University of Toronto

Faculty of Applied Science and Engineering

APS112 & APS113

Final Design Specification (FDS)

Project # 162 Date April 1st, 2016

Project Title The Palmerston Laneway Project

Client Name Mirvish Village Task Group

Client Contact Donna McFarlane

Tutorial Section 19

Teaching Assistant Mengqi Wang

Project Manager Philip Yaneff

Communication Instructor Ted Nolan

Prepared By Kevin Samardzic Stefan Dusciuc Wen Tan Adham Zaki Jiayu Dong Fawzi Ammache

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 client, Donna McFarlane, a member of the Mirvish Village Task Group, is concerned about

the underutilization of Palmerston Laneway, a small lane between Palmerston and Markham

Street that is a part of the Honest Ed’s Redevelopment site. The client requests the design group

from the University of Toronto to redesign this laneway in a way that balances vehicle capacity,

social, and recreational life. The client would prefer a solution that takes into consideration the

new developments and the old residential area. The Final Design Specifications document,

prepared by the engineering design team, illustrates the full design solution for the client.

The primary function of the design is to optimize traffic flow while maintaining the current

culture of the residential area. This branches into numerous secondary functions that include, for

example, the ability to act as a pathway for bikes and pedestrians. One of the main objectives is

to make the laneway easy to navigate for cars, trucks, bikes and pedestrians. Others include the

control of noise levels, and including a designated bike path. The design must not interfere with

heritage or property lines but it must include a park area. The aesthetics of the laneway and the

transition from the existing residential area to the newer developments are also important in

accordance to the client’s values.

The proposed design, named the Connecting Laneway, is focused on easy navigation for all

kinds of traffic, including cars, bikes, trucks and pedestrians. The client has requested for two

final sub-designs, one containing an underground parking garage and another without. There are

aspects in both designs that are affected by the change, for example, the central lane is two-way

when there is no parking garage entrance and one way with a parking garage. In both sub-

designs, easy navigation and flow is still a priority. The Connecting Laneway also contains a

large amount of park space, which meets the need of the client. The projected costs and

environmental impact of, for example, resurfacing the laneway with new asphalt, is observed.

The costs due to the implementation of the Connecting Laneway are also explained, as well as

regulations that the design must comply with while building.

The design team has completed the development of the final design. In the near future, the design

team will begin preparing for the final presentation of the design on April 28th, 2016. The

presentation will give a final perspective and detailed outline of the design to the client.

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1.0 Project Requirements

The client, the Mirvish Village Task Group (MVTG), has contacted the design team concerning

the redesign of Palmerston Laneway. The following section gives a detailed outline of the

Palmerston Laneway Project. It provides information concerning the stakeholders that will be

affected by the project, the different functions that the proposed solution should satisfy, the

objectives that it should complete and the constraints it must respect with regards to the

residents’ interest. The environment in which the laneway will operate is also described, along

with an acknowledgment of the client’s ethics and values.

1.1 Problem Statement

The inevitable growth of major cities like Toronto calls for an improvement of the city’s

infrastructure [1]. Project developers, like Westbank, are looking for new ways to manage traffic

while increasing connectivity [2, 3] and they have turned their attention to neglected spaces that

separate the city’s biggest streets: laneways [4-7]. However, these laneways lie in the heart of

residential areas that are meant for a quiet life away from the noise of the city. Redesigning

laneways could be an efficient way to manage traffic, but that will severely impact local

residents’ daily life. The need is to repurpose the laneway without sacrificing the daily life of the

existing residents surrounding them.

The client, MVTG, has approached the team concerning the redesigning of Palmerston Laneway

which is located between Markham Street and Palmerston Boulevard. The design team’s task is

to analyze the maximum practical capacity of the laneway which will allow us to use the limited

space for multiple purposes. Additionally, the team should also examine the impact of this

project on stakeholders, specifically on current and future residents, who are the primary users of

the laneway. Most importantly, the team should keep in mind that the laneway has a social

function and is valuable to the lives of the residents that surround it; so the redesign of the

laneway should preserve its social value. Palmerston Laneway is the transition line from the

stable neighbourhood to the new development (Appendix A) and our goal is to find a solution

that satisfies the competing interests of the different stakeholders affected by this project.

