Chapter: 1. Executive Summary<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 4. Personal Reflections<\/p>\n
Chapter: 4. Personal Reflections<\/p>\n
Chapter: 5. Reference<\/p>\n
Chapter: 5. Reference<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Chapter: 2. Understanding the Area<\/p>\n
Complete Street Final Report<\/p>\n
Kingston Road from Birchmount Ave. to Midland Ave.<\/p>\n
Contents<\/p>\n
1. Executive Summary 01<\/p>\n
a. Background 01<\/p>\n
b. Challenges and findings 01<\/p>\n
c. Summary of recommendations 02<\/p>\n
2. Understanding the Study Area 03<\/p>\n
a. Site analysis and existing conditions 03<\/p>\n
The street 03<\/p>\n
Road classification 04<\/p>\n
Land use and types of buildings 05<\/p>\n
Neighbourhoods with Kingston Road 08<\/p>\n
Road design 09<\/p>\n
Road safety 14<\/p>\n
Public transportation and other infrastructures 17<\/p>\n
Public facilities 20<\/p>\n
3. Complete Street Proposal and Redesign 22<\/p>\n
Introduction 22<\/p>\n
Timeline 23<\/p>\n
Focus elements and basic guidelines 24<\/p>\n
Proposal and redesign (topical redesign) 25<\/p>\n
1. The intersection 25<\/p>\n
2. Vehicle lanes (drive lane, bus lane, and parking lane) 28<\/p>\n
3. Planting zone and furniture zone 31<\/p>\n
4. Sidewalk and cycling lane (none-vehicle lanes) 35<\/p>\n
5. Kingston Rd. at Birchmount intersection 43<\/p>\n
4. Personal Reflections 46<\/p>\n
5. References 48<\/p>\n
1. Executive Summary<\/p>\n
A. Background<\/p>\n
Kingston Road is a major arterial road in Toronto and Durham Region, Ontario. It is the southernmost major (mainly) east-west road in the eastern portion of Toronto, specifically in the district of Scarborough, and runs east to Ajax in Durham (\u201cKingston Road (Toronto),\u201d 2022). the redesigns will be guided by Toronto Toronto\u2019se streets guidelines, NACTO guides, and Toronto’s official plan. According to the city of Toronto Road classification of street list 2018, Kingston Road, from Birchmount Ave. to Midland Ave, is a major arterial road (Toronto, 2017c). Moreover, according to Toronto’s complete streets guidelines, this section ofthe road is a mixed-use connector street because it provides direct travel routes for people and goods in Scarboro. This final proposal strongly focuses on infrastructure improvement and right-of-way reallocation with none vehicle lanes (sidewalk, cycling lane), vehicle lanes (drive lane, bus lane, and parking lane), intersections, streetscape and furniture zone. At the same time, Complete Streets Guidelines will help Kingston Road by:<\/p>\n
\u26ab ensuring safe and accessible streets for people of all ages and abilities by increasing traffic facilities and cycling net system, and limiting the speed of the vehicle<\/p>\n
\u26ab giving people a range of commute choices by adding sidewalks, bus lanes or HOV lanes and bike lanes<\/p>\n
\u26ab creating healthy and livable neighbourhoods by increasing planting zone and furniture zone<\/p>\n
\u26ab creating vibrant and attractive public spaces by increasing furniture zone<\/p>\n
B. Challenges and Findings<\/p>\n
\u25cf Lack of Efficient Public Transportation<\/p>\n
\u25cb No designated cycle lanes<\/p>\n
\u25cb No designated bus lanes<\/p>\n
\u25cf Road Safety Issues<\/p>\n
\u25cb at specific locations no sidewalk or traffic light<\/p>\n
\u25cf Inadequate Pedestrian Infrastructure<\/p>\n
\u25cb Narrow sidewalks near institutions<\/p>\n
\u25cb Inadequate traffic lights and crossing lines<\/p>\n
\u25cf Accessibility Issues<\/p>\n
\u25cb No designated bicycle lane<\/p>\n
\u25cb No curbside space allocated for bicycle facilities<\/p>\n
\u25cf Lack of Public Realm<\/p>\n
\u25cb lacking planting zone<\/p>\n
\u25cb lacking furniture zone<\/p>\n
C. Summary of recommendations<\/p>\n
\u25cf Intersection redesign<\/p>\n
\u25cb Increasing cycling lanes, bike boxes, and bike racks<\/p>\n
\u25cb Reducing one lane and vehicle lane\u2019s width<\/p>\n
\u25cb Diminishing the mixed zone<\/p>\n
\u25cb Relocating the bus stops<\/p>\n
\u25cf Vehicle lanes (drive lane, bus lane, and parking lane)<\/p>\n
\u25cb Increasing the bus lane or HOV lane<\/p>\n
\u25cb Cancelling the parking lane along the street and reducing the boulevard width to support the planting zone and furniture zone<\/p>\n
\u25cb Reducing the driving lane and HOV lane\u2019s width to reduce the speed of the vehicle<\/p>\n
\u25cf planting zone and furniture zone<\/p>\n
\u25cb Combining the planting zone and furniture zone to use the ROW space efficiently<\/p>\n
\u25cb Building the water management system through the planting zone<\/p>\n
\u25cb Improving the bus stops facilities<\/p>\n
\u25cb Increasing the waste bine and other furniture with street<\/p>\n
\u25cb Increasing the planting zone and furniture zone in the business area<\/p>\n
\u25cf Sidewalk and cycling lane (none-vehicle lanes)<\/p>\n
\u25cb Increasing the width of the sidewalk in the high-density population area<\/p>\n
\u25cb Increasing the cycling lane and making the cycling network system<\/p>\n
\u25cb Matching none-vehicle lanes and vehicle lanes to support more choices for the public<\/p>\n
\u25cb Improving the continuation of the sidewalk system and cycling network system<\/p>\n
\u25cb Increasing the traffic light and crossing line at the Danforth intersection<\/p>\n
\u25cb Increasing the underground tunnel for the cycling lane at the Danforth intersection<\/p>\n
2. Understanding the Area<\/p>\n
A. Site Analysis and Existing Conditions<\/p>\n
The street<\/p>\n
Kingston Road is one of Toronto\u2019s main streets. This Road is along the shores of Lake Ontario. The total length is 36.3 km. The primary road services Scarborough region. Also, it focuses on serving the communities around it. Kingston Road belonged to the highway system before 1998. After 1998, Kingston Road was removed from the highway system because Kingston Road made up a huge chunk of highway 2 (Blog To, 2014). Kingston Road has supported local development but cannot fit for development because of road issues such as lacking cycling lanes.<\/p>\n
Kingston Rd., from Birchmount Ave. to Midland Ave, is a tough road because Danforth Road connects with Kingston Rd; near Highview Ave. Due to some reasons, the length of the street Kingston Rd. From Birchmount Ave. to Midland Ave, this part has two values. One is 2.3 km; the other is 3 km. One of the different length\u2019s reasons is that Kingston road connects with Danforth Ave in both directions, which is separated to protect the Scarborough War Memorial. Kingston Road has many intersections from Birchmount Ave to Midland Ave in both directions. (The specific intersection of information shows in table 3 and 4)<\/p>\n
Kingston road from Birchmount Road to Midland Ave direction, from google map<\/p>\n
Kingston road from Midland Ave to Birchmount Road direction, from google map<\/p>\n
Road classification<\/p>\n
According to the city of Toronto Road classification of street list 2018, Kingston Road, from Birchmount Ave. to Midland Ave, is a major arterial road (City of Toronto, 2018). Moreover, according to Toronto\u2019s complete streets guidelines, this section of the Road is a mixed-use connector street because it provides direct travel routes for people and goods in Scarboro, and it connects Birchcliffe- Cliffside community neighbouring and other communities (City of Toronto, 2018).<\/p>\n
Kingston Road has different ROW values and three general-purpose lanes per direction (TTC, 2020). The ROW\u2019s value range is from 32. 17m to 63.86m.<\/p>\n
From<\/p>\n
To<\/p>\n
ROW value (m)<\/p>\n
Birchmount road<\/p>\n
Lakehurst Dr<\/p>\n
37.3<\/p>\n
Lakehurst Dr<\/p>\n
Glen Everest Road<\/p>\n
48.55<\/p>\n
Glen Everest Road<\/p>\n
Danforth Ave<\/p>\n
63.86<\/p>\n
Danforth Ave<\/p>\n
Cliffside Dr<\/p>\n
34.2<\/p>\n
Cliffside Dr<\/p>\n
Leatherwood Gdns<\/p>\n
36.8<\/p>\n
Leatherwood Gdns<\/p>\n
Ridge moor Ave<\/p>\n
38.85<\/p>\n
Ridge moor Ave<\/p>\n
Sandown Ave<\/p>\n
37.29<\/p>\n
Sandown Ave<\/p>\n
Kelsonia Ave<\/p>\n
35.84<\/p>\n
Kelsonia Ave<\/p>\n
Midland Ave<\/p>\n
32.17<\/p>\n
Road view, by Jia zhang.<\/p>\n
Land use and types of buildings<\/p>\n
