Engineering Strategies and Practice

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

Project # 66 Date April 13th, 2017

Project Title Cycling Safety within Harbord Village

Client Name Harbord Village Residents’ Association

Client Contact Carlo Drudi

Tutorial Section 129

Teaching Assistant Ezzat Jaroudi

Project Manager Ali Nabavi

Communication Instructor Peter Weiss

Prepared By Yuyang Wen Chenhong Qiu Yan Wu Alex Buck Inês Gomes Michael Jia

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.

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Executive Summary

The Harbord Village Residents’ Association wants to increase cycling safety in Harbord Village, a neighbourhood in downtown Toronto. Residential streets running North/South are one-way but change directions every few blocks, as many as three times. This lack of continuity increases the occurrences of cyclists riding counter traffic flow, which results in an increase in accidents.

The most important objective in this design is preventing accidents on residential streets. The primary function of the design is to direct cyclists away from vehicles. Any design that meets this functionality must abide by the constraints, notably, not reducing parking spaces by more than 10%, and meeting all municipal bylaws and codes regarding road infrastructure.

The proposed design implements a contraflow lane on Brunswick Avenue to allow cyclists to ride against the one-way traffic direction in a designated bicycle lane, while cyclists riding in the same direction as the one-way traffic direction share a lane with cars. Separated by a solid yellow line from the shared lane, the contraflow lane provides safety to cyclists by dividing the street into distinct travel directions.

Contraflow lanes are standard measures used by the City of Toronto to increase safety on one- way streets. As such, most aspects of the design, painting lanes and symbols on the road, and adding new road signs, are standardized and easily implementable. The proposed bicycle lane with width of 1.6m meets all regulations, while still providing other road users sufficient space.

As part of the implementation, parking on Brunswick Avenue will need to change from an alternating parking side system, to a permanent side to accommodate the new contraflow lane. Furthermore, at the intersection of Harbord Street and Brunswick Avenue, some sidewalk will be removed as it currently narrows to prevent vehicles from turning the wrong way. The contraflow lane will be placed where the sidewalk currently extends outward.

The completed Final Specifications Document will be sent to the client for reference, and presented to a panel consisting of the client and the teaching team on April 27, 2017.

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1.0 Project Requirements

Harbord Village is a neighbourhood in Toronto bounded by Bloor Street, Spadina Avenue, College Street, and Bathurst Street [1]. The Harbord Village Residents’ Association represents the people living in Harbord Village and aims to improve safety and advocates for residents.

1.1 Problem Statement

The Harbord Village Residents’ Association needs to improve cycling safety in their neighbourhood. There currently lacks a way for cyclists to travel from the South to the North end of Harbord Village without major detours. All roads in the North/South direction are one-way streets that change direction multiple times throughout the neighbourhood (Appendix A). This prevents vehicles from using the neighbourhood as a shortcut to avoid traffic on nearby major roads. However, it does not provide any North/South continuity and results in cyclists going against the one-way traffic [2].

The project focuses on improving safety on residential streets, rather than intersection design, because the neighbourhood lacks a safe way for cyclists to quickly transverse in the North/South direction without the risk of being harmed by vehicles in the area. Nevertheless, North/South roads are also affected by intersections, which have traffic lights that change only in the presence of cars or pedestrians, but not cyclists [3-4]. Bloor Street is presently under extensive studies and improvements regarding cycling safety, hence it is not in the scope of this project [5]. The intended result of the project is to reduce the number of cyclists riding against traffic-flow.

Figure 1: Map of Harbord Village [6]

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1.2 Stakeholders

The stakeholders are those who might be affected by the design, and therefore have interests that impact the project requirements. Most stakeholders’ interests relate to safety and minimizing negative impact from possible augmentation to the neighbourhood.

Table 1. A List of Stakeholders, Interests, and Impacts on the Project Stakeholders Interests Impacts on FOCs

1 Ward 20 City Councillor Build strong neighbourhood and public F2,F3,O1,O2,O3, (Joe Cressy) [7] infrastructure [7] O4,C3,C4,C5

Nearby schools Educate students in a safe environment F1,F2,O1,O2,O3, 2 (three elementary schools, [10-12] O5,O6,C1,C2 one high school, one university [8-9][41][43- 44])

Harbord Street Business Increase customer flow and preserving O1,O2,O3,O5,O6, 3 Improvement Area [13] business [14-15] C1,C2

4 Toronto Police Service Reinforce safety and security in the City F2,F3,O1,O6 [16] of Toronto [17]

Mirvish village [18] Ensure safety and accessibility for casual F1,F2,O1,O2,O3, 5 cyclists and regular commuters [19] O5,O6,C2

Toronto Transportation Maintain normal operation of traffic O1,O2,O3,C5,C2 6 Service [20] systems, including pedestrian and cycling programs [20]

Toronto Environmental Improve green spaces and transportation O2,O3,O5,C4 7 Alliance [21] to create a green city [21-22]

1.3 Functions

Functions are what the design must do to be considered a solution. Stemming from a functional basis, they are broken down into primary and secondary functions.

1.3.1 Functional Basis ● Control and separate mass of cyclists and vehicles

1.3.2 Primary Function

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Primary function defines what the design must do. ● F1- The design shall direct cyclists and vehicles away from each other.

1.3.3 Secondary Functions Secondary functions enable or result from the primary functions. ● F2 - Maintain safety of cyclists. ● F3 - Decrease traffic-law infractions.

1.3.4 Unintended Function Unintended functions do not align with the primary functions or functional basis. ● F4 - Affect surrounding traffic.

1.4 Objectives

Objectives are criteria that the design should aim to achieve. They are listed in order of priority with Objects 5 and 6 being weighted equally (Appendix B).

Table 2. Objectives with Respective Metrics and Justifications Objective Objective Goal Justification

Preventive of Design should provide at According to City By-Laws, bike accidents on least 2m of space for lanes should be 1.5m wide if 1 residential streets cyclists. adjacent to a curb, and 1.8m wide if adjacent to parking [23]

Quickly and Design should give cyclists The lack of North/South continuity constantly accessible access to North/South in Harbord Village entices more continuity within 100m of cyclists to ride against traffic [24]. 2 any road in Harbord Village. Minimizing the distance to access a continuous North/South road allows Design should be cyclists to more quickly transverse constantly accessible. the neighbourhood.

Non-destructive to Design should not remove Modern traffic signal systems cost 3 surrounding or damage existing roads, up to $150 000 [25], thus changing infrastructure buildings, or parking the current system would be costly. spaces.