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1.2 Identification of Stakeholders

Identified stakeholders for this project hold special interest among economic, environmental, or

social aspects.

Table 1.2. Stakeholders

Stakeholder Interest Relation

Current Residents

● Concern about welfare of neighborhood

community (increasing level of traffic

congestion [8], noise depending on

equipment [9]).

● Live in the area

Future Residents ● Area to be well-designed and

multifunctional (more parking spots and

entertainment, entrance to bike garage) [10].

● Future residents of area

Ministry of

Environment and

Climate Change

● Project may need to provide streamlined

environmental assessment [11].

● ensures that environmental effects of

construction is considered [12].

● Help regulate environmental

impact of construction

City Planning

Division

● Laneway to be more habitable [7, 13]. ● The laneway is municipal

property

Current

Businesses

● Business owners often do not perceive the

benefit of the project [14].

● Possibility of losing clients as new

development could cause an inconvenience

for access [15].

● Laneway is an access to their

business

New Businesses ● Laneway to be multifunctional for potential

new clients [7, 16].

● Laneway is an access to their

business

Westbank Corp. ● Utilize this laneway for access to the new

development [8, 17].

● Apply the redevelopment of

the laneway to provide

convenience for future

residents [14].

Cyclists ● They want enough short-term bike parking

space [18, 19].

● Green space as a destination.

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1.3 Functions

The functional basis of this design is to organise mass. Currently, the laneway serves minimal

use to its neighbourhood, and can be redesigned for the benefit of the community.

1.3.1 Primary Functions

The function of this design is to optimize traffic flow while maintaining residential life.

1.3.2 Secondary Functions

These functions result from the primary function:

1. Serve as a route for pedestrians.

2. Serve as a route for bikers.

3. Control noise levels of laneway.

4. Modernise the neighbourhood aesthetics.

5. Provide a G-class loading area for trucks [20, 21].

6. Serve as an entrance to an underground parking lot.

1.4 Objectives

These objectives will be the basis on which proposed solutions are evaluated.

The design should:

1. Incorporate a minimum 10 planters for aesthetic appeal (Nature) [22,23].

2. Include a recreational area at least 3 m by 3 m. (Recreation) [24,25].

3. Include a pedestrian walkway minimally 1.22 m wide and a bike lane minimally 3.2 m

wide (Pedestrian) [24, 26].

4. Keep vehicles 10 m from dwellings on the laneway (Privacy) [24]. (Appendix A.3)

5. Maintain noise levels under 55 decibels (Noise) [27].

6. Restrict G-class vehicle access to off-peak traffic hours, weekdays, 9 am to 3 pm

(Congestion) [28, 29].

7. Provide G-class vehicles with a width of 4m to navigate the laneway (Navigation) [21,

24].

8. Include a commercial area 3 m by 3 m. (Commercial) [30, 31].

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1.5 Constraints

The following section illustrates the points that the group is restricted to while generating ideas

for the design.

The design shall not:

1. Interfere with heritage property [32].

2. Overstep the property-lines outlined [33].

3. Affect the current 3.5 m bottleneck at Lennox Street.

The design shall:

4. Open onto Markham Street [34].

5. Comply with associated requirements of the ‘City of Toronto Zoning By-Laws’ [35].

6. Have a minimum of 1200 m2 of park space [36].

1.6 Service Environment

Palmerston Laneway is located within the historical area of Mirvish Village [37] in downtown

Toronto and the surroundings of the project should be considered (Appendix A). The related

functions, objectives and constraints will be indicated as F#, O# or C#.

1.6.1 Physical Environment

•Traffic condition (O5)

- Nearby streets: Two major arterials (Bathurst Street and Bloor Street) make the traffic

conditions busy and crowded [38, 39].

•The neighborhood

- Nearby properties:

East:

- Current: residential properties and businesses.

- Proposed: mixed used area includes 1100 apartments, a market and retail stores

[40].

West:

- Stable private residential properties.

- Heritage: retained heritage on Markham St. & Bathurst St. [41]. (C1)

•Weather in Toronto

-Temperature: varies from -30 °C to +35 °C [42, 43].

-Wind: 22 days have strong wind (52+ km/hr) [43, 44].

-Precipitation: extreme precipitation of 90+ mm/day, 200+ days/year with precipitation [43,

45].

