DAVENPORT DIAMOND Design direction January 18, 2016 DAVENPORT DIAMOND We need to separate freight and passenger rail traffic at the Davenport crossing

The Pacific (CP) line is one of the busiest freight corridors in . Nineteen east-west freight trains travel along this corridor every day. The CP freight line crosses a set of north-south tracks at Davenport which carry about 4 million GO train passengers a year along the GO corridor. This level crossing is called a NOW: The rail “diamond” on the Barrie Corridor, where GO passenger rail intersects with the CP freight line rail ‘diamond’ — and the Davenport Diamond is one of the last high-traffic rail crossings in .

By 2025, the plan is to offer two-way, all-day 15-minute service with a new fleet of electrified trains for a pro- jected annual ridership of 22 million. For residents of Toronto, regular, all-day 15-minute GO Train service will mean new, faster transit options for getting around the city and a transportation network that can support the business growth and investment that is needed for a vi- brant, healthy local economy for generations to come. Running more frequent, reliable scheduled service will not be possible with the long delays that would be caused by freight train traffic at the crossing. Removing the Davenport Diamond will mean a greater level of reliability Future: Removing the rail crossing will enable more frequent, reliable service, and end the “clickity-clack” and safety for trains travelling noise of both freight and passenger trains passing over the diamond. through the Davenport community. DAVENPORT DIAMOND Removing the rail crossing is complicated for several reasons

Cross Section of the Guideway Option*

* The vertical scales (heights) are exaggerated by a factor of 10. If the vertical scale was the same as the horizontal scale, details such Cross Section of the Tunnel Option* as the grade separations would be too difficult to see.

Can the CP freight line run above or below the ral slope is the equivalent of a three-storey building. This GO corridor? slope is an important factor in deciding whether to build The simple answer is no: the CP line falls under fed- an underpass or overpass. eral jurisdiction, which means that it cannot be forced to build a new bridge or tunnel for its trains. There are Throughout construction, GO Transit must maintain regu- also basic engineering constraints: because the freight lar service for the 10,000 passengers who take the train trains running along the corridor are much longer and each day. We are also committed to minimizing incon- heavier than GO passenger trains, the slope of any venience for drivers, cyclists and pedestrians who use bridge or tunnel would need to be much more gradual, neighbouring roads and sidewalks. Construction impact is lengthening the span and impacts of any new structure. one of several factors we consider when evaluating differ- Not only would this be very costly, it would also be in ent infrastructure choices. conflict with the recently constructed West Toronto Dia- mond Grade Separation. What about the Missing Link Report? The Missing Link Report has been mentioned as an al- Passing under the GO tracks would mean constructing ternative approach. The Missing Link is a study looking an almost 6 km trench running from Runnymede Road at the possibility of building a new corridor that would di- to Christie Street, with new road overpasses at each vert freight traffic off the Milton and Kitchener corridors of the nine north-south streets, as well as reconstruct- to allow for the increase of GO train service to communi- ing the West Toronto Diamond Grade Separation. The ties along the lines. has been working with rail trench would create significant engineering problems and municipal partners on this study, however, for it to for the CP line, including the connection to its Lambton become a reality, it would require competitors CP and CN freight yard and its two connections to CP’s MacTier to work together and agree to share the same corridor, subdivision that runs north from the former West To- considerable new government funding to purchase the ronto Diamond. Going over would involve an almost six line which is estimated to be $5 billion, and an environ- kilometre bridge which would create similar significant mental assessment. This process could take more than engineering problems for the CP line to connect with a decade and will severely limit GO Transit’s ability to pro- their Lambton freight yard and the two connections to vide urgently needed rail services to passengers. Should its MacTier subdivision. all these pieces come together, the increase in passenger train traffic would still result in the removal of the Daven- Geography port Diamond to improve reliability and safety. Even though it might look flat, the GO corridor climbs a significant slope as it travels from Bloor Street West past Davenport Road and onwards to St. Clair Avenue West. Between Bloor Street West and Dupont Street, the land rises 7.7 metres. Between Dupont and St. Clair, the land rises 11.5 metres. Combined, this natu- OVER OR UNDER? OVERPASS OR TUNNEL? Two engineering options

