MVTG_Bicycling Project_Final Design Specificaiton

59 Pages·2016·2.65 MB·English

by  Akhil Mathur

Engineering Strategies and Practice

University of Toronto
Faculty of Applied Science and Engineering
APS112 & APS113
Final Design Specification (FDS)

Project # 63 Date March 28, 2016

Project Title Rethinking Movement through and around Mirvish Village
Client Name Donna McFarlane, Roy Sawyer
Client Contact [email protected]; [email protected]
Tutorial Section TUT 0126
Teaching Assistant Nick Eaves
Project Manager Milan Graovac
Communication Instructor Jessica Taylor
Prepared By (Names and Student #s of Jamie Tian
Team Members) Noah Komavli
Akhil Mathur
Max Romanoff
Ishaq Khan

This Final Design Specification (the "Report") has been prepared by first-year engineering students at
the University of Toronto (the "Students") and does not present a Professional Engineering design. A
Professional Engineer has not reviewed the Report for technical accuracy or adequacy. The
recommendations of the Report, and any other oral or written communications from the Students, may
not be implemented in any way unless reviewed and approved by a licensed Professional Engineer
where such review and approval is required by professional or legal standards; it being understood that
it is the responsibility of the recipient of the Report to assess whether such a requirement exists.
The Report may not be reproduced, in whole or in part, without this Disclaimer.
Engineering Strategies and Practice

Executive Summary

The client, Mirvish Village Task Group (MVTG), is a resident union that voices communal
opinions to city council and developer, Westbank, for Mirvish Village’s redevelopment. The
current redevelopment proposal by Westbank lacks safe access to bicycle parking and safe
connections to major bicycle lanes. Stakeholders in this project include businesses in the Mirvish
Village area, Westbank, the City of Toronto, cyclists/pedestrians, residents, vehicle drivers, and
Cycle Toronto, an organization that advocates for healthy and safe cycling. The proposed design
requires key functions including the control of traffic congestion, avoidance of car-bicycle-
pedestrian collisions and providing storage for bicycles and cars through a parking garage.
Design objectives are that the design should be safe, accessible, efficient, and require minimal
construction. A potential design must also adhere to specific legal constraints of the City of
Toronto, and in a broader sense, the Provincial and Federal Government.

The proposed design includes a new parking garage with three outdoor bicycle parking locations,
green coloured bicycle lanes, and new bicycle routes. These three aspects of the design are taken
into account in order to improve bicycle safety and congestion issues. This effectively minimizes
bicycle-pedestrian- vehicle conflict, improves garage accessibility for cyclists, and improves
route connectivity between north and south lanes. The garage design consists of alterations to
Westbank’s proposed garage including two access points separated by concrete barriers, and
bicycle escalators inside the garage. Outdoor bicycle parking stands are included to tend to the
needs of short term visitors to the area. Green coloured bicycle lanes are to be implemented on
all new proposed bicycling routes through the use of a polyurethane spray which is composed of
small granules. This is a non-slip material that will not cause injury or wear away over time due
to weathering. New bicycle lanes will connect with each entrance of the garage. The new routes
effectively improve congestion/ traffic delays and fluidity on streets.

The bounds of the design were analyzed through standards, regulations and subsections,
provincial structural standards, standards for road markings, and parking regulations. The
credibility of the design was tested by comparing the design to credible tests and standards
including tests for safety, level of accessibility to bike lanes, and accessibility to parking. The
implementation requirements observe changes to the site based on each aspect of the design:
parking, traffic, routes. Using a life cycle analysis it was found that 15000 kg of volatile organic
compound and 33.3 tonnes of CO, will be produced from this design implementation. The
human operation of this design works at a political level and psychological level. This ties into
the aspects of universal design: availability and accessibility for a broad range of users with
varying needs. The social impact of this design was analyzed through methods of research that
balance stakeholder needs. The related economic costs included: Initial costs (construction),
ongoing costs (operating), final costs (reconfiguration), and external costs (pollution costs).
Engineering Strategies and Practice

1.0 Project Requirements

The Mirvish Village Task Group is a committee responsible for keeping the Mirvish community
informed with redevelopment in the area. Westbank, a real estate developer, has proposed the
redevelopment of Mirvish Village which needs to be optimized to be bicycle friendly.