Inexpensive to Design should cost less Contraflow lanes cost implement than $20 000. approximately $15 000 per 4 kilometer to install [26].

Bloor Street bike lanes costed

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approximately $500 000 [25].

Non-destructive to Design should not Toronto Board of Health: “green 5 the environment damage/remove any green spaces contribute to better health” space. [27-28].

Cautious to effect on Design should cause no Historically, slow traffic caused traffic and congestion significant change to drivers to use the residential roads 6 surrounding traffic. to save time, leading to accidents.

Congestion problems cost $6 billion annually [29].

1.5 Constraints

Constraints in this project relate to parking and abiding by the law.

1. The design shall not eliminate over 10% of parking spaces [30] 2. The design shall not close down streets. 3. The design shall follow the traffic and parking by-laws of the City of Toronto [31] (Appendix C). 4. The design shall meet The Private Tree by-law [32] (Appendix D). 5. The design shall not affect the operation of Toronto Transportation Commission (TTC) [33] (Appendix E).

1.6 Service Environment

Harbord Village is a neighbourhood bounded by Bloor Street, College Street, Spadina Avenue, and Bathurst Street.

Physical Environment ● Harbord Street runs East/West through neighbourhood (Appendix A) [34]. ● Bicycle lanes are currently in use on Bloor Street, Harbord Street, and College Street [35- 36]. ● The Harbord cycling route is the second busiest in Toronto. Daily cycling volumes: 3500- 3900 [37]. ● The North/South residential streets are all one-way streets that change directions throughout (Appendix A). ● Garbage collection are scheduled on Tuesdays [39]. ● The neighbourhood has five Bike Share locations [36], four parks [38], three elementary schools, and one high school [40-43]. ● Harbord Village has strong ties with the University of Toronto [44].

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● Most properties were built before 1960 [45]; 349 houses have received Heritage Designation (Appendix F) [46-48]. ● Average temperatures: -10℃ to 30℃. ● Average annual rainfall and snowfall: 709 mm and 133 cm, respectively [49].

Living Environment ● Most families are upper-middle class [45]. ● Main non-official languages (in descending popularity): Portuguese, Spanish, Cantonese, Italian, Mandarin, German, Hebrew, Korean, Unspecified Chinese, Vietnamese [45][50]. ● Raccoons and squirrels may chew on electrical wires [51-52].

Virtual Environment ● Some intersections have semi-actuated loop detectors for vehicles/pedestrians only [3- 4][53].

1.7 Client Ethics and Values

Harbord Village Residents’ Association is a non-profit organization that “[works] for the benefit of residents” in the area [54]. The client respects different point of views, and seeks a solution that is mutually-beneficial to all. The organization also values diversity, cooperation, and strives to preserve and strengthen the stability and friendliness of the neighbourhood [54]. Specifically, the client is concerned with minimizing public objections that originate from significant impacts on existing neighbourhood infrastructures.

2.0 Detailed Design

The design implements a single contraflow lane in the middle of Harbord Village on Brunswick Avenue that allows cyclists to ride between College Street and Bloor Street. A contraflow lane is a designated lane that allows bicycles to travel in the opposite direction of a one-way street [55]. Since Brunswick Avenue changes road directions on Ulster Street, Harbord Street, and Sussex Avenue [6] (Appendix G), a contraflow lane provides cycling continuity across the neighbourhood.

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Figure 2: Map highlighting Brunswick Avenue [6]

2.0.1 Design Specifications

Brunswick Avenue has a width of 7.3m [56], which provides enough space for a contraflow bike lane (1.6m), a shared vehicle and bike lane (3.0m), and parking space (2.7m) (Figure 3).

Figure 3: Proposed Contraflow Lane

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The diamond and bike symbols (Figure 4) will be painted on the road to inform road users that the lane is reserved for cyclists only [57]. The contraflow bike lane will be divided from the rest of the road with a solid yellow line, indicating opposite direction [56]. Arrows will be painted in the direction of the lane, every 20m and at every intersection.

Figure 4: Proposed Road Markings [56]

Contraflow lanes are placed to the immediate left of the driver [56]. Since parking on Brunswick Avenue currently alternates sides on a biweekly basis (see section 2.1), parking spaces will be permanently changed to be on the immediate right side of the driver. Depending on the direction of the traffic flow, the lane will be placed throughout Brunswick Avenue as illustrated below:

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Figure 5: Diagram showing the bike lane placement

Currently, there is a section of extended sidewalk at the intersection between Brunswick Avenue and Harbord Street (Figure 6) which affects the bike lane implementation. Therefore, this section of the sidewalk will be partially removed (Figure 7).

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Figure 6: Current intersection between Harbord and Brunswick [58]

On all three major intersections on Brunswick Avenue, there are road markings directing vehicles to turn onto Eastbound/Westbound roads due to the direction changes. Additional road markings will be painted to direct the cyclists through these intersections. No changes are needed regarding traffic signals, as they already exist at these intersections. The changes to the intersection between Brunswick Avenue and Harbord Street are reflected in Figure 7, and other intersections will be changed in a similar fashion.

Figure 7: Proposed intersection road marking and partial removal of sidewalk

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Water based polymer paint will be used for pavement marking. The paint is highly reflective with initial retro reflectivities of approximately 275 mcd (white) and 180 mcd (yellow). [59-60]

2.0.2 Design Qualifications

Contraflow lanes have been commonly implemented in other parts of Toronto, and have been proven to be reliable and effective in encouraging safe riding behavior [56][61-62]. The design meets the primary function of directing vehicles and cyclists away from each other by providing cyclists a designated lane when riding against the traffic flow. It also meets the constraints by not eliminating any parking spaces, not closing down any streets, and obeying the law (further discussed in 2.1). The design does not alter the current vehicle road directions, nor has any other effect on the operation of TTC.

The design also satisfies the top objectives, reducing accidents, accessible, non-destructive to surrounding infrastructure, and inexpensive to implement (Table 3). By providing cyclists with a dedicated contraflow lane and a shared lane (1.6m wide and 3m wide respectively), the design encourages cyclists to use Brunswick Avenue to travel North/South instead of going against the traffic flow on one-way streets. Through reducing the number of cyclists riding against traffic and providing cyclists a safe amount of space, the design is highly preventative of accidents. Additionally, Brunswick Avenue is in the middle of Harbord Village, which allows cyclists to access North/South continuity within 150m from any point in the area. The design costs approximately $13 000, which meets the objective goal of $20 000. Lastly, the only change to existing infrastructure is the partial removal of a small section of sidewalk (Figure 6-7).