There are two options to separate the GO passenger line terms, the tunnel option would cover an area to the north of from the CP freight line at the Davenport Diamond: Go about 4 km, compared to an overpass, which covers 1.4 km. over or go under. Metrolinx has carefully studied the engi- Both options were evaluated to look at their impact on the neering and construction challenges, community impact community and the region, including: and cost of building either a tunnel or a raised overpass. Both options support two-way, all day transit service by separating passenger and freight rail traffic, and both cre- ate the potential to add a new future GO station at Bloor Street West. Both options share a starting point just north of Bloor Street West, which is necessary to protect for a potential future station at this location. In comparative Key Questions Overpass Tunnel 1. Will they support the regional transit network and a new station at Bloor Street? • Support two-way all-day transit service by separating passenger rail • Support two-way all-day transit service by separating passenger rail Assessment and freight rail traffic and freight rail traffic Both options support provincial objectives for • Create the potential to add a new GO station at Bloor Street • Create the potential to add a new GO station at Bloor Street frequent two-way, all-day GO service and make it possible to develop a new station at Bloor Street 2. How much is it expected to cost? • The Overpass is estimated to cost between cost Assessment $195-$210+ Million to construct The Overpass option will be less than a third of the • Includes design and public realm improvements in the form of inte- • The Tunnel is estimated to cost $625-$675 Million to construct cost of the Tunnel option. This includes consider- grated art, lighting, Greenway/multi-use pathway and structural de- ation for the additional money that will be spent sign on public realm improvements to help integrate the Overpass into the neighbourhood 3. How will construction affect the community? • 5 to 6 years to construct • Construction will impact a 4 km area • Approximately 6,600 people are impacted who live within 150m • Significant construction noise impacts at staging and trenched areas with moderate construction noise in tunneled areas for a longer term Assessment (5 to 6 years) • 76 individual property parcels are affected by construction, with The Overpass option results in the least amount • 2 years to construct 24 needing to be purchased, for a total area of approximately of impact during construction. The Tunnel option • Construction will impact 1.4 km 34,680m2 results in a significantly longer construction period • Approximately 3,900 people are impacted who live within 150m • Significant vibration impacts for the entire length of the tunnel and and impacts an area 20% larger than the • Moderate construction noise impacts for a shorter term (2 years) trenched areas. Vibration impacts driven in the south trench will Overpass option. The need to build trench walls at • Localized vibration impacts during during pier construction travel significantly farther due to soil conditions either end of the tunnel will result in significantly • Soil disturbance and disposal is limited • Extensive piles need to be installed to build trenches leading to • The Siberian Elms at Campbell Avenue Park can be protected • significant construction noise more noise for adjacent communities. Staging • Limited temporary easements will be required for the construction • Approximately 300 trucks a day at peak period expected requirements will require numerous sites through- • Construction of the overpass will only require a short-term closure of • Campbell Avenue Park will be used as the main tunnel support site. out the neighbourhood, extensive truck traffic and Wallace Avenue, which will be lowered by 0.5 metres This will require the removal of mature trees the loss of mature trees at Campbell Avenue Park. • Approximately 120 trucks a day at peak period expected • 16 properties will be impacted including St. Nicolas of Bari School The Overpass option can be built without using or property acquiring any additional properties. In contrast, • Construction of the tunnel approaches will require a prolonged closure of Wallace Avenue during construction which will be raised the Tunnel option will require temporary construc- by about 1 metre affecting adjacent property access tion and permanent property requirements. • Significant vibration impacts for the entire length of the tunnel and trenched areas. Vibration impacts driven in the south trench will travel significantly farther due to soil conditions.

4. What will the long-term impacts be on the • Results in substantial visual impact at Rogers Road where the street neighbourhood? will be raised 7.5 m to cross the rail corridor • Rumbling underground vibration will be felt and heard by residents adjacent to 2 km tunnel similar to TTC subway tunnels • Increase in operational noise impacts at trenched areas with a re- • Will require 2m high noise walls along the entire elevated structure duction in noise impacts at tunnel openings • No significant vibration impacts. There will be less vibration with the Assessment • Once electrified there are no impacts on air quality from this service overpass than felt today because the structure absorbs the vibration The Overpass option results in greater visual im- • Will have a significant impact on St Nicholas of Bari School as the • Once electrified there are no impacts on air quality from this service pact to the Davenport community than the Tunnel creation of a new Rogers Road overpass will cut off car access to the • Visible impacts from surrounding streets, open spaces and adjacent school from the north and create a large retaining wall immediately option. The Tunnel option would impose different buildings. The structure will be most visible along Wallace Avenue in front of the school. visual and public-realm impacts; it would require and Dupont Street 2 km of fenced-in approach trenches as well as • Approximately 6,600 residents live within 150 m of the trenches at the north and south ends of the tunnel raising Rogers Road by 7.5m. The Tunnel option • Will not enable a connection at Paton Road. would also impact St. Nicholas of Bari School. • East-west public space connections at Wallace Avenue and Paton Avenue would not be possible; road connection at Earlscourt Park remains the same 5. What are the long-term neighbourhood opportunities? • A 2 km residential area between Campbell Avenue Park and Innes Avenue pedestrian bridge would benefit at the buried section of the • Will result in 2 new east-west connections, one at Paton Road and Tunnel from the removal of long-term visual impact Assessment one at Antler Street/Lappin Avenue • Will result in 1 new east-west connection at Antler Street/Lappin Av- The Overpass option results in the most • Will result in a new 1.5km multi-use path along the length of the enue; and could enable a new connection at Campbell Avenue Park. improvement to neighbourhood connectivity and overpass from Davenport Road to Bloor Street West • Offers the potential to create a new 1.2km multi-use path from north • Creates the potential to extend the new trail south to meet with the more significant street, park and open space of St. Clair Avenue West to the CP rail corridor. This path would not planned extension of the West Toronto Railpath, and north through improvements. The Overpass option will establish be connected to transit to the north or south to Bloor Street West Earlscourt Park to St. Clair Avenue two new east-west connections, and the multi-use since the trench occupies the full width of the right-of-way, preclud- • Create public space at Wallace Avenue to support and grow the ing a continuous north-south greenway connecting parks, transit and path that gets built with it will have greater emerging retail strip neighbourhoods. potential to connect with destinations outside of • Significant investment in public realm improvements including a • The new trail could connect with the proposed Green Line and the the neighbourhood, including the West Toronto naturalized landscape strategy and new plantings along the length Sandra Park Trail. of the overpass and a new multi-use path from Davenport Road to Railpath. Metrolinx will continue to work with the • The neighbourhoods next to trenches will be further sterilized by the Bloor Street West, including a pedestrian and cycling bridge over the City of Toronto as many of these public realm presence of the trenches and the barriers CP Rail Corridor. considerations will involve ongoing negotiation • The cost of the Tunnel option will mean that there is limited budget and discussion with the City of Toronto and other available to make improvements to streets, parks and open spaces. stakeholders to implement. OVER OR UNDER? OVERPASS OR TUNNEL? Two engineering options The Overpass Option Challenge For trains to be able to pass over the CP tracks, a 570 metre bridge would be needed, with berms located at ei- ther end. The berm along Erwin Krickhahn Park will be naturalized. Overall, this Guideway option needs less space than the tunnel because it takes advantage of the natural slope of the land. The Guideway would be con- structed in an existing residential and mixed-use neigh- bourhood, with most of the visual and construction impacts in the middle section where the Guideway is ele- vated. The main design challenge is to physically and visu- ally lighten the bridge structure, and to design the space beneath the bridge to be safe and beautiful. The design has maximized the extent of the berms at either end to shorten the length of the bridge to reduce the visual im- pact of the structure.

