ACKNOWLEDGEMENTS This report has been produced for Park People as part of PLA1106: Workshop in Planning Practice in the Master of Science in Planning Program at the University of Toronto. Dr. Susan Ruddick and Prof. Philippa Campsie supervised this work. Alex Shevchuk, Parks, Forestry and Recreation, City of Toronto, served as the outside advisor.
PROJECT TEAM LAUREN HAEIN AN STEPHANIE CIRNU EMILY TRAINOR Unless otherwise stated, all images are courtesy of the project team December 2016
TABLE OF CONTENTS 0. Executive Summary 1. Introduction
1.1 The Site 1.2 Objective: Creating a linear park and trail in Phase 3 of the Green Line 1.3 Using this Action Plan 1.4 Guiding Principles
1
2. Methods 2.1 Stakeholder Engagement
6
3. Planning Context 3.1 Plans and Policies
9
4. Site Analysis 4.1 An Area Bound by Constraints
10
2.2 Site Observations 2.3 Review of Existing Work
3.2 Guidelines
4.2 An Opportunity for Improved Connections 4.3 A Linear Park and Trail for Diverse Users 4.3.1 Zoning 4.3.2 Community assets 4.3.3 Design users 4.4 Current Parking Lot Usage Patterns 4.5 A New Front Yard for the Community 4.5.1 Park system 4.5.2 Active development
5. Strategies 5.1 Enhancing Movement
19 21
5.2 Reimagining Vacant and Underutilized Spaces Quick Start Actions Medium Term Actions Long Term Actions 5.3 Repurposing Parking Lots into Community Spaces Quick Start Actions Medium Term Actions Long Term Actions
33
6. Conclusion: Quick Start Action Plan 7. References 8. Appendix A. Lookbook
51
Quick Start Actions Medium Term Actions Long Term Actions
B. The Green Line FAQ Sheet C. List of Programming Possibilities
41
52
EXECUTIVE SUMMARY Since 2014, Park People, an independent charity, has been a key driver behind the vision to transform the Dupont hydro corridor into a 5 kilometre linear park and trail. The City of Toronto will soon embark on a Green Line Study that aims to improve existing parks, explore the licensing of new park space, and propose options to improve pedestrian safety. The current study will inform this work by proposing an Action Plan to transform vacant space and parking lots into community spaces and establish a pathway connection in Phase 3 of the Green Line. The Action Plan is organized around three strategies that address key challenges to achieving the Green Line vision: enhancing movement, reimagining vacant and underutilized spaces, and repurposing parking lots into community spaces. It includes a series of recommended actions at the quick start, medium term, and long term for three focus areas that best exemplify each strategy. Quick start actions are intended to be feasible within the current planning framework and easily translatable into inexpensive pilot projects. They are also meant to galvanize community interest and feed into the long term vision of the Green Line. The following chart provides a summary of strategies and proposed actions:
Strategy 1. Enhancing movement
Strategy 2. Reimagining vacant and underutilized spaces
Strategy 3. Repurposing parking lots into community spaces
Focus Area: The Pathway Connection
Focus Area: The Vacant Lot
Focus Area: The Gateway
Vision: Providing opportunities to connect users through and around the Green Line
Vision: Activating a forgotten corner of the Green Line situated between Christie Street and Bathurst Street
Vision: Capturing the public imagination by animating the parking lots at the Spadina Road and Macpherson Avenue intersection
Action Plan
Action Plan
Action Plan
Quick Start: Use signage to divert potential Green Line users to the safest and nearest right of ways
Quick Start: Post signage alerting users to entrapment risk within the Vacant Lot and engage the community in animating the space around the community garden
Quick Start: Enhance the gateway feature by introducing pilot programming and temporary seating in the parking lots
Medium Term: Establish a bicycle network along adjacent right of ways Long Term: Create an accessible continuous multi-use trail within the hydro corridor
Medium Term: Add flexible seating and shade structures Long Term: Enhance the area surrounding the community garden and the multi-use trail with lighting and public art
Medium Term: Continue successful programming and introduce infrastructure such as lighting or rigging for events Long Term: Build a stair and ramp on the west lot and transform the east lot into a parkette
1. INTRODUCTION The Green Line is a vision to transform the Dupont hydro corridor into a 5kilometre linear park and trail. The Dupont hydro corridor runs between Earlscourt Park and Huron Street, and is owned by Infrastructure Ontario and operated by Hydro One, who licenses the land for secondary use such as parkland and parking lots. Park People, an independent charity, has been a key driver of this project since 2014. In order to move this vision forward, they have been working with a number of partners including local residents, City councillors, City staff, universities, and interested citizens. Park People also works in close coordination with Friends of the Green Line, a group of community volunteers dedicated to advancing the Green Line vision. Park People has organized the Green Line into three geographical phases based on their distinct characteristics. Phases 1 and 2 are situated in residential areas between Earlscourt Park and Christie Street, and are comprised of nine small parks.
These parks are not well connected to one another due to unsafe intersections, significant grade changes, and a lack of curb cuts; therefore, they do not yet constitute a linear park and trail. Phase 3 is a 1.3 kilometre long segment of the Dupont hydro corridor located between Christie Street and Huron Street. It is distinctly different from Phases 1 and 2 as it consists of a vacant lot and a series of parking lots used by surrounding institutions. As such, Phase 3 currently does not provide attractive or safe public space.
Figure 1 : The Green Line in the City of Toronto
Figure 2 : Map of the Green Line organized into three geographical phases
Page 1
The need to develop the Green Line linear park is pressing as surrounding neighborhoods have been identified by the City of Toronto Official Plan as parkland deficient. Phase 3 is also adjacent to the Dupont Regeneration Area, which is set to undergo intense land use transformation and population growth, adding further demand for parkland and public space in the area. The project is also well positioned to advance as the Provincial Secondary Land Use Program gives top priority to new linear public uses over private uses in Hydro One transmission corridors.
The City of Toronto has expressed interest in acquiring licensing for several parcels of land in the Dupont hydro corridor to create new parks. The local Ward Councillor has recently acquired a license for a plot of land in Phase 3 and is planning on constructing a community garden in 2017. The City of Toronto will undertake a study of the Green Line starting in 2017 led by the Parks, Forestry and Recreation division. The study will result in a master plan vision for the Green Line, conceptual design of a selection of public spaces within the line, and a phasing and implementation plan with high level costing estimates.
The study will focus on improvements to existing City of Toronto operated parks within the Green Line. It will also explore the licensing of new park space, and propose options to improve pedestrian safety at intersections. Park People has requested that the project team study Phase 3 of the Green Line in particular as it contains the largest number of challenges to the vision of a unified linear park and trail. The current report is expected to inform the City of Toronto’s forthcoming Green Line Study with strategies to animate the vacant space and parking lots, and to establish a pathway connection plan for Phase 3. Our proposed planning and design strategies were developed in consultation with local residents, institutions and organizations, and aim to reflect their needs while also drawing in visitors from across the city.
Figure 3 : Dupont Regeneration Area
Page 2
1.1 The Site The existing site conditions and land uses within Phase 3 present several challenges to animating the space and connecting it to the rest of the Green Line. Phase 3 is comprised of one vacant lot and seven parking lots. These parking lots are operated by four different companies that have their own licensing agreements. Its primary use as a hydro corridor and its proximity to an active freight rail line present several safety concerns. Safe and accessible pathway connections along this portion of the corridor have yet to be established due to interruptions caused by major road intersections and fenced parking lots.
Given these unique challenges, Phase 3 of the Green Line is not a destination in itself and has not been conceptualized as public space. However, Phase 3 holds a position of strategic significance in the overall Green Line vision. Situated at the easternmost portion of the Green Line, the site will serve as a gateway to this linear park and trail system. Phase 3 also currently contains more trip generators than the rest of the Green Line, including George Brown College and Casa Loma. It is well connected to transit with the Dupont subway station in close proximity.
Figure 4 : Land use within Phase 3
Hence, with appropriate design and planning interventions, this section of the Green Line has the potential to draw in not only local residents, but Torontonians from all ends of the city.
Figure 5 : Different licensing agreements within Phase 3
Page 3
1.2 Objective: Creating a linear park and trail in Phase 3 of the Green Line The current study proposes solutions to the challenges presented in Phase 3 that meet our objective of a connected linear trail and a series of improved public spaces along the hydro corridor while retaining needed parking uses. The solutions are presented in an Action Plan that seeks to animate untapped sources of community space in an adaptive, safe, and accessible manner. The Action Plan also proposes ways to better connect users through this improved corridor, and to surrounding parks and trail systems.
1.3 Using this Action Plan The Action Plan is organized around three key strategies. 3 STRATEGIES
01 Enhancing Movement 02 Reimaging Vacant and Underutilized Spaces
Strategies address key challenges to achieving the Green Line vision, which were identified through site analysis, site observations, and stakeholder engagement.