Table 3. Table of Objectives for Single Contraflow Lane on Brunswick Avenue Number Objective Description of design

1 Preventive of accidents Contraflow lanes provide 1.6m of designated cycle lanes. on residential streets The design provides 3.0m of shared lanes.

2 Quickly and constantly Maximum travel distance to a North/South continuous accessible road: approximately 150m (Appendix H).

Accessible at all hours and seasons.

3 Non-destructive to The design requires the removal of a small section of surrounding sidewalk. infrastructure The design requires painting new lines on the road.

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4 Inexpensive to Estimated cost: $13 000 (Section 2.7: Economics). implement

5 Non-destructive to the The design does not interfere with green space. environment

6 Cautious to effect on Roads will remain one-way for vehicles, allowing for a traffic and congestion traffic calming effect in the neighbourhood.

2.1 Regulations, Standards, and Intellectual Property

The applicable regulations consist mainly of city by-laws relating to minimum road width and speed limits. The current speed limit on Brunswick Avenue from College Street to Bloor Street is 30 km/h [63-64], which would remain unchanged and contribute to the safety of the design.

On Brunswick Avenue, parking alternates sides halfway through each month (Table 4) [65]. As the contraflow lane needs to remain permanently on one side of the road, the design requires parking to permanently remain on the driver’s right side of the road.

Table 4. Current parking on Brunswick Avenue from College Street to Bloor Street [65] Side of parking From (street) To (street) Time period

Driver’s Right College Street Ulster Street Always

Driver’s Left Ulster Street Bloor Street April - November (inclusive) ● 1st - 15th day of month

Driver’s Right Ulster Street Bloor Street April - November (inclusive) ● 16th - last day of month December - March (inclusive) ● Always

The use of diamond and bike markings on the contraflow lane are standard practices in the City of Toronto, making it clear for users to comprehend [66]. Furthermore, city standards also dictate the use of painted solid yellow lines to indicate opposite direction between the vehicular and contraflow lanes [56]. The proposed lane widths all meet minimum city regulations (Table 5).

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Table 5. Road width regulations from City of Toronto By-laws. Regulation Design Implementation

Minimum Parking Space Width 2.6m [57] 2.7m

Minimum Vehicle Lane Width 2.8m [58-59] 3.0m

Minimum Contraflow Lane Width 1.5m [23][60] 1.6m

Minimum Road Width in this configuration 6.9m 7.3m

2.2 Testing

As the objective metrics (section 1.3) are addressed in the detailed design (section 2.0), the tests recommended here are supplementary to provide more evidence on the effectiveness of the design in preventing accidents.

Computer simulations are efficient in predicting traffic patterns [68]. Previous studies have used computer simulation to test possible bike lane scenarios, and it is recommended that the city model different traffic scenarios to verify the effectiveness of the design [69]. More effective testing can be done by having a test period where the number of accidents in the neighbourhood is compared to the number of accidents pre-implementation through city records [62][70].

The paint used for the road markings will be subject to regular testing according to the Ontario Ministry of Transportation Service Test Standard 1712.05.06 (Appendix I). This standard tests whether the paint is suitable for application on road surfaces [67][71].

Table 6. Methods of Testing the design to achieve objectives Test Method of Testing

Computer Use Emme by INRO to model traffic patterns with the contraflow Simulation/Modelling lane and observe different scenarios [72].

Pilot/Test Period Observe reported traffic patterns post-implementation against pre- implementation ● Collisions ● Near collisions ● Cyclists riding the wrong way on nearby streets

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Paint Test Apply the Ontario Ministry of Transportation Service Test Standard 1712.05.06. The standard outlines the procedure for testing the paint used on public roads [67]. (Appendix I)

2.3 Implementation Requirements

Since all changes to roads in the City of Toronto must be approved by the city council, the implementation plan focuses on the steps the client would take to propose the design to the city. It also outlines some initial actions for the city, but stops before the physical construction of the contraflow lane.

Client Actions: ● Complete basic information collection of the project including: ○ A road alteration report (written by staff of Transportation Services) [73] ○ Location plans of the proposed bicycle lanes [74]

● Finish following consultations [75]: ○ Stakeholder meeting ○ Public consultation (residents and business)

● Assist Toronto Transportation Service to complete the following evaluations [76]: ○ Public support for the project ○ Effectiveness of the contraflow lane ○ Impact on cycling volumes on nearby bike lanes ○ Impact on traffic flow and existing parking on surroundings ○ Impact on pedestrians

● Report to Public Works and Infrastructure Committee [77]

● Report to the City Council [77]

City of Toronto Actions: ● Calculate and evaluate financial impact including [78]: ○ Cost for implementation ○ Cost for ongoing maintenance

2.4 Life Cycle and Environmental Impact

This section uses life cycle analysis to show potential environmental impacts caused by the implementation of the project. The scope is limited because the detailed design must meet the

Engineering Strategies and Practice public construction standards set by the City of Toronto. The installation of a contraflow lane has been previously done by the city, therefore all materials and processes used in the design have already been tested, evaluated, and approved by the city to meet its environmental standards.

Figure 8. Pavement marking LCA [79-82]

Figure 9. Sidewalk removal LCA [83-85]

Table 7. Environmental impact Environmental Impact Details Mitigation/Improvement Technique

Exposed to harmful Water-based paints contains 3-7% Road construction workers material solvent content [86] are required to wear respirators for protection [88]. “Volatile Organic Compounds from solvent emission contribute to Pavement marking is always harmful ozone formation” [86] ventilated to reduce negative influence on construction Low level exposure to solvent may workers [88]. cause fatigue, irritation and

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emotional instability [87].

Disposal of toxic “Concrete wastewater causes burns An array of tablets need to be concrete wastewater [similar] to a strong acid” [91] used to reduce the pH before delivering washwater [93]. pH of concrete waste water is 12-13, while that of Toronto water is 7.7 [91-92]

Contribute to reduced Bike lanes can promote ridership The encouragement of greenhouse gas [89], and thus encourage the cycling in the neighbourhood emission reduction of greenhouse gas contributes to reducing the emission [90]. use of carbon emitting vehicles.

2.5 Human Factors

The proposed design focuses on user experience and universal design. There is a particular focus on design elements that broaden the range of users or encourage the user to use the design for transportation.