What it Would Look Like The bridge would extend 570 metre between Wallace Ave- nue and just south of Davenport Road, bookended to the north and south by sloping, bermed green walls or vertical retaining walls.

The Tunnel Option Challenge For trains to pass under the CP tracks and return to cur- rent grade just north of Rogers Road, a 4 km tunnel and two trenches would be needed. The tunnel portion would be buried 5 metres below ground to avoid utilities and city infrastructure. Since GO trains can only climb a max- imum slope of 2%, the tunnel requires a lot of space to burrow down and return to grade, and this is made even more challenging by working against the rising slope of the land. Two new overpasses would be needed as part of this option to allow existing roads to pass over the trenches impacting residential and commercial properties whose access will be impacted by the road becoming ele- vated.

What it Would Look Like The 550 metre southern trench would start descending 25 m north of Bloor Street West and continue 200 m north of Wallace Avenue beside Campbell Avenue Park. The tunneled portion of the 11.4 metre diameter tunnel would extend 2 km, re-emerging 150 metres south of the Innis Avenue Pedestrian Bridge. To re-connect with the existing track alignment near Eglinton Avenue, West the northern trench would extend 1.5 km through residential and industrial neighbourhoods. The trenches would be bordered by over 2 km of five metre-high noise walls.

View of Rogers Road reconfiguration looking west toward St. Nicholas of Bari School (on the left)

View of tunnel trench and noise wall looking south from Overpass Option Tunnel Option Innes Avenue THE GUIDEWAY Minimizing the impact

Cross section of the “designed” Guideway located at Cross section of a typical “engineered” guideway Cross section of the Gardiner Expressway, located at Fort Campbell Avenue Park. This diagram shows the lighter located at Campbell Avenue Park, showing the scale York. This diagram shows its height and width compared to structure achieved through creative engineering and design, necessary for a two-train structure. the “designed” and “engineered” Guideway sections. including the continuous “skylight” between the two train tracks and stainless steel rails along the edge of the Guideway.

Lightening the Bridge The primary goal of the Guideway structural design is to lighten its mass and visual impact. The length of the ap- proach berms at either end have been maximized, so that the length of the elevated Guideway is 570 metres from the previous 847 metres – a reduction of a third. The depth of the Guideway is minimized by using twinned round columns every 16 metres. This design is very dif- ferent than a typical raised highway overpass such as the Gardiner Expressway, which is much larger, and sits on pre-cast I-shaped beams sitting on concrete beams and columns, which can create an unwelcoming, graf- fiti-prone environment with poor lighting beneath. Instead, the Guideway uses an innovative box structure, slightly ta- pered at the edge to lighten the silhouette. The round and Campbell Avenue Park, Dec 21st 9:00 a.m. Campbell Avenue Park, Dec 21st 12:00 p.m. Campbell Avenue Park, Dec 21st 5:00 p.m. narrow profile of the double columns enhances safety by increasing visibility. The double columns also enable the skylight to run through the centre of the Guideway, allow- ing light and water through to support plantings and activ- ities below.

At Campbell Avenue Park, the underside of the Guide- way is between 5.0 metres and 5.8 metres above ground, and between 8.6 metres and 9.4 metres to the top of the stainless steel cladding. Approaching Dupont Street, the underside is 6.4 metres above ground, and 7 metres above ground at its highest point where it crosses the CP track just north of Dupont Street. The overall effect of the design is a physically and visually lighter bridge with safer, naturally lit spaces underneath that are capable of sus- taining partial sun native plantings. Shadow studies show Campbell Avenue Park, June 21st 7:00 a.m. Campbell Avenue Park, June 21st 12:00 p.m. Campbell Avenue Park, June 21st 5:00 p.m. fairly minimal shadowing impact of the bridge on the resi- dential properties next to the rail corridor.