1.1 Problem Statement

Mirvish Village is an iconic destination in Toronto with a high traffic of people due to its eclectic
shops and restaurants [1]. As informed by the client, the narrow and archaic laneways are
increasingly becoming inefficient in controlling traffic due to increased volume, diversity of
vehicles and suboptimal traffic management [2]. This leads to congestion and safety hazards.

Safety and congestion is a problem in Toronto such that, “over 80% of pedestrian and cyclist
injuries and fatalities from roadway collisions occur on arterial roads” [3]. Harbord Street is most
notorious for its collision hazards and traffic crossing delays with satisfaction being 100 percent
and 61 percent satisfied, respectively [4]. Westbank has proposed a parking garage prone to
congestion due to its location and access points [5].

The redevelopment proposal of Mirvish Village currently lacks safe access to bicycle parking
and safe connections to major bicycle lanes. The need is a means for safely regulating traffic and
reducing traffic congestion. An optimal solution will have a means for reducing bicycle-vehicle-
pedestrian conflict on roads in order to safely transport mass from point A to point B.
Engineering Strategies and Practice

1.2 Identification of Stakeholders:

Stakeholders are people, organizations or affiliated groups with an interest or concern in the
design. They may affect or be affected by the technology being created.

Table 1.2.1 - Project Stakeholders
Sr. Stakeholder Interest Impact (Related to FOC)
No.
1. Mirvish Village Economic: Attract customers {UF2},{O1},{O2}
Businesses through redevelopment [6]
2. Westbank Legal: Developer of current {UF2},{SF2},{O5}
proposal [7]
Economics: Long term
ownership of property. [8]
3. City of Toronto Legal: Fluidity on streets and {PF1},{PF2},{O4},
citizen safety. [9] {C1},{C2},{C3},{C4},{C5}
Economic: Concerned with
finances - paying for
redevelopment [9]
4. Residents (Adults, Social: Redevelopment of {PF1},{SF2},{O1},{O2}
Children) homes & residential areas [9]
5. Cyclists and Social: Users of bicycle {PF1},{SF2},{O1},{O2},
Pedestrians lanes: Impacted by safety, {C3},{C4},{C5}
traffic and congestion [9].
6. Vehicle Drivers Social: Concerned with
safety: decrease conflict with {PF1},{SF2},{O1}, {C3},
bicyclists [9]. {C4},{C5}
Impacted by traffic and
congestion.
7. Cycle Toronto Social, Environmental: As biking becomes more
Increase number of bicycle convenient, more people may
users in Toronto [10] choose bicycles over cars.
{UF1},{C4},{C5}
Engineering Strategies and Practice

1.3 Functions

The functional basis was derived by making a black box identifying the problem in terms of
mass, energy and information. (Appendix 1)
The functional basis of this design is to transport mass from point A to point B.

1.3.1 Primary functions

The design must:
● control congestion levels of traffic. (PF1)
● provide storage for bicycles around the city. (PF2)

1.3.2 Secondary functions

The design must indicate/identify an optimal:
● garage location and entrance point. (SF1)
● route for cyclists, pedestrians, and vehicles. (SF2)

1.3.3 Unintended Functions

● Increase number of cyclists in Mirvish Village. (UF1)
● Improve businesses around Mirvish Village. (UF2)
Engineering Strategies and Practice

1.4 Objectives

The following objectives, ordered by importance (Appendix 2), are attributes that an ideal design
should encompass in order to be deemed an optimal solution.

Table 1.4.1 - Design objectives/Metrics/Descriptions
Sr. Objectives Description Goals / Metrics
No.
1. Safe - Minimize pedestrian-bicycle- - Bicycle-vehicle traffic separated
vehicle conflict 100% of the time
- Minimize hazards - Reduce accidents by 20%
(Appendix 3) [11]
2. Accessible to - Reduce density of bicycles per - Increase cyclist volume-to-
bicycle lanes laneway capacity (V/C ratio) to 0.78 or
- Increase utility better on signalized intersections
- Improve connectivity to and LOS C or better (Appendix 4)
bicycle grid/ improve bicycle [12][13][14].
mobility
- Levels of Traffic Stress (LTS) on
lanes with speed limit >40 mph
have LTS 3 or better , and <=40
mph have LTS 1 [15].