User experience was analysed through use cases to find specific pain points in a user's journey.

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Figure 10. User journey without design

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Figure 11. User journey with design

Figure 12. Use case between cyclist and design

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In the design, each interaction with the user is guided. By providing a dedicated space and increasing visibility, the user can feel comfortable and safe. At the same time, the design’s centralized location and straight path allow the user to save time. Ultimately, the design reduces the pain points in the user’s experience by eliminating the current tradeoff between travelling time and safety.

The design is intuitive since images and symbols are used to direct users instead of words. The regular image of a bicycle with diamond symbols on the contraflow lane, informs users that the lane is reserved specifically for bikes, without the need to read or analyse. At each intersection, the user is guided by three painted arrows, clearly indicating the direction the cyclist should travel. Coupled with the yellow borders of the lane that indicate opposite direction, this information provides a clear path for cyclists to follow.

The design accommodates a large range of users by keeping its information perceptible, and by being flexible and spacious. The design’s uses large images painted using reflective paint provide visibility from a distance, even under poor lighting conditions.

The lack of a physical barrier between the contraflow lane and the road accommodates cyclists who ride at different speeds by allowing other cyclists the space to pass. In the same regard, in an instance where a cyclist is unintentionally riding in the wrong direction, they have the space to avoid collision with another cyclist.

2.6 Social Impact

The design addresses a cycling safety concern in Harbord Village and will have an overall positive social impact. Cyclists will have a facilitated route through the neighbourhood, while the original traffic calming effect of the alternating one-way streets remains unchanged preventing external traffic from using the neighbourhood as a shortcut [94]. This satisfies the safety interests of the nearby schools, the Toronto Police Service, and the Mirvish Village.

The implementation of the design encourages more residents to incorporate cycling into their daily lives, thus increasing neighbourhood activity, positive interaction between residents [95], and addresses the stakeholder interest of the Harbord Street Business Improvement Area and the City Councillor. Additionally, encouraging cycling provides an alternative to motorized vehicles, which contributes to lowering the carbon emission rate [96]. This produces a positive impact on the environment and satisfies the interests of the Toronto Environmental Alliance.

Parking will be modified to become permanent on the right side of the driver, eliminating the existing alternating-side parking, which will cause some residents to be unsatisfied. However, the design balances the concerns of the different stakeholders by increasing the sense of

Engineering Strategies and Practice community in a safe manner that does not jeopardize any local businesses, traffic systems, or green spaces.

2.7 Economics

The proposed cycling route on Dowling route indicates that the approximate cost for installing a contraflow lane is $15 000/km (Appendix J). The following table breaks down the cost into different possible components. The estimate from the Dowling route ($15 000) is consistent with the following ($13 000).

Table 8. Detailed Cost Type of Cost Expense Details Cost Amount

Capital Cost Purchasing water-based $8800 (Appendix K) polymer paint (Latex) for pavement markings

Installation price $2600 (Appendix L)

Sidewalk removal cost 7.79/sqft Approximately $1300 total (Appendix M)

Disposal Cost Hydroblasting paints removal $0.32/ft [97] method

Operating Cost Maintenance cost of painting Spring, summer, and fall: material per year Sweeping cost: $12 000/year Winter: $7000/year [98]

Variable Cost Labour cost: Road $22.09/hour [99] construction worker salary

External Cost Potential benefit by reducing (Appendix N) bike injures

Total Cost The total cost may be different ~ $13 000/service life due to product cost variation (Appendix O)

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3.0 Project Management Plan

The following table presents a list of tasks, brief descriptions, and respective timelines.

Table 9. Tasks and Respective Timelines Task Description Date

First Client Meeting Discuss and clarify the problem January 29, 2017

Completion of Project The problem is identified with February 17, 2017 Requirements (PR) requirements

Second Client Meeting Discuss the project requirements and set February 18, 2017 targets for the CDS

Meeting Minutes sent to Meeting notes are compiled and sent to February 20, 2017 client client for reference

Client feedback Client feedback on PR expected February 21, 2017

Completion of Conceptual Solutions generated and the best design March 20, 2017 Design Specifications (CDS) is proposed for client approval

Third Client Meeting Discuss the proposed designs and set March 25, 2017 targets for the FDS

Meeting Minutes sent to Meeting notes are compiled and sent to March 26, 2017 client client for reference

Client feedback Client feedback on CDS expected March 30, 2017

Completion of Final Design A final design is chosen and further April 15, 2017 Specifications (FDS) specified for final presentation (tentative)

Final Presentation The final design is presented to a panel April 27, 2017 consisting of the client and members of the teaching team

4.0 Conclusion / Recommendations

Currently, Harbord Village lacks infrastructure to support safe cycling. Roads running North/South have no continuity, resulting in an increase in incidents of bicycles riding against traffic flow. To solve this problem, the team has proposed a contraflow lane on Brunswick Avenue in order to allow bicycles to navigate the neighbourhood in a North/South direction

Engineering Strategies and Practice safely. After the solution was agreed upon by the client, the team has further developed the details of this design. The design will be presented to the client on April 27, 2017, as specified in the Project Management Plan.

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5.0 References

[1]"Harbord Village Residents' Association - HVRA", HVRA, 2017. [Online]. Available: http://harbordvillage.com/. [Accessed: 31- Jan- 2017].

[2]"Cyclists Continue Riding the Wrong Way on a One-Way Street (Huron Street)", Fight Your Tickets, 2017. [Online]. Available: http://fightyourtickets.ca/cyclists-continue-riding-the-wrong- way-on-a-one-way-street-huron-street/. [Accessed: 02- Feb- 2017].

[3]"Mode of Control - Traffic Signals - Traffic Management", City of Toronto, 2017. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=d3cc9325bd1ec410VgnVCM100000 71d60f89RCRD&vgnextchannel=9452722c231ec410VgnVCM10000071d60f89RCRD. [Accessed: 02- Feb- 2017].

[4]"Traffic Signals", City of Toronto, 2017. [Online]. Available: http://app.toronto.ca/opendata/cart/traffic_signals.csv?v=1.0. [Accessed: 02- Feb- 2017].

[5]"Bloor Street Bike Lanes", City of Toronto, 2017. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=18ccded2f6711510VgnVCM100000 71d60f89RCRD. [Accessed: 02- Feb- 2017].