03 Repurposing Parking Lots into Community Spaces
The Pathway Connection
The Vacant Lot
The Gateway
3 FOCUS AREAS
ACTIONS IN 3 TIME SCALES
Quick Start
Medium Term
Long Term
1 - 3 years
3 - 5 years
5+ years
Three focus areas were chosen to demonstrate how these strategies can be applied to Phase 3. These focus areas, the Pathway Connection, the Vacant Lot, and the Gateway, are characteristic of constraints and challenges of Phase 3. Therefore, successful interventions and pilot projects in focus areas can be applied to similar sites across Phase 3. A series of actions are proposed for each focus area, which address implementation and opportunities for potential partnerships. They are organized according to time scale: quick start, medium term, and long term. Quick start actions are feasible within the current planning framework and easily translatable into inexpensive pilot projects. They are also intended to galvanize community interest and feed into the long term vision of the Green Line. Page 4
1.4 Guiding Principles The proposed strategies and their ensuing action plans are guided by the following six principles. These principles reflect Park People’s specific goals for Phase 3 of the Green Line, as well as the needs expressed by over 100 stakeholders consulted throughout the study process. 1
Connectivity
Establish a continuous pathway connection throughout Phase 3 which provides users with a safe and accessible connection to the rest of the Green Line as well as surrounding path and park systems. 2
Adaptability
Provide flexible, temporary, all-season planning and design strategies that can adapt to the changing nature of the surrounding area. 3
Safety
Provide a safe environment for all Torontonians and visitors to gather in and pass through.
4
Sustainability
Ensure that all proposed planning and design strategies are economically, socially, and environmentally resilient. 5
Inclusivity
Utilise principles of universal design to ensure that Phase 3 is inclusive and accessible to people of all abilities.
6
Collaboration
Meaningfully engage local residents, businesses and institutions in the planning and design process. Moreover, ensure that community stewardship and partnership opportunities are central to all proposed planning and design strategies.
Page 5
2. METHODS 2.1 Stakeholder Engagement The current study was informed by several methods including stakeholder consultation, site observations, a review of existing work on the Green Line, applicable plans, policies and design guidelines, and relevant best practices. There were two pop-up consultations held; one at the Wychwood Barns Farmers Market, located on Christie Street to the north of the Green Line, and another at George Brown College Casa Loma Campus.
These consultation locations were chosen in order to capture a large number of community members who would likely be familiar with the site. George Brown college students in particular make up a large portion of anticipated users of Phase 3.
In order to raise awareness and provide background information on the larger Green Line project, a ‘Green Line FAQ sheet’ was also distributed to community members during the engagement process. The FAQ sheet can be found in Appendix B.
Copies of a lookbook with preliminary intervention ideas were used during pop-up consultations in order to initiate conversations with community members. The lookbook can be found in Appendix A.
Figure 6 : Pop-up stakeholder consultation at Wychwood Barns Farmer’s Market on October 8, 2016
Page 6
The following table summarizes the stakeholder engagement process:
Stakeholder
Consultation Approach
Date
Participants
Local residents
Pop-up consultation at Wychwood Barns Farmers Market
October 8, 2016
70
George Brown College Students
Pop-up consultation at George Brown College Casa Loma campus
October 11, 2016
30
Christie Gardens Seniors Home Administration
Telephone interview
October 17, 2016
1
George Brown College Administration
In-person interview
October 24, 2016
2
Ward 21 Councillor Joe Mihevc
In-person interview
October 25, 2016
1
City of Toronto- Green Line Study Project Management Team
In-person interview
October 25, 2016
2
City of Toronto- City Planning & Parks, Forestry and Recreation Staff
Walking tour of Phase 3
October 25, 2016
5
Residents of 380 MacPherson Avenue
In-person focus group
October 31, 2016
4
Tarragon Theatre Administration
In-person interview
November 10, 2016
2
City of Toronto- Toronto and East York Community District Planning Staff
In person interview
November 10, 2016
1
City of Toronto- Strategic Initiatives, Policy and Analysis Staff
Email correspondence
November 14, 2016
1
City of Toronto- Transportation Services Staff
In person interview
November 25, 2016
1
Total
120
Figure 7 : Stakeholder engagement process chart
Page 7
2.2 Site Observations Between September 20th and November 10th, 2016, the project team conducted six site observations. Site visits took place during peak times on weekday mornings and afternoons, as well as during times of low use on weekday evenings and weekends.
The study identified numerous challenges and opportunities within the Green Line, such as partnership opportunities and environmental constraints, and provided recommendations to achieving the overall Green Line vision.
The current study builds on the Opportunities and Constraints report by further exploring opportunities identified for Phase 3 and by developing feasible planning and design strategies in consultation with stakeholders.
2.3 Review of Existing Work The Green Line was the subject of an international design competition launched by Workshop Architecture in 2012. A total of 78 competition entries were submitted from planning, architecture, and landscape architecture firms, as well as artists and community members each with their own respective vision for the linear park and trail. The report The Green Line: Opportunities and Constraints was prepared by Ryerson University students for Park People in 2015. This study provides an overview of all the work that has been undertaken thus far to implement Park People’s vision for the Green Line and that which remains to be done.
Figure 8 : Photo of a parking lot in Phase 3 taken during the site observation on September 20, 2016
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3. PLANNING CONTEXT 3.1 Plans and Policies
3.2 Guidelines
The following land use planning policies support enhanced connections and public space improvements within Phase 3 of the Green Line: The Provincial Policy Statement (2014) section 1.5 directs that a full range and equitable distribution of publically-accessible natural spaces be available to communities for recreation purposes through such facilities as parkland, public spaces, open space areas, trails, and linkages.
The following technical guidelines informed the development of our planning and design strategies for Phase 3: Hydro One Secondary Land Use Management Guidelines (2002) contain requirements which ensure that secondary uses on Hydro One lands do not conflict with the maintenance and operation of electrical infrastructure. Crime Prevention through Environmental Design Guidelines (2007) provide guidance for the design of safe public spaces.
The Growth Plan for the Greater Golden Horseshoe (2013) section 4.2.1.5 encourages municipalities to integrate urban open space systems into their existing built-up areas. The City of Toronto Official Plan (2015) highlights the importance of connected green space networks in linking the City’s future park and open space systems.
North Toronto Subdivision Rail Corridor Risk Assessment and Management Study (2014) evaluates the risk to property and people around the CPR Toronto railway corridor north of Dupont Street, between Ossington Avenue and Kendal Avenue, and recommends risk mitigation measures. City of Toronto Multi-Use Path Guidelines (2014) provide guidance to planners, designers, and operators in Toronto who are working with multi-use trails. City of Toronto Parks and Trails Wayfinding Strategy (2015) touches on all medias that help people understand their surroundings in Toronto’s park and trails system. The Strategy supports the provision of signage and information that is consistent, accessible, and predictable. Page 9
4. SITE ANALYSIS The project team conducted an in-depth analysis of current site conditions both within and around Phase 3. This analysis is largely based on findings from a review of relevant design guidelines, site observations, and stakeholder engagement. The analysis centres on constraints, connections, site users, parking lot usage, and parkland needs given the distinct influences that each of these conditions have on planning and design strategies across the site. Accordingly, the analysis supported the identification of Phase 3 strategies, key strengths and weaknesses, and opportunities and threats to achieving the current study’s objective.
4.1 An Area Bound by Constraints A review of applicable design guidelines and site observations underlined that Phase 3 is indeed the most challenging section of the Green Line from a land use planning perspective. For instance, Phase 3’s primary land use is a hydro corridor, which requires all proposed planning and design strategies to conform with Hydro One Secondary Land Use Management guidelines for 115 Kilovolt hydro transmission structures (the Dupont hydro tower structures). As highlighted in Figure 9, these guidelines contain both vertical and lateral clearance restrictions around hydro towers. They also include landscape planting restrictions within hydro corridors.
㐀⸀㔀ⴀ洀攀琀爀攀 瘀攀爀琀椀挀愀氀 挀氀攀愀爀愀渀挀攀
㌀ⴀ洀攀琀爀攀 甀渀瀀愀瘀攀搀 爀愀搀椀甀猀 愀爀漀甀渀搀 琀栀攀 琀漀眀攀爀 昀漀漀琀椀渀最 㔀ⴀ洀攀琀爀攀 挀氀攀愀爀 眀漀爀欀椀渀最 爀愀搀椀甀猀
Figure 9 : Site constraints presented by Hydro One’s Secondary Land Use Management Guidelines
Page 10
In addition to these significant land use constraints, Phase 3 abuts the CPR rail corridor, thus all proposed actions must be cognizant of recommendations outlined in the North Toronto Subdivision Rail Corridor Risk Assessment and Management Study (2014). The study recommends that recreational facilities which encourage people to gather for extended periods of time, such as a playgrounds, be setback 30 metres from the rail corridor. However, the study permits surface parking, open space, natural areas, and trail areas within 30 metres of the rail corridor provided that mitigation measures are implemented.
Figure 10 : A cross section of the deflection wall risk mitigation measure outlined in the Rail Corridor Study Source : Hatch Mott MacDonald, 2014
As highlighted in Figure 11, fences and roads were identified as further constraints to the current study objective and a significant safety risk in Phase 3. The site is intersected by two minor arterial roads, one major arterial road, and one local road. Not only do the arterial roads contain high volume traffic flows, under current conditions Green Line users would have to precariously cross these roads without the assistance of traffic signals or four way stops. There are eleven fences in Phase 3, creating significant barriers for Green Line users attempting to traverse the site. In order for an effective pathway connection to be established in Phase 3, planning and design actions must address these road and fence interruption issues.
Figure 11: Roads and parking lot fences interrupting a continuous connection in Phase 3
Page 11
Figure 12 highlights one of the greatest constraints in Phase 3 of the Green Line, the parking lots that are licensed and operated by different companies. The City of Toronto, Park People, and other community partners will need to enter into agreements with each of these licensees and Hydro One in order to establish pathways and community spaces on these parcels of land.