The top of the Guideway stainless steel cladding at the residential area near Wallace Avenue is just over 7.5 me- tres high, about the same height as the peak of the typi- cal two-storey houses in the neighbourhood. The skylight allows for significant natural light beneath the structure. The laneway at the back of the houses north of Erwin Krickhahn Park would have a similar condition to the ex- isting shadow condition cast by the existing noise wall. The impact of the shadowing of the bridge on the trees at Campbell Avenue Park is minimal since the canopy of these mature Siberian Elms is mostly above the level of the bridge. Campbell Avenue Park, Sept 21st 8:00 a.m. Campbell Avenue Park, Sept 21st 12:00 p.m. Campbell Avenue Park, Sept 21st 5:00 p.m. Shadow Studies at Campbell Avenue Park

Section through the Guideway at Wallace Avenue showing scale relative to existing noise wall THE PRELIMININARY GUIDEWAY AND GREENWAY CONCEPT Building responsible, green transportation infrastructure

Above: Initial Guideway and Greenway design focuses The initial Guideway and Greenway and parks, and provide a range of on green, community-friendly spaces. View looking south beneath the Guideway where it opens to concept takes a progressive design all-season amenities to cyclists and Campbell Avenue Park. approach to building advanced, com- pedestrians. The Greenway also fea- munity-friendly transportation tures a new pedestrian bridge over infrastructure. the existing Davenport Diamond, a new at Wallace Avenue to A modern Guideway has been spe- support and enhance the existing re- cially designed with a continuous rib- tail strip, a new illuminated path for bon of lightly polished steel panels pedestrians and cyclists reconnect- to gently reflect light, blend in with ing Paton Road. Public art installa- its surroundings, and visually lighten tions will be prominently sited along the structure. The length of the raised the Greenway, particularly at east- Guideway or bridge has been mini- west connections. mized to 570 metres, and its struc- ture elegantly shaped with thin round columns that make it lighter. It re- duces noise by eliminating the clack- ing noise at the Diamond, and incor- porating noise and vibration control at the base of the columns.

Beneath the Guideway will be a new linear park that builds on the success of the West Toronto Railpath. This Greenway will connect local streets THE PUBLIC REALM PLAN Davenport Road A plan based on community input

This design approach to the Guideway and Greenway has Connection to Earlscourt Park involved some of Canada’s most talented experts in a Ramp to connect Greenway to south side of Davenport unique design challenge, resulting in a preliminary design concept that minimizes the extent and visual appearance of the Guideway. The design concept shown is a first step Track meets grade south of Davenport Road in an evolutionary process that will invite feedback from the community as it evolves. It was developed by Patterned concrete retaining wall along industrial edge convening a number of Canada’s top architects, land- Green retaining wall along residential edge scape architects, urban designers and engineers in a collaborative design workshop.** This plan has been influenced by a “lead with design” spirit to shape a public realm that is a place of pride for the neighbourhood and the city. This map shows key features of the public realm, which are grounded in community input expressed by represen- tatives from the local community.* Metrolinx is committed to funding the enhanced Greenway and Guideway design features (including public art, lighting, landscaping and pathways, engineering enhancements and stainless steel railing) as well as an allocation for ongoing maintenance. CP Rail Corridor Key features of the Public Realm Plan for the Guideway and Greenway include: New Greenway extends north over CP track • New community connections, excellence in public space and natural- New pedestrian and cycle bridge ized landscape design, creative under-Guideway programming, mini- mization of the visual impact of the Guideway, and close attention to safety and security Public art location • Pedestrian and cycling bridge over the CP tracks Dupont Street Existing heritage bridge extends across Dupont • Protection for a future station on the Barrie Corridor at Bloor Street West with connections to the new pedestrian and cycling trail and parking for bicycles South sidewalk raised to connect proposed public library • In addition to the Integrated Art Strategy, Metrolinx is open to estab- to Greenway lishing an Endowment Fund using a community governance model for temporary art, community and cultural activity on the Greenway before construction begins in 2019. While funding will be set aside for this purpose, Metrolinx will continue to work with the City and local part- Linear park extends north from Campbell Avenue Park ners to develop a model for overseeing the endowment. with enhanced lighting and safety features The plan also reflects a number of less visible elements important to the quality of residents’ life during and after construction of the Greenway and Guideway, including Antler Street New east-west pedestrian and cycling connection Location for public art commitment to a maximum number of diesel trains to be capped at 36 per day beginning in 2017 until electrifica- tion is implemented, rising to up to 180 vehicles per day New linear park connects to Campbell Avenue Park with full electrification.

Preservation of mature Siberian Elms While Metrolinx and the City of Toronto are engaged in a process, many of these public realm considerations will Campbell Avenue Park involve ongoing negotiation and discussion with the City of Toronto and other stakeholders to implement. They include: • Extension of the proposed multi-use trail south of Bloor Street West to connect with the future extension of the West Toronto Railpath as part New 20m wide multi-use trail and linear park Greenway adjacent to and beneath bridge of Metrolinx’s mandate to improve the coordination and integration of all forms of transportation including active, since Metrolinx does not Wallace Square multi-purpose flexible community event area/linear own sufficient land to realize this goal alone park • Resolving road grading issues at Dupont Street to improve pedestrian connectivity Potential extension area for Wallace Square • Pedestrian and cycling bridge connecting the Greenway with Earlscourt Wallace Avenue New east-west connection, including plaza, plantings and public art Park with provisions to connect with the Greenway in the future • Operation maintenance, park planning, signage and wayfinding • Metrolinx will reach out to permit commercial and residential building owners directly adjacent to the multi-use trail access from their proper- Start of elevated bridge portion of Guideway ties where it does not pose safety concerns