[6]Google, Map of Harbord Village. 2017.[online] Available: https://www.google.ca/maps/place/Toronto,+ON/@43.6616172,- 79.4045652,16z/data=!4m5!3m4!1s0x89d4cb90d7c63ba5:0x323555502ab4c477!8m2!3d43.653 226!4d-79.3831843. [Accessed 31- Jan - 2017]

[7] “Councillor Joe Cressy,” Council Members - Council Members | City of Toronto. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=2d329a50a6689410VgnVCM100000 71d60f89RCRD. [Accessed: 08-Feb-2017].

[8] Wendy Smith for Harbord Village Residents Association, “Our neighbourhood,” About Harbord Village - Harbord Village History. [Online]. Available: http://harbordvillagehistory.ca/hvhistory_hv.html. [Accessed: 08-Feb-2017].

[9] “Harbord Village,” Wikipedia. [Online]. Available: https://en.wikipedia.org/wiki/Harbord_Village. [Accessed: 08-Feb-2017].

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[10] “Central Technical School - Our School,” Central Technical School - Our School. [Online]. Available: http://schools.tdsb.on.ca/centraltech/aboutus/our_school.php. [Accessed: 08-Feb- 2017]

[11] T. D. S. Board, “About Us,” About Us. [Online]. Available: http://www.tdsb.on.ca/AboutUs.aspx. [Accessed: 08-Feb-2017].

[12] “Home,” Facilities & Services. [Online]. Available: http://www.fs.utoronto.ca/. [Accessed: 08-Feb-2017].

[13]"Harbord Street BIA", Harbordstreet.ca, 2017. [Online]. Available: http://harbordstreet.ca/about.php. [Accessed: 14- Feb- 2017].

[14] “Will Separated Bike Lanes on Harbord Divide the Neighbourhood?,” Torontoist, 21-Nov- 2012. [Online]. Available: http://torontoist.com/2012/11/will-separated-bike-lanes-on-harbord- divide-the-neighbourhood/. [Accessed: 08-Feb-2017].

[15]"Harbord Bakery & Calandria", Harbordstreet.ca, 2017. [Online]. Available: http://harbordstreet.ca/harbordbakery. [Accessed: 14- Feb- 2017].

[16] T. P. Service, “Traffic Services,” Toronto Police Service :: To Serve and Protect. [Online]. Available: http://www.torontopolice.on.ca/traffic/tsp.php. [Accessed: 08-Feb-2017]

[17]2017.[Online].Available:http://www.torontopolice.on.ca/publications/files/brochures/2012se rvice_priorities.pdf. [Accessed: 03- Feb- 2017].

[18]2017. [Online]. Available: https://www1.toronto.ca/City%20Of%20Toronto/City%20Planning/Community%20Planning/Fil es/images/H/Report%201.0_History%20&%20Context_06072015.pdf. [Accessed: 08- Feb- 2017].

[19] “Cultivating Cycle Culture,” Mirvish Village, 08-Jan-2016. [Online]. Available: http://mirvish-village.com/cycle-culture/. [Accessed: 08-Feb-2017].

[20] ]"Transportation Services - City divisions - Administrative structure | City of Toronto", Www1.toronto.ca, 2017. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=dc32e03bb8d1e310VgnVCM100000 71d60f89RCRD. [Accessed: 03- Feb- 2017]. [21] “Transportation,” Toronto Environmental Alliance. [Online]. Available: http://www.torontoenvironment.org/public_transit. [Accessed: 08-Feb-2017].

Engineering Strategies and Practice

[22] C.Toronto, “Active transportation groups call on federal government to fund pedestrian & cycling infrastructure.” 2016. [Online]. Available: https://www.google.com/url?q=https://www.cycleto.ca/news/active-transportation-groups-call- federal-government-fund-pedestrian-cycling- infrastructure&sa=D&ust=1486440541292000&usg=AFQjCNFiii9RcJd8lq216apYiZyxF5Oadw . [Access:06-Feb-2017].

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Engineering Strategies and Practice

[31]"Toronto Municipal Code Chapters", Toronto.ca, 2017. [Online]. Available: http://www.toronto.ca/legdocs/bylaws/lawmcode.htm#III. [Accessed: 03- Feb- 2017].

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Engineering Strategies and Practice

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[49]. Inc., "Statistics - The Weather Network", The Weather Network, 2017. [Online]. Available: https://www.theweathernetwork.com/ca/forecasts/statistics/ontario/toronto. [Accessed: 04- Feb- 2017].

Engineering Strategies and Practice

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[54]"Constitution - HVRA", HVRA, 2017. [Online]. Available: http://harbordvillage.com/about/constitution/. [Accessed: 03- Feb- 2017].

[55]I. Press, “Contra Flow bike lanes - national association of city transportation officials,” Social Ink. [Online].Available: http://nacto.org/publication/urban-bikeway-design-guide/bike-lanes/contra-flow-bike-lanes/. [Accessed: Mar. 5, 2017].

[56] J. S. Square, "Road alteration – Brunswick avenue STAFF REPORT ACTION REQUIRED road alteration – Brunswick avenue, between Bernard Avenue and wells street," 2011. [Online]. Available: http://www.toronto.ca/legdocs/mmis/2012/te/bgrd/backgroundfile-43223.pdf. [Accessed: Mar. 5, 2017].

[57]"Shared lane pavement markings (Sharrows) - pavement markings and signs - cycling network | city of Toronto," 2014. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=fe2f0995bbbc1410VgnVCM1000007 1d60f89RCRD. [Accessed: Mar. 5, 2017].

[58]"Brunswick Ave," Brunswick Ave. [Online]. Available: https://www.google.ca/maps/place/Brunswick+Ave,+Toronto,+ON/@43.6624666,- 79.4060965,3a,78.9y,154.52h,64.99t/data=!3m6!1e1!3m4!1svAXv_p0fd22mDTZc88c_vw!2e0! 7i13312!8i6656!4m5!3m4!1s0x882b34941f0046d7:0xaa06735179e18040!8m2!3d43.6654832!4 d-79.4072862. [Accessed: Mar. 5, 2017].

Engineering Strategies and Practice

[59]"Pavement marking: Research group," 2005. [Online]. Available: http://users.encs.concordia.ca/~zayed/materials.html. [Accessed: Mar. 5, 2017].

[60]"Pavement marking handbook: Pavement marking material descriptions," 2004. [Online]. Available:http://onlinemanuals.txdot.gov/txdotmanuals/pmh/pavement_marking_material_descri ptions.htm. [Accessed: Mar. 5, 2017].