Moreover, Kingston Road\u2019s mixed-used function supports local transportation. At the same time, on this street, the land use is different in these sections, including residential, institutional, commercial, development applications, parks and green spaces. Even in the opposite of the same area, the land use is different. Thus, Kingston Road from Birchmount Ave to Midland Ave is a mixed-use zone. From Birchmount Ave to Midland Ave direction, the whole area is dominated by residential (single-house, apartments), commercial zone, parks and green spaces. The commercial zone includes the plaza and gasoline station; This zone offers traffic land use (parking lots) and connects with Kingston Road. In the residential area, sidewalks and parking lots provide the properties\u2019 paths.<\/p>\n
Moreover, the development application is from 4206 -4212 Kingston Road, a 12-storey mixed-use building (TTC, 2020). Furthermore, the employment\/ institutional land use includes public schools and community centers. The parks and green spaces include Rosetta McClain Garden and other areas of green infrastructure. Another direction of Kingston Rd\u2019s land use includes commercial, education, and green space. The types of buildings include middle-rise of buildings and low-rise buildings. Moreover, the traffic land use (parking lots) is another component. (For the specific land use, please see the table below.)<\/p>\n
From Birchmount Ave to Midland Ave direction<\/p>\n
From<\/p>\n
To<\/p>\n
Land use<\/p>\n
Types of buildings<\/p>\n
Birchmount road<\/p>\n
Lakehurst Dr<\/p>\n
Residential (single- family residential home)<\/p>\n
the low-rise building (house)<\/p>\n
Lakehurst Dr<\/p>\n
Glen Everest Road<\/p>\n
Park and Residential (single-family residential home), green space<\/p>\n
Green space (Park) and the low-rise building (house)<\/p>\n
Glen Everest Road<\/p>\n
Danforth Ave<\/p>\n
Residential (Apartment buildings, Retirement suites)<\/p>\n
middle-rise of the building (Apartment)<\/p>\n
Danforth Ave<\/p>\n
Cliffside Dr<\/p>\n
Residential (Apartment building)<\/p>\n
middle-rise of the building (Apartment)<\/p>\n
Cliffside Dr<\/p>\n
Leatherwood Gdns<\/p>\n
Residential (Apartment building), Mixed-use building (development application), traffic land use (parking lots)<\/p>\n
middle-rise of the building(Apartment and Mixed-use building)<\/p>\n
Leatherwood Gdns<\/p>\n
Ridge moor Ave<\/p>\n
Commercial (plaza)<\/p>\n
Low-rise commercial building<\/p>\n
Ridge moor Ave<\/p>\n
Sandown Ave<\/p>\n
Commercial (plaza)<\/p>\n
Low-rise commercial building<\/p>\n
Sandown Ave<\/p>\n
kelsonia Ave<\/p>\n
Commercial (plaza)<\/p>\n
Low-rise commercial building<\/p>\n
kelsonia Ave<\/p>\n
Midland Ave<\/p>\n
Commercial (gasoline)<\/p>\n
Low-rise commercial building<\/p>\n
Residential commercial (small business) green infrastructure<\/p>\n
Mixed-use<\/p>\n
gasoline station<\/p>\n
plaza<\/p>\n
By Jia zhang<\/p>\n
From Midland Ave to Birchmount Ave direction<\/p>\n
From<\/p>\n
To<\/p>\n
Land use<\/p>\n
Types of building<\/p>\n
Midland Avenue<\/p>\n
Sandown Ave<\/p>\n
Commercial (fitness and small business, low-rise building)<\/p>\n
Low-rise<\/p>\n
commercial<\/p>\n
building<\/p>\n
Sandown Ave<\/p>\n
Sharpe Street<\/p>\n
Commercial (small business), Residential (low-rise buildings, single- family residential homes) and traffic land use (parking lots)<\/p>\n
Low-rise commercial buildings and house<\/p>\n
Sharpe Street<\/p>\n
Claremore Avenue<\/p>\n
Commercial business, building)<\/p>\n
(small low-rise<\/p>\n
Low-rise<\/p>\n
commercial<\/p>\n
building<\/p>\n
Claremore Avenue<\/p>\n
Highview Avenue<\/p>\n
Commercial business,<\/p>\n
(small low-rise<\/p>\n
Low-rise<\/p>\n
commercial<\/p>\n
building<\/p>\n
building) and parking lots<\/p>\n
Highview Avenue<\/p>\n
Danforth Avenue<\/p>\n
Green infrastructure (green space), historical landmark<\/p>\n
Green space and<\/p>\n
landmark<\/p>\n
Danforth Avenue<\/p>\n
Birchmount Road<\/p>\n
Education<\/p>\n
(institutional\/employment) and green space<\/p>\n
Green space and<\/p>\n
middle-rise<\/p>\n
building<\/p>\n
The different land use gives Kingston Rd more opportunities and challenges. The parking lots support convenient for the public. Also, it limits the development of the commercial zone; for instance, the parking lots significantly influence the small business section and mixed-use buildings. The roadside parking lots cannot meet the needs of the small business section and mixed-use buildings because, in the daytime, the roadside parking lots are full. Also, the roadside<\/p>\n
parking narrows the green space to manage the water and snow store.<\/p>\n
Furthermore, the mixed-use building, commercial zone, and parks supply traffic flow, but these land-use functions put Kingston Road under pressure because of more vehicles. According to neighbourhood profile documents, residents highly rely on cars in this area to commute because, in this community, the primary mode of commuting to work percentage is at hither city level of 10% (City of Toronto, 2022). (The picture shows the specific information below)<\/p>\n
Community information from the city of Toronto- neighbourhood profile<\/p>\n
Neighbourhoods with Kingston Road<\/p>\n
Kingston Rd., from Birchmount Ave. to Midland Ave, belongs to the Birchcliffe-Cliffside community (Neighbourhood Number:122). Birchcliffe- Cliffside community, the total population is 22,291, and the population density is 3,765 people per square km. The mean age is 45, which is higher than the city\u2019s mean age. With the gender aspect, the female percentage is 51.58%, and the male ratio is 48.42% (City of Toronto, 2022). It means nearly 50% of people, older people and children, need high-quality traffic facilities to support them (The picture shows the specific information below).<\/p>\n
Moreover, the Birch Cliff public school and Birchmount park collegiate institute are next to Kingston Road. It means that the students highly depend on this Road to go to school. At the same time, the working age of people highly depends on Kingston Road from Birchmount Ave to Midland Ave because this Road is the sole connecter and major arterial Road for this community. Furthermore, some parks and community centers in this community rely on Kingston Road. The parks and community center include Scarborough heights park, Rosetta McCain gardens, Harrison properties, and Birchmount community center.<\/p>\n
Community information from the city of Toronto- neighbourhood profile<\/p>\n
Road design<\/p>\n
From Birchmount road to Midland Ave direction<\/p>\n
On Kingston Street from Birchmount road to Lakehurst Dr, the street includes a sidewalk, bicycle lane, and boulevard. Another section consists of a sidewalk, bike lane, and boulevard from Lakehurst to Glen Everest Road. From Glen Everest Road to Cliffside Dr, the vehicle lanes become three lanes, and the sidewalk becomes 4.7m. After Danforth Ave combines with Kingston Road, the vehicle lanes become three lanes. However, at Cliffside Dr location has an additional lane, the left truing lane; from Cliffside Dr to Midland Ave, the driving lanes are three lanes, but at the intersections, including Cliffside Dr, Ridge moor Ave, and Sandown Ave, the left turning lane is added near the boulevard. It means reducing the boulevard width for the turning lane.<\/p>\n
Furthermore, most bus stations have a stop lane for temporary stops for passengers. The topical design structures show below in drawing 1 and 2. In this direction, all intersections follow these ways, and the width has different values; please see table 3 for the specific data.<\/p>\n
Two lanes street, by Jia zhang Three lanes street, by Jia zhang .<\/p>\n
From Midland Ave to Birchmount Ave direction, most of Kingston Street is three drive lanes, and at the intersection, the left turning lane element combines with the drive lane (3 lanes). At the same time, the boulevard reduces the width to support the left-turning lane. In some sections, the parking lane combines with the driving lane, such as from Midland Avenue to Sandown Ave and from Sandown Ave to sharper street intersections. Most bus stations have a stop lane for temporary stops for passengers. All of the street structures follow drawings 3 and 4, and the difference is the width values and components, which show in table 4<\/p>\n
Intersection picture, by Jia zhang<\/p>\n
From Birchmount Ave to Midland Ave direction (table 3)<\/p>\n
From<\/p>\n
To<\/p>\n
driving lanes<\/p>\n
sidew<\/p>\n
alk<\/p>\n
bicycle<\/p>\n
lane<\/p>\n
Parking<\/p>\n
lane<\/p>\n
boulevard<\/p>\n
Birchmount road<\/p>\n
Lakehurst Dr<\/p>\n
2 lane (3 m\/per lane)<\/p>\n
2m<\/p>\n
