Project Project Status Update November 14 2007
Project History Planning Alternatives Criteria Measured Project Benefits Structural Configurations Considered Structural Design Considerations The Preferred Option Architectural Heritage and Urban Design Features Next Steps
Project History In 1880 the road and rail network met at grade Starting in 1884 the grade separation was built By 1966 Metropolitan Toronto recognized the elimination of the jog as an important improvement to the road network In 1983 Metropolitan Toronto reaffirmed this via the Central Waterfront Transportation Study A Class C Environmental Assessment was undertaken in the 1990 s leading to publication of an Environmental Study Report in March 1992
Project History cont d February 1992, Queen St. West Underpass included on City of Toronto s Inventory of Heritage Structures The ESR recommended an alignment and structural configuration These were confirmed via ESR Update in January 2001 The project to eliminate the Dufferin Jog is now in detailed design with document preparation and tender imminent (Christmas 2007) Construction is scheduled for Spring 2008
Planning Alternatives Skew Dufferin east to miss the bridges Send Dufferin due south under the Bridges Skew Dufferin east and make a larger structure Send Dufferin due south and skew Queen St south to miss the bridges Raise the railway and leave to road at grade Do nothing
Criteria Measured The various alternatives were measured against several criteria. These included: Impact of through traffic on the neighbourhood and number of businesses affected Noise / Air quality Energy consumption Aesthetic/visual impact Traffic safety Emergency response / transit operations Pedestrian / bicycle travel Property cost and construction cost
Project Benefits The preferred option was that Dufferin continue straight south to meet an un-deflected Queen St. The ESR listed many benefits, some of interest to the larger transportation and transit network but several specific to the local neighbourhood. These included: Enhanced traffic safety Improved transportation efficiency (EMS and TTC) Reduced fuel consumption (250,000 litres per year) Improved air quality Reduced noise levels Minimal impacts to property and local businesses Improved pedestrian and bicycle circulation
Structural Configurations Considered The ESR and subsequent Update considered several planning and structural design alternatives. Structural alternatives included: Structural steel through trusses deck girders through plate girders (similar to the historical bridges) Reinforced concrete slab on abutment and piers twin single span portal frames two span portal frame twin single cell boxes / double cell box
Structural Design Considerations Several constrains affect the design. These include: Matching Queen St asphalt (and sewer) elevations to minimize disruption Minimizing possible movement to CN and GO tracks The road needs to climb rapidly north of the tunnel to meet Peel St. Minimizing roof depth The removal of the wall at the Queen St portal will leave some bridges bearing on air (requiring either long spans or intermediate support) CN Rail engineering and maintenance requirements Toronto Hydro lighting standards and maintenance requirements
Where We Are Today - The Preferred Option The preferred structural alternative was a reinforced concrete two span portal frame; offering the following additional benefits: minimum structural depth between rail and structural soffit minimum visual intrusion and material requirement minimum risk and construction period most cost effective solution greatest flexibility in selecting construction methodology
Structural Configuration - North and South Approaches
Where We Are Today - Other Related Work Several other portions of overall project need to be undertaken as the work of the main construction contract commences. These include: Property acquisition Building demolition and modification TTC signal and power relocation Lighting and traffic signals CN Rail realignment (complete) (complete) (design underway) (design underway) (getting underway) Main Construction Contract (Spring 2008)
Architectural Heritage and Urban Design Features One of the goals stated in the 1992 ESR: give due consideration to integration of the proposed undertaking within the existing physical environment including aesthetic and urban design treatments where appropriate
Architectural Heritage and Urban Design Features We are working with the City and advisors to find creative solutions to the following: Celebrate Neighbourhood Heritage Sensitivity to existing and changing context Identify opportunities for Public Art: Handrails Patterned concrete options for tunnel and retaining walls Define pedestrian and bicycle routes Lighting in the Tunnel and surroundings The steel portal at Queen Street Articulation of overhead CN Rail skew in the tunnel ceiling Consideration of alternate uses of the three adjacent vacant parcels of land
Neighbourhood Heritage
Context
Understanding the Site and Neighbourhood
Handrails as a Medium for Public Art
Concrete Finishes: Impressed Concrete Form Liners
Celebrate Neighbourhood History - Tunnel Picture Gallery with Impressed Concrete in Wall Recesses:
Focus on Tunnel for the Pedestrian and the Cyclist Bike Paths Details in and around the tunnel Green Spaces People Spaces Sketch looking North into Tunnel Sketch looking South into Tunnel
Lighting the Tunnel; Meeting Toronto Hydro Requirements Tunnel Lighting Pedestrian Scale Lighting
Views of the Tunnel Key Plan Five views: Dufferin Street looking North into Tunnel Dufferin Street looking South into Tunnel Bird s Eye View looking South on Dufferin Looking East on Queen across from the Dufferin Portal Looking West on Queen at the Portal
Dufferin Street Looking North into Tunnel
Dufferin Street Looking South into Tunnel
Looking South on Dufferin at the future Rail-to Trail Pedestrian and Bicycle Paths
Looking East on Queen across the road from the Dufferin Portal
Looking West on Queen at the Dufferin Portal
Three Adjacent Parcels of Land
Next Steps Tunnel to be tendered and awarded early in 2008. Construction is scheduled to start in the Spring of 2008. Finalization required for Architectural Heritage and Urban Design features We are asking for your input to assist us with making final decisions.
Thank You