[61]"Going with the flow: a system of Contraflow lanes, bike lanes and sharrows planned for Shaw", dandyhorse magazine, 2017. [Online]. Available: http://dandyhorsemagazine.com/blog/2013/02/20/going-with-the-flow-a-system-of-contraflow- lanes-bike-lanes-and-sharrows-planned-for-shaw/. [Accessed: 01- Apr- 2017].

[62]"Traffic safety on one-way streets with contraflow bicycle traffic", Bikexprt.com, 2017. [Online]. Available: http://www.bikexprt.com/research/contraflow/gegengerichtet.htm. [Accessed: 04- Apr- 2017].

[63] City of Toronto, "BY-LAW No. 59-2016", Toronto, 2016.

[64] City of Toronto, "TORONTO MUNICIPAL CODE CHAPTER 950", Toronto, 2016.

[65] City of Toronto, "TORONTO MUNICIPAL CODE CHAPTER 925, PERMIT PARKING - SCHEDULE A", Toronto, 2016.

[66] S. Document, "City of Toronto road classification system summary document," 2013. [Online]. Available: https://www1.toronto.ca/City%20Of%20Toronto/Transportation%20Services/Road%20Classific ation%20System/Files/pdf/2012/rc_document.pdf. [Accessed: Mar. 5, 2017].

[67] Material Specification For Organic Solvent Based Traffic Paint (2017). [online] Available: http://www.raqsb.mto.gov.on.ca/techpubs/ops.nsf/0/4e6e209e5af0fcc48525808200628e13/$FIL E/OPSS1712%20Feb91.pdf. [Accessed: 5 Apr. 2017].

[68]CBC News. (2017). Programming a smoother commute. [online] Available: http://www.cbc.ca/news/canada/toronto/programming-a-smoother-commute-1.1355904. [Accessed: 5 Apr. 2017].

[69]Evaluation of On-Street Bicycle Facilities Added to Existing Roadways. (2017). [online] Available: https://ctr.utexas.edu/wp-content/uploads/pubs/0_5157_1.pdf. [Accessed: 5 Apr. 2017].

Engineering Strategies and Practice

[70]Mail, T. (2017). Explore the data: Toronto bicycle collisions mapped over 25 years. [online] The Globe and Mail. Available: http://www.theglobeandmail.com/news/toronto/explore-the- data-toronto-bicycle-collisions-mapped-over-25-years/article543684/. [Accessed: 5 Apr. 2017].

[71]St. Catharines Standard. (2017). SEARCH ENGINE: Highway paint tested for durability. [online] Available: http://www.stcatharinesstandard.ca/2014/08/22/search-engine-highway-paint- tested-for-durability. [Accessed: 5 Apr. 2017].

[72]"INRO | Emme", Inrosoftware.com, 2017. [Online]. Available: https://www.inrosoftware.com/en/products/emme/. [Accessed: 05- Apr- 2017].

[73]2017.[Online].Available:http://www.toronto.ca/legdocs/mmis/2010/pw/bgrd/backgroundfile- 28856.pdf. [Accessed: 04- Apr- 2017].

[74 ]App.toronto.ca. (2017). Agenda Item History - 2010.PW32.9. [online] Available: http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2010.PW32.9. [Accessed: 5 Apr. 2017].

[75]2017.[Online].Available:https://www1.toronto.ca/City%20Of%20Toronto/Transportation%2 0Services/Cycling/Files/pdf/B/Bloor_Pilot_February_2017_Update_web1.pdf. [Accessed: 04- Apr- 2017].

[76]"Agenda Item History - 2016.PW12.1", App.toronto.ca, 2017. [Online]. Available: http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2016.PW12.1. [Accessed: 04- Apr- 2017].

[77]City of Toronto, Www1.toronto.ca, 2017. [Online]. Available: http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=321e0995bbbc1410VgnVCM100000 71d60f89RCRD&vgnextchannel=59e3970aa08c1410VgnVCM10000071d60f89RCRD. [Accessed: 04- Apr- 2017].

[78]2017. [Online]. Available: http://www.toronto.ca/legdocs/mmis/2016/pw/bgrd/backgroundfile-91699.pdf. [Accessed: 04- Apr- 2017].

[79]"Emulsion type water paint, process for its production, and process for applying same - Toyo Seikan Kaisha Ltd.", Freepatentsonline.com, 2017. [Online]. Available: http://www.freepatentsonline.com/5087645.html. [Accessed: 04- Apr- 2017].

Engineering Strategies and Practice

[80]D. Shapley, "How to Dispose of Used Paint", Popular Mechanics, 2017. [Online]. Available: http://www.popularmechanics.com/science/environment/a3098/paint-disposal-options/. [Accessed: 04- Apr- 2017].

[81]H. Toronto, "How to Properly Dispose of Paint (in the city of Toronto)", Home Painters Toronto, 2017. [Online]. Available: http://www.homepainterstoronto.com/properly-dispose- paint-city-toronto/. [Accessed: 04- Apr- 2017].

[82]"Pavement Marking: Research Group", Users.encs.concordia.ca, 2017. [Online]. Available: http://users.encs.concordia.ca/~zayed/technologies.html. [Accessed: 04- Apr- 2017].

[83]M. Admin, "How to Recycle", Cdrecycling.org, 2017. [Online]. Available: http://www.cdrecycling.org/how-to-recycle. [Accessed: 04- Apr- 2017].

[84]G. Mishra, "RECYCLING OF WASTE CONCRETE", The Constructor, 2017. [Online]. Available: https://theconstructor.org/concrete/concrete-recycling/755/. [Accessed: 04- Apr- 2017].

[85]2017. [Online]. Available: https://fcm.ca/Documents/reports/Infraguide/Sidewalk_Design_Constructionand_Maintenance_ EN.pdf. [Accessed: 04- Apr- 2017].

[86]"Paint industry impacts environment: Greenpainters | Architecture And Design", Architecture And Design, 2017. [Online]. Available: http://www.architectureanddesign.com.au/suppliers/greenpainters/paint-industry-impacts- environment-greenpainters. [Accessed: 04- Apr- 2017].

[87]2017. [Online]. Available: http://www.actsafe.ca/wp- content/uploads/resources/pdf/IATSE_paintbulletins.pdf. [Accessed: 04- Apr- 2017].