1.5m(one lane)<\/p>\n
none<\/p>\n
3.45m<\/p>\n
Lakehurst Dr<\/p>\n
Glen Everest Road<\/p>\n
2 lane (3. 5<\/p>\n
m\/per lane)<\/p>\n
2.5m<\/p>\n
3m (two lanes)<\/p>\n
none<\/p>\n
3.45m<\/p>\n
Glen Everest Road<\/p>\n
Danforth Ave<\/p>\n
2 lane (3. 5<\/p>\n
m\/per lane<\/p>\n
4.7m<\/p>\n
none<\/p>\n
none<\/p>\n
Green space<\/p>\n
Danforth Ave<\/p>\n
Cliffside Dr<\/p>\n
3 lane (from 3. 8m to 4m) (Does not include the turning lane at Cliffside Dr. Location)<\/p>\n
4.7m<\/p>\n
none<\/p>\n
none<\/p>\n
2m<\/p>\n
Cliffside Dr<\/p>\n
Leatherwood Gdns<\/p>\n
3 lane (3. 5<\/p>\n
m\/per lane<\/p>\n
2.8m<\/p>\n
none<\/p>\n
none<\/p>\n
4.5m<\/p>\n
Leatherwood Gdns<\/p>\n
Ridge moor<\/p>\n
Ave<\/p>\n
3 lane (3. 5 m\/per lane (Does not include the turning lane at Ridge moor Ave Location)<\/p>\n
2.0m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
Ridge moor<\/p>\n
Ave<\/p>\n
Sandown Ave<\/p>\n
3 lane (from 3. 5<\/p>\n
3.6m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
to 4 m)<\/p>\n
(Does<\/p>\n
include<\/p>\n
not the<\/p>\n
turning lane at Sandown Ave Location)<\/p>\n
Sandown Ave<\/p>\n
kelsonia Ave<\/p>\n
3 lane (3. 5<\/p>\n
m\/per lane<\/p>\n
2.8m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
kelsonia Ave<\/p>\n
Midland Ave<\/p>\n
3 lane (3. 5<\/p>\n
m\/per lane<\/p>\n
2m<\/p>\n
none<\/p>\n
none<\/p>\n
4.6m<\/p>\n
From Midland Ave to Birchmount Ave direction (table 4)<\/p>\n
From<\/p>\n
To<\/p>\n
vehicle lanes<\/p>\n
sidew<\/p>\n
alk<\/p>\n
bicycle<\/p>\n
lane<\/p>\n
Parking<\/p>\n
lane<\/p>\n
boulevard<\/p>\n
Midland<\/p>\n
Avenue<\/p>\n
Sandown Ave<\/p>\n
3 lane (3.5 m\/per<\/p>\n
3.5m<\/p>\n
none<\/p>\n
3m<\/p>\n
5.0m (at Sandown Ave intersection is1.5m)<\/p>\n
lane)<\/p>\n
(Does<\/p>\n
include<\/p>\n
not the<\/p>\n
turning lane at<\/p>\n
Sandown Ave intersection)<\/p>\n
Sandown Ave<\/p>\n
Sharpe Street<\/p>\n
3 lane (3. 5 m\/per lane) (Does not include the turning lane at Sharpe Street intersection)<\/p>\n
3m<\/p>\n
none<\/p>\n
3m<\/p>\n
4.6m (at Sharpe Street intersection is1.6m)<\/p>\n
Sharpe Street<\/p>\n
Claremore<\/p>\n
Avenue<\/p>\n
3 lane (from 3. 5 m to 3.8m) (Does not include the turning lane at the Claremore Avenue intersection)<\/p>\n
2.2m<\/p>\n
none<\/p>\n
none<\/p>\n
4.5 (at Claremore Avenue intersection is1.5m)<\/p>\n
Claremore<\/p>\n
Avenue<\/p>\n
Highview<\/p>\n
Avenue<\/p>\n
3 lane (3. 5 m\/per lane (Does not include the turning lane at Cliffside Dr. Location)<\/p>\n
2.3m<\/p>\n
none<\/p>\n
none<\/p>\n
1.86m<\/p>\n
Highview<\/p>\n
Avenue<\/p>\n
Danforth<\/p>\n
Avenue<\/p>\n
3 lane (3. 5<\/p>\n
m\/per lane<\/p>\n
2.3m<\/p>\n
none<\/p>\n
none<\/p>\n
Green infrastructur e<\/p>\n
Danforth<\/p>\n
Avenue<\/p>\n
Birchmount Road<\/p>\n
2 lane (3m\/per<\/p>\n
3m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m(at Birchmount Road, lake Hurst Dr, Glen Everest Rd intersection is1.5m))<\/p>\n
lane<\/p>\n
(Does<\/p>\n
include<\/p>\n
not the<\/p>\n
turning lane at Birchmount Road, lake Hurst Dr, Glen Everest Rd intersection)<\/p>\n
For these data, Kingston Road has space to improve the current road structure. The bike lane is an issue for this part of the Road because most parts do not have bike lanes. Boulevards and sidewalks can support space to improve the current bike lane issues. The turning lane is difficult for heavy trucks, buses, and emergency cars, near the Birchmount Road intersection because of the traffic<\/p>\n
island. When the buses turn right, the tire will touch the traffic island. This situation will influence the pedestrians\u2019 safety. In future redevelopment, these issues should be improved.<\/p>\n
Below of the pictures show the current situation of Kingston Road.<\/p>\n
Drawing 1<\/p>\n
by Jia zhang<\/p>\n
Drawing 2<\/p>\n
by Jia zhang<\/p>\n
Drawing 3<\/p>\n
by Jia zhang<\/p>\n
Road safety<\/p>\n
Road safety is a huge challenge with this section of the Road because many traffic accidents happen on Kingston Road from Birchmount Road to Midland Avenue. The critical issues include high-speed vehicles and a lack of cycle lane infrastructure. At the same time, more than the traffic signals is needed. The picture (vision zero map screenshot) shows some seriously injured accidents below, which connects to lacking traffic signals.<\/p>\n
Traffic Injuries and Fatalities 2016-2021, from Vision Zero Map<\/p>\n
Kingston Road from Birchmount Road to midland Avenue, the vehicle speed limit is 50 km\/h with four to six lanes on a major arterial road. The recorded 2050 vehicles per day volume fall within the typical values for the major arterial roadway classification (city report, 2018). The vehicle speed limit was changed from 60km\/h to 50km\/h. The aim is to reduce accidents on this Road. The reason is the existence of the Brichcliff public school at Birchcliff avenue. Many students must go across Kingston Rd to school during rush hour. At the same time, numerous seniors in the area need to go across Kingston Road to their neighbourhood.<\/p>\n
Moreover, many high-density residential development programs are constructed. If the speed is too high, safety will be no guarantee in this complex situation. Furthermore, on the roads which are connected with Kingston Road, the speed limit is 40km\/h. Moreover, the traffic signal is not enough at Kingston Road, which joins other roads. It can cause pedestrians to get injured; for instance, on Danforth Avenue intersection, there is no sidewalk for pedestrians and no traffic signal<\/p>\n
to alarm the driver to pay attention to this situation (vision zero shows a pedestrian accident near here, and the picture Combination of Kingston Rd and Danforth Ave location show there is no traffic lights to limit the vehicles and pedestrians.)<\/p>\n
Combination of Kingston Rd and Danforth Ave location, by Jia zhang<\/p>\n
Traffic Injuries and Fatalities 2016-2021, from Vision Zero Map<\/p>\n
Furthermore, the cycle lane was only built from Birchmount road to Midland Ave direction, Birchmount road intersection to Glen Everest Road intersection. Other sections do not have cycle lanes. Without cycling lanes, there is a cyclist accident. This issue should pay attention to for future development and rebuilding.<\/p>\n
Public transportation and other infrastructures<\/p>\n
Kingston Road belongs to Eglinton-Kingston Rd- Morningside bus Lane corridor. Kingston Road is a major six-lane arterial road parallel to Lake Ontario through southern Scarborough. (Bus lane implementation, 2020). TTC supports most public transit functions on this Road, including bus lines 12 and 302(night), in both directions, with 16 stations. According to the TTC website, the bus frequency is 6 min and 28 min in busy and free time. According to observation, one station has few passengers waiting for the bus during rush hours. The bus stations are located in residential and commercial areas along the street. Most stations have glass shelters, but some are without shelters, which are temporary bus stations for Lines 12 and 302. At the same time, some glass shelters do not cover the front or back side and only cover the sky. Moreover, some bus shelters do not offer benches. This situation influences the comfortable feeling and safety of the passengers in the public transportation system. Thus, the bus stations should be improved to support more protection for passengers.<\/p>\n
Bus shelter, by Jia zhang<\/p>\n
Bus route (12), from TTC<\/p>\n
With the furniture zone, in the different sections of the Road, these zones show various features. Near the residential location, the furniture zones focus on the waste receptacle, cycling facilities, and fire hydrants; near the commercial zone, the furniture zones focus on hydrants; near the bus stations, the furniture zone focuses on benches, fire hydrants, cycling facilities, and waste receptacles. These furniture zones can satisfy with around environment except for bike facilities.<\/p>\n
Furniture zone, by Jia zhang.<\/p>\n
The cycling network around this section of the Road focuses on the nature system (park and green space) and is part of residential land use. The cycling facilities are limited on Kingston Road. Most cycling parking lots are in front of mixed-use buildings and bus stations. Only a few of them can be found in front of plazas. According to observation, the total number of them is almost 30 in both directions. At the same time, the bicycle lanes were only built from Birchmount road to Glen Everest Road intersections. It means the bicycle lanes are not enough for this region. Also, cyclist injury accidents usually happen, indicating that the cycling network from Birchmount road to midland Road intersections cannot satisfy the actual needs.<\/p>\n
