RIVER XING Principle Investigator: Nina-Marie Lister, Ecological Design Lab Student Researchers: Polina Bam, Elisa Bernier, Leah Cooke, Sophia Kanavas, Alicia Kingdon, Evan Manning, Julia Smith
Four sites. Four crossings. A vital valley connection.
This project was completed in the Fall of 2014 in partial fulfillment of requirements for the Degree of Master of Planning in Urban Development at Ryerson University. This is the fifth project in a series of partnership studios with Evergreen Brick Works and the Ecological Design Lab at Ryerson University, conducted under the direction of Professor Lister. The River XING project will develop a bridge connection over the Don River near Evergreen Brick Works. As part of this project, we studied, analysed, evaluated and ranked the feasibility of four (4) proposed sites and associated conceptual designs for pedestrian- bicycle-wildlife crossing options across Bayview Avenue, the railway, and the Don River.
Why here?
The Don Valley is the backyard for a growing city, and also the gateway to the waterfront.
population
flemingdon
park
adjacent to the don valley
22k
bennington
mount pleasant
east
16k
moore park
east york broadview
st. james
12k 12k 7k
16k
danforth village
27k
7.5k
moss park
north
11.5k
rosedale
park
+5k
playter
estates
blake-
8k
jones
25k +70k
jobs
5
+12k
west don
Waterway
old
9k
cabbagetown regent
Bridge
thorncliffe
17k
18k
Trail
parkview
park
20k
town
o’connor
18k
19k
leaside
Trail Access Point
lands
north
riverdale
south
riverdale
unilever
lands
0
+40k*
43k
port
lands
All River XING crossing options fulfill a strong need for improved connectivity in the Don Valley, spanning major barriers, and integrating the Valley’s eastern and western trail systems. Evergreen Brick Works is a key destination in the Don Valley; it attracts 400,000 visitors annually, and serves as a gateway into Toronto’s ravines. Due to the importance of the Brick Works site and its pivotal location at the nexus of several trails, pedestrian/cyclist connections to the site have been repeatedly recommended since the 1990s. The Don River, multiple lines of infrastructure and a fragmented trail system necessitate the addition of a new point of contact. If the valley is to fulfill its inherent potential, the cohesion and coherence of its pathways must be augmented and reinforced.
*population increase timeline dependent on don naturalization
central
waterfront* *incl. the islands
current population 0k population increase estimates for 2020 +0k employment population increase estimates +0k
Why now?
+ view of Brick Works across the DVP
+ view of the city from the Don Valley
+ Weston Quarry Garden North of Brick Works
Access to the Don Valley, a hybrid landscape unique in its historical importance to the city, offers the opportunity to reintegrate strategically important post-industrial landscapes. Critically, it comes at a juncture in the city’s maturation in which the hybrid nature of an urban landscape, one that is neither fully constructed nor fully “natural,” has received a growing appreciation.
Historical Timeline of the Don Valley 1850s:
1880s:
1889:
Rail lines arrive in the lower Don Valley.
Don Improvement Plan: River is Don Valley Pressed straightened, canalized and dredged below Brick Works opens. Gerrard. The number of industrial sites along lower river double from 1886-1911.
1931:
1961:
1984:
Don River catches fire. Eastern Avenue Bridge damaged.
Don Valley Parkway opens to traffic.
Industrial production at Bricks Evergreen Brick Works opens. Works ends and assets sold.
2010:
SITE A Beltline to Lower Don Trail Site A consists of two pedestrian and bicycle bridges that together form a direct connection from the Beltline Trail in the West to the to the Lower Don Trail in the East. The larger Western Bridge would span Bayview Ave. and the Metrolinx rail corridor; its western landing would be located near the dog park just south of Evergreen Brick Works, while its eastern landing would touch down immediately north of the salt dome site. The second, smaller eastern bridge would then cross the Don River at this point, linking the salt dome site with the Lower Don Trail, and completing the connection from West to East.
overall site evaluation connectivity i site context user experience design $ economic
strengths
Site A is the only connection option that directly links the Beltline Trail in the West with the Lower Don Trail in the East; formalizing an existing desire line between these major trails.
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The landing areas for both bridges are quite level, and don’t pose major topographic constraints to accessibility or safety. Site A has high potential for aesthetic design, as the crossing would have substantial scale and presence, and would function as a ‘landmark’ bridge in the valley. Its scale would also make it visible to diverse valley users, including drivers, pedestrians, and cyclists. The fact that it is a two-part bridge also allows for more interactive and creative design, stressing the interplay between the two crossing components.
challenges
This crossing is almost half a km from EBW, hence limiting ease of connectivity with this major valley destination.
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recommendation: We do not recommend proceeding with this bridge location.
Site A has planning support; it is mentioned in the Lower Don Trail Master Plan as a potential future project.
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Site A’s Beltline trail landing will be located near a proposed Environmentally Significant Area (ESA), which could pose challenges for planning and construction. Both the larger and smaller bridges will land in heavily wooded areas, requiring tree removal; this could negatively impact erosion around the river, and conflict with the City by-law prohibiting tree removal. There are concerns that depending on the exact location of the bridge, it may affect driver sightlines of the signalized intersection outside of EBW, negatively impacting pedestrian safety.
