creating dundas place - city of london, ontario, canada · this document would not have been...

Creating Dundas PlaceA Flexible Street Scoping Study

January 2015

D u n Das st r ee t sC o Pi n g st u Dy

D u n D a s s t r e e t s c o p i n g s t u D y | 1

Acknowledgementsthis document would not have been possible without the guidance of the project team and contribution of the many stakeholders who participated in the process.

Project TeamIBI GroupJoe Heyninck

trevor Mcintyre

rebecca Dewdney

Joyce renfrew

Kelly cobbe

ashish ghate

chris prentice

Don Drackley

Linden Laserna

tony Zhou

City of londonedward soldo

John Lucas

Jim yanchula

sean galloway

Karl grabowski

Jane Fullick

shane Maguire

Maged elmadhoon

tom copeland

ugo Decandido

roland Welker

Jake Blancher

Justin Lawrence

ivan Listar

Don purchase

chuck parker

Stakeholders

city of London

Downtown London

London transit commission

London Hydro

Bell canada

rogers cable

union gas

London District Heating

DunDaS STreeT, LonDon, on

D u n Das st r ee t sC o Pi n g st u Dy

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contents

ExEcutivE Summary .............................................5

1. introduction .................................................71.1. Background ................................................... 81.2. study Purpose ............................................. 10

2. caSE StudiES .................................................112.1. What is a shared/Flexible street? ................. 122.2. shared-space typologies ............................. 122.3. Case studies ............................................... 13

3. contExt ..........................................................173.1. study area ................................................... 183.2. Maintaining the importance of Dundas street

Within Downtown London as an economic and social Hub ............................................ 18

3.3. importance of Dundas street in the City of London transportation system ........... 23

4. ExiSting conditionS ...................................254.1. Dundas street Local attractions .................... 274.2. existing Built Form ....................................... 284.3. Dundas street issues &

opportunities analysis .................................. 30

5. dundaS StrEEt viSion ................................335.1. review of City of London

studies & reports ........................................ 345.2. synthesis ..................................................... 405.3. Vision statement .......................................... 42

6. Public tranSit .............................................456.1. London transit services ............................... 466.2. London’s rapid transit Plan ......................... 46

7. tranSPortation ..........................................497.1. road network operation .............................. 507.2. Parking ........................................................ 507.3. enhanced Pedestrianization .......................... 507.4. Cycling ........................................................ 507.5. event Planning and street Closure ................ 51

8. infraStructurE rEviEw ...........................538.1. general ........................................................ 548.2. Municipal services ...................................... 548.3. utilities ......................................................... 57

9. dESign oPPortunitiES ...............................61

10. imPlEmEntation ...........................................6710.1. Balanced approach

for Dundas street ......................................... 6810.2. infrastructure ............................................... 6810.3. Dundas street scoping study implementation

Plan – Critical Path schedule ........................ 69

11. Staging & coSt EStimatES ........................71

a mIxeD-uSe ComPaCT CITy, The LonDon PLan rePorT

4 | D u n D a s s t r e e t s c o p i n g s t u D y

D u n D a s s t r e e t s c o p i n g s t u D y | E x E c u t i v E S u m m a r y 5

executive Summary

DunDaS anD rIChmonD, PhoTo By Sean_marShaLL

6 E x E c u t i v E S u m m a r y | D u n D a s s t r e e t s c o p i n g s t u D y

the Dundas street scoping study is a preliminary study to define the scope of future improvement initiatives as related to Dundas street in order to create a more attractive, vibrant and functional corridor in the heart of London, ontario. it is the next step in a commitment to a new and revitalized Dundas street – a bustling, thriving public space which will once again become the economic, cultural and institutional heart of the city.