Figure 12 : Licensing status of lots in Phase 3
4.2 An Opportunity for Improved Connections Creating an opportunity for improved connections between Phase 3 of the Green Line and surrounding paths and parks is a key guiding principle of our study.
Davenport Rd.
Figure 13 highlights the wealth of transit options surrounding Phase 3, including bus routes along all adjacent major streets and the Dupont subway station.
Bus route Bus stop
Dupont St.
Spadina Rd.
Howland Ave.
Bathurst St.
Christie St.
Heavy foot traffic flows were observed around the Dupont subway station. While there are 3 bike share stations on the right-of-way directly adjacent to the hydro corridor, the nearest bike lanes are actually located on Davenport Road, north of Phase 3. It is important for the pathway through Phase 3 to be well connected to bike lanes in order to ensure greater access for Green Line users.
Dupont Station
Bike lanes Bikeshare stations Figure 13 : Transit connections in Phase 3
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4.3 A Linear Park and Trail for Diverse Users
The Green Line Phase 3 Employment Residential - Detached
4.3.1 Zoning
Residential - Apartment
Phase 3 is surrounded by commercial, residential, institutional, employment, and utility land uses which attract a wide range The Green Line Phase 3 of users. Each of these users are likely to have a distinct relationship with the Green Line that requires consideration throughout the planning and design process.
The Green Line Phase 3
Open Space - Recreational
Employment
Institutional - Education
Residential - Detached
Utility - Transporation
Residential - Apartment
Commercial - Residential
Open Space - Recreational Institutional - Education
he Green Line Phase 3
Utility - Transporation Commercial - Residential
The Green Line Phase 3
Figure 14 : Zoning map of areas surrounding Phase 3 Source: Jonathan Critchley, 2016
Page 13
4.3.2 Community Assets Figure 15 highlights several community assets that provide further insights into the needs of diverse users of Phase 3. We can anticipate that senior citizens will be drawn to the western segment of Phase 3 given its close proximity to Christie Gardens and Castleview Wychwood Towers Senior Residences. The positioning of the Dupont Regeneration Area directly south of the site is likely to attract many current and future residents and workers to the space. Furthermore, new developments might provide community benefits, which could extend into the Green Line.
The George Brown College campus located directly north of the site draws in many students and faculty during weekday hours when classes are in session, while the Tarragon Theatre and Casa Loma draw in many visitors to Phase 3 during weekday evenings and weekends when events are occurring. We therefore anticipate a diverse range of users at varying times of the day circulating around and within the site.
Community benefits? Section 37 of the Planning Act allows the City to authorize increases in the height and/or density of developments in return for community benefits, which can include improvements to streetscaping and parkland, provided that there are related Official Plan policies in place.
Figure 15 : Community assets surrounding Phase 3
Page 14
4.3.3 Design Users In order to better understand the distinct needs of these users, and how they may potentially relate to Phase 3 of the Green Line, we created 3 design users: Farah, Jorge, and Edna to guide our work. These design users represent findings from the many conversations we had with stakeholders during the consultation process.
Farah, 8 Future Resident
Edna, 76 Senior Resident
Jorge, 22 Student
Farah and her family will soon be moving into one of the many new condos going up on Dupont Street. She loves to cycle and play outside with her sister.
Edna is a resident of Christie Gardens seniors home, located directly west of Phase 3. She uses a walker, and enjoys getting outside to garden and walk.
Our goal is to develop planning and design actions that
help people like Edna, Jorge, and Farah see the possibility of Phase 3 of the Green Line as not just parking lots and vacant space, but as community spaces that they can travel through and use as their front yard.
Jorge is a student at George Brown College who commutes to school by subway. Jorge often wishes that there were more places to hang out and buy food around campus during breaks. Page 15
S
H
B
C
WEEKDAY: DAYTIME WEEKDAY: DAYTIME
4.4 Current Parking Lot Usage Patterns
Heavily Used Moderately Used Heavily Used Vacant Moderately Used
As shown in Figure 16, peak parking lot use was observed during weekday daytime hours with most parking lots either heavily or moderately used. On weekday evenings, parking lots were only moderately used, while they were mostly vacant on weekends.
WEEKDAY: EVENING
Dupont St. Spadina Rd. Spadina Rd.
Howland Ave. Ave. Howland
Bathurst St. Bathurst St.
Davenport Rd.
ChristieChristie St. St.
These observations suggest that most activities within Phase 3 parking lots should occur on weekday evenings and weekends when parking lot usage is low, with the exception of the easternmost parking lot which is consistently vacant. In this way, the current study can meet its objective of a linear trail and public spaces along the hydro corridor, while retaining needed parking uses.
VacantDavenport Rd.
Dupont St.
WEEKDAY: EVENING
Heavily Used
Heavily Used
Moderately Used
Moderately Used Heavily Used Vacant Moderately Used
Vacant
VacantDavenport
Davenport Rd.
Rd.
Dupont St. Spadina Rd. Spadina Rd.
WEEKEND
Howland Ave. Ave. Howland
Bathurst St. Bathurst St.
WEEKDAY: DAYTIME
ChristieChristie St. St.
Dupont St. Spadina Rd.
Howland Ave.
Bathurst St.
Christie St.
Davenport Rd.
Dupont St.
WEEKEND Figure 16 : Phase 3 lot-by-lot usage pattern Heavily Used Moderately Used Vacant
Page 16
4.5 A New Front Yard for the Community 4.5.1 Park System
Park
Size
Hillcrest Park
2.1 hectares
Community garden, children’s playground, outdoor tennis courts
Vermont Square Park
1.5 hectares
Off-leash dog area, wading pool
Frankel Lambert Park
Small linear park
Children’s playground, seating and shade features, basketball court, community garden
Tollkeeper’s Park
Small Parkette
Green Space
Moose Park
Small Parkette
Picnic tables
Cawthra Playground
Small Parkette
Children’s playground
As highlighted in the City ParklandTRANSIT Provision Map in CONNECTION the Official THE GREEN LINE: Plan, Phase 3 is situated in a low parkland provision area, adding urgency to the need to develop the Green Line linear park and trail system.
Most parks surrounding Phase 3 are small in size. These parks, however, offer opportunities to create connections for users between Phase 3 and the surrounding park system. Hillcrest Park
Amenities
Figure 17 : Size and amenities of parks surrounding Phase 3
The Tollkeeper’s Park
Davenport Rd. Cawthra Playground
Moose Park
THE GREEN LINE
Spadina Rd.
Vermont Square Park
Howland Ave.
Dupont St. Bathurst St.
Christie St.
Frankel Lambert Park
Figure 18 : Park system surrounding Phase 3
Page 17
4.5.2 Active Development Currently there are seven active development applications in the vicinity of Phase 3, which will add to the need for more open space. Aside from these currently active developments, rapid growth in the area is projected to continue due to new zoning permissions within the Dupont Regeneration Area.
THE GREEN LINE: TRANSIT CONNECTION
Collectively, these developments will dramatically increase the need for a new community spaces in this area, making this an opportune juncture for the realization of Phase 3.
Commercial Development Applications Residential Development Applications Mixed Use Development Applications
Davenport Rd.
200 Madison Ave.
THE GREEN LINE 328-358 Dupont St.
Dupont St.
Spadina Rd.
Howland Ave.
Christie St.
650 Dupont St.
500 Dupont St. 524 Dupont St./ 275 Albany St./ 903 Palmerston Ave. 420 Dupont St. Bathurst St.
860 Dupont St.
Figure 19 : Active development applications surrounding Phase 3 of the Green Line
Page 18
5. STRATEGIES Quick Start actions (1-3 years) are feasible within the current planning framework, and can easily translate into inexpensive pilot projects. Such projects are intended to galvanize community interest in the Green Line and feed into the long term vision of each strategy. Medium term actions (3-5 years) involve planning and design interventions to the built environment that have a lasting impact and require higher levels of financial investment, such as pathway enhancements and event programming. Figure 20 : Intervention timeline
The key challenges to achieving the Green Line Phase 3 vision are addressed through the following strategies: 1. Enhancing movement 2. Reimagining vacant and underutilized spaces 3. Repurposing parking lots into community spaces
These strategies are applied to three site-specific focus areas: the Pathway Connection, the Vacant Lot, and the Gateway. Each site outlines a series of proposed actions according to scale: quick start, medium term, and long term. Although they are organized along a timeline, interventions of different scales within a focus area can occur concurrently and are designed to complement each other.
Long term actions (5+ years) address key issues and constraints to achieving the goal of a linear park and trail within the hydro corridor. They include built environment interventions that require significant investment and negotiation among stakeholders.
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First and foremost, we recommend that a Green Line conservancy be established. While the City has procedures in place to fundraise and sponsor parks, a Green Line conservancy could serve to manage endowments and direct funds to planning and design interventions and programming. A dedicated conservancy would build on the previous work and accomplishments of Park People and Friends of the Green Line to advance this project and oversee its funding, programming, and stewardship. A review of best practices of repurposed infrastructural corridors identified that conservancies were key in initiating and maintaining these projects. The conservancy organization Friends of High Line maintain and program the High Line, an elevated linear park on a decommissioned rail spur in New York City. They also raise 98% of its operating budget.
Similarly, the Bentway, a linear park currently being constructed under the Gardiner expressway in Toronto, is being managed by the Bentway Conservancy. They oversee the management of the private endowment and will be responsible for variety of programming options for Torontonians year-round.