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Site A will be one of the more expensive crossing options, and will be less likely to raise potential private fundraising as it is far away from Evergreen Brick Works.
SITE B
Bayview On-Ramp Cantilevered Bridge Site B provides a connection from Evergreen Brick Works to the Lower Don trail by making use of the existing Bayview-Bloor on-ramp to the DVP. Beginning at Evergreen Brick Works, this connection would first require users to cross Bayview Ave. at the signalized intersection outside of Evergreen Brick Works. Users would then travel along a multi-use trail on the East side of Bayview Ave. (planned for 2015) and continue onto the existing Bayview Extension Trail, which runs parallel to the Metrolinx rail corridor and passes under the Bayview/Bloor on-ramp to the DVP. A new cantilevered walkway would then be affixed to the north side of this on- ramp, which would span the rail line and the Don River, to culminate at the disused cloverleaf ramp that connects to the Lower Don Trail on the East side of the valley.
overall site evaluation connectivity i site context user experience design $ economic
recommendation: We do not recommend proceeding with this bridge location.
strengths i
As Site B ‘piggy-backs’ onto existing infrastructure (the DVP on-ramp) it already complies with rail and roadway guidelines, resulting in fewer policy and legislation challenges.
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This crossing also needs the least tree removal, as the bridge lands in open areas.
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Site B has planning support; it is mentioned in the Lower Don Trail Master Plan as a potential future project.
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This option is cost-effective, as it utilizes existing infrastructure and has a short span with a simple strucutre.
challenges This is the furthest site from Evergreen Brick Works, hence restricting ease of connectivity with this major valley destination. This crossing is also quite an indirect connection from West to East; users have to first cross at the signalized intersection outside of Evergreen Brick Works, travel along the Bayview multi-use trail, then along the Bayview Extension Trail to access to the bridge. Site B creates the desire to dangerously j-walk across Bayview Ave. to access the bridge landing more directly. The crossing would be affixed to a busy on-ramp to the DVP, which detracts from user experience and safety. The views from this bridge would be less than spectacular, due to the structure’s low height and adjacency to a high-traffic roadway. This option does not have significant design potential, due to the fact that it is affixed to ordinary infrastructure and its low height and lack of visibility. The walkway would be affixed only to the North side of the on-ramp; it would have low potential to serve as either a landmark or a gateway into the Don Valley.
SITE C At Grade Railway Crossing Site C includes a pedestrian and bicyclist crossing at the existing traffic light at the entrance to Evergreen Brick Works, along with an at-grade rail crossing and a new bridge over the river which connects to the existing Lower Don Trail.
overall site evaluation connectivity i site context user experience design $ economic
recommendation: We recommend proceeding with further research on this bridge location.
strengths
A bridge in this location mirrors desire lines that cross the rail lines and provides a connection to the neighbouring Crothers Woods Trail. Its close proximity to Brick Works, a focal point in the Lower Don Valley, serves the users of the site and provides a convenient point of connection to the Lower Don Trail.
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Construction of a bridge in this site will also have minimal environmental impact with no disturbance of an environmentally sensitive area and will only require the removal of trees for the southern footing of the bridge. The minor gradient of the site and the ample space for landings on either side of the river will allow for a slope that meets AODA requirements while accommodating the required setbacks from the river as determined by the TRCA (20m) and the rail line by Metrolinx (4m).
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With the shortest span relative to the other three sites, this option is the most cost effective. Its proximity to Brick Work is also advantageous for fundraising.
challenges
The formalizing of a path over the rail line carries with it clear concerns for safety. This is magnified by the stated objective of Metrolinx is increase service on the line to twice an hour. Increased user demand at the signalized intersection crossing Bayview Avenue into the Brick Works site carries with it similar risks for safety while increased usage may require signal timing to be adjusted; leading to possible congestion along Bayview Avenue. Poor drainage at the intersection is also an obstacle, leaving standing pools of water at the shoulder of the road. Although this is an economical option because of the short span required to bridge the Don, this also limits the opportunity for a strong architectural statement as the structure would be smaller relative to those at the other sites. Due to a low vantage point afforded by the site, this option will not provide impressive or diverse views of the surrounding landscape.
SITE D Cantilevered Railroad Bridge Site D requires the construction of a pedestrian walkway affixed to the west side of the existing railway bridge that spans the Lower Don Valley. This new walkway would begin in the eastern parking lot at Evergreen Brick Works, continue over Bayview Avenue, the railway tracks and river, and descend to meet the Lower Don Trail.
overall site evaluation connectivity i site context user experience design $ economic
recommendation: We recommend proceeding with further research on this bridge location.
strengths
By locating at what is planned to become the new “front door” of Brick Works this bridge will offer easy access to the site and facilitate the circulation of users between Brick Works and the Lower Don Trail. The opportunity to expand access to the the trail and lookout behind the site will complement the proposed connection to Lower Don Trial and build upon existing desire lines.The landing areas for both bridges are quite level, and don’t pose major topographic constraints to accessibility or safety
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Construction will not require disturbing an environmentally sensitive area. Minimal removal of vegetation. Its scale would also make it visible to diverse valley users, including drivers, pedestrians, and cyclists The adaptive reuse of the rail bridge respects the built heritage of the area and enhances the site as a landmark in the valley. With the greatest visibility and the most prominent of the four sites, this option offers an opportunity for the most impactful bridge design and the chance for a dramatic architectural gesture.