in 2012, the city of London retained iBi group to carry out the Dundas street

scoping study and develop a project that meets several goals and opportunities

as outlined in the Draft Downtown plan (June 2013) as well as provide the city

with a comprehensive review to identify how Dundas street can be successfully

re-established as the primary shopping and recreation district in London. With

a principal focus on flexible streets, enhanced pedestrianization and increased

linkages to key local features, the scoping study blends a strong understanding

of the relationship between urban design and placemaking, traffic, transportation,

safety, construction staging, utility relocation, maintenance and operation and

costing. the resulting project plan details a balanced approach over a seven year

period and includes budget and timelines for stakeholder consultation, design and

construction.

the report is organized into 11 key sections, each building upon the understanding

and findings of the previous sections to culminate in a set of design opportunities,

implementation and staging and cost estimates. the key sections are briefly

summarized as follows:

IntroductionDundas street has always been an important street for the city of London, with a

rich history dating back well into the 1800s. this section details valuable historical

context, the steps taken to further the revitalization conversation and the purpose of

the Dundas street scoping study.

Case Studiesgiven the intent to transform the segment of Dundas from ridout street to

Wellington street into a flexible street or shared street, there is a strong need to fully

understand the implication and benefits of these types of streets. in this section,

these terms are defined and further expanded upon, providing three successful

case studies for review.

Contextcontext plays a critical role in urban design and placemaking, and in this section,

elements that influence Dundas street both physically and non-physically are

examined. in addition to defining the study area, Dundas street is evaluated in

terms of its place within the city of London and its importance as both an economic

and social hub as well as a key component of the London transportation system.

Existing Conditionsin this section, the existing conditions of the five block section between Wellington

street and the Forks of the thames are studied and graphically represented

including key local attractions, existing built form and the delineation of three

distinct character areas. an issues and opportunities analysis is categorized

by the built environment, the natural environment, infrastructure and servicing,

transportation and transit, social-economic and traffic operations, pedestrian

movement and parking.

Dundas Street VisionWhile Dundas street has been included as part of numerous studies and

improvement initiatives, it has never been the sole subject of a comprehensive

review to create a new project opportunity to “re-invent the street”. the many

studies that have helped to develop the project vision are reviewed and summarized

in this section as well as ideas combined to further develop specific key

components in terms of economic, placemaking and direct benefits.

Public Transitthis section outlines the potential impacts on the public transit services and transit

users should removal of public transit services occur on Dundas street between

Wellington and ridout. specifically, the potential impacts are discussed in regards to

transit operating costs and transit use.

Transportationas Dundas street is a central portion of the Downtown London’s transportation

network, any major changes to the street have to be evaluated against various

transportation considerations. in this section, changes are considered in terms of

road network operation, parking, enhances pedestrianization, cycling and event

planning and street closure.

Infrastructure reviewWithin the city of London, Dundas street has the highest density of municipal

services and utilities and any future improvements will need to have regard for

these services. this section provides a summary of the information provided by

various service and/or utility representatives during the course of this study in

addition to potential impacts these services and/or utilities could have on any future

revitalization projects.

Design OpportunitiesDundas street revitalization has been identified within the Draft Downtown plan as

the first of six strategic directions items focused on public realm improvements. the

project plan presented in this section consolidates all design opportunities identified

and provides direction on specific sections of the street to further execute the

project vision of making Dundas street “the most exciting place in London”.

Implementationthe Dundas street project plan shown in this document will be implemented

over time incrementally and in a balanced manner addressing various conflicting

interests and priorities, which are identified and listed in this section. a critical path

schedule is also recommended, which takes the project from project commitment

to construction over a seven year period.

Stage & Cost EstimatesDue to the size and scale of the anticipated improvements, a two stage phasing

strategy is recommended and outlined in this section as well as pre-design

estimates of probable costs for both stages.