-Snow: extreme snow depth of 40+ cm, 50+ days/year with snowfall [43, 46].

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-Sun: day time varies from 9-15 hours, total 2000+ hours/year [43, 47, 48].

•Noise condition (F4, F6, O5)

-Nuisance noise (40-80 dB): car traffic, truck and public transportation traffic, etc. [49].

1.6.2 Living Things

Living things would be about animate beings that directly use the lane way or affected by this

lane.

•People (F2, O3)

-Present residents (Honest Ed’s):

Age groups: 25-44 age group accounts for about 40% out of total 25400+ population in

this area, 45-64 accounts for 20% [50, 51].

Multicultural: 30% are immigrants. At least 10 major cultures exist in this area [50, 51].

Households: 5300+ families in 11900+ private households [50].

-Visitors/non-residents (with cars/bikes).

•Animals

-Urban wildlife (squirrels and raccoons, etc.)

-Pets: 30+% households cats, 30+% households dogs [52].

1.6.3 Virtual Environment

•Cell signal: full coverage in Mirvish Village area, which enables satellite signal [53].

1.7 Client Ethics and Values

The team understands that the redevelopment affects all the residents so they will be considered

paramount during this project. We are aware that the area is primarily residential and that any

change must not disturb the family oriented neighbourhood dynamics. We understand that the

client values an environment that preserves its traditional feel, but at the same time allows for

recreational activities. The client hopes that this project will restore the neighborhood’s declining

vitality.

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2.0 Detailed Design

The developed design that was constructed is called the Connecting Laneway. This conceptual

design was chosen because of its ability to easily direct traffic flow, minimize vehicle mass and

encourage engagement in green space. As the client requested, the there are two sub-designs

(Figure 1) that stem from the chosen concept. One laneway includes an entrance to a parking

garage and one does not. The following sections illustrate each of the two sub-designs in detail.

Figure 1. Proposed design: laneway excluding parking garage (left) and including parking

garage (right).

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Figure 2. 3D SketchUp model of the proposed design.

Table 2.0.1. Design measurements

Design Aspect Dimensions

Main laneway 3.5 m wide ; 100 m length

North parking area 18 m wide ; 18 m length

Truck loading zone 6.5 m wide ; 45 m length

Parkland 1200 m2

Underground parking entrance 4 m wide ; 2.1 m height

Main laneway extension to Markham Street

(in underground parking design)

3.5 m wide ; 45 m length

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2.0.1. Detailed design specifications

A. Design excluding the underground parking (Figure 1, left picture)

The main laneway is a one-lane, two-way lane made from porous asphalt, which is strong

enough for cars to drive on but can also withstand extreme weather conditions [54]. The lane is

two-way so that only residents accessing their garages (at the back of residential areas) will use

it. A separate truck lane is used as a loading zone for the businesses on Bloor Street. It will be

paved with porous concrete, which is durable [55], and will be wide enough to allow easy

navigation and unloading. The lane is separated from the main laneway by vehicle barriers and

from the park by a living wall [56]. Although the park design itself is outside the scope of the

project, the park can contain a bike/pedestrian path as well to encourage the other modes of

transportation as well as encourage use of the park space. There will also be a park station for

bikes in the park for convenience.

Table 2.0.2. Design decisions

Design Choice Rationale

Using porous asphalt to

pave the laneway

Permeable surface helps with storm water management, cost

efficient, low curing time [57].

However, very low albedo, which contributes to the urban heat

island effect [58].

One-lane, two-way The only users of the laneway will be residents that need to access

their garages, and some businesses on Bloor Street. Disconnecting

this laneway from Markham Street will prevent people from using

it as a shortcut to Markham Street, which minimizes traffic in the

laneway and makes the park safer.

Using porous concrete

for the loading zone

Very durable surface; able to handle the weight of heavy trucks.

Permeable surface helps with storm water management

Relatively high albedo and so can help prevent heat islands from

forming [59].

Although cost per unit area is high. The small area justifies the cost

(See 2.7).