Patterned retaining wall plus noise wall for enhanced * In spring 2015, Metrolinx began to develop its proposal for the Dav- sound mitigation for houses on Rankin Crescent where enport section of the GO Barrie line. 10,000 letters were mailed to ran- warranted domly selected households throughout the Davenport neighbourhood Remove existing underpass and concrete barrier inviting residents to volunteer to be a part of a unique process. This New east-west pedestrian and cycling connection under process — called a Residents’ Reference Panel — unfolded over four Paton Road Guideway connecting Greenway trail to Erwin Krickhahn Saturdays as 36 local residents met to learn about the engineering and Park design challenges involved in removing the Davenport rail crossing and Location of public art twinning tracks on the GO Barrie line. The panel put forward 89 recom- 2m noise wall mendations for building the Guideway, creating a new path system, re- ducing local impacts and providing other community amenities. Many Erwin Krickhahn Park of these recommendations find their way directly into design features, while others will inform future discussions with the City since they may Landscape berm adjacent to park be subject to joint jurisdiction.

Guideway rises at 2% grade ** Under the leadership of Metrolinx’s Design Excellence team and Cap- New multi-use Greenway on east side of rail right-of-way ital Projects Group, the following award-winning designers were brought together to design the Greenway and Guideway: Pat Hanson, Diana Ger- rard, and Raymond Chow of gh3 architects, Douglas Birkenshaw Archi- tect, Duff Balmer of Perkins+Will, Craig Lamatti of Urban Strategies Inc., and Biljana Rajlic and Mark Armstrong of Hatch Mott McDonald. The Metrolinx Design Excellence Team includes Beth Kapusta, Renée Petti- grew, John Potter, and Margaret Goodfellow. Bloor Street Potential future connection south to West Toronto Railpath Site preserved for potential future Barrie corridor station THE GUIDEWAY Advanced electrified transit infrastructure

Above: evening view looking south showing how inte- grated light-themed public art can be used at the new east-west pedestrian and cycling connection at Antler Street/Lappin Avenue.

What is the Guideway? Avenue, where the elevated Guideway begins. The Guideway is designed as a modern, state-of-the-art structure that will carry a new fleet of electrified double- In residential areas such as Wallace Avenue, the retaining decker GO trains along the GO Corridor. Its concrete wall takes the form of a green wall—a sloping, modular, structure is shaped to lighten its visual impact and create planted retaining wall set in front of the structural wall of safe and beautiful passages with new pedestrian, cycling the Guideway. Where there is no space to slope and plant, and vehicular connections underneath an architectural precast patterned wall system will be used. Two different types of retaining wall (or With high-efficiency engineering and advanced mechanically stabilized earth wall, MSE wall for short) are architecture, the Davenport Guideway serves as a model located at the north and south end of the Guideway: for a new generation of modern, electrified transit green walls and patterned walls. infrastructure. It has been designed with three goals: to minimize the length of the elevated bridge portion, to At the north end, the solid part of the Guideway resumes Example of the type of green mechanically stabilized make it as visually and physically light as possible, and to just north of Dupont Street, extending 450 metres to earth wall that would be used where the rail is adjacent integrate safety feature such as lighting and slender meet grade just south of Davenport Road. To the east, to residential areas. columns within the engineered structure. ramps are integrated into the retaining wall. Solid patterned walls are used where the Guideway backs onto This elevated portion has been minimized in the design to industrial areas to the west. a 570-metre section between Wallace Avenue to just north of Dupont Street. The Guideway is bookended at The bridge has several unique design features: either end by sloping, bermed green walls or vertical • Next-generation integrated engineering creates the lightest possible retaining walls. Overhead wires known as catenaries bridge structure deliver the electricity that will power the trains. The • A “skylight” running the length of the bridge lets in natural light— • creating a safe and inviting Greenway beneath Guideway is about 10 metres wide. The existing rail • Polished stainless steel paneling on the length of the bridge helps corridor is 20 metres wide. The Guideway supports two to mask the Guideway by reflecting local surroundings such as trains—one travelling north and one travelling south— trees, buildings and sky separated by a 1.6-metre gap. • A bridge with 2 m high integrated noise walls acts as a sound bar- rier from wheel noise, which is the most significant noise source for The design of the Guideway was informed by resident • electrified trains concerns about the impacts from the elevated bridge • Textured, white-tinted concrete and integrated structure creates a more pleasing architectural finish to the underside of the bridge Pillowed Polished Brushed portion on the community. This has resulted in an initial • Simple, elegant round columns are designed for lightness and design that maximizes the length of the berms at either safety; Sample of the stainless steel cladding that forms a end, and minimizes the extent of the elevated Guideway • A continuous LED strip lights at the top of columns continuous ribbon along the edge of the Guideway to to reduce neighbourhood impact. • Light-themed artworks animate and demarcate east-west connections “reflect” the sky and local surroundings, lightening A naturalized bermed approach starts just north of Bloor its visual impact. Different levels of reflectivity can be Street West and continues nearly 300 metres to Wallace achieved by brushing the surface. THE GUIDEWAY Designed to reduce noise and blend in with its surroundings