- Detours should not exceed the
length of the most direct route by
>25 % or 0.33 miles for short trips
[16].
3. Accessible to - Accessible to youth/ elderly - Bicycle parking slope gradient
bicycle parking - Optimal location for garage should not exceed 5%
that appeals to different users (Appendix 5) [17].
-Minimum one access point.

4. Efficient - Decrease cycling travel time - Decrease delay time by 5% on
roadways [14].
5. Minimal - Should not impose major - Does not require the construction
Construction construction of new roads.
- Limited interaction with roadways
- Limited construction in/around
in the area.
major roads

-Efficient resource management
Engineering Strategies and Practice

1.5 Constraints

Constraints are legal and developmental bounds set in order to ensure validity. Unsatisfied
constraints lead to an invalid design.

1.5.1 Developmental Constraints

● C1 Zoning By-law 569-2013: Exception CR 2 (B) in Chapter 900.11.10
○ requires the provision of a total of 865 parking spaces on the East and West
Properties combined [18].
● C2 Zoning By-law 560-2013
○ requires the provision of 1,112 bicycle parking spaces on the site [18].

1.5.2 Legal Constraints

● C3 Chapter 886-5: Article III
○ Vehicles are excluded from the pathway; ambulances/ other emergency vehicles
excepted [19].
● C4 Chapter 886-6: Article IV: (B, C)
○ Anyone may use a bicycle lane.
○ Only bicycles may ride in the bicycle lanes [19].
● C5 Chapter 886-8: Article V
○ Lanes designated for use of bicycles [19].
Engineering Strategies and Practice

1.6 Service Environment

This section identifies the regions in which a potential design will operate. All proposals will
take the environment into account.

Table 1.6.1 - Service Environment Factors/Descriptions
Factor Description Relation to
FOC’s
Physical Traffic ● Car traffic congestion levels in Toronto {PF1}, {SF2},
Factors were 31% in 2014 [20]. {C3},{C4},{C5}
● Toronto experiences high volumes of
traffic [20][21][22].
● Average commute time in Toronto is 31
minutes [23].
Bicycle ● Suggested width of conventional bicycle {UF1}, {O1},
laneways lane is 1.2 - 1.5m from curb [24]. {O5}, {C4},
{C5}
Physical Varied ● Toronto temperature and weather {O3}
Environment seasonal fluctuates year-round (Appendix 6)
climates
[25][26]
[27]
Engineering Strategies and Practice

1.7 Client Ethics and Values:

The client’s ethical and moral values revolve around sustainability and safety [2]. Due to the
scarcity of natural resources left on Earth, the client believes in promoting a green Earth by
increasing the usage of bicycles [2]. The client values the health and well-being of society- a
healthier lifestyle is encouraged with bicycling. The client’s ethical policy of utmost importance
is safety [2]. The project aims to create a design that minimizes the chance of bicycle /vehicle
error and injury.
Engineering Strategies and Practice

2.0 Detailed Design

The final proposed design includes a new garage with three outdoor bicycle parking locations,
green coloured bicycle lanes, and new bicycle routes. These aspects of the design are taken into
account in order to improve safety and congestion issues.

2.0.1 Meeting Client Needs

MVTG requires a design that safely regulates traffic, while reducing congestion[2].
● Outdoor bicycle parking reduces congestion (multiple locations).
● Three bicycle parking options for different users.
● Multiple routes provide cyclists with multiple travel options[28].
● Coloured lanes offer a solution to bicyclist safety [29]:

Table 2.0.1.1 Client Problem Vs. Proposed Solution
Problem Solution
1. Minimize bicycle-pedestrian- - Car and bicycle entrances separated by concrete dividers
vehicle conflict - Coloured laneways. Study in Denmark with
Green bicycle lanes:
● 38% decrease in bicycle collisions [29]
● 71% decrease in serious injuries [29]
2. Improve garage accessibility for - Bike lanes at garage entrance.
cyclists. - Provides different users various options based on needs [2].
○ Outdoor parking for shoppers, visitors, and other short
term users.
○ Underground parking for residents, commuters, and
other long term users.
- Bicycle escalators to assist in moving up ramps.
3. Improve route connectivity - New lanes on Bathurst, Palmerston, Markham, Lennox, Borden,
between north and south lanes. London and Bloor Street redistribute traffic.
4. Countermeasures against - 2% grade entrances for drainage
seasonal changes. (Appendix 5) [24].
- Metal drains at garage entrances
- Alternative contingent routes for road blockage.