Living wall to separate

parkspace and loading

zone

Creates a barrier that separates the park and loading space while

still preserving the atmosphere of the park for park dwellers. (they

don't have to see trucks loading/unloading stuff)

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B. Design including underground parking (Figure 1, right picture)

The main laneway is one-way, also made from porous asphalt, and will be connected to

Markham Street. With the presence of the underground parking entrance, an increase in traffic is

expected, which is why the lane will only accommodate one way traffic: entrance from Lennox

Street and exit from Markham Street. Since a lot of vehicles will be entering the parking, it will

be unsafe for current residents to exit their garages from the same way due to possibility of

collision and/or congestion: they will safely exit from Markham Street. The truck lane is also

separated from the main laneway, but is connected to the north parking to serve all businesses on

Bloor Street. The park space is identical to the design excluding the underground parking.

Table 2.0.3. Design decisions

Design choice Rationale

Using porous asphalt to pave laneway See Table 2.0.2

One-way traffic laneway Due to the presence of the underground

parking entrance, one can expect an increased

volume of traffic which makes a two-way lane

no longer viable.

Vehicles enter the laneway through the south

and either enter the underground garage or

continue through and exit onto Markham

Street.

Using porous concrete to pave the truck lane See Table 2.0.2

Living wall to separate park space and loading

zone

See Table 2.0.2

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2.0.2 Design for Engagement

One of the big factors that the client wanted was for the laneway to not be a “highway”. The

laneway should encourage people to come by walking or biking.

The design includes a bike station within the park, encouraging people to bike through [60]. Also

the bike parking availability allows people to bike to the area instead of driving, causing less

vehicular traffic [61]. Some aesthetically pleasing bike racks are found in Appendix B.

Utilizing the laneway as mainly a park space encourages different types of users. Even though

park design is outside of the scope of the project, the design team suggests that the park space be

a more passive space rather than an active, recreational area. This passive space allows for

people to come and enjoy the scenery and gives the opportunity for lots of walk and bike paths

[62]. Some interesting park spaces also in Toronto are found in Appendix B.

2.0.3 Design for Traffic Flow

In order for the laneway to be utilized effectively, the traffic throughout the laneway would need

to be controlled and navigation within the laneway would need to be simplistic.

The main laneway is 3.5 meters wide and approximately 100 meters long. The lane is straight

and does not interfere with the parkland in any way. The lane also does not connect with the

truck loading zone so it is easy to follow. When the underground parking garage is a part of the

design, it is nearest the South of the laneway, where it is easily accessible to the higher amounts

of vehicle traffic, rather than being deeper into the lane. Also, with the underground parking, the

lane extends at the North end in the East direction towards Markham Street so that with the

higher vehicle traffic entering to access the parking, the cars exiting the laneway do not have to

leave at the South exit.

2.0.4 Design for Safety and Noise Control

One priority while combining a laneway and a park space in a residential area is keeping in mind

the safety of all users and the possible noise that it may produce.

● As previously stated the laneway does not interfere or cut through the park space in any

way which allows for safety. Also, the living wall has many purposes. The wall is not

only used for its aesthetics, but it also serves as a way to separate the park space from the

truck loading zone, which allows for a much safer park environment [63].

● Minimal vehicle use: cars restricted to users who have garages accessed from the lane

and the parking for the businesses on Bloor Street. Also, the underground garage is

located at the entrance of the lane in that design, so the noise levels are also decreased

deeper in the lane. The living wall also provides some sort of noise reduction for the park

users and the residential area [64].

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2.1. Regulations, Standards, and Intellectual Property

The following table details regulations and standards that the Palmerston Laneway must comply

with.

Table 2.1. Regulations concerning the design

Standard or regulation Description Relevance to design

● City of Toronto

Accessibility Design

Guidelines [65]

Details accessibility standards

required to provide a “barrier free”

environment

Accessibility requirements

outlined in the document must

be met by the design

● City of Toronto Bird-

Friendly Development

Guidelines [66]

○ Pages 19-26

Suggests ways to mitigate the

dangers buildings pose to

migratory birds

Lighting fixtures in the design

must comply with the

requirements detailed in the

document

● City of Toronto Zoning

By-law 569-2013 [67]

○ Chapter 220

○ Chapter 230

● Chapter 220: Details loading

space regulations

● Chapter 230: Details bicycle

parking space regulations

Loading space and bicycle

parking space incorporated in

the design must comply with

the regulations outlined in their

associated documents

● City of Toronto Municipal

Code [68]