Top: View looking southwest beneath the Guideway at bon of polished plate stainless steel. This material has bearing pads. A full report on noise and vibration will be the new pedestrian and cycle connection between a number of unique attributes: its slightly variable, softly available in May, 2016. Lappin Avenue and Antler Street. mirrored surface reflects the colours and textures of its Above: View looking west along Wallace Avenue show- surroundings, visually reducing the scale of the Guideway Integrating Art ing the burnished stainless steel ribbon of the by camouflaging it into its neighbourhood context. Where Public art on the underside of the Guideway will empha- guideway. the stainless steel bridges over roads, its finish will be size points of entry and newly created neighbourhood more burnished to minimize glare. Where it is adjacent to links under the Guideway. Four important east-west con- Skylight parks, open spaces or residential areas, it could be more nections—at Wallace Square, Campbell Avenue Park Where the Guideway is elevated, it is divided in two to selectively reflective. Stainless steel has the advantage (Antler Street/Lappin Avenue), Paton Road and Dupont create a continuous “skylight” designed to bring light of being easier than concrete to clean off graffiti, which Street—are designated for artworks intended to animate and rainwater to the area under the bridge. This makes it will be part of a regular maintenance routine as required. and inspire. A high-quality public art program will use safer for people by increasing visibility and fosters plant Community input can inform the particulars of how this light, colour, and reflective materials to activate these growth in the landscaped areas beside the multi-use material can be adapted to the specifics of the neighbour- places of community connectivity. Art treatments fully in- path. hood context. tegrated with architectural elements and lighting will sup- port safe, active use. Lighting the Guideway Train Noise and Vibration Mitigation Integrated lighting includes light halos at columns to up- The noise and vibration studies for the Guideway identify Vandalism Prevention light the structure and downlight the Greenway below, that there would be a significant reduction in noise (up Several strategies will be used to address vandalism while minimizing the light pollution to nearby residences. to 12 dB) in the Diamond area with reductions up to 20 including using the Crime Prevention Through Design The underside of the Guideway is white concrete to im- dB for areas immediately adjacent to the Diamond. For (CPTED) principles. As well, Metrolinx will employ its an- prove reflectivity and lighten its appearance. sound mitigation, acoustic treatment includes sound ab- ti-graffiti strategy, which has public art at its core to pre- sorptive treatment on the inside of the 2m sound barrier. vent vandalism. Generally, the stainless steel on the edge Stainless Steel Bridge Surface Taller barriers at grade will be examined during detailed of the Guideway is difficult to graffiti where it is raised, The face of the Guideway’s noise wall is a continuous rib- design, as well as vibration mitigation through bridge and as a surface it is easier to clean than concrete. THE GREENWAY Green spaces that connect communities

View looking south along the new Greenway path that An extensive landscaped Greenway will run the length of controlling storm water run-off to mitigate pollution, and extends from Bloor Street to Earlscourt Park. the Guideway between Bloor Street West and Davenport modifying the heat island effect. Along the Greenway mul- Road, linking existing parks and providing a multi-use ti-purpose trail the tree canopy creates dynamic thresh- path which runs beside the Guideway berm, or under or olds to primary open spaces such as Campbell Avenue beside the elevated Guideway. Design features of the Park. The canopy can mediate between scales of spaces Greenway include sustainably designed green spaces, and create micro-environments out of the most challeng- new east-west connections, a new multi-use trail, pedes- ing conditions. The Siberian Elms at Campbell Avenue trian bridges, and enhanced connections to transit, in- Park will be preserved as part of the plan. cluding provisions for a potential future new Station at Bloor Street West, which is currently being studied. The Wind, sunlight and micro-climate analysis will inform plant Greenway includes a new 1.4 km linear park that recon- placement to buffer wind and create sun traps to extend nects the community beneath the elevated Guideway por- the use of the into colder weather, while preserv- tion, and provides significant new green space for neigh- ing shade and breezes for a comfortable climate on hot bourhood residents. All-season, low maintenance native days. Native species, which require less maintenance and plantings keep the Greenway green throughout the year. irrigation, create a durable, sustainable landscape de- Low intensity, low maintenance and sustainable LED light- signed as a habitat for butterflies and birds. ing creates a safe and pleasing atmosphere. Accessibility Connectivity The Greenway is designed to be accessible to all, with The public realm design focuses on new east-west tran- generous clear dimensions; continuous grading for a bar- sitions at Wallace Square and Paton Road, which is cur- rier-free surface unimpeded by stairs, grade changes and rently dead-ended at the rail corridor. As well, the area un- obstacles, firm, stable and slip-resistant paving surfaces; der the elevated Guideway beside Campbell Avenue Park high-contrast and textured pavement patterning; acces- is “unlocked” to extend the park from west to east. sible; clear signage; and accessible furniture.

Sustainability Safety New trees, reduction of hard surface in favour of planting, The overall effect of the design is a physically and visually use of permeable surfaces to improve rainwater infiltra- lighter Guideway with safer, naturally lit spaces beneath. tion, and LED lighting contribute to a vision for the Green- Low intensity, low maintenance and sustainable LED light- way that minimizes resource consumption. In addition, ing creates a safe and pleasing atmosphere, which will be the Guideway’s skylight allows penetration of light and further enhanced by new wayfinding signage. The round water to allow for plant growth under it. profile of the columns enhances safety by increasing visi- bility. Lighting “halos” direct light to the underside of the The Greenway landscape features native species and new guideway and down toward the path to provide safe light- trees to aid in sustainability objectives. These measure ing while minimizing light pollution in the neighbourhood. aid in harnessing rainwater as a valuable resource, and PATON ROAD New east-west connection

View looking east from Rankin Crescent to the new Paton Road connection under the Guide- way. This view shows the polished stainless steel ribbon and integrated noise wall, catenaries for electrification, as well as the landscaped berm and planting enhancements along Erwin Krick- hahn Park. This east-west connection would be a location for integrated public art.