[88]"OSHA Technical Manual (OTM) | Section VIII: Chapter 2: Respiratory Protection | Occupational Safety and Health Administration", Osha.gov, 2017. [Online]. Available: https://www.osha.gov/dts/osta/otm/otm_viii/otm_viii_2.html. [Accessed: 04- Apr- 2017].

[89]L. Simcoe, "Unofficial count shows bike lanes on Bloor are boosting ridership | Metro Toronto", metronews.ca, 2017. [Online]. Available: http://www.metronews.ca/news/toronto/2016/09/13/count-shows-bike-lanes-on-bloor-boosting- ridership.html. [Accessed: 04- Apr- 2017].

Engineering Strategies and Practice

[90]"What are the environmental/ traffic congestion benefits of cycling? | Share The Road", Sharetheroad.ca, 2017. [Online]. Available: http://www.sharetheroad.ca/what-are-the- environmental-traffic-congestion-benefits-of-cycling--s16223. [Accessed: 04- Apr- 2017].

[91]2017. [Online]. Available: https://www.edmonton.ca/city_government/documents/PDF/Safe_Disposal_Concrete_Brochure. pdf. [Accessed: 04- Apr- 2017].

[92]"Toronto water - hardness - PH level", Toronto.ca, 2017. [Online]. Available: http://www.toronto.ca/311/knowledgebase/37/101000041537.html. [Accessed: 04- Apr- 2017].

[93]2017. [Online]. Available: https://www3.epa.gov/npdes/pubs/concretewashout.pdf. [Accessed: 04- Apr- 2017].

[94] C. Drudy, First Client Meeting, Jan 2017.

[95] Ctb.ku.edu. (2017). Chapter 26. Changing the Physical and Social Environment | Section 12. Promoting Neighborhood Action | Main Section | Community Tool Box. [online] Available at:http://ctb.ku.edu/en/table-of-contents/implement/physical-social-environment/neighborhood- action/main [Accessed 5 Apr. 2017].

[96] Intelligent Energy Europe. (2017). Promoting cycling for everyone as daily transport mode - Intelligent Energy Europe - European Commission. [online] Available at: https://ec.europa.eu/energy/intelligent/projects/en/projects/presto [Accessed 5 Apr. 2017].

[97] FHWA/WSDOT PAVEMENT MARKING REMOVAL ISSUES AND SOLUTIONS JOINT REVIEW.(2017). [online] Available at: https://www.wsdot.wa.gov/NR/rdonlyres/0BA5E444-7286-481F-B348- F466EF9C3E2D/70125/FHWAPavementMarkingRemovalReport.pdf [Accessed 5 Apr. 2017].

[98] Blood Street Design Feasibility Study and Bike Lane Pilot Project. (2017). [online] Available at: http://www.toronto.ca/legdocs/mmis/2016/pw/bgrd/backgroundfile- 91699.pdf[Accessed 5 Apr. 2017].

[99] Work.chron.com. (2017). How Much Do Highway Construction Workers Make?. [online] Available at: http://work.chron.com/much-highway-construction-workers-make-10559.html [Accessed 5 Apr. 2017].

[100] C. of Toronto, A. Director, T. Services, and Toronto and East York District, "STAFF REPORT ACTION REQUIRED parking regulations – Borden street," 2016. [Online]. Available at:

Engineering Strategies and Practice

http://www.toronto.ca/legdocs/mmis/2016/te/bgrd/backgroundfile-95960.pdf. [Accessed: Mar. 5, 2017].

[101] Google Earth (October 9, 2016) Toronto, Canada 43°37'48.01" N 79°28'28.59" W [Accessed: 02-Mar-2017]

[102]Cycle Network Signing (2017). [online] Available at: http://www.sustrans.org.uk/sites/default/files/images/files/Route-Design- Resources/Technical%20Note%205%20-%20Signs%2006.pdf [Accessed 5 Apr. 2017].

[103]Ontario Traffic Manual (2017). [online] Available at: https://www.burlington.ca/en/your- city/resources/Citizen_Committees_and_Boards/Cycling_Committee/Newsletters/Book_18_Cyc ling_Comm_2014.pdf [Accessed 5 Apr. 2017].

[104]National Association of City Transportation Officials. (2017). Colored Pavement Material Guidance - National Association of City Transportation Officials. [online] Available at: http://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/colored- pavement-material-guidance/ [Accessed 5 Apr. 2017].

[105]Bicycle and Pedestrian Marking, (2017). [online] Available at: http://www.ennisflintamericas.com/downloads/dl/file/id/606/product/0/brochure_bike_and_pede strian_markings.pdf [Accessed 5 Apr. 2017].

[106]Homewyse. (2017). Homewyse Calculator: Cost to Remove Concrete Slab. [online] Available at: https://www.homewyse.com/services/cost_to_remove_concrete_slab.html [Accessed 5 Apr. 2017].

[107]Google.ca. (2017). [online] Available at: https://www.google.ca/maps/@43.6624091,- 79.406075,3a,75y,115.63h,59.73t/data=!3m6!1e1!3m4!1sT67mFipBbTz2GKvGBDEyZg!2e0!7i 13312!8i6656 [Accessed 5 Apr. 2017].

[108] Pedestrian & Bicycle Information Center, 2017.[online] Available at: http://www.pedbikeinfo.org/data/faq_details.cfm?id=42 [Accessed 5 Apr. 2017].

[109] Spurr, B. (2017). More than 1,000 cyclists and pedestrians hit on Toronto streets since June 1 | Toronto Star. [online] thestar.com. Available at: https://www.thestar.com/news/gta/transportation/2016/09/23/more-than-1000-cyclists-and- pedestrians-hit-on-toronto-streets-since-june-1.html [Accessed 5 Apr. 2017].

Engineering Strategies and Practice

[110] Traffic safety on one-way streets with contraflow bicycle traffic, 2017. [online] Available at: http://www.bikexprt.com/research/contraflow/gegengerichtet.htm [Accessed 5 Apr. 2017].

[111] Pavement Marking Handbook: Pavement Marking Material Descriptions, 2017. [online] Available at: http://onlinemanuals.txdot.gov/txdotmanuals/pmh/pavement_marking_material_descriptions.htm #i1020951 [Accessed 5 Apr. 2017].

Engineering Strategies and Practice

Appendices

[Appendix A]

A Map of Harbord Village with street directions.

From [100]

[Appendix B]

A pairwise comparison is used to analyze objective priority. If the objective in the leftmost column is more important than one on the top row, the corresponding cell unit gets a “1”, if this is not the case the cell gets a “0”. If the objectives have equal importance it is represented by an “=”. The sum of these numbers for each objective determines their respective priority.