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As this option will also be highly visible, and a unique ‘landmark’ crossing, it will likely garner the most fundraising support.
challenges
As the starting point for the bridge is in the eastern parking lot of Brick Works, it does not offer a connection to any existing trail system.
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Erosion at the river bank near the southern landing poses a challenge as there is already limited space to sink a foundation for the bridge. Space constraints at both landings present difficulties in achieving a slope that would make the bridge accessible.
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The high-cost of the cantilevered bridge is another obstacle that may threaten the feasibility of this site.
BUILDING CONNECTIONS
IN THE DON VALLEY
Opportunities & Challenges
Ave view Bay
ve A w e vi y a B
+River
+Road
+Rail
+Floodplain
+Environmentally Significant Areas
+Topography
Design Recommendations Design
A successful response to both the natural Weathering & Galvanized and industrial heritage Steel of the valley should feature weathered Concrete steel, unpainted/ reclaimed wood, stone and concrete as the Stone & primary materials. Reclaimed Wood Material selections that reduce capital costs, have a minimal impact on the environment, require only nominal maintenance and are visually integrated into neighbouring projects are ideal for the project. Additionally, the Lower Don Master Plan advocates for the integration of public art in design recommendation as it can tell personal and communal stories, challenge beliefs, and provide aesthetic delight. It also has the ability to educate about the Valley’s natural and human history, as well as to increase visibility of the trails and unique features of the landscape, and allow users to better interpret, understand, and foster a sense of stewardship for the environment.
Connectivity As a major point of entry to the ravine trail system, the selected bridge will present an opportunity for wayfinding features. The Lower Don Master Plan has outlined an Access Strategy that will inform the creation of wayfinding features that are easy to understand, attractive, and difficult to vandalize. These include trail markers and associated trail difficulty ratings, interpretive signage, directions to amenities, and route maps. The City of Toronto’s Parks, Recreation and Forestry department is in the process of creating a wayfinding strategy for the Ravine, which will inform the design and placement of signage and other wayfinding features. The bridge will aim to make connections between currently fragmented trails and landscapes, and aim to address desire lines by formalizing connections to nearby amenities.
SITE A
SITE B
SITE C
SITE D
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The goal of the River XING project is to bring people into nature through intentional and imaginative connections designed that respect the ecological setting of the valley. All four bridge options are situated in a flood plain. As such, engineering and creativity will be harnessed to confront the unpredictable nature of flood events. The design of the bridge should consider how to mitigate possible damages in case of a flood as well as best remediation practices. Examples of ecological design include the use of prefabricated components to minimize the construction period in the valley; minimizing the footprint of the structures as to reduce impact on riverbed erosion; providing simple wildlife crossing features such as affixed pipes to the underside of the structure; and integrating soft landscaping into the design to mitigate runoff from impermeable surfaces. Successful design should also reflect the historical construction of the hybrid landscape though the utilization of existing historic infrastructure and the selection of materials that are complementary to the valley’s rich industrial history.
User Experience The goal for the design is to provide bridge users with the most inviting, safe, comfortable and enjoyable experience while using the crossing and within the valley itself. The provision of views and vista towards will provide an invaluable experiential value. The design will aim to capitalize on the surrounding environmental features to provide users with a learning experience and with an increased sense of land stewardship. As well, the design should reflect the historical construction of the hybrid landscape. Through the utilization of existing historic infrastructure (where possible), the selection of materials that are sensitive to their context and through form that offers a sculptural response to the landscape, the design narrative achieves a resonance with the narrative of the Lower Don Valley.
Case Precedents & Design Inspiration
Recommendation
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Site Context
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Albi Footbridge: Albi, France
Can Gili: Granollers, Spain
Humber River Bridge: Toronto
Serves dual purpose of functionality while also being a destination bridge. A form of adaptive reuse by using an underutilized rail bridge and turning into a thoroughfare for active transportation.
Showcases down lit L.E.D lighting, non slip surface that is consistent with accessibility guidelines and its short span speaks to distance not being a hinderance in aesthetic design quality.
The Humber Bridge connects the Waterfront Trail while also integrating meaningful motifs into the structural design to honour the first Nations communities that used the Humber as a trading route.
Henderson Waves: Singapore
Streicker Bridge: Princeton, NJ
El valle trenzado: Elche, Spain
The combination of indigenous wood materials and gradually sloped access points allows multimodal users to enjoy this unique bridge with panoramic views of Singapore.
This bridge addresses the uneven topography while connecting campus facilities over a road separating pedestrians and cyclists from motor traffic.
Reconnects a previously fracture landscape to address desire lines by linking paths and footbridges in the Vinalopó River channel.
Overall, we recommend proceeding with further research on bridges located at both Sites C and D, and do not recommend further study into sites A and B.