D u n D a s s t r e e t s c o p i n g s t u D y | i n t r o d u c t i o n 7

renDerInG of a ComPLeTe STreeT. our move forwarD: LonDon’S DownTown PLan, 2015

1. introduction

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Dundas street has been the main street for the city of London dating back well

into the 1800’s. For many years, the stretch of Dundas street between the thames

river and Wellington streets has been recognized as the economic, cultural, and

institutional heart of the city. it has also been the city’s primary transit corridor

from the earliest days of horse and electric streetcars. However, as has occurred

in many north american cities in the last few decades, as the city’s population

has grown, there has been a shift in focus away from the Downtown with new

businesses choosing to locate on the periphery of the city. since Dundas street

is also seen as the city’s primary pedestrian street, the perception that the city’s

overall ‘health’ is affected by the image and experience of this street as a public

space has gained prominence. after years of decline and numerous studies to

provide direction for renewal, there is now a strong interest in repositioning Dundas Street so that it can once again become the primary ‘meeting place’ and destination for residents and visitors in the City – a lively hub for events, activities, shopping and entertainment as well as business.

over the years, Dundas street has been the focus of a number of smaller studies

and improvements but never has there been a dramatic and comprehensive

effort made to “re-invent the street”, to celebrate the past history and to create

a new opportunity for a vibrant place that can transform this part of Downtown.

previous investments in Dundas street have focused on beautification measures

such as street trees, sidewalk pavement and “metal trees” in addition to some

underground infrastructure improvements in response to new development and

to investigate existing problems. since 2007-2008, the city has initiated a series

of incentive programs with buildings on Dundas street included in a “targeted

incentive Zone” in an effort to maintain existing heritage buildings and promote a

more vibrant commercial corridor and neighbourhood. However, a major project

for the entire corridor has not been undertaken since 1994 when the city re-

instated on-street parking.

past studies and initiatives have also had some impact on Dundas street.

“a Blueprint for action; report of the Downtown task Force” (February 2008) was

an important move forward in focusing attention on a comprehensive Downtown

revitalization effort. the report established that one of the three primary goals

for the Downtown in next 10 years is to “make Dundas street the most exciting

street in London.” The Downtown Task force (DTa) also presented a series of

31 recommendations to help set goals for the next 10 years. some of the key

recommendations specific to Dundas street include:

• “Develop a 10-year transportation plan to see buses, then cars, phased out of

the east-west Dundas corridor between Wellington and ridout, the traffic being

replaced by pedestrians and bicycles during the spring-summer-fall months.”

(#28)

• consistent with the transportation plan timetable, develop a plan for the

transformation of Dundas into a piazza-style corridor through beautification,

a greater business street presence and development of a pedestrian oriented

concept” (#29)

in september 2011, conceptual designs for a flexible pedestrian-oriented Dundas

street were presented as part of the Mayor’s “Downtown Vision”. the concepts

were developed as a culmination of ideas from the Draft Downtown plan , the

transportation Master plan, city council meetings, the thames Valley corridor

study, and other public consultations. these initiatives have built strong interest

and excitement with the public and local businesses that a major revitalization

project is feasible and there is a potential for dramatic change in the street.

1.1. Background

vIew of rIChmonD STreeT In The 1940’S

vIew of DunDaS STreeT LookInG eaST from TaLBoT STreeT In The 1870’S

D u n D a s s t r e e t s c o p i n g s t u D y | i n t r o d u c t i o n 9

the city of London in June 2013 released the Draft Downtown plan which has

been produced based on an extensive public engagement process. the process

helped to solidify the vision for Downtown and chart a path forward. in 2015, the

city will release the final Downtown plan entitled our Move Forward: London’s

Downtown place.

it recognizes that Downtown London is London’s “face” to the world. a successful

Downtown is key for retaining and attracting business investment in London.

the Downtown plan is built around six strategic directions. these provide direction

for projects and actions to follow that will achieve the desired outcomes for our

city, ultimately building a livable and vibrant downtown.

Dundas street revitalization has been identified as the first of six strategic

directions, which are focused on the public realm initiative and their potential

to leverage private investment value, as well as the first listed transformational

project.

Make Dundas street the most exciting place in London.

Dundas street is London’s original main street and a place once lively with activities

of trade and commerce. times have changed significantly since the street’s origin,

but Dundas street can re-establish its place as London’s preeminent street. this

can be achieved through investments that provide people-oriented infrastructure

that is focussed on creating neigbourhoods and a unique and diverse range of

experiences, boulevard tree planting, event programming and providing the highest

level of maintenance in the city.