Noise wall

Patterned wall cladding (1.10)*

Berm

Removal of existing underpass and concrete slabs (1.1)* Removal of existing block fence Existing Paton Road condition New public art, lighting and skylight (1.2,1.3, and 1.4)* Where there is currently no connection, a new pedestrian and cycle connection at Paton New wide at-grade Paton Road connection Road will allow residents on the west side of the rail corridor direct access to the new to Greenway (1.7)* Greenway. The existing closed-off underpass will be removed entirely and replaced with a generous at-grade connection that is inviting, safe and open. Lit in part by an open Landscaped berm adjacent to park maintained and extended to height of skylight feature, this new connection will also use light, colour, and reflective materials as corridor (1.8)* part of a high-quality public art program. A sloping green wall will flank this new connection, seamlessly integrating into the existing berm at Erwin Krickhahn Park. Erwin Krickhahn Park Paving materials, lighting, wayfinding and signage will be essential elements of the public Greenway with multi-use pedestrian and realm and be integrated throughout the 1.4 km Greenway connecting north to Davenport cycle path Road.

Berm with green wall (1.9)* *indicates Residents’ Reference Panel recommendations

Paton Road WALLACE SQUARE Expanded culture zone

View looking south down the multi-use Greenway at Wallace Square, where removal of the tracks at grade opens up the opportunity for a new pub- lic space beneath the Guideway. Building on the emerging character of Wallace Avenue as a cul- tural corridor, this space provides opportunities for community programming and integrated pub- lic art.

New 20m wide multi-use linear park Greenway adjacent to and beneath the bridge (2.12)*

Opportunities for farmers markets, food vendors or“pop-up” retail

Potential extension area for Wallace Square

Wallace Square multi-purpose flexible Current condition at Wallace Avenue looking south down the existing tracks community event area (2.1, 2.7, 2.9)* The design of the new Wallace Square builds on the emerging character of Wallace New east-west connection including plaza, Avenue as a cultural corridor. With the removal of the rail tracks from grade, new public plantings and public art (2.5)* space will be “unlocked” - both beside and underneath the new Guideway. This new Potential new street trees along south-side space will be maintained and activated year-round – inviting community connectivity and of Wallace Avenue social engagement. As with all east-west connections, artworks that are integrated with architectural elements and lighting will support safe, active spaces that enhance End of berm and start of elevated bridge portion of Guideway opportunities for connection. The expanded Wallace Square could accommodate new community programming,. Wallace Avenue is wide enough that new street trees can be planted on the south side to seamlessly integrate with the plantings and trees proposed in the new Greenway. Design decisions will be driven by public safety though environmental design, considerations for pedestrians, bikes and cars, and priority given to the use of sustainable and maintainable landscape materials. *indicates Residents’ Reference Panel recommendations

Wallace Avenue CAMPBELL AVENUE PARK Connecting rail path and green space

Top: View looking east from Campbell Avenue Park towards the new Guideway. This view shows how the Patterned wall cladding (1.10)* removal of the fence east of the Siberian Elms allows expansion the park beneath the Guideway.

New public art, lighting and skylight (3.10)* Above: Current view looking east from Campbell New east-west connection between Antler Avenue Park towards the existing rail corridor and Street and Laplin Avenue (3.2, 3.3)* fencing. Appropriate safety measures be taken where pathways cross other paths and roads (3.5)* The new Greenway will transform Campbell Avenue Park by extending the eastern edge of the park by seamlessly integrating it into the broader Greenway network. The park will Bicycle Parking (4.7)* remain open and active during construction, as the staging area for the Guideway will likely be within the right-of-way or available adjacent open areas. A key feature of this Preservation of mature Siberian Elms park is the row of mature Siberian Elms that will be protected and preserved to anchor the new multi-use path as it hugs the eastern edge of the park. The Guideway will provide both sheltered space, as well as a skylight that will provide natural light and precipitation. Light and art integrated under the Guideway will be used to create safe passages, with a Seating (4.7)* new east-west connection created at the northern edge of Campbell Avenue Park. New New Greenway seamlessly integrated with east-west connections between Antler Street and Lappin Avenue will be created, as well Campbell Avenue Park (3.6)* as indirect connections between Avenue and Ward Street. As viewed from the Campbell Avenue Park and neighbouring houses, the Guideway edge is covered by a New 20m wide multi-use train and linear park Greenway adjacent to and beneath continuous ribbon of polished plate stainless steel that blends the infrastructure into its bridge environment and minimizes its presence within the park.

Campbell Avenue Park

*indicates Residents’ Reference Panel recommendations Campbell Avenue Park DUPONT STREET Walking and cycling bridge

View looking west from the south side of Dupont Street. This view shows preserved rail bridge as an extension of the Greenway across Dupont Street. This view also shows the sidewalks on the south side of Dupont raised to meet the grade of the rest of the street.