Figure 21 : The High Line in New York City
Figure 22 : Rendering of The Bentway in Toronto
Source : NYC Parks
Source : City of Toronto
Page 20
Strategy 1: Enhancing Movement Currently, fences between parking lots and unsignaled mid block crossings at four busy streets impede cyclists and pedestrians’ ability to safely traverse through the hydro corridor.
The Pathway Connection THE GREEN LINE Dupont St. Spadina Rd.
Howland Ave.
Bathurst St.
1.3 km Christie St.
The first strategy aims to create a pathway connection through the corridor and establish safe crossing conditions where it meets intersecting roads. By removing barriers, we will connect people through the Green Line corridor to surrounding parks and paths, and lay the foundation for achieving our other two strategies.
Davenport Rd.
Figure 23 : The Pathway Connection focus area
Figure 24 : The parking lots within Phase 3 contain several barriers to movement including fences and significant grade changes
Page 21
Strengths
Weaknesses
• Certain trail amenities in place already
• Parking lots contain risk of distracted
at nodal points (i.e. trash receptacles and
drivers, crossing pedestrians, etc
lighting)
• Poor sight lines pose crime and safety risks
• Existing bike lanes on Christie Street and
• Poor lighting throughout
Davenport Road
• Lack of seating space • Grade changes
Opportunities
Threats
• Improved transit options in the future
• TTC does not support the proposal to
likely to reduce demand for surface parking
open the gate to their parking lot
lots
• Hydro One Secondary Land Use Guidelines
• City could co-license trail space and carry
have a required vertical clearance of 4.5
liability
metres, discouraging pedestrian and cycling
• Potential to leverage Dupont
overpasses at intersections
Regeneration Area community benefits for
• Rail risks further discourage a pedestrian
pathway connection enhancements
overpass at intersections
EXTERNAL
As the long term vision requires significant interventions to the built form and negotiations among licensees, the proposed quick start and medium term actions enhance movement by increasing the safety and connectivity of Phase 3 using adjacent right-of-ways. These interim actions also serve to increase awareness of the Green Line project and build consensus among stakeholders while efforts towards achieving the long term vision are underway.
The Action Plan for the Pathway Connection is informed by an analysis of strengths, weaknesses, opportunities, and threats (SWOT) to establishing a path through Phase 3, and proposes a series of actions at the quick start, medium term, and long term.
INTERNAL
The long term vision for the Pathway Connection is to create an accessible continuous multi-use trail within the hydro corridor. The Green Line is not included in the City’s Bikeway Trails Implementation Plan (2012), which outlines plans for feasibility studies for new bike lanes, as well as plans for rail and hydro corridor trail constructions. Hence, the Green Line pathway is intended primarily for pedestrian use. However, it is anticipated that cyclists will utilize the trail once it is constructed, and thus they were considered in the design process.
• Land licensing negotiations required
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Quick Start Start Recommendation : Pedestrian and Cycling Quick Recommendation : Pedestrian and Routes Cycling Routes
Quick Start Actions
12
12
3
3
4
5
4
5
Detour length 1.6km
Davenport Rd.
Detour length 1.6km
Davenport Rd.
While it may seem counterintuitive to divert users away from the Green Line, these Quick Start actions aim to help potential users identify with the Green Line as they safely move through and around it, and begin to see it as a connection they can use in their daily lives.
Proposed Pedestrian Path
Green Line Phase 3
Proposed Cycling Path
Existing Bike Lanes
Dupont St.
* *
Spadina Rd.
Dupont St.
Spadina Rd.
Howland Ave.
Howland Ave.
Detour length 850m
THE GREEN LINE
Bathurst St.
Detour length 850m
Bathurst St.
Christie St.
For cyclists, this entails accessing dedicated bike lanes on Davenport Road for the portion of Phase 3 where it is unsafe to use the right-of-ways adjacent to the hydro corridor. For pedestrians, this entails accessing Dupont Street between Christie Street and Bathurst Street where the hydro corridor has no road frontage and is impassable.
Connect to the rest of the Green Line via Frankel Lambert Garden
* *
THE GREEN LINE
Connect to the rest of the Green Line via Frankel Lambert Garden
Christie St.
Quick Start actions aim to increase safety by using signage to re-route users to the safest and nearest right-of-way.
Wayfinding Signage
*
Bike Dismount Signage Warning Signage
Figure 25 : Quick Start routing configuration and actions for the pathway connection Proposed Pedestrian Path
Green Line Phase 3
Wayfinding Signage
Existing Bike Lanes Proposed Cycling Path The following list of actions correspond to numbers on the map above: * Bike Dismount Signage Warning Signage
1. Install signage directing cyclists to the nearest designated bicycle lanes. Cyclists accessing Phase 3 from Phases 1 and 2 of the Green Line should be alerted that there is a designated bicycle lane on Davenport Road, which can be accessed using the designated lanes on Christie Street. Cyclists traveling west along Bridgman Avenue should be alerted to access Davenport Road through Howland Avenue, one of the quieter residential streets perpendicular to the Green Line.
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4
5
Howland
Spadina R
3 850m
Bathurst S
Christie S
12
Detour length
Proposed Pedestrian Path Proposed Cycling Path
Bathurst St.
Christie St.
Howland Ave.
THE GREEN LINE
Spadina Rd.
Howland Ave.
* * wayfinding signage that confirms the desired Green Line 4. Install continuous Dupont St. route and provides direction at key decision points. Suggested locations for signs Proposed Pedestrian Green Line Phase 3 Wayfinding Signage are marked throughout thePath map with the following symbol: Spadina Rd.
Gardens seniors home parking lot.
Detour length 850m
Davenport Rd.
3. Install signage directing pedestrians to access Dupont Street between Bathurst Street and Christie Street. This is the quickest route for pedestrians to circumvent the TTC’s gate.
Street. The driveway is used to access Christie
rest of the Green Lambert Garden
850m
Christie St.
1.6km
3 is an unmarked driveway from Christie
Bathurst St.
2. Install warning signage 1.6km at the Christie Street and Bathurst Street entrances to Davenport Rd. the Green Line alerting Quick Start Recommendation : Pedestrian and Cycling Routes potential users of the dead end incurred by TTC’s gate. These entrances are situated at the Christie Gardens parking lot at Christie Street and the TTC Hillcrest parking lot at Bathurst Street. Currently, access throughout this 12 3 4 5 corridor, which spans four city blocks, is restricted due to the gate portion of the hydro Proposed Pedestrian Path Green Line Phase 3 Wayfinding Signage Connect to the rest ofof the Green THE GREEN LINE the TTC Hillcrest Yard employee parking lot. Alerting potential users * * of this barrier Line via Frankel Lambert Garden Dupont St. Existing Bike Lanes Bike Dismount Signage Proposed Cycling Path mitigates potential safety risks to entering unactivated dead of this * ends. The location Warning Signage signage is marked onDetour thelength map with the following symbol: Figure 26 : The western entrance to Phase Detour length
Proposed Cycling Path
Existing Bike Lanes
*
Bike Dismount Signage
5. Install signage directing all users to cross at the signalized intersection at Warning Signage Dupont Street and Spadina Road. As the road crossing at Spadina Road and Macpherson Avenue is the only four-way road crossing and is particularly dangerous, Green Line users are advised to access the signalized Dupont Street crossing. In order to ensure pedestrian safety, cyclists should also be directed to dismount their bicycles and walk south on Spadina Road to cross at the Dupont Street intersection. Green Line Phase 3 Wayfinding Signage Suggested locations for signs are marked throughout the map with the following Existing Bike Lanes symbol: * Bike Dismount Signage Warning Signage
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Medium Term Recommendation: Separated walking and cycling paths
Medium Term Actions (3-5 years)
Davenport Rd.
1
2 3
4
Medium Term Recommendation: Separated w
THE GREEN LINE
Davenport Rd.
Dupont St.
Spadina Rd.
Dupont St.
Spadina Rd.
Howland Ave.
THE GREEN LINE
Bathurst St.
Christie St.
2 3
Howland Ave.
Bathurst St.
1 Christie St.
Proposed Pathway
Green Line Phase 3
Wayfinding Signage
Existing Bike Lanes THE GREEN LINE
Green Line Phase 3
Wayfinding Signage
Existing Bike Lanes
1. Install a bicycle lane along Dupont Street. Efforts are underway to accomplish this as the City of Toronto’s Ten Year Cycling Network (2016) has plans to evaluate the feasibility of installing a bicycle lane along Dupont Street. This route would provide cyclists with closer options for safe cycling than Davenport Road to circumvent the TTC gate. 2. Install continuous wayfinding signage which directs cyclists from the Green Proposed Pathway Line to the new Dupont Street bicycle lane. Suggested locations for signs are Wayfinding Signage marked throughout the map with the following symbol: Page 25
Howland Ave.
Proposed Pathway
The following list of actions correspond to numbers on the map above:
Bathurst St.
Figure 27 : Medium term routing configuration and actions for the pathway connection
Christie St.
While the quick start actions utilize existing pedestrian and cycling infrastructure, the medium term actions aim to establish a permanent bicycle network on streets that intersect or are adjacent to the hydro corridor.
3. Install a bicycle lane on Howland Avenue. Howland Avenue is the street intersecting Phase 3 that presents the least amount of traffic, and is wide enough to accommodate a bicycle lane or sharrows. 4. Install sharrows on Bridgman Avenue and Macpherson Avenue. There are currently three Bikeshare stations along these streets. Since Macpherson Avenue is a one-way street going west, it would require a contraflow bicycle lane heading east that connects to the Davenport Road bicycle lane.