Engineering Strategies and Practice

Note: The values from the pairwise comparison have no quantitative meaning relating to priority. Table 4. Pairwise Comparison of Objectives Objectives 1 2 3 4 5 6 Total

1. Preventive of accidents - 1 1 1 1 1 5 on residential streets.

2. Universally accessible. 0 - 1 1 1 1 4

3. Non-destructive to 0 0 - 1 1 1 3 surrounding infrastructure.

4. Inexpensive to 0 0 0 - 1 1 2 implement.

5. Non-destructive to the 0 0 0 0 - = 0.5 environment.

6. Cautious of effect on 0 0 0 0 = - 0.5 traffic and congestion.

[Appendix C]

Applicable by-laws and codes that are used in the constraints.

From [31] “Chapter 743, STREETS AND SIDEWALKS, USE OF BICYCLE - Include a tricycle and unicycle but does not include a motor assisted bicycle. BICYCLE TRAIL- That part of a boulevard that is improved for use by cyclists. DRIVEWAY - That portion of the boulevard improved for the purpose of providing vehicle access to an adjacent property. INTERSECTION- The area embraced within the prolongation or connection of the lateral curb lines, or , if none, then of the lateral boundary lines of two or more streets or private driveways that join on another at an angle, whether or not one street or private driveway crosses the other.

Chapter 886, FOOTPATHS, PEDESTRIAN WAYS, BICYCLE PATHS, BICYCLE LANES AND CYCLE TRACKS”

Engineering Strategies and Practice

[Appendix D]

From the City of Toronto’s Application to Injure or Destroy Trees [32]:

“[A tree protection plan is] a plan prepared by a qualified tree expert in accordance with Urban Forestry’s Tree Protection Policy and Specifications for Construction Near Trees. The plan must identify protected trees that are to be retained, access the impact any proposed construction activity will have on the trees and provide details on the tree preservation methods that will be implemented prior to, during and after construction activity is completed. Tree preservation methods may include the erection of hoarding crown and root pruning, fertilization, aeration, mulching and watering, to name a few. The Private Tree By-law protects trees on private property that are 30 cm or more diameter at 1.4 m above ground level.”

[Appendix E]

A by-law relating to the Toronto Transit Commission (TTC) used in the constraints.

From [33]

Toronto Transit Commission Exclusive authority of TTC:

“395. (1) No person other than the TTC shall establish, operate or maintain a local passenger transportation system within the City until the TTC is dissolved or the control and management over the local passenger transportation system is removed from the TTC. 2006, c. 11, Sched. A, s. 395”

[Appendix F]

A Map of Harbord Village Heritage Registry.

Engineering Strategies and Practice

From [48]

[Appendix G]

The street directions of Brunswick Avenue, Borden Street, and Major Street.

Brunswick Avenue Direction From (Southern road) To (Northern road) Direction of Brunswick Avenue

College St. Ulster St. South

Ulster St. Harbord St. North

Harbord St. Sussex Ave. South

Sussex Ave. Bloor St. North

Engineering Strategies and Practice

[Appendix H]

Brunswick is 320m from Spadina Ave. and 310m from Bathurst St. Since 320/2=160, this implies that any point in the neighbourhood is 160m removed from a continuous North/South road.

from [101]

Engineering Strategies and Practice

[Appendix I]

This appendix describes the standard used to test traffic paint [67].

Ontario Ministry of Transportation (MTO) Standards 1712.05.06 Service Test

Organic solvent based traffic paint, conforming to 1712.05.05, and Table 1 shall be submitted for service test when requested by the Authority.

Organic solvent based traffic paints will be service tested, conforming to the following:

A. Test deck location, time and procedure of application shall be as specified by the Authority.

B. Test stripe shall be 10 cm in width and applied transversely across the lanes of the road. Application of the organic solvent based traffic paint to a dry thickness of 230 ± 25 microns on bituminous or concrete pavement with about 20,000 AADT and the subsequent application of overlay glass beads conforming to OPSS 1750, at the approved rate immediately over the yellow and white striped line.

C. The ease and uniformity of application, severity of overspray, covering properties and drying time will be evaluated during application.

D. The applied organic solvent based traffic paint will be inspected periodically and its service performance will be rated by the Authority, as outlined in Table 2.

E. Approval will be given after one year of service rating, providing the material conforms to Table 2 and meets the conditions of 1712.09.02.

Engineering Strategies and Practice

[Appendix J]

Cost calculation for the proposed design based on similar projects.

Cost for similar contraflow lane is $15/m. [26] Brunswick Ave. length is 1000m. Therefore, $15/m*1000m=$15000

Engineering Strategies and Practice

From [101]

[Appendix K]

This appendix calculates the total material costs.

Brunswick Ave is 1000 m long, required width of contraflow bike lane is 0.2 m, Total number of bike symbols =1000 푚 / 20 푚 = 50[102] So, painting area is 1000 푚 ×0.2 푚 = 200 푚2 = 2152.78 푚푚2[103] Since raw material of water based paint is $0.6 / square feet [104], bike symbols is $150 [105], Total material cost is 2152.78 푚푚2×$0.6/푚푚2 + $150×50 = $8791.67

[Appendix L]

This appendix calculates the estimated installation cost of the contraflow lane.

Price for installation is $1.2 / square feet [104] Total installation cost is 2152.78 푚푚2×$1.2 / 푚푚2 = $2583.34

[Appendix M]

The cost for removing the sidewalk.

Engineering Strategies and Practice

Cost for removing concrete sidewalk is $7.79 / square feet [106] Estimated area for removal sidewalk is 167.4 푚푚2[107] Total cost = 167.4 푚푚2×$7.79 / 푚푚2 = $1304.05

[Appendix N]

This appendix calculates potential benefits from implementing the proposed design.

The budget that the City of Toronto provided for traffic collision is 80.3 million starting from July 2016. As a result, contraflow lane reduces more than 80% of bicycle accidents. Therefore, the benefit of this design will be $80.3 푚푚푚푚푚푚푚 × 20% = 16.06 푚푚푚푚푚푚푚 [108-110]

[Appendix O]

This appendix calculates the service cost for the design.

Since the water-based polymer paint has the service life of one year. [111] Total cost = $8 791.67+$2 583.34+$1 304.05=$12 679.06 for one year ≈ $13 000