Bicycle lanes and in front of the plaza, by Jia zhang<\/p>\n
From Birchmount Ave to Midland Ave direction, the parking lots around the street belong to commercial functions. These lots are hugely unoccupied during working time, especially in the plazas. Approximately 60% of the commercial parking lot capacity is available during the daytime. Roadside parking lots significantly support commercial and mixed-use buildings. Nevertheless, from Midland Ave to Birchmount Ave direction, the small business area and mixed-use buildings (from Birchmount Ave to Midland Ave direction) are limited by short parking lots. This phenomenon shows that parking lots are insufficient in the specific location and not all road sections.<\/p>\n
Plaza and mixed-use building by Jia zhang<\/p>\n
The sidewalk is covered most of the Road on Kingston Rd. The sidewalk\u2019s width is from 2m to 4.7m. However, the location, which combines Kingston Road and Danforth AVE, from Midland Ave to Birchmount Ave direction, does not have a sidewalk of about 100m (the site shown in the picture below bottom left). In this part, all pedestrians must cross the vehicle lanes and walk to Kingston Road without a traffic signal or protection. This intersection must improve soon. Furthermore, from Birchmount road to Midland Ave direction, most sidewalks are next to greenspace, which can support improving the cycling network. It means reducing the green space<\/p>\n
or sidewalk width to build a cycling lane.<\/p>\n
Sidewalk (from Birchmount road to Midland Ave direction) and combines Kingstone Rd and Danforth AVE, by Jia zhang<\/p>\n
To the observations, there are many green infrastructures (green space) on the Road, but they are not enough in some unique places; for instance, from Birchmount road to Midland Street direction, a big park in the middle of this Road and other sides of the Road have grass and trees to create green space. In contrast, from midland street to Birchmount road direction, from the midland intersection to Claremore Ave, Kingston Road does not have enough green space because the sidewalk and roadside parking lots take up almost areas that can be planted for grass and trees. It means there is no green space. This situation may create a problem for water and snow store management. Nevertheless, Kingston Road has enough green space, including grass and trees, from the Claremore Ave intersection to Birchmount Road Intersection. If possible, this part of the Road can be redesigned for a beautiful view.<\/p>\n
Green infrastructure, by Jia zhang.<\/p>\n
Public facilities<\/p>\n
Major public facilities on this Road include two schools, a community center, a fire station, a historic structure, and some plazas. These public facilities support the community because some activities happen over there. However, according to the community profile, these public facilities rely on the vehicle to arrive; for instance, these plazas support many parking lots for customers, but some bus stations are not near these plazas. Moreover, along the commercial area, all business<\/p>\n
activities happen indoors, which means Kingston Road lacks vibrant elements to create a sense of the street. These issues may influence local development. Simultaneously, from midland street to Birchmount road direction, the sidewalk and roadside parking narrow the activities space, which still needs to create vibrant elements. Therefore, Kingston Road lacks public facilities to make sense of the place and needs to increase the density ofthe bus stations in front of commercial zones.<\/p>\n
Historical structure, by Jia zhang.<\/p>\n
Conclusion<\/p>\n
Kingston Rd from Birchmount road to Midland Ave has many issues that should be improved. The most important aspects are the cycling network, sidewalk, road safety, intersections, green spaces, and transportation system. Some strategies can improve these aspects, such as redesign and rebuilding. The designer and council need more research on this Road and around the environment and background to achieve this target.<\/p>\n
3. Complete Street Proposal and Redesign (topical redesign)<\/p>\n
Introduction<\/p>\n
This complete street proposal and redesign aim is to improve the current traffic situation and implement Complete streets policies at Kingston Rd. The redesigns will be guided by Toronto’s complete streets guidelines and NACTO guides. Our report shows Kingston Road’s one section from Midland Avenue to Birchmount Road. These two pictures show the overview of the section. Moreover, these pictures include both directions of the view of the road.<\/p>\n
From Midland Avenue to Birchmount Road direction<\/p>\n
From google map<\/p>\n
From Birchmount Road to Midland Avenue direction<\/p>\n
From google map<\/p>\n
The approach to transforming Kingston Rd., into a ‘complete street’ is guided by the steps to street design frameworks outlined in Toronto Complete Streets Guidelines.<\/p>\n
Toronto Complete Streets Guidelines \u2013 Chapter 3: Steps to Design (2017)<\/p>\n
Timeline<\/p>\n
September 2022, project initiation of Kingston Rd.<\/p>\n
October 2022, context analysis of Kingston Rd.<\/p>\n
November 2022, preliminary design and decision-making of Kingston Rd (current phase)<\/p>\n
With the current phase, this report will organize the decision-making framework and metrics according to the design priorities and objectives established in Step 2. Develop qualitative and<\/p>\n
quantitative metrics for each of the priorities or objectives to assess how to achieve the complete Kingston Rd base on the analysis report.<\/p>\n
Focus elements and basic guideline<\/p>\n
This proposal strongly focuses on infrastructure improvement and right-of-way reallocation with none vehicle lanes (sidewalk, cycling lane), vehicle lanes (drive lane, bus lane, and parking lane), intersections, planting and furniture zone. At the same time, Complete Streets Guidelines will help Kingston Road by:<\/p>\n
\u26ab ensuring safe and accessible streets for people of all ages and abilities<\/p>\n
\u26ab giving people a range of transportation choices<\/p>\n
\u26ab creating healthy and livable neighborhoods<\/p>\n
\u26ab creating vibrant and attractive public spaces<\/p>\n
\u26ab supporting economic prosperity<\/p>\n
\u26ab improving environmental sustainability<\/p>\n
According to these basic guidelines and focus elements, Kingston Road will be redesigned with the following objectives for the whole section of the road:<\/p>\n
\u26ab Building the cycling lane and underground tunnel to spread the cyclists, pedestrians, and vehicles<\/p>\n
\u26ab Improving the furniture zone<\/p>\n
\u26ab Increasing the planting zone<\/p>\n
\u26ab Improving the intersections<\/p>\n
\u26ab Adjust the vehicle lanes<\/p>\n
\u26ab Improving bus stops<\/p>\n
Kingston Rd. is a whole system, so we need to system solve the issues. In this proposal and redesign report, we will show some common issues on Kingston Road and use topical redesigns to show how to deal with the everyday problems at Kingston Road from Birchmount Ave to Midland Ave. This report divides the road into three categories to explain none vehicle lanes (sidewalk, cycling lane), vehicle lanes (drive lane, bus lane, and parking lane), intersections, and streetscape (planting zone and furniture zone). Specifically, these categories include arterial roads mid-block, near intersections, and major and minor public streets that intersect with the arterial road.<\/p>\n
The topical redesign locations include five locations, shown in the picture below.<\/p>\n
Index:<\/p>\n
1. Kingston Rd. at midland Ave. (from Midland to Birchmount direction) intersection<\/p>\n
2. Kingston Rd. between Midland Ave to Sandown-Ave(from Birchmount to Midland direction) middle block<\/p>\n
3. Kingston Rd. between Sandown Ave to Sharpe St. (from Birchmount Rd to Midland Ave direction) middle block<\/p>\n
4. Kingston Rd. at Claremore Ave. (from-Birchmount Rd.-to-Midland Ave. direction) major and minor public streets<\/p>\n
5. Kingston Rd. at Birchmount Rd (from Birchmount Rd to Midland Ave direction) middle block<\/p>\n