○ Chapter 608

○ Chapter 694

○ Chapter 746

○ Chapter 841

○ Chapter 844

○ Chapter 880

● Chapter 608: Details

regulations concerning parks

and park-space

● Chapter 694: Details

regulations concerning signage

● Chapter 743: Details

regulations concerning the use

of streets and sidewalks

● Chapter 841/844: Details

regulations concerning waste

collection

● Chapter 880: Details

regulations concerning fire

department access

● The park, signage, and

walkways included in the

design must meet the

requirements outlined in

their associated documents

● The design must provide

sufficient access for

emergency vehicles and

waste collection

● City of Toronto Water-

efficient and native plant

lists [69]

Provides a list and evaluation of

water-efficient and native plant

lists.

Vegetation used in the design

should be from the list to

ensure that the plants chosen

are fit for the local climate

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2.2. Testing

The following objectives can be analysed using standardised tests to insure they meet the set

goals.

Table 2.2. Testing methods

Objective Method Analysis

Pedestrian Pedestrian Traffic Flow

Simulator [70].

No congested pedestrian

traffic area around entrances

and vehicle roads.

Noise External Noise ISO 14001

[71]

Noise levels at the residential

dwellings should not surpass

55 decibels.

Nature Life Cycle Assessment ISO

14040, and 14044 [72].

Viability of environmental

components by observing

factors such as sunlight,

water, and predatory

influence. The park must be

able to be maintained by the

city.

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2.3. Implementation Requirements

Following the client’s approval of the proposed design, some requirements, including expected

costs and changes, must be fulfilled in order to proceed to the implementation phase.

Expected costs

The implementation of the design will require accomplishing the following tasks. A more

detailed breakdown of the costs can be found in Section 2.7.

Table 2.3 Implementation tasks

Task Expected cost

Designated properties (Appendix C) on Markham

Street must be moved

$65,000 - $95,000 [73]

($7,000 - $10,000 / 110 m2)

Take down the wall on East side of laneway $195 (demolition permit fee) [74]

Resurface the laneway north parking with asphalt ~$6,000 [75, 76]

Pave a concrete laneway connected to Markham Street

for trucks

~$1,800 [75,76]

Build a parkland of approximately 1200 m2 (Figure 1) ~$24,000 [77]

Total $97,000-$127,000

Note: All costs are only estimates and are intended to give the reader a general idea of the

project’s costs. Labor and equipment costs are not included.

Long-term Maintenance:

The City of Toronto provides annual inspection but limited funding for laneway maintenance

[78, 79] through the Transportation Services Division (TSD), which is why sources for long-term

funding and maintenance are needed.

● Local Businesses and Residents’ Association will have to cover most of maintenance

costs of the laneway: the costs will depend on the level of maintenance they want to

conserve.

● Private Investment or Sponsorships have been used to maintain other laneways in

Toronto, such as Callaghan Laneway [78], which was sponsored by Smart Car and

Mercedes Benz [80].

Project Funding

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The proposed design is eligible to receive a number of grants and funds from the City of

Toronto:

● Toronto Heritage Grant Program: grants up to 50% of conservation costs for building

registered as “Heritage” in Ontario [78, 81].

● Neighbourhood Beautification Program: grants up to $4,000 to enhance public spaces

for projects involving parks and traffic improvement [78, 82].

● Identify ’N Impact (INI) Investments: projects involving youth in a “project

management” or “leadership role” can receive up to $10,000 in funds from the INI

program [83].

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2.4. Life Cycle Assessment (LCA) and Environmental Impact

The entire lifecycle of the final design is analysed in this section. Also, the environmental impact

that could be potentially caused by each step of the life cycle is stated. Furthermore, possible

strategies that could reduce the negative impact are discussed in Table 2.4 as well. Figure 3 is a

detailed LCA diagram. More detailed information about LCA is listed in the table in Appendix

D.

Figure 3. Life Cycle Diagram

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Table 2.4 Environmental Impact and Mitigations

Steps of

LCA

Environmental Impact Mitigations

1 ● Toxic contaminants emission ~1.2

kg/(produced tonne asphalt) ;

● Human health impacts;

● Loss of property value [84].

● Improve the air quality

standards.