SourCe: DrafT DownTown PLan

the dundas Street project is a major opportunity to build upon many years of work and a focus on the revitalization of dundas Street in fashion that it:

• will become a focus for downtown london and beyond, a pedestrian space that is a stage for day to day activities as well as special functions and programmed activities, festivals, and events;

• will forge an enduring connection between the forks of the thames and the life of the city.

• can, unlike other streets, transform into a place where pedestrian activities take precedent, where motor vehicles do not dominate the use of the right-of-way and do not prescribe the built form;

• can result in a space that is accessible to all londoners and visitors, with a focus on the quality of the space, the materials used, the lighting, safety, the ambience day and night and seasonally, and that this will help to revitalize this part of the downtown, but also generally will encourage other businesses and development opportunities in the downtown; and

• will include upgrading and replacing aging utilities and a thorough and comprehensive approach that not only replaces, but adds value to the space, by reconfiguring it into a high quality, best in class downtown urban space.

Goal to recréate Dundas street as the preeminent public

place in London-- beyond just a space to move through

and instead to become a destination to arrive at for

shopping, leisure, civic activities and celebrations.

Why Is This Important as Dundas street is a long-time commercial artery and a spine

of civic activity in London, the condition and uses a long Dundas

street have a direct reflection on the health of the downtown

as a whole. Dundas street has experienced an evolution of

uses and activities over time, and the street continues to evolve

as economic conditions and demographic trends change. lt

is important to strengthen the multidimensional aspects of

Dundas street through road improvements, subject to refinement

following conclusions from a project-related environmental

assessment, which will better define the feasibility and limitations

ofthis project. these improvements will create a positive and

compelling experience that will attract businesses and visitors.

SourCe: our move forwarD: LonDon’S DownTown PLan, January 2015

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1.2. Study Purposethe purpose of the Dundas street scoping study is to present a rationale for

investing in infrastructure, propose preliminary design options, undertake an

infrastructure review and provide recommendations, propose implementation

strategies and other recommendations, and prepare a preliminary budget based

on various scenarios. the scoping study draws together urban design and

placemaking, traffic, environmental quality, transportation, safety, construction

staging, utility relocation, maintenance and operations and costing, and gives

direction to the preliminary design exercise, and ultimately the strategy for how to

implement the project. the following key design considerations were reviewed and

addressed as part of the study:

• urban Design: Design themes overall and block by block, streetscape design

details, signage and wayfinding, public art / banner programs, environmental

features, lighting, street furniture;

• programming: opportunities for both everyday use and major event use;

• traffic, transit and active transportation: Various conditions including every day

use, major event use, and emergency operations; and,

• servicing: a range of options including reusing services in current location and

rebuilding and relocating services.

this study and the vision for the project is rooted in numerous city reports and is

the result of an iterative process between city of London departments, Downtown

London, London transit commission and the consultant to determine the most

appropriate strategy for revitalizing Dundas street. the study is intended to provide

clarity in describing and executing the project and also help generate excitement

and support for the full potential of the project.

the final recommendations do not propose a preliminary Design but aim to present a clear direction for the project as an integrated and comprehensive exercise.

PreSenT Day vIew of DunDaS anD rIChmonD. PhoTo By Sean marShaLL CC By-nC 2.0

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kInG STreeT, kITChener, on

2. case Studies

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2.1. What is a Shared/Flexible Street?a flexible street or shared street, is essentially the entire street right-of-way, from

building face to building face shared by pedestrians, cyclists and motorists. By

combining uses rather than segregating them to certain parts of the right-of-way,

there is more flexibility, sharing of surfaces and respect in the way that motorists

and pedestrians share the space and how it can be programmed. at times,

motorists will be allowed to have a higher usage and at times when it is desirable

to reduce the vehicle usage, these spaces will function as pedestrian spaces,

where retail, festival and other occasional, casual, and programmed activities

dominate the space and they essentially become civic plazas, or piazzas.