Proposal and redesign (topical redesign)<\/p>\n
1. The intersection<\/p>\n
According to Toronto’s complete street guidelines, the intersection design should ensure safe crossing for the most vulnerable users. It provides clear guidance for all users on where crossing movements are expected and the correct path of permitted activities; the design will reduce physical barriers and visual clutter. Also, compact intersections tend to lower vehicle speeds to increase safety; the design should focus on pedestrian and cyclist desire line bass in the street context. Last, the transit stops should conveniently transfer for transit users.<\/p>\n
With Kingston Rd., most of the intersections need to increase the safety of vulnerable because<\/p>\n
pedestrians, cyclists, and vehicles are mixed together. Also, transit users and pedestrians usually influence the drivers’ view near the intersection because the bus stops are near the corners. At the same time, the long pedestrian crossing distances and times are another issue for this road. There is an excellent example at the Midland intersection. Currently, many people use buses, which significantly influences the safety of the intersection because pedestrians are crowded near the intersection. This situation substantially affects the drivers’ views when the car comes from Midland to Kingston Road. Also, without the bicycle lane is a big issue here. The bicycle mixed with pedestrians and vehicles, which is dangerous. Thus, this location is essential to efficiently ordering pedestrians, cyclists, and drivers. Moreover, the furniture zone is another weakness of this location because there are no benches or other facilities, including bike racks and waiting areas for the public. Last, the long pedestrian crossing distances and times reduce the safety of pedestrians and cyclists.<\/p>\n
Topical redesign 1. The original view of Kingston Rd. at midland Ave (from Midland to Birchmount direction).<\/p>\n
Current view<\/p>\n
From Toronto map v2<\/p>\n
By Jia zhang The redesigned view of Kingston Rd. at Midland Ave (from Midland to Birchmount direction)<\/p>\n
By Jia zhang<\/p>\n
(Two-Stage Turn Queue Boxes | National Association of City Transportation Officials, n.d.)<\/p>\n
The redesign takes place at the intersection of Kingston Rd. at Midland Ave. All of the redesigns follow Complete Streets guidelines and NACTO Guidelines. Firstly, move the bus station to the redesigned location, which supports the transparency of the view to strengthen the traffic order and safety. Then, increase the cycling lane in both directions of the street. With this redesign, the aim is to solve the cyclists, pedestrians and vehicle mixed situation. After regulating the cyclist, at the intersection, the mixed issue can solve. Also, we need to build Left-turn bike boxes at the intersection to control the cyclists. The aim is to spread the number of vehicles and bikes at the intersection and reduce the crossing time. Also, A marked area where most cyclists are anticipated to make two-stage crossings to make a left turn. Avoid pushing crosswalks far back from the intersection for pedestrian safety and clear sightlines (Toronto, 2017a). For the vehicle, the redesign reduces one drive lane at the intersection and reduces the driving lane width. This redesign can reduce the speed of the car at the intersection. Safer speeds and driver behaviours result in fewer incidents in the vehicle lanes (Toronto, 2017a). Simultaneously, the pedestrians’ and cyclists’<\/p>\n
crossing distance is reduced. With the furniture zone, the benches and bike racks are essential elements for the complete street. Due to the ROW not being wide enough, the bench and bike rack spread on both sides of the road. The bike rack will support the cyclists who park their bikes near Midland Rd. At the same time, the bench can keep the passenger in some seats and become a waiting area for them. The cycling system can support the public with more choices, bus and walk, to commute.<\/p>\n
Other intersections can follow this typical design to redesign, but no one solution can fit all issues. It means that we still need to consider the street background to redesign other intersections. For this topical redesign, the recommended intersection includes Midland Ave. and Birchmount Rd intersections. The topical redesign of the 4th can support other intersection redesigns from Danforth Ave to Sandown Ave.<\/p>\n
2. Vehicle lanes (drive lane, bus lane, and parking lane)<\/p>\n
Currently, the vehicle lanes (drive lane, bus lane and parking lane) at Kingston Rd, each direction has two or three lanes. From Birchmount road to Danforth Ave, the vehicle lanes are two in each direction, with no dedicated bus or parking lanes. Moreover, in the middle of each road direction is a boulevard ranging from 1.5m to 5m. From Danforth Ave to Midland Ave, the vehicle lanes are three lanes in each direction and no dedicated bus lanes. Along Midland Ave to Sharpe Street, the roadside parking lane is typical. Furthermore, in the middle of each road direction is a boulevard ranging from 1.5m to 5m. Above all, these lanes\u2019 widths are from 3m to 4m (the specific information, please see tables A and B).<\/p>\n
According to the Toronto complete street guideline, the vehicle lanes should give people reliable, convenient and attractive mobility choices; the drive lane and bus lane design should create a safer environment and intended speed of travel for the public. However, the Kingston vehicle lanes only support some people because this section of the road takes care of private cars more than public transit. According to the Toronto complete street guideline, public transit can save road capacity (see picture 2. 1). Now, most road capacity is being taken up by private cars due to lacking public transit lanes. At the same time, the vehicle lanes take up much of the proportion of the ROW, which limits the development of the furniture zone, green zone, and pedestrian zone. Therefore, we need to reallocate the vehicle lanes (drive lane, bus lane, and parking lane) at this Kingston Rd section to increase the public transit of road capacity.<\/p>\n
Picture 2.1<\/p>\n
(Toronto, 2017a)<\/p>\n
The redesign of the Kingston vehicle lanes will focus on a safer environment and intended speed of travel for the public. Initially, the redesign will reduce the boulevard\u2019s width to create more space for the sidewalk, bicycle lane, furniture zone, and plant zone. At the same time, the redesign will highlight the bus lane or HOV lane function on Kingston Road. Also, when one lane is for public transit, the rest lanes will be taken up private vehicles\u2019 capacity. This situation can significantly reduce the speed of personal vehicles because public transit takes the traffic capacity. Reducing the rate aims to increase a driver\u2019s field of view and decrease their stopping distance (Toronto, 2017a) because a lower speed can increase the chance of survival (picture 2.2). Furthermore, the parking lane will be cancelled to support the space for reallocating ROW space to build cycling lanes and sidewalks. After reducing roadside parking, the parking needs will be satisfied with plaza parking lots because, according to observation, the plaza parking lots have enough lots to support mixed-use buildings and small businesses. At the same time, the width of the lanes, including the bus lane or HOV lane, and driving lane, become 3.5m. After redesigning, more space can be used as the cycling lane, furniture zone, and planting zone. Also, this method is to reduce the vehicle’s speed and improve the public’s safety.<\/p>\n
Picture 2.2<\/p>\n
(Toronto, 2017a)<\/p>\n
There is a good example to explain the redesign of the vehicle lanes (drive lane, bus lane, and parking lane) along with Kingston Road from Birchmount Ave to Midland Ave. The topic of redesigning the 2nd can fit Kingston Road along Danforth Ave to Midland Ave. When the redesign reduces one drive lane in each direction, the redesign can work most of Kingston Rd along Birchmount to Danforth Ave. The vehicle lanes contain one bus lane or HOV lane and one drive lane in one direction (picture 2.3). The topical redesign 5th can work the road from Danforth Avenue to Birchmount Road intersection.<\/p>\n
Topical redesign 2 Kingston Rd between<\/p>\n
Midland Ave to Sandown-Ave (from Birchmount to Midland direction) (middle block)<\/p>\n