Figure 28: Sharrows, or shared lane markings, is a quick and low-cost way to provide a safer cycling environment Source : The Record
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Long Term Actions (5+ years)
Howland Ave.
Bathurst St.
Shaw St.
This multi-use trail is intended to accommodate cyclists, pedestrians, and users of other non-motorized vehicles including skateboards, rollerblades, and mobility devices. It is designed to meet existing bike paths in order to connect cyclists to other parts of the city.
Christie St.
Although these actions were developed in accordance with the City of Toronto’s Multi-use Trail Design guidelines, traffic studies and consultation with qualified Transportation Services staff is required to support their implementation. Ossington Ave.
The trail would run adjacent to the sidewalk in what is now a row of parking spaces. The trail would be situated on the north end of the parking lots in order to meet existing road crossings. This configuration would allow for the remaining parking spaces to be retained.
Wayfinding signage and design elements along this trail should be consistent not only within Phase 3 but along the whole Green Line.
Dovercourt Dr.
The long term vision for the Pathway Connection is to establish a multi-use trail within the hydro corridor.
Although this path configuration involves the removal of approximately one third of existing parking spots, the Province supports this kind of action by giving top priority to new linear public uses over private interests within hydro corridors.
Green Line Phase 3 Existing Bike Paths Proposed Green Line Path St. Claire Ave.
In order for the parking lot to be shared and the fences removed, a licensing agreement would need to be arranged between Hydro One, the City of Toronto, and the Green Line Conservancy. As such, the proposed connection requires legal agreements as well as significant infrastructural changes to the site.
Dupont St.
St. George St.
Spadina Rd.
Howland Ave.
Bathurst St.
Christie St.
Shaw St.
Ossington Ave.
Dovercourt Dr.
Davenport Rd.
Figure 29: Connection from the proposed Green Line path to existing bike paths Green Line Phase 3 Existing Bike Paths Proposed Green Line Path
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Long Term Recommendation : A Multi-use Trail
1
1
2
2
3
3
4
4
5
5
678
678
9
9
Davenport Rd.
Davenport Rd.
THE GREEN LINE
Dupont St.
Spadina Rd.
Spadina Rd.
Dupont St. Howland Ave.
Howland Ave.
Bathurst St.
Bathurst St.
Christie St.
Christie St.
THE GREEN LINE
Proposed Multi-use Path
Green Line Phase 3
Push-button activated signalized crossing
Existing Bike Lanes
Warning Signage
Resting Zones
Proposed Multi-use Path
Green Line Phase 3
Push-button activated signalized cross
Existing Bike Lanes
Warning Signage
Resting Zones
Figure 30 : Long Term routing configuration and actions for the pathway connection
The following list of actions correspond to numbers on the map above:
Figure 31 : The City of Toronto’s wayfinding standards for parks and trails Source : Toronto Parks & Trails
1. Alert motorists that the west entrance to Phase 3, the driveway to the Christie Gardens parking lot, will be shared with pedestrians and cyclists. A representative from Christie Gardens’ administration supported the shared use of Christie Gardens’ driveway for the multi-use trail. Signage and sharrows should be installed to signal the presence of pedestrians and cyclists on this driveway. As with all recommended signage actions, unified signage should be installed along the whole trail and conform to the City of Toronto’s Wayfinding Strategy and the Multi-use trail wayfinding guidelines.
Wayfinding Strategy (2015)
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What we heard Respondents’ most popular demand was for a bicycle and pedestrian path that allowed for a continuous connection through the site and to surrounding bicycle trails.
2. Negotiate with TTC to have a safe path crossing at the rail spur and remove the gate to their parking lot, which currently creates a barrier to a continuous pathway connection. Striping or other safety measures for at-grade crossing should be considered for the rail spur crossing. The rail spur crossing condition is not considered dangerous since the spur is only used very sparingly for the delivery of streetcars. TTC should ensure that an employee is on hand to oversee public safety when receiving streetcar deliveries. Crossing the Rail Spur
Multi-use Trail Guidelines published by the City of Toronto Transporation Services and Parks, Forestry and Recreation contain useful information regarding trail standards for hydro corridors including ways to prevent vehicular access, anti-climbing structures on hydro towers, reflective markers, and setbacks from hydro towers. It also contains information on designing trails through parking lots, such as recommendations for mixed crossrides, lateral clearances, and additional clearances for vehicle staging.
Figure 32 : The junction at which the multiuse trail would cross over the rail spur.
The Green Line: Constraints and Opportunities study presented two options for Green Line users to safely cross the rail spur: building a pedestrian underpass, and creating an atgrade path with fences, gates, signals, and lights at the rail spur to ensure safety. The proposed underpass may not be feasible under Hydro One’s guidelines as excavation is prohibited within 10 metres of the hydro towers. This option is also likely to be cost prohibitive. While we also propose that an at-grade path run through this site, the fences, gates, signals, and lights proposed in the Constraints and Opportunities study were deemed unnecessary by key stakeholders as the rail spur is infrequently used.
3. Explore opportunities for co-licensing or obtaining easements to place the multi-use trail within TTC parking lot. The City should negotiate with TTC to allow the multi-use path to run through the north side of TTC Hillcrest employee parking lot. This would entail negotiations not only for licensing, but also for the removal of the parking lot gate. Page 29
Davenport Rd.
Spadina Rd.
Howland Ave.
Bathurst St.
Christie St. Proposed Multi-use Path
Figure 33 : Finch Hydro Corridor signalized Existing Bike Lanes crossing Source : Multi-use Trail Guidelines, City of Toronto
4. Install a push-button activated signalized road crossing at Bathurst Street, Christie Street, and Spadina Road. Bathurst Street is classified as a major arterial THE GREEN LINE Dupont St. classified as minor arterials; all road, and Christie Street and Spadina Road are three roads currently present very dangerous crossing conditions. As they are in close proximity to Dupont Street where the crossings are signalized, we recommend Long Term Recommendation : A Multi-use Trail installing push- button activated crossings that would synchronize with the signals on Dupont Street. This crossing configuration has been successfully used along the Beltline and the Finch Hydro Corridor in Toronto where the trail-road crossings present similar conditions. Locations for installing these crossings are marked along the map Green Line Phase 3 Push-button activated signalized crossing with the following symbol: 1 Warning Signage 2 3 4 5 678 9 Resting Zones 5. Paint a mixed crossride at the Howland Avenue road crossing. The mixed crossride is the simplest crossing option in the Multi-use Trail Guidelines, which is appropriate for Howland Avenue since it is a local road with low traffic volume. The crossride will be shared by both pedestrians and cyclists. Davenport Rd.
Dupont St.
Spadina Rd.
Howland Ave.
7. Explore opportunities for co-licensing or obtaining easements to place the multi-use trail within the remaining parking lots. The City should negotiate with Unit Park and Julia West Home to allow for a multi-use trail along the north side of the parking lots. This would entail negotiations not only for licensing, but for the removal of parking lot fences. Bathurst St.
Some portions of the sidewalk and parking lots on Bridgman Avenue and Macpherson Avenue feel unsafe at night due to poor lighting.
6. Install lighting alongside the multi-use trail as a safety and crime prevention measure. As the trail is aligned to the right-of-way, there is lighting at most points of the trail. However, some points are unlit, such as the portion of the trail between Christie Street and Bathurst Street. THE GREEN LINE
Christie St.
What we heard
8. Install signage alerting motorists to the presence of the multi-use trail at the Green Line Phase 3for signs are marked Proposedparking Multi-use Path Push-button activated signalized lot entrances. Suggested locations throughout the crossing map Warning Signage Existing Bike Lanes with the following symbol: Resting Zones
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Figure 34 : Pathway design considerations including crossing markers and clearance requirements
Spadina Rd.
9. Create Green Line resting zones through the installment of benches and bicycle locks intermittently along this pathway connection route. However, a 15 metre radius around hydro towers must be kept clear of streetscaping and street Green Line Phase 3 Proposed Push-button activated signalized furniture forMulti-use towerPathmaintenance vehicle access. Suggested locations for resting zonescrossing Signage symbol: Existing Bikethroughout Lanes Resting Zones are marked the map with theWarning following Cycling and Pedestrian Overpass Bridge
㔀洀
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Howland Ave.
Bathurst St.
Christie St.
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Figure 35 : Overpass cycling and pedestrian bridge idea submitted by Brown and Storey Architects Inc. for the Green Line Ideas Competition Source : Green Line Ideas Competition
In order to address safety concerns at road crossings, both the Green Line: Opportunities and Constraints study and Brown and Storey Architects’ submission for the Green Line Ideas Competition proposed building an overpass cycling and pedestrian bridge adjacent to the rail line. This would require the multi-use trail to run along the south ends of the parking lot, adjacent to the active rail line. However, this action is not recommended due the train derailment risks. In addition, the proposed bridge may conflict with Hydro One’s vertical clearance requirement of 4.5 metre from all hydro lines. The push button activated synchronized crossing and crossride proposed in this report present a less resource intensive approach that is feasible under Phase 3’s current land use constraints.
Page 31
Figure 36: Long term vision for a pathway connection through the Green Line and a cross section demonstrating dimensions for the proposed multi-use trail
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Strategy 2: Reimagining Vacant and Underutilized Spaces Enhancing movement through Phase 3 lays the foundation to bring forgotten corners of the Green Line into the public imagination. Since the one vacant lot in Phase 3 is ample in size and lacks regular use, it provides an unique opportunity for the creative activation of public space within Phase 3.
