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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.
Engineering Strategies and Practice
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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)
Engineering Strategies and Practice
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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].
Engineering Strategies and Practice
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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.
Engineering Strategies and Practice
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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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Engineering Strategies and Practice
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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
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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
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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
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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
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]