2 ● CO2 emission ~3E+05 g/(produced m3

concrete) [84-86].

● Alternative fuels;

● Improve the energy using

efficiency;

● Use carbon capture and

storage method to reduce

CO2 emission [85].

3 & 4 ● Emission of heavy-duty trucks and

construction vehicles [84, 87, 88].

● Interrupt the nearby residents.

● Introduce hybrid electric

vehicles [89, 90].

● Adjust time of delivery

and construction, and

number of machine

operating.

5 ● Emission of vehicles using the lane <10

tonne/(km*year) [84, 87, 88].

● Noise.

● Plants in parkland purify the air.

● Choose plants that have

maximum ability of

purification and noise

reduction.

● Restrict the time for

unloading of trucks.

6 ● Emission of deconstruction machine [87,

88].

● Non-Biodegradable materials [91,92]

● Recyclable asphalt [93-

95].

● Recyclable concrete [96-

98].

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2.5. Human Factors

The role of human factors, which include social and physical influences on human performance

is considered and recognized in the proposed design.

Table 2.5 Human Factors

Human Factors Implementation

Social ● Green space will offer more opportunities for nearby residents to

interact with each other and result in high levels of socialization [99].

It also gives people choice of interaction or isolation.

Physical ● The lowest area of parkland ranges from 0 to 4300 sqm per 1000

people, and the proposed design is able to provide nearly 1400 sqm

of green space [36].

● Bike parking spaces are provided near the park (destination) [100].

Organizational ● Separation between the truck lane and vehicle lane (reasonable

transportation design) increases organizational level because it brings

convenience to both community and businesses.

This design is more of a user-centered design, since it always puts users (mostly residents) in the

center. Our group analysed user experience by having meetings with local residents to

understand their needs and consider a solution which includes their perspectives; the bike

parking, and the living wall are examples [101].

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2.6. Social Impact

Changing the laneway to a connecting area will bring various positive social impacts.

Table 2.6 Social Impact

Stakeholders Social Impact

City Planning

Division

● Turn the laneway into a public realm [7, 13].

Residents ● Improve living quality (large green space, more habitable) [102].

● Low noise level (loading area is far away from dwellings).

Business ● Potential new clients (connecting area increases flow of people,

cyclists will also contribute to local business [103]).

West Bank ● Laneway space is utilized (c

● Connecting area, providing convenience to overall new

development area) [8, 17].

Cyclists ● Convenient parking spots (park as a new destination, bike parking

spots will be available) [18, 19].

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2.7. Economics

A more detailed breakdown of the project’s cost is given below. All costs are only estimates and

may be subject to change and are only intended to give the reader a general idea of the project’s

costs.

Table 2.7 Estimated costs of the project

Cost Type Item Estimated cost

Capital Laneway reconditioning:

● Paving of car driveways and north parking (asphalt) [104]

● Paving of truck driveway (concrete) [104]

● Signage and lighting

● Take down wall on East side [105]

~$7.20/m2 = $6,000

~$6.15/m2 = $1,800

Variable

$195

Park space:

● Seeding of grass and trees

● Design of park (landscaping, etc)

~$1500/tree and

~$30/seed[106]

Construction:

● Labor

● Trucks and machinery rental [108].

● Removal of designated properties

~$30/person/hour

(average) [107]

Variable

$65,000 - $95,000 [104]

($7,000 - $10,000 / 110

m2)[109]

Operating Laneway:

● Regular cleanup

● Snow removal (winter)

● Waste management

Maintenance and cleanup

covered by the City of

Toronto [110, 111]

Park:

● Regular cleanup

● Tree and plant care

Variable

Disposal ● Waste left over from construction

External ● Increased traffic in laneway

● Reduced privacy for residents

● Increased pollution in area

N/A

Note: Costs that will depend on the client or the developer are marked “Variable”.

Undetermined costs are left blank.

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3.0 Updated Project Management Plan

This document signifies the completion of the design phase as a final design has been given.

After internal submission of the Final Design Specifications, the team will use the week of April

4th to improve and make edits to the document so that the design team is prepared to present on

the date of the Final Presentation, where the final detailed design will be shown to the clients in

full.

