

21 KING STREET MODELLING STUDY The Modelling Study will use microsimulation to test options and to analyze transit and traffic impacts on King Street and the surrounding street network. February 2017: March 2017: April 2017: Late 2017: Data collection, assembly, and model network development Development of travel demand for study area Development and assessment of alternative scenarios using traffic capacity analysis and microscopic simulation 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. 14

22 UNIVERSITY KING STREET MODELLING STUDY MAP Primary Study Area Secondary Study Area King Street RONCESVALLES AV. LANSDOWNE QUEEN KING DUFFERIN COLLEGE DOVERCOURT OSSINGTON DUNDAS BATHURST ADELAIDE SPADINA KING STREET QUEEN'S PARK CR. WELLINGTON BAY YONGE RICHMOND ST. CARLTON JARVIS SHERBOURNE KING DUNDAS PARLIAMENT QUEEN BAYVIEW AV. BROADVIEW AV. EASTERN AV. LAKE SHORE LAKE SHORE BLVD. E. LAKE SHORE 15

23 UNDERSTANDING ECONOMIC & BUSINESS IMPACTS 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: 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. 16

24 EVALUATION FRAMEWORK 25

25 EVALUATION FRAMEWORK $$$ MOVING PEOPLE IMPROVING PLACEMAKING SUPPORTING PROSPERITY Transit Walking Cycling Auto Traffic Networks Connectivity Safe Accessible Neighbourhood Context Public Space Comfort Enjoyment Programming / Activation Environment Economic Vitality Local Access Curbside Activity Flexibility Social Equity Cost / Maintenance PRIMARY, NETWORK PROJECT GOAL LOCAL PROJECT GOALS 26

26 WHY A PILOT? 27

27 WHY A PILOT? Queens Quay, Toronto LA DOT People St, Los Angeles Celebrate Yonge, Toronto Nørrebrogade, Copenhagen 28

28 A CLEAR AND SHARED VISION......bridging the gap between decision makers and citizens. 29

29 PILOTING CHANGE - TESTING NEW SOLUTIONS Measure Use and Behaviour Test at Scale 1:1 Adapt and Learn Pilots are a tool for engagement, to learn through iteration aimed at arriving at a better outcome. 30

30 EXAMPLE: EXISTING > INTERIM REDESIGN > PERMANENT EXISTING INTERIM REDESIGN RECONSTRUCTION 31

31 WHERE SHOULD WE PILOT? 45

32 NEIGHBOURHOOD CONTEXT RONCESVALLES-LIBERTY VILLAGE: RONCESVALLES TO BATHURST 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. RONCESVALLES DUFFERIN BATHURST Roncesvalles Liberty Village / Niagara 39

33 NEIGHBOURHOOD CONTEXT KING WEST: BATHURST TO SPADINA Expand the public realm to alleviate the public space deficit in this intensifying neighbourhood, whilst maintaining access to local needs. Activate the laneways! BATHURST SPADINA King West 40

34 NEIGHBOURHOOD CONTEXT 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. SPADINA UNIVERSITY Entertainment District 41

35 NEIGHBOURHOOD CONTEXT 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. UNIVERSITY YONGE Financial District 42

36 NEIGHBOURHOOD CONTEXT 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. YONGE JARVIS St James Park 43

37 NEIGHBOURHOOD CONTEXT KING EAST: JARVIS TO THE DON RIVER 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. JARVIS PARLIAMENT DON RIVER King East Don River Valley 44

38 EXISTING TRANSIT PERFORMANCE: SPEED AND RELIABILITY AM >>> >>> >>> >>> MID >>> >>> PM >>> PARLIAMENT JARVIS YONGE UNIVERSITY SPADINA BATHURST DUFFERIN RONCESVALLES BASED ON WEEKDAY TTC DATA, SEPTEMBER 2013-SEPTEMBER 2015 >>> Reliability 15km/h 10-14km/h 8-10km/h 6-8km/h Speed 46

39 STREET NETWORK CONNECTIVITY RONCESVALLES DUFFERIN BATHURST SPADINA UNIVERSITY YONGE JARVIS PARLIAMENT RICHMOND ADELAIDE WELLINGTON FRONT Limited traffic network options = more impact. More traffic network options = less impact. 47

40 WHERE STREETCAR RIDERSHIP IS #1 RONCESVALLES DUFFERIN BATHURST SPADINA UNIVERSITY YONGE JARVIS PARLIAMENT Between Dufferin and Broadview, the majority of people moving on King Street are on the streetcar, despite the sub-par experience. 48

41 PROPOSED PILOT AREA: BATHURST TO JARVIS (PARLIAMENT?) RONCESVALLES DUFFERIN BATHURST SPADINA UNIVERSITY YONGE JARVIS PARLIAMENT Strategic improvements to supplement the main pilot area. High priority for an ambitious transformation of King Street. 49

42 BLOCK OPTIONS 32

43 PILOT BLOCK OPTIONS A - SEPARATED LANES B - ALTERNATING LOOPS C - TRANSIT PROMENADE THROUGH TRAFFIC LOCAL ACCESS ONLY 33

44 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 34

45 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 35

46 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 36

47 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 37

48 WORKSHOP: THREE STATIONS 50

49 THREE CONCURRENT, ROTATING STATIONS: STATION 1 - EVALUATING SUCCESS (25 MIN) 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? Rotate! STATION 2 - BLOCK OPTIONS (25 MIN) What do you think are the pros and cons of each block option? Rotate! STATION 3 - WHERE SHOULD WE PILOT? (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? REPORT BACK, WRAP UP & NEXT STEPS 51