research conducted on shared streets shows that by combining the activities,

and designing them to reflect the intended usage and slow speeds (30 km/h or

less), motorists become more aware of pedestrians and pedestrians, when not

depending on regulatory signage, are more aware of motorists. this concept

has been more fully accepted in european countries, but is now becoming more

common in north american cities and even locally, in cities such as Kitchener,

ontario and toronto. one of the main controversies of shared space is the right

of pedestrians with visual impairments to be able to travel independently in the

public right-of-way without relying on the motorist’s ability to avoid conflicts with

them. providing ‘comfort space’, an area within the street predominantly used by

pedestrians where motor vehicles are unlikely to be present, may still be needed

within a shared space particularly for younger and older pedestrians and those

with impairments.

flexible / shared streets are streets a living street where pedestrians and cyclists have legal priority over motorists. techniques include shared space, traffic calming, and low speed limits.

16Th STreeT maLL, Denver. PhoTo By GorDon CC By-Sa 2.0

2.2. Shared-Space typologiesshared-space typologies can be classified into three main categories based on the

levels of intervention as per below.

maxImum InTervenTIon: no curbs, flush surface wall-to-wall,

driving surface may be defined by bollards

meDIum InTervenTIon: curbs/rolled curbs to define roadway,

patterned road surface and sidewalk

mInImum InTervenTIon: curbs with defined road, pavers on

flexible sidewalk/event space/parking


King Street Kitchener, Ontario• time of installation: completed in 2010

• cost: $11M (total construction value)

• Function: Main commercial street through downtown Kitchener

• Flexibility:

– converted the existing lay-by parking and sidewalk into a flexible sidewalk

parking system.

– During warmer months the bollards are located close to the curb to

maximize space for pedestrians, outdoor cafés, restaurants, retail and small-

scale street performances.

– Bollards can be moved to allow for on-street parking in the winter.

– Bollards can also be placed at major crosswalks, allowing each of the six

blocks to be closed off for the city’s major events and festivals

• special Features: infiltration grates direct stormwater runoff to planter beds,

sub-surface tree routing corridors, and semi mountable curbs improve

pedestrian accessibility.

• surface Materials:

– unit paving sidewalk

– removable bollards for flexible parking

– stormwater filtration planters

– asphalt roadway

– permeable surface materials

• Many more trees than previously existed

in 2007, the city of Kitchener undertook a major revitalization project to reshape

and re-energize the downtown into an urban, modern, livable and sustainable

destination for pedestrians and businesses. Beginning with a streetscape Master

plan for the city centre District and continuing through the detailed design and

contract administration services for the reconstruction of six blocks of downtown

Kitchener’s main street, the King street project was founded on the principle that

an investment in a high quality public realm will serve as a catalyst for private

sector investment, intensification and renewal of the downtown Kitchener core.

the design creates a pedestrian-first public realm that reconfigures the street by

converting the existing lay-by parking and sidewalk into a flexible sidewalk-parking

system. During warmer months the bollards are located close to the curb to

maximize space for pedestrians, outdoor cafes, restaurants, retail and small-scale

street performances. in the winter, the bollards can be moved to allow for on-street

parking.

2.3. case Studies


the project showcases several innovative design features intended to respond to

the public’s wish for a pedestrian oriented space. removable bollards separate

vehicles and pedestrians while providing a flexible sidewalk/ parking system

that can be altered to respond to the season (patios, sidewalk sales and wider

walkways in the summer/ more parking in the winter), allow easy block-by-block

road closures and a special civic area directly in front of Kitchener city Hall.

permanent festival services (water, electrical, audio/ video) and informal “stages”

were integrated into the final design. semi-mountable curbs are provided to

promote the feeling of a pedestrian plaza and improve accessibility during special

events. generously wide sidewalks, two revitalized public plazas, granite clad

planting beds with seat walls, public art and accent lighting are design elements

that contribute to the vibrant pedestrian-friendly streetscape.

StratEgiES for Staging conStructionthe reconstruction of King street was undertaken over two construction seasons,

2009 and 2010