Blocked Open access points Davenport Rd.
THE GREEN LINE: TRANSIT CONNECTION
Predominantly comprised of naturalized space, a rail spur cuts diagonally through the lot. This rail spur is used once a week by TTC for maintenance purposes and streetcar delivery. The TTC parking lot is also gated off from the Vacant Lot. Not only does this gate effectively interrupt connections between the Vacant Lot and the rest of Phase 3, it creates entrapment risks for users.
Dupont St.
Spadina Rd.
Howland Ave.
Bathurst St.
The Vacant Lot
Christie St.
The focus area chosen to illustrate this strategy, the Vacant Lot, is a dead end space bounded by a TTC maintenance building to the north, a freight rail line to the south, a seniors home parking lot to the west, and a TTC staff parking lot to the east. The lot lacks a right-of-way for vehicular or pedestrian circulation, and therefore lacks ‘eyes on the park.’
THE GREEN LINE
Blockage due to grade change Accss point
Blockage due to walls and fences Occasional blockage due to a semi-active rail spur Blockage at grade due to an active rail line
The Vacant Lot Figure 37 : The Vacant Lot focus area, and its blockages and access points
Page 33
In spite of these challenges, the Vacant Lot is already set to undergo transformative change. The local ward councillor recently completed an environmental assessment and acquired licensing and funding to create a community garden on a large plot of land within the Vacant Lot in 2017.
The action plan for this focus area is informed by an analysis of strengths, weaknesses, threats and opportunities (SWOT) to re-imagining this lot, as well as feedback obtained from stakeholders throughout the engagement process.
Strengths
Weaknesses
• No regular uses on the site
• Contaminated soil
• Sizeable amount of vacant space
• TTC rail spur used on a weekly basis
• Naturalized area with rustic character
• No street frontage
• Accessible through an existing informal
• Absence of ‘eyes on the park’
path
• Only one access point to the site • TTC gate creates a dead end in the lot and entrapment risk for users • TTC gate disconnects four city blocks of Green Line
Opportunities
Threats
• Ward councillor constructing a community
• Abuts freight rail line carrying hazardous
garden in the lot in 2017 and supportive of
materials
the multi-use trail going through the area
• TTC currently unwilling to open gate • Lot contains a hydro tower, thus Hydro One Secondary Land Use guidelines apply
EXTERNAL
The long term vision for the Vacant Lot is a passive space for users to sit, relax, garden, contemplate art or simply pass through while using the multi-use trail.
Actions will also encourage potential future users to begin to see this traditionally overlooked segment of the hydro corridor as a viable community space while discussions with the TTC are underway.
INTERNAL
The actions proposed herein thus incorporate the development of this community garden, and give special consideration to safety and crime prevention in order to change public perception toward this traditionally unwelcoming space.
Since this long term vision requires formal negotiations with the TTC to co-license the space and open the gate blocking the lot from the rest of the Green Line, our proposed quick start and medium term actions seek to enhance safety in the Vacant Lot in the interim.
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Quick Start Actions
1
2
The proposed quick start actions center on drawing the public’s attention to safety concerns in the lot and creatively engaging the community in animating the space.
Figure 38 : Rendering of the Vacant Lot quick start actions
The following list of actions correspond to numbers on the image above: What we heard Some stakeholders expressed concern over the dead end nature of the Vacant Lot while others were unaware of the site condition altogether as they had never entered it before.
1. Install warning signage at the Christie Gardens parking lot driveway into the Vacant Lot specifying that users will encounter a dead end and providing directions to the nearest safe route connecting them to the Green Line. This will help to mitigate entrapment risks while negotiations are underway with TTC to open the gate. Warning signage should be accompanied with signage featuring the Green Line vision for the Vacant Lot in order to begin to capture the imagination of garden users and those passing by.
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2. Host a mural competition that prompts community members to re-imagine the expansive TTC maintenance building facing the site. By engaging the community in choosing the winning mural and involving them in the mural painting process, community members are likely to feel a greater sense of ownership and care for this formerly derelict space. The mural is a low cost approach to animating and beautifying the space that can build on the momentum behind the development of the community garden. Permission will have to be granted by the TTC to paint the wall of this building. Figure 39 : Frankel Lambert Park located directly west of the Vacant Lot successfully involved Christie Gardens seniors home residents in painting a mural on the walls surrounding their garden space. Souce : Park People
Figure 40 : Current condition of the Vacant Lot and the TTC maintenance building
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Medium Term Actions (3-5 years) 1
While the short term actions center on mitigating risks in the Vacant Lot and experimenting with animating the space, our medium term recommendation aims to establish a greater sense of comfort for gardeners and Green Line users alike.
Figure 41 : Rendering of the Vacant Lot medium term actions
What we heard The administration of the Christie Gardens senior home expressed interest in having shaded seating in the Vacant Lot for the enhanced comfort of senior users, particularly during the summer months. The ward councillor similarly expressed interest in creating a seating area for garden users.
1. Install shaded seating space in proximity to the community garden so that local residents and visitors can seek shelter from the sun or rain. Shaded seating space was observed to be heavily used across the street from the Vacant Lot in Frankel Lambert Park, suggesting that this recommendation is appropriate for the Vacant Lot. We recommend flexible shaded outdoor seating space that can accommodate a variety of users and provide flexibility for the users of the space to make it their own (i.e. movable seating).
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Long Term Actions (5+ years)
1 1
The long term vision for the Vacant Lot is to open the TTC gate and establish a second point of access to the site. In conjunction with the installation of the multi-use path, this action will weave the Vacant Lot into the rest of the Green Line and help to mitigate safety concerns. In addition, long term actions will seek to complement the garden space and enhance the surrounding area in order to establish a tranquil refuge for Green Line users to unwind in or simply pass through.
2
3 4
5
6
Figure 42 : Cross Section showing the Vacant Lot long term vision
The following list of actions correspond to numbers on the image above. 1. Establish a curated rotating public art exhibition in the Vacant Lot through partnerships with community art groups in the surrounding area. Not only will this action enhance community ownership of this space, it will help to further spark the public’s imagination in regard to the possibilities that exist in this distinct corner of the city.
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2. Install creative LED lighting installations to beautify and add safety to the space at night, particularly during the winter months when this space will lack other forms of animation. In addition, install solar bollard lighting around the community garden given the identified absence of lighting in the community garden plan. Lighting will help to add a sense of safety for garden users and Green Line users alike.
Edmonton’s Winter Design Guidelines (2015) note that creative
lighting can have a huge impact on sense of place and add a sense of magic and a whimsical feeling to an outdoor setting. The guidelines further suggest that creative lighting does not have to use more energy or light, rather it requires lighting that shifts into different forms, colours, and shapes.
What we heard Stakeholders commonly expressed an appreciation for the existing naturalized area and rustic character within the Vacant Lot. The lack of ‘eyes on the park’ was a concern commonly expressed by stakeholders during consultations.
3. Undertake landscaping that enhances and adds to the existing naturalized area within the Vacant Lot. Planting additions should be consistent with the prescribed planting methods set out in the the Hydro One Secondary Land Use Management guidelines. 4. Install Green Line signage detailing the terms of use within the Vacant Lot space and providing directions to surrounding community assets and to the rest of the Green Line. 5. Develop a ‘Green Line Watch’ program that is administered by the Green Line Conservancy and involves community volunteers in regularly keeping their eyes on on the Vacant Lot space. Potential community partners in this program could be Christie Gardens and Wychwood Castleview Seniors homes. This measure is meant to encourage eyes on the park and support the safety of gardeners and Green Line users. 6. Install a deflection wall on the south side of the site to mitigate noise and derailment risks. The deflection wall is outlined as a risk mitigation measure option in the North Toronto Rail Corridor Subdivision Rail Mitigation Assessment (2014). Deflection walls are designed to have energy absorptive characteristics and the capacity to redirect a derailing train back into the rail corridor. This measure may reduce the liability concerns expressed by TTC in relation to the proximity of Green Line users to the rail corridor.
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Figure 43 : [Top] Current condition of the Vacant Lot focus area [Bottom] Rendering of the long term vision for the Vacant Lot focus area
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Strategy 3: Repurposing Parking Lots into Community Space In addition to the Vacant Lot, it is equally important to reimagine the parking lots that make up most of Phase 3. As most of these parking lots remain empty during evenings and weekends, they present an opportunity to address the lack of public space throughout Phase 3 using flexible design strategies that still retain needed parking uses.
Blocked Open access points Davenport Rd.
THE GREEN LINE: TRANSIT CONNECTION
Spadina Rd.
Howland Ave.
Bathurst St.
The Gateway Dupont St.
Christie St.
The focus area for this strategy, the Gateway, comprises the two parking lots at the intersection of Spadina Road and Macpherson Avenue, north of the Dupont subway station. These parking lots occupy a position of strategic importance to repurposing parking lots as community space. As this focus area is situated at the easternmost end of the Green Line, it is a gateway to the linear park and trail.
THE GREEN LINE
Fences Open access points
Blockage due to grade change Accss points Blockage due to walls and fences
THE GREEN LINE Blockage at grade due to an active rail line
The Gateway Figure 44 : The Gateway focus area, and its blockages and access points
Page 41
volumes of foot traffic from Dupont subway station to the Green Line
Strengths
Weaknesses
• High volume of foot traffic on Macpherson
• Grade change between the Spadina Road
Avenue and Spadina Road from the Dupont
sidewalk and parking lots
subway station to nearby trip generators
• West parking lot is heavily utilized and
• Visibility of the hydro corridor from
leased by a private company
Macpherson Avenue and Spadina Road
• High volume, high speed traffic along
sidewalks.