Current view<\/p>\n
By jia zhang<\/p>\n
The redesigned view of Kingston Rd. between Midland Ave to Sandown-Ave (from Birchmount to Midland direction)<\/p>\n
By jia zhang<\/p>\n
picture 2.3<\/p>\n
From National Association of City Transportation Officials<\/p>\n
3. planting zone and furniture zone<\/p>\n
Currently, there are many green spaces (planting zone) on Kingston Road, but they are not enough in some special places. From Midland Ave to Birchmount road direction, from the Midland Ave to Claremore Ave intersection, Kingston Road does not have enough green space because the sidewalk and roadside parking lots take up almost areas that can be planted for grass and trees. Also, the furniture zones are still a problem for the whole section of Kingston Road. Firstly, TTC supports most public transit functions on this road, including bus lines 12 and 302(night), in both directions, with 16 bus stops. Most stops have glass shelters, but some are without shelters. At the same time, some glass shelters do not cover the front or back side. Also, some stops are too near the intersection to influence the driver\u2019s view when turning (see picture 3. 1). Secondly, the cycling facilities are not enough here. Along this section of the road only five bike parking. Even near the plaza, people cannot find bike racks and bike-sharing stations (picture 3.2). Also, along the road in both directions, the benches are difficult to find.<\/p>\n
Picture 3.1 from Jia zhang<\/p>\n
Picture 3.1<\/p>\n
from Jia<\/p>\n
zhang<\/p>\n
For redesigning the planting zone and furniture zone on Kingston Road, we need to respect the context of the road. We must focus on both directions from Midland Avenue and Highview Avenue intersections because this section of the road is low-rise commercial buildings and houses, and most businesses and living activities happen here. Most of the spaces from Highview Avenue to Birchmount Road intersections already have existing planting zones, but the furniture zone is a<\/p>\n
weakness for this road. The Green Streets Technical Guidelines highlight a comprehensive list of green infrastructure options and factors to select appropriate features for a given site context. Some of the most common options include street trees and landscaping and Low Impact Development (LID) practices for stormwater management (\u201cToronto Green Streets Technical Guidelines,\u201d n.d.). These elements should be considered in the street design process. For the redesigning, we need to combine the furniture and planting zones, which can efficiently use the ROW space. Under the business context of the Kingston Road section, we need to consider that the furniture zones supply comfortable facilities, and the planting zone provides beautiful views to attract people and support the management of water and snow. Thus, we combine these elements (please see picture 3.1). The bike racks, lights, transit stops, fire hydrants, and planting zone are mixed. The planting zone can absorb the water and snow for the water control system. At the same time, for the plaza, the redesign needs to offer bike racks or sharing bikes and fire hydrants for the public. Also, the redesigns need to supply benches for the small business roadside to attract people because more people mean more customers for small businesses. Simultaneously, if the transit stops near the redesign locations, we need to add transit stop elements to the redesigning. Furthermore, the bus stops should not influence the drivers’ view (see the topical redesign 2 and 3), and the TTC should support qualitative bus stops. Also, the bus stops should be far from the intersection, at least 10m.<\/p>\n
There is an excellent topical redesign for Kingston Rd between Sandown Ave to Sharpe St intersections. In this topical redesign 3, the trees and lights combine together more than 1m in width. The redesigning reduces the width of the boulevard to support the furniture zone, planting zone, sidewalk, and cycling lane. Near the plaza, the redesigned supply bike sharing station; near the small business side, the redesigned supplies benches to the public. Also, the cycling lane and sidewalk are redesigned to match the furniture zone. This topical redesign can fit Kingston Road from Midland Ave to the Claremore Avenue intersection. Also, different locations will slightly change the width ofthese elements. From Claremore Ave to Danforth Ave intersection, the planting zone and furniture zone can follow topical redesigning on the 4th . From Danforth Ave to Birchmount Road intersection, we can use the topical redesign 5th . Last, the bus stops, Birchmount and Midland stops, should improve their current quality and follow other stops\u2019 quality.<\/p>\n
High quality bus stop current Midland stop<\/p>\n
Picture 3.1<\/p>\n
Topical redesign 3. Kingston Rd between Sandown Ave to Sharpe St. (from Birchmount Rd to<\/p>\n
Midland Ave direction) (middle block)<\/p>\n
Current view<\/p>\n
(from Birchmount Rd to Midland Ave direction)<\/p>\n
byjia zhang<\/p>\n
The redesigned view of Kingston Rd between Sandown Ave to Sharpe St. (from Birchmount Rd to Midland Ave direction)<\/p>\n
By Jia Zhang<\/p>\n
4. Sidewalk and cycling lane (none-vehicle lanes)<\/p>\n
Currently, Kingston Road’s sidewalk and cycling lane are two critical issues. Firstly, the sidewalk is covered most of the Road on Kingston Rd. The sidewalk\u2019s width is from 2m to 4.7m. However, the location, where combines Kingston Road and Danforth AVE, from Midland Ave to Birchmount Ave direction, does not have a sidewalk of about 100m (the site shown in pictures 4.1 and 4.2). In this part, all pedestrians must cross the vehicle lanes and walk to Kingston Road without a traffic signal or protection (for other specific information, please see tables A and B). Moreover, the cycling lane is another issue for Kingston Road. The cycling lane only appears from Birchmount road to Glen Everest Road intersections about 500m and is not continuing. Thus, Kingston Road needs a continued cycling lanes system. Also, the cycling facilities elements are lacking in Kingston Road because it is difficult to find bike racks and bike-sharing stations.<\/p>\n
According to the complete street guideline, the redesign of Kingston Road should pay attention to<\/p>\n
some detail and the street background. Firstly, the design should provide accessible sidewalks and facilities for all users regardless of physical abilities or age; designing should create a network of continuous sidewalks with dedicated space for pedestrians safely separated from cyclists and motorized vehicles (Toronto, 2017a). Then, Pedestrian-friendly design takes into account the frequency of crossing opportunities, target speed, street width, intersection geometry, visibility, signal timing and walk speeds for vulnerable pedestrians, such as seniors and persons with disabilities (Toronto, 2017a). Next, the sidewalk should be corporate with greening infrastructure and stormwater management. At the same time, the design should consider current and future pedestrians and uses, including trees, caf\u00e9s, benches, public art, lighting, and places to gather. Furthermore, for the cycling lane, the redesigning should keep the safety of cyclists; the redesign should continue bicycle lane markings through intersections and pedestrian crossing markings over cycling routes and mark conflict areas. Consider providing visible, designated space for cyclists to wait and make turns. The redesign should avoid pedestrian and cyclist mixing zones, especially at intersections with high pedestrian volumes. Also, Bike Share and bicycle parking should supply especially in mixed-use, institutional, and commercial areas (Toronto, 2017b).<\/p>\n