New pedestrian and cycle bridge inte- grated into the design of the guideway as it crosses the CP freight line (4.1)*

End of Guideway, beginning of berm Existing heritage bridge at Dupont Street

Elevating the rail corridor will enable the current rail bridge over Dupont to be Enhanced lighting and public art (4.4)* transformed into a cycling and pedestrian bridge, maintaining north-south accessibility Existing heritage bridge extents across along the Greenway. Beneath the existing bridge, the south side of Dupont Street will be Dupont (4.3)* enhanced to access the Greenway and create a visible and well-lit connection point. The South sidewalk raised (both sides of the landscape design of the Greenway will continue across the bridge, incorporating drought bridge) to connect proposed public library tolerant, low maintenance, native plantings. Pathways will be designed to minimize to Greenway (4.2)* conflicts between cyclists, pedestrians and other users of the multi-use path. As with all Direct connection to path from new library east-west connections, artworks that are integrated with architectural elements and (4.8)* Linear park extends north from Campbell lighting will support safe, active spaces that enhance opportunities for connection. Avenue Park Incorporation of seating and other amenities (4.7)*

*indicates Residents’ Reference Panel recommendations

Dupont Street DAVENPORT DIAMOND Connecting neighbourhood and region

View looking west along the CP Rail Tracks. This The design of the multi-use pathway will view shows the grade separation with the new stain- protect for future potential extensions of the pathway north (5.3)* less steel rail bridge and pedestrian and cycle con- nection. This view also also the the green retaining Patterned wall cladding (1.10)* wall system.

Green retaining wall

Any remaining intersecting GO train tracks at the Diamond crossing will be removed in order to reduce the distinctive ‘clank- ing’ noise (4.12)*

New pedestrian and cycle bridge inte- grated into the design of the guideway as it crosses the CP freight line (4.1)*

Green retaining wall

Existing corridor at Davenport Diamond

Blending infrastructure and landscape, a new pedestrian and cycle bridge will cross over the CP rail tracks to extend the Greenway north. A green retaining wall system will provide a textured surface with plantings, and carry the feel of the Greenway up and over the tracks. The switchback ramp will create a moment to pause and watch the freight trains from a safe vantage point. As with all east-west connections, art treatments that are integrated with architectural elements and lighting will support safe, active spaces that Davenport Diamond enhance opportunities for connection. PRECEDENTS Guideways, materials and integrated art

The Brightline, Miami, USA 2017 Paris Metro Extension (winning design), Paris, France (2019) Randstadrail LRT Flyover, The Hague, Netherlands 2006 Savoureuse Viaduct, LGV Rhin-Rhone 2011 Marc Mimram

International examples of elevated infrastructure in the public realm

Central Park Olympic Bridge, London, England Castle Downs Park Pavilion, Edmonton, Canada Castle Downs Park Pavilion, Edmonton, Canada C Curve, 2007 heheghan peng architects and Adams Kara Taylor Engineers 2012 gh3 2015 gh3 2015 Anish Kapoor

Central Park Olympic Bridge, London, England Castle Downs Park Pavilion, Edmonton, Canada Investment Corp, Oxford, England Mirage, 2012, Toronto, Canada heheghan peng architects and Adams Kara Taylor Engineers 2012 gh3 2015 Zaha Hadid Architects 2015 Paul Raff Studio

Examples of stainless steel applied to buildings and infrastructure

Lever House, 2006, New York, USA Light Rails, 2013 Continuous Flow, 2013, Leeds, England Lego Bridge, Wuppertal, Germany Sarah Morris Bill Fitzgibbons Raphael Daden MEGX

Examples of integrated art and lighting of infrastructure WHAT’S NEXT?

Given that this is a design in process, we need to continue to work with the community, the City of Toronto and other stakeholders to continue refining our Guideway.

We began this process with a solid elevated structure, proposed an aerial guideway, reviewed the possibility of building a trench and also a tunnel to bury the rail corridor and arrived at where we are today with a shortened Guideway with berms on either end.

This design will continue to evolve with your input as we move through the commencement of the Transit Project Assessment Process, design, construction, and then maintaining and operating the unlocked land that will become a community asset – the Greenway.

You are integral to all these steps so we ask that you stay involved.

To continue the conversation, we will create a Community Advisory Committee to support our work to balance all of the feedback we have received during our engagement to make this project the best it can be. This committee will build 1. Creation of a on the excellent work started by the Residents’ Reference Panel to support the design process, which is expected to begin later this year. Community Advisory Committee- Design and Public Realm Stay tuned for our draft terms of reference, where we will ask you to share your thoughts before we establish the committee. We value the community as active collaborators as we move into design to shape this project and make it a reality.

Stay tuned as we launch our Metrolinx interactive environment to get your feedback on the design study. We need your input to help refine our design 2. Tell Us What You Think and look for further opportunities to minimize the impacts and maximize the benefits of this project.

3. Continuing to Work with We know that the City of Toronto is a critical partner in realizing many of the public realm opportunities outlined in the design study. We look forward to City of Toronto and finding common ground to ensure that our project leaves a community asset Other Partners as a legacy not just for the community of Davenport but for the entire City.

4. Transit Project Assessment Metrolinx will begin the Transit Project Assessment Process (TPAP) on January 28, 2016 to continue the conversation with our neighbours and stakeholders. Process (TPAP) We will release the Environmental Project Report with all of the accompanying Notice of Commencement environmental studies for further comment and feedback.