Macpherson Avenue and Spadina Road, and
• West parking lot has new permeable
dangerous crossing conditions
surface
• Lack of wayfinding signage • Lack of seating and gathering space
Opportunities
Threats
• Proximity to educational and cultural
• Fence impedes visibility of west parking lot
institutions present partnership
from Bridgman Avenue
opportunities for exhibits and programming
• Hydro One land use restrictions
• As a gateway to many surrounding trip
• Spadina Road has extremely dangerous
generators, this area offers opportunities for
crossing conditions
significant wayfinding improvements
• Proximity to the rail line
• West parking lot typically only lightly used
• Flooding risks on Spadina Road in the
during evenings and weekends, and east lot
underpass portion
EXTERNAL
Our proposed interventions include physical changes that highlight the gateway feature in this focus area, as well as events and programming that animate parking lots. The two lots are quite different in terms of size, ownership, and patterns of use, and thus present different opportunities to experiment with planning and design interventions.
Figure 45 : The west side of Spadina Road captures high
INTERNAL
This focus area is also a gateway to several large trip generators adjacent to the Green Line, including the George Brown College Casa Loma Campus, Tarragon Theatre, Toronto Archives, Casa Loma, Dupont Subway Station, as well as the Dupont by the Castle Business Improvement Area. Interventions to this site will thus capture a high number of users and serve not only the local community, but also thousands of students and visitors who commute daily to the area.
is barely used
Page 42
Figure 46 : Aerial view of the west and east parking lots at the Spadina Road and Macpherson Avenue intersection
The west parking lot at the southwest corner is much larger in size, and is licensed by a private parking operator, Unit Park. It is blocked off from sight by a fence along Bridgman Avenue. In the long term, we envision that it will have a multi-use trail running through it, while the remainder of the lot will accommodate programming and events when parking is not in high demand. Successful interventions to this parking lot would be applicable to the remaining five lots in Phase 3, many of which have similar physical characteristics and patterns of use.
The east parking lot is currently unlicensed, unpaved and rarely used. In the long term, we propose transforming the lot into a parkette that can accommodate passive recreational uses.
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Quick Start Actions
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As a quick start, we propose enhancing the physical character of the Gateway and introducing community-driven programming and events to draw attention to the lots that are being reclaimed as community spaces.
2 1 3
6
ve. A n
Figure 47 : The Gateway focus area quck start actions
The following list of actions correspond to numbers on the map above: 1. Paint “THE GREEN LINE” on the rail bridge at Spadina Road. This will signal the presence of the Green Line to those passing by and highlight the gateway feature of this area. Although the Green Line project is still in its conceptual phase, mural art at the Dovercourt Avenue underpass in Phase 2 alludes to the Green Line project, helping to strengthen the identity of the site and build community support.
Figure 48 : The West Toronto Railpath, a multi-
2. Paint a mural at the Dupont Street and Spadina Road underpass to further highlight the gateway feature and beautify this heavily frequented underpass.
use trail running through Toronto’s west end, effectively signals its presence using paint on the rail bridge Source : gordperks.ca
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3. Incorporate signage from Dupont Station signaling presence of the Green Line, Tarragon Theatre and George Brown College. Representatives from the Tarragon Theatre and George Brown College expressed interest in using consistent signage to inform the public of the location of the Green Line and adjacent institutions. There may be opportunities to include other key institutions and destinations in this wayfinding signage. Figure 49 : “Because you’re mine, I walk the line” mural art at Dovercourt Road Source : greenlinetoronto.wordpress.com
4. Animate the parking lots with pilot events and programming when not in use. Community members indicated that they would like to see several different types of programming take place in these parking lots. Figure 50 shows examples of the variety of potential programming organized by season and themes. These events can take on different sizes within the parking lots depending on the nature of the event and availability of space. A detailed list of all potential programming and events that were identified during stakeholder consultations can be found in Appendix C. In the short term, we recommend piloting programs that do not require major infrastructural changes to these sites in order to get stakeholder and community buyin. Different types of pilot events and programming would be best suited to each lot given their different conditions. For example, tai chi would be best suited for the east lot, which is available during the day and has no conflicting uses. PlayMOBILE, the City of Toronto’s mobile recreation van, would be best suited to set up on the larger west lot at times when it is not being heavily used given the ample space it provides. These pilot projects would require negotiations between relevant stakeholders such as Unit Park, Hydro One, the City of Toronto and the Green Line conservancy, to account for issues of liability and cost.
Figure 50 : Examples of community events and programming that could take place on parking lots
Stakeholders also identified several partnership opportunities that may arise from this programming initiative, such as partnering with George Brown programs for Nuit Blanche, the Toronto Archives for outdoor photo exhibits, and the Bowery Project for container gardens. These partnerships could be overseen by the Green Line Conservancy. Page 45
Representatives from George Brown College expressed interest in using the space to put on events with students, such as a fashion show. These could be tied into their curriculum with at least one year of preparation time provided to George Brown Administration. For example, students in the Construction Management program could build temporary structures for these events. 5. Paint a mural on the fence on Bridgman Avenue to further draw attention to the possibility of transforming the parking lots into community spaces. 6. Add a variety of temporary seating options in the east lot. Both community members and George Brown students commonly discussed the current lack of seating and gathering space in Phase 3. We recommend transforming the east lot into a parkette in the long term to address this need. In the interim, fun, whimsical seating can serve to animate and draw people into the site. 7. Install bicycle parking along the fence on the eastern boundary of the east lot.
Figure 51 : An example of fun, temporary, modular public seating in Vienna, Austria Source : Osw.com
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Medium Term Actions (3-5 years) ve. A n
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Medium term actions involve the continuation of successful pilot events and programming, and the introduction of programming that may require infrastructure.
Figure 52 : The Gateway focus area medium term actions
The following list of actions correspond to numbers on the map above: 1. Remove the fences along Bridgman Avenue to increase the visibility and safety of events. 2. Evaluate pilot projects to determine their success. If pilots are successful, they can continue on the Gateway lots and be introduced to other parking lots within Phase 3. For example, representatives from the Tarragon Theatre expressed interest in having a farmers market on the parking lot in front of the theatre on Saturdays. 3. Install lighting, electrical plug-ins, as well as structural rigging infrastructure for programs and events. Such events may include markets, food truck festivals, and even movie nights. Page 47
Long Term Actions (5+ years) ve. A n
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The long term actions for this strategy aim to further highlight the Gateway feature and showcase the identity of the Green Line.
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The multi-use trail will run along the north side of the west parking lot where it meets the contraflow lane at Macpherson Avenue.
3
Figure 53 : The Gateway focus area long term actions
The following list of actions correspond to numbers on the map above: 1. Build a “stramp” to draw pedestrians into the west parking lot. These parking lots sit one meter above grade from the sidewalk on Spadina Road. We observed that most people walk on the west side of Spadina Road from the Dupont subway station to access adjacent institutions. We thus propose adding a “stramp”, or seating steps and ramps, on the west side of Spadina Road to draw people into this parking lot from the sidewalk and bring more seating into the space. It is not feasible to mirror this stramp on the east lot as there are gas pipes located where the stramp would need to be constructed.
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2. Install a deflection wall along the rail boundary to protect users of the multi-use trail and parking lots from derailment risks. 3. Transform the east lot into a parkette. Stakeholders said they would like to see more seating and gathering spaces along the Green Line, and passive recreational uses on this parking lot specifically. Since it is the starting point of the Green Line, it could be a welcome hub with an information board containing maps and space for the conservancy to post updates. The Pedestrianization of Bridgman Avenue Successful pedestrian streets tend to be placed on roads that are already have high volumes of foot traffic.
Figure 54 : Stop Spadina Expressway Movement Source : The Toronto Star This parcel of land was originally included in the 1950s Spadina Expressway proposal. After fierce opposition from community groups, led in part by Jane Jacobs, the proposal was overturned in the 1970s. Since then this space has remained an unlicensed open space.The statue in the centre of the parkette (Figure 56) pays homage to Jane Jacobs.
Figure 55 : Bridgman Avenue behind George Brown Campus
The Green Line: Opportunities and Constraints study identified the pedestrianization of Bridgman Avenue between Kendal Avenue and Dartnell Avenue as a potential strategy to create more public and community space along the Green Line. This space is intended to serve George Brown students, whose campus is lacking in outdoor seating and gathering space.
Feedback gathered during consultations at George Brown College revealed that the pedestrianization of Bridgman Avenue may be an inappropriate design solution, as the majority of George Brown students do not currently venture along that road. Instead, they typically access their school using the front entrance on Kendal Avenue from Dupont Station via Macpherson Avenue. Instead of pedestrianizing Bridgman Avenue, we propose animating parking lots within the Gateway focus area, a short block away from campus, in order to capture high levels of student foot traffic.