The redesigns need to consider the sidewalk, cycling lane, furniture zone, planting zone, and vehicle lanes as a system for the redesigned sidewalk and cycling lane. The redesigning should be mixed with all elements. Kingston Road should be continued for the redesigned sidewalk and keep enough width for daily life. From Birchmount Road to the Danforth Ave intersection, the sidewalk width should be 2.8m on each side of Kingston Road because most residents and students need to use the sidewalk daily (see topical redesign 5). Also, at the Danforth Ave intersection, the redesign should increase the pedestrian signal and across the line to limit the vehicle speed and support the desired way to pedestrians (at the location picture 4. 1). From Danforth Ave to Midland Ave, the sidewalk width is 2m because the cycling lane takes some space from the ROW space. 2m to 2.8m sidewalks can satisfy the needs of the public because two people walking space is 1.4m (see picture 4.3). The topical redesigns include topical redesign 1st, 2nd, and 3rd . For the continuation of the sidewalk, the redesign should focus on Kingston Road and the connected road with Kingston Road because the continuation of the road can support the sidewalk becomes a system (see topical redesign 4).<\/p>\n
Moreover, we still need to focus on width and continuing features for the redesigned cycling lane. At the same time, the furniture zone, vehicle lanes, sidewalk, and cycling lane should match each other. Firstly, the width of the cycling lane will be redesigned from 2m, but from Birchmount Road to Danforth Ave intersection will be redesigned to 2.8m. The 2m width cycling lane is used from Danforth Ave to Midland Ave intersections. When the space is enough, the cycling lane is 2m wide. (The topical redesign are 1st, 2nd, 3rd, 4th, and 5th), but it still can be satisfied with the minimal width of cycling (see picture 4.4). For Birchmount Road to Danforth Ave intersection, the cycling line is 2.8 m because there are some schools. More youth need to use bikes and bike facilities, so we need to increase the capacity of the cycling lane and cycling facilities (see the topical redesign 5). Also, the redesign must keep the cycling lanes continuing. When the other street connects with Kingston<\/p>\n
Road, the redesign should connect the cycling lane with this road. In topical redesign 4, the cliffside Dr\u2019s cycling lane connects with Kingston Road to support a continuing cycling lane. Furthermore, the mixed-zone, pedestrian and cyclist, must not be in the intersection, so we built the bike box for the left turn of the cyclists. With topical redesign 4, the bike boxes are set at the intersection of cliffside Dr to avoid the mixed zone (see picture 4.5 and topical redesign 4). Moreover, to solve the safety issue, the government should build an underground tunnel for cyclists to connect Danforth Street and Kingston Road. With this strategy, the mixed zone is impossible at the Y intersection because traffic lights and an underground tunnel separate pedestrians, cyclists, and drivers. The government can build the tunnel in picture 4.1 blue marked areas, which are planting zone. Last, the furniture zone is another essential element of the cycling system. In the redesign, we need to supply enough facilities to the cyclists in the furniture zone. The bike rack, bike sharing station, benches, and wayfinding should supply to the cyclists. In the topical redesigning of the 1st, 2nd, 3rd, and 5th, the benches, bike racks, bike sharing station and wayfinding support the public near the institution and commercial zone. Last, the bus line and sidewalk route should match with the cycling lane because the sidewalk and bus line can give the cyclist more choices for the commute. Nevertheless, the bike lane should use a bollard to separate the vehicle lanes. In the topical redesign from the 1st to the 5th, the sidewalk, bus lane, and cycling lane are matched with each other.<\/p>\n
Picture 4.1 picture 4.2 by Jia zhang<\/p>\n
(In picture 4. 1, many pedestrians and cyclists go across the Danforth to Kingston Road at the red colour marked area. In picture 4.2, in 2021, there was a pedestrian accident near the Y intersection of Danforth and Kingston.)<\/p>\n
Picture 4.3<\/p>\n
picture<\/p>\n
4.4<\/p>\n
From Birchmount Ave to Midland Ave direction (table A)<\/p>\n
From<\/p>\n
To<\/p>\n
driving lanes<\/p>\n
sidew<\/p>\n
alk<\/p>\n
cycling lane<\/p>\n
Parking<\/p>\n
lane<\/p>\n
boulevard<\/p>\n
Birchmount road<\/p>\n
Lakehurst Dr<\/p>\n
2 lane<\/p>\n
2m<\/p>\n
1.5m(one lane)<\/p>\n
none<\/p>\n
3.45m<\/p>\n
Lakehurst Dr<\/p>\n
Glen Everest Road<\/p>\n
2 lane<\/p>\n
2.5m<\/p>\n
3m (two lanes)<\/p>\n
none<\/p>\n
3.45m<\/p>\n
Glen Everest Road<\/p>\n
Danforth Ave<\/p>\n
2 lane<\/p>\n
4.7m<\/p>\n
none<\/p>\n
none<\/p>\n
Green space<\/p>\n
Danforth Ave<\/p>\n
Cliffside Dr<\/p>\n
3 lane (Does not include the turning lane 3.5m at Cliffside Dr Location)<\/p>\n
4.7m<\/p>\n
none<\/p>\n
none<\/p>\n
2m<\/p>\n
Cliffside Dr<\/p>\n
Leatherwood Gdns<\/p>\n
3 lane<\/p>\n
2.8m<\/p>\n
none<\/p>\n
none<\/p>\n
4.5m<\/p>\n
Leatherwood Gdns<\/p>\n
Ridge moor Ave<\/p>\n
3 lane (Does not include the turning lane at Ridge moor Ave Location)<\/p>\n
2.0m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
Ridge moor Ave<\/p>\n
Sandown<\/p>\n
Ave<\/p>\n
3 lane (Does not include the turning lane at Sandown Ave Location)<\/p>\n
3.7m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
Sandown<\/p>\n
Ave<\/p>\n
kelsonia Ave<\/p>\n
3 lane<\/p>\n
2.8m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m<\/p>\n
kelsonia Ave<\/p>\n
Midland Ave<\/p>\n
3 lane<\/p>\n
2m<\/p>\n
none<\/p>\n
none<\/p>\n
4.6m<\/p>\n
From Midland Ave to Birchmount Ave direction (table B)<\/p>\n
From<\/p>\n
To<\/p>\n
vehicle lanes<\/p>\n
sidew<\/p>\n
alk<\/p>\n
cycling lane<\/p>\n
Parking<\/p>\n
lane<\/p>\n
boulevard<\/p>\n
Midland<\/p>\n
Avenue<\/p>\n
Sandown<\/p>\n
Ave<\/p>\n
3 lane (Does not include the turning lane at Sandown Ave intersection)<\/p>\n
3.5m<\/p>\n
none<\/p>\n
3.6m<\/p>\n
5.0m (at Sandown Ave intersection is1.5m)<\/p>\n
Sandown<\/p>\n
Ave<\/p>\n
Sharpe Street<\/p>\n
3 lane<\/p>\n
(Does not include the turning lane at Sharpe Street intersection)<\/p>\n
3m<\/p>\n
none<\/p>\n
3m<\/p>\n
4.6m (at Sharpe Street intersection is1.6m)<\/p>\n
Sharpe Street<\/p>\n
Claremore<\/p>\n
Avenue<\/p>\n
3 lane<\/p>\n
(Does not include the turning lane at Claremore Avenue intersection)<\/p>\n
2.2m<\/p>\n
none<\/p>\n
none<\/p>\n
4.5 (at Claremore Avenue intersection is1.5m)<\/p>\n
Claremore<\/p>\n
Avenue<\/p>\n
Highview<\/p>\n
Avenue<\/p>\n
3 lane (Does not include the turning lane at Cliffside Dr Location)<\/p>\n
2.3m<\/p>\n
none<\/p>\n
none<\/p>\n
1.86m<\/p>\n
Highview<\/p>\n
Avenue<\/p>\n
Danforth<\/p>\n
Avenue<\/p>\n
3 lane<\/p>\n
2.3m<\/p>\n
none<\/p>\n
none<\/p>\n
Green infrastructur e<\/p>\n
Danforth<\/p>\n
Avenue<\/p>\n
Birchmount Road<\/p>\n
2 lane (Does not include the turning lane at Birchmount Road, lake Hurst Dr, Glen Everest Rd intersection)<\/p>\n
3m<\/p>\n
none<\/p>\n
none<\/p>\n
5.0m(at Birchmount Road, lake Hurst Dr, Glen Everest Rd intersection is1.5m)<\/p>\n
Topical redesign 4. Kingston Rd. at Claremore Ave.<\/p>\n
(from Birchmount Rd. to Midland Ave. direction) (major and minor public streets)<\/p>\n
Current view<\/p>\n
From Toronto map V2<\/p>\n
At this location, Cliffside Dr. is a minor public street which connects the major road (Kingston Rd.). Cliffside Dr. has a shared lane, combined drive and cycling lane. After people go through this Dr. to Kingston Road, they need help finding a cycling lane. In this situation, on Kingston Rd., the pedestrians will be influenced by cyclists, and the cyclists may be affected by the vehicle because of the mixed zone. At the same time, on Cliffside Dr., The bikes combine with the cars, which is unsafe for cyclists and drivers. Thus, we need to improve them together.<\/p>\n
From Toronto map V2<\/p>\n
By Jia zhang<\/p>\n
By Jia zhang<\/p>\n
The redesign view of Kingston Rd. at Claremore Ave (from-Birchmount Rd.-to-Midland Ave. direction).<\/p>\n
By Jia zhang<\/p>\n
byJia zhang<\/p>\n
Picture 4.5 From NACTO<\/p>\n
5. Topical redesign 5. Kingston Rd. at Birchmount Rd<\/p>\n
(from Birchmount Rd to Midland Ave direction) (middle block)<\/p>\n
Current view<\/p>\n
By Jia zhang<\/p>\n
The redesign view of Kingston Rd. at Birchmount Rd (from Birchmount Rd to Midland Ave direction)<\/p>\n
By Jia zhang<\/p>\n
A public school is nearby in this location, so the cycling line is essential for the students. We can build two paths of cycling lanes on each side. Also, the planting zone space supports the space for the redesign to increase cycling lanes, wayfinding, benches, sidewalk-wide, and bus lanes (HOV).<\/p>\n
4. Personal Reflections<\/p>\n
what complete streets<\/p>\n
From Toronto Offical Plan Map 32<\/p>\n