Table 3.0 Deliverables/Important Dates

Deliverable Internal Submission Client Submission

Final Design Specification April 1st, 2016 April 11th, 2016

Final Presentation April 28th, 2016 April 28th, 2016

4.0 Conclusion

The Connecting Laneway has been developed and finalized in order to fit the functions,

objectives and constraints. The design team has considered the cost, safety and limitations of the

design so that the client can implement the design with success. Other factors were also

considered in the development such as materials and the environmental effects of them, and

social impacts and human factors involved with the design. With the conclusion of this

document, the design phase has been completed by the design team from the University of

Toronto, and after the presentation of the specifications to the client, the client can start to

implement the design as the Honest Ed’s new development continues to be finalized.

Engineering Strategies and Practice

22

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Engineering Strategies and Practice

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Appendix References

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Appendices:

Appendix A:

Below are some pictures of the Honest Ed’s / Mirvish Village redevelopment plan from the

“Mirvish Village: Urban Design Analysis and Planning Rationale” document prepared by the

developers of the project. These images are property of Westbank Corp.

Figure A.1. Aerial view of the Honest Ed’s/Mirvish Village redevelopment. (Property of

Westbank Corp.) [112].

Engineering Strategies and Practice

35

Figure A.2. Street view of Lennox Street (looking north). Palmerston Laneway’s only entrance

is on this street. The laneway is situated between Palmerston Blvd. and Markham Street

(Property of Westbank Corp.) [112].

Figure A.3. Map of the area to be redeveloped: Palmerston Laneway is the lane to the west of

Markham Street (Property of Westbank Corp.) [112].

Engineering Strategies and Practice

36

Appendix B: Possible design features

Figure B.1. Possible living walls

(Source: http://www.greenovergrey.com/photo-gallery/photo-gallery.php)

Engineering Strategies and Practice

37

Figure B.2. Possible bike racks

(Sources:

http://www.parkabike.com/caption-rack-custom-bike-rack

http://www.toxel.com/inspiration/2011/06/28/17-cool-and-unusual-bike-racks/ )

Figure B.3. Possible parking entrances

Sources:

https://www.pinterest.com/pin/33073378485094546/

https://www.pinterest.com/pin/386746686723970391/

Engineering Strategies and Practice

38

Figure B.4. Sugar Beach, Toronto ON.

(Source: https://www.tripadvisor.ca/LocationPhotoDirectLink-g155019-d4471770-i70397135-

Canada_s_Sugar_Beach-Toronto_Ontario.html )

Figure 2.I. Music Garden, Toronto ON.

(Source: https://www.pinterest.com/pin/23503229280157043/ )

Engineering Strategies and Practice

39

Appendix C: Current Laneway

Figure C.1 Current laneway

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40

Figure C.2 Images of current laneway

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41

Appendix D

This appendix contains an information sheet for the Life Cycle Assessment.

Table D. Information Sheet of LCA

Processes Raw

materials

Input mass Input energy Output mass

Output

energy

Emission/residual

Porous

asphalt

production

Crude oil

[113]

Crude oil

Water

Electricity

Fossil fuels

Porous asphalt

[114,115]

Heat

released

CO

CO2

NOx

SO2...[116, 117]

Porous

concrete

production

Cement

Coarse

aggregates

[f]

Cement

Coarse

aggregates

Water

Electricity

Fossil fuels

[85, 86]

Porous concrete

[115]

Heat

released

CO2[85, 86, 117]

Transportatio

n

/ Porous

asphalt/

concrete

Materials for

parkland

Gasoline Porous asphalt/

concrete

Materials for

parkland

Heat

released

CO

CO2

NOx

SO2...[119]

Construction / Porous

asphalt/

concrete

Materials for

parkland

Gasoline

Electricity

Completed lane

and park

Heat

released

CO

CO2

NOx

SO2...[119]

Operation &

maintenance

/ Laneway

Park

Vehicles

using the

lane

Maintenance

vehicles

Gasoline

Electricity

Laneway

Park

Vehicles using the

lane

Maintenance

vehicles

Heat

released

CO

CO2

NOx

SO2...[119]

Disposal / Laneway

Park

Deconstructi

on machines

Gasoline

electricity

Recycling asphalt

(~99%)

/concrete (~100%)

[93,94, 97]

Waste materials

Deconstruction

machines

Heat

released

CO

CO2

NOx

SO2...[119]