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Figure 56 : [Top] Current condition of the east parking lot within the Gateway focus area [Bottom] Rendering of the long term vision for a parkette in the east parking lot
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6. CONCLUSION: QUICK START ACTION PLAN Although Phase 3 is the most challenging segment of the Green Line from a land use planning perspective, it provides a unique opportunity for Park People, the City of Toronto and community partners to champion a new way of looking at non-traditional spaces like parking lots and vacant lots in our rapidly growing city. The strategies outlined within this study aim to reimagine, enhance, and repurpose these spaces through a series of actions and quick start projects that help potential future users see this traditionally overlooked segment of the hydro corridor as a viable new front yard for the community. Not only are these actions prototypes that can be applied across Phase 3, they also present a point of departure for the Green Line project to be set in motion. Accordingly, we recommend that Park People begin with the following Quick Start Action Plan: Enhancing Movement • Install signage directing cyclists to the nearest designated bicycle lanes • Install signage directing pedestrians to access Dupont Street between Bathurst Street and Christie Street • Install continuous wayfinding signage • Install signage directing all users to cross at the signalized intersection at Dupont Street and Spadina Road Reimagining Vacant and Underutilized Spaces • Install warning signage at the Christie Street and Bathurst Street entrances to the Green Line alerting potential users of the dead end incurred by the TTC’s gate • Host a mural design competition Repurposing parking lots as community space • Paint the Green Line on the rail bridge at Spadina Road • Paint a mural at the Dupont Street and Spadina Road underpass • Incorporate signage from Dupont Station with wayfinding to adjacent community assets such as Tarragon Theatre and George Brown College • Animate the parking lots with pilot events and programming when not in use • Paint a mural on the fence at Bridgman Avenue • Add a variety of temporary seating options in the east lot Page 51
7. REFERENCES City of Edmonton. (2015). Winter Design Guidelines. Edmonton: City of Edmonton. Retrieved from https://www.edmonton.ca/city_ government/documents/PDF/WinterCityDesignGuidelines_draft.pdf City of Toronto. (2012). Bikeway Trails Implementation Plan. Retrieved from City Council Decision: http://app.toronto.ca/tmmis/viewAg endaItemHistory.do?item=2012.PW15.2 City of Toronto. (2015). Finch Corridor Trail Project. Retrieved from http://www1.toronto.ca/wps/portal/contentonly?vgnex toid=89778dd3f2ce1410VgnVCM10000071d60f89RCRD City of Toronto. (2012). Finch Corridor Trail Project: Questions & Answers. Retrieved from http://www1.toronto.ca/city_of_toronto/poli cy_planning_finance__administration/public_consultation_unit/transportation_office/finchyonge/files/pdf/q_a.pdf City of Toronto. (2006). Local Parkland Provision - Map B. Toronto: City of Toronto. Retrieved from https://www1.toronto.ca/plan ning/8-parkland-b-c.pdf City of Toronto. (2015). Official Plan. Retrieved from http://www1.toronto.ca/wps/portal/contentonly?vgnetoid=03eda07443f36410Vgn VCM10000071d60f89RCRD City of Toronto. (2016). Pan Am Path: Backgrounder. Retrieved from City of Toronto- 2015 Pan Am and Parapan Am Games: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=cfed7dbb55c0d410VgnVCM10000071d60f89RCRD&vgnex tchannel=f40d7dbb55c0d410VgnVCM10000071d60f89RCRD City of Toronto. (2016). Ten Year Cycling Network Plan. Toronto: City of Toronto. Retrieved from http://www.toronto.ca/legdocs/ mmis/2016/pw/bgrd/backgroundfile-92811.pdf City of Toronto Transportation Services. (2016). Pan Am Path A Legacy Project of the City of Toronto. Toronto, Ontario, Canada. Re trieved from https://issuu.com/transportationoptions/docs/jennifer__hyland_-_cycle_tourism_pa City of Toronto Transportation Services. (2016a). Road Classification System. Retrieved from City of Toronto Transportation Services: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=8a8d2118b7412410VgnVCM10000071d60f89RCRD&vgnextchannel =6f2c4074781e1410VgnVCM10000071d60f89RCRD Greenlinx. (2015). The Green Line Linear Park: Opportunities & Constraints. Toronto: Park People. Page 52
Government of Canada (2014). Provincial policy statement, 2014. Retrieved from http://www.mah.gov.on.ca/AssetFactory.aspx? did=10463 Hatch Mott MacDonald. (2014). North Toronto Subdivision Rail Corridor Risk Assessment and Management Study. Toronto: Hatch Mott MacDonald. Retrieved from https://www1.toronto.ca/City%20Of%20Toronto/City%20Planning/Community%20Planning/ Files/pdf/H/HMM336678-RR-230-0001%20Rev%200_2.pdf Horowitz, Corey. November 28, 2014. Finch hydro corridor trail audit and a Q&A with local councillor David Shiner. Dandy Horse Magazine. Retrieved from: http://dandyhorsemagazine.com/blog/2014/11/28/finch-hydro-corridor-trail-audit-and-a-qa-with-lo cal-councillor-david-shiner/ Hydro One. (2009). Secondary Land Uses on Right-of-Ways (ROWs). Retrieved from Secondary Land Use Management: http://www. hydroone.com/secondarylanduse/pages/default.aspx Infrastructure Ontario. (2016). Provincial Secondary Land Use Program. Retrieved from Infrastructure Ontario: http://www.infrastruc tureontario.ca/Templates/Lands.aspx?id=2147484016&langtype=1033 McKay, T. (2007). Making Parks Safer. Peel Region: Pearson Education Canad. Retrieved from http:// cptedontario.ca/wp-content/up loads/2014/04/Making-Parks-Safer.pdf Ontario Ministry of Municipal Affairs and Housing (2006). Growth Plan. Retrieved from https://www.placestogrow.ca/index.php?op tion=com_content&task=view&id=359&Itemid=12 Scott Torrance. (2010). Video: Walking Tour of the West Toronto Railpath. Toronto: Friends of West Toronto Railpath. Retrieved from https://railpath.ca/video/
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3
1
The Green Line Visioning Lookbook
Appendix A. Lookbook
8. APPENDIX
Mural
Green wall
Winter playground
Farmers Market
Boardwalk
Community garden
4
2
7
5
Bridgman Avenue
Pedestrian streets
Stormwater management
George Brown parking lot
Food trucks
Pop-up gathering space
Parking lot fun
8
6
To learn more about the Green Line project and find out how you can get involved, please visit Park People and Friends of the Green Line’s website: https://greenlinetoronto.wordpress.com/
How can you get involved?
University of Toronto planning graduate students are currently working to develop design ideas for Phase 3 of the Green Line hydro corridor between Christie Street and Spadina Avenue.
Workshop Architecture organized an ideas competition for the Green Line in 2013 that produced many design ideas for the space.
Park People is a City of Toronto partner on the project. They work in collaboration with Friends of the Green Line, a key advocate and resource partner to develop the Green Line. They have commissioned an opportunities and constraints study on the Green Line.
The City of Toronto is currently hiring consultants to make a plan for connecting the Dupont Hydro Corridor ‘Green Line’. The plan will focus on improvements to City of Toronto operated parks and licensing new park space along the Green Line, building public spaces and making improvements to the city roads and sidewalks along the Green Line, as well as constructing pedestrian bridges.
Local residents, City councillors, parks groups, city staff, university students, and interested citizens have been working diligently to organize for the completion of the project.
Who’s involved in the Green Line project?
There are currently 13 parks in the Dupont Hydro corridor licensed by Hydro One and operated by the City of Toronto’s Parks, Forestry and Recreation Division. There are also spaces currently operated by private entities, like parking authorities. Rather than interrupting business, the City of Toronto intends to work collaboratively with these groups to ensure a continuous pedestrian connection and find solutions for city owned roads or sidewalks in these areas.
What is the current ownership arrangement along the Dupont Hydro Corridor?
The Green Line is a vision to transform the Dupont Hydro Corridor into a connected linear park and trail system. The Green Line is 5 km long, running from Earlscourt Park to Spadina Road.
What is the Green Line?
FAQs
Appendix B. The Green Line FAQ sheet
Small Small, Medium, Small
Large
Large
Medium, large Large Large Large Large
Food truck or pop- up cafe Bike repair popup playMOBILE
Flower market
Christmas Tree Market Light festival Nuit blanche Spring solstice Christmas Market
Size
Chess
Programming/ Event
Conservancy / Artscape / Dupont by the Castle BIA
Conservancy /Artscape
George Brown, local artists
Hydro One
Local businesses (i.e. Summerhill Nursery, flower shops on Davenport Ave, Rose Emporium and Growers Market)
Medium Term
City of Toronto- Parks, Forestry and Recreation
Local bike shop
Dupont by the Castle BIA and/or local business
George Brown Chess Club or Student Association
Quick Start
Partnership Opportunities
Utilities, Audio Visual
Utilities, Audio Visual
Utilities, Audio Visual
Electricity
Infrastructural Requirements
West parking lot at Spadina Road and Macpherson Avenue intersection
Appendix C. List of Programming Options
Winter
Spring
Fall
Winter
Winter
Spring
Spring, summer, fall
Spring, summer, fall
All season
Spring, summer
Season
Outdoor classroom
Outdoor movies Waldorf School
Medium Term Utilities, Audio Visual
All season
Spring, summer, fall
Spring, summer, fall
Stargazing
University of Toronto Astronomy Department
Spring, summer, fall
(Informal) Running group meet-up
Spring, summer, fall
Anchors
All season
Pop up seating
Dupont BIA/ Local businesses
Food truck
Spring, summer, fall
Spring, summer, fall
Season
Spring, summer, fall
Toronto public library
Mobile library
Infrastructural Requirements
Tai chi, yoga, meditation
Archives, Artscapes
Quick Win
Partnership Opportunities
Themed exhibition
Programming/Event
East parking lot at Spadina Road and Macpherson Avenue intersection * scale does not apply to events in east parking lot since the small size of the lot limits large events