Complete streets are safe for all users, regardless of age, ability, income, race, ethnicity, or mode of travel. “If designer designs a street satisfied with an 8-year old child, a person in a wheelchair or a senior with a walker, the designer will redesign complete streets that work for everyone (Complete Streets for Canada, n.d.).” The benefits of Complete Streets are exciting, far-reaching, and well-documented; they are cost-effective, sustainable, safe, and promote physical activity and livability. Jurisdictions across North America reference Complete Streets as an effective preventative health strategy, while human-scale design treatments such as street furniture, greenery, and wide pedestrian rights-of-way \u2014 a few elements that live at the heart of Complete Streets \u2014 are repeatedly celebrated as approaches to animating the public realm and encouraging people to linger.<\/p>\n
In Toronto, the complete street is not a simple concept, which is a system work. Firstly, it should satisfy with traffic function. Initially, the complete street should be a safe street for Torontonians. Also, it will support more choices for the public to commute. Toronto is an auto-dependent city, and the complete street should develop a transit-oriented model. Simultaneously, the cycling net system should match with transit-oriented model and auto-dependent background. Also, the sidewalk should be wider than before to support future development because the population density will gradually increase, according to the Toronto official plan. Then, the complete street should be sustainable. The water management function in summer and winter should be noted to prevent city flooding. At the same time, the planting zone should absorb CO2 and other emissions<\/p>\n
as much as possible. After that, the complete street should be a perfect function for the public, meaning that the furniture zone should cover all users’ needs. Secondly, the complete street will create a vibrant and attractive public space. The complete street must support local contexts, including culture, life, and business; for instance, in summer, the complete street must support public activities, including dinner and communication. Last, the complete street must match government policies and guidelines, including Toronto\u2019s official plan, secondary plan, site plan control, and design and construction codes. Therefore, reaching these details, a complete street can be anticipated. The vision of complete streets will finally be achieved.<\/p>\n
The course’s personal reflection<\/p>\n
This excellent course helps me learn about city planning and practice communication with professors and classmates. This course system introduces the street elements and relevant knowledge in the city planning aspect. This process allows me to research the streets and buildings in Toronto. At the same time, many municipal policies and plans help me systematically learn the background of Toronto. The most important experience is that many guest speakers come to our classes to show their opinions about the Toronto Street system from different angles. These speakers have many experiences in work, which support us in redesigning Kingston Road correctly and accurately. I enjoyed this course.<\/p>\n
Last, I want to thank Professor Andr\u00e9 Sorensen for giving me many guides on this course. Under the professor’s guidance, I finish the redesign of Kingston Road. In this process, I discover some of my issues in writing and communicating with others, and my weaknesses in academic aspects, and I will improve them to help my academic and career life. This course opens the educational door to lean city planning and guiding my future career. Last, thanks again to Professor Andr\u00e9 Sorensen.<\/p>\n
Reference<\/p>\n
Blog To (2014). What Kingston Road used to be like in Toronto. Retrieved from https:\/\/www.blogto.com\/city\/2014\/03\/what_kingston_road_used_to_look_like_in_toronto\/<\/p>\n
City of Toronto (2018). Road Classification of Streets List<\/p>\n
City of Toronto. (2017). Toronto Complete Streets Guidelines.<\/p>\n
and-public-realm\/complete-streets\/complete-streets-guidelines\/<\/p>\n
City of Toronto. (2022). Kingston Road Revitalization Study. Retrieved from https:\/\/www.toronto.ca\/city-government\/planning-development\/planning-studies-initiatives\/kingston-road- revitalization-study\/<\/p>\n
City of Toronto . (2022) Find Your Neighbourhood- Neighbourhood Profile Data Retrieved from https:\/\/www.toronto.ca\/city-government\/data-research-maps\/neighbourhoods- communities\/neighbourhood-profiles\/find-you neighbourhood\/#location=&lat=43.708189&lng=-<\/p>\n
79.278835<\/p>\n
City of Toronto (2022). Vision Zero Mapping Tool. Retrieved from https:\/\/www.toronto.ca\/services- payments\/streets-parking-transportation\/road-safety\/vision-zero\/safety-measures-and-mapping\/<\/p>\n
City of Toronto . (2022) Find Your Neighbourhood- Neighbourhood Profile Data- 122 Retrieved from https:\/\/www.toronto.ca\/city-government\/data-research-maps\/neighbourhoods- communities\/neighbourhood-profiles\/find-your-neighbourhood\/neighbourhood-profile- detail\/?id=NeighbourhoodProfilesCityofToronto\/Snapshot110&title=NeighbourhoodProfileData#type =filtered&filter=Select+a+Neighbourhood&value=Birchcliffe-Cliffside(122)<\/p>\n
City of Toronto (2021). Toronto Maps v2. Retrieved from https:\/\/map.toronto.ca\/maps\/map.jsp?app=TorontoMaps_v2<\/p>\n
TTC Board. July 14, 2020. Bus lane implementation plan.<\/p>\n
TTC web (2022). routes-and-schedules- 12 Retrieved fromhttps:\/\/www.ttc.ca\/routes-and-schedules#\/12\/0 TTC (2022). King Station. Retrieved from https:\/\/www.ttc.ca\/searchresults?q=kingston&pg=0<\/p>\n
Wiki (2022). Kingston Road (Toronto) Retrieved from<\/p>\n
https:\/\/en.wikipedia.org\/wiki\/Kingston_Road_(Toronto)<\/p>\n
Toronto Green Streets Technical Guidelines. (n.d.). OALA | The Ontario Association of Landscape Architects. Retrieved October 31, 2022, from https:\/\/www.oala.ca\/oala_awards\/toronto-green- streets-technical-guidelines\/<\/p>\n
Toronto, C. of. (2017a, November 17). Complete Streets Guidelines (Toronto, Ontario, Canada). City of Toronto; City of Toronto. https:\/\/www.toronto.ca\/services-payments\/streets-parking- transportation\/enhancing-our-streets-and-public-realm\/complete-streets\/complete-streets- guidelines\/<\/p>\n
Toronto, C. of. (2017b, November 17). Complete Streets Overview (Toronto, Ontario, Canada). City of Toronto; City of Toronto. https:\/\/www.toronto.ca\/services-payments\/streets-parking- transportation\/enhancing-our-streets-and-public-realm\/complete-streets\/overview\/<\/p>\n
Toronto, C. of. (2017c, November 17). Road Classification Maps (Toronto, Ontario, Canada). City of<\/p>\n
Toronto; City of Toronto. https:\/\/www.toronto.ca\/services-payments\/streets-parking- transportation\/traffic-management\/road-classification-system\/maps-and-indices\/<\/p>\n
Two-Stage Turn Queue Boxes | National Association of City Transportation Officials. (n.d.). Retrieved October 28, 2022, from https:\/\/nacto.org\/publication\/urban-bikeway-design-guide\/intersection- treatments\/two-stage-turn-queue-boxes\/<\/p>\n
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7<\/p>\n","protected":false},"excerpt":{"rendered":"
Chapter: 1. Executive Summary Chapter: 2. Understanding the Area Chapter: 2. Understanding the Area Chapter: 2. Understanding the Area Chapter: 2. Understanding the Area Chapter: 3. Complete Street Proposal and Redesign (topical redesign) Chapter: 3. Complete Street Proposal and Redesign (topical redesign) Chapter: 3. Complete Street Proposal and Redesign (topical redesign) Chapter: 3. Complete Street […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[10],"class_list":["post-106789","post","type-post","status-publish","format-standard","hentry","category-research-paper-writing","tag-writing"],"_links":{"self":[{"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/posts\/106789","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/comments?post=106789"}],"version-history":[{"count":0,"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/posts\/106789\/revisions"}],"wp:attachment":[{"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/media?parent=106789"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/categories?post=106789"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/papersspot.com\/blog\/wp-json\/wp\/v2\/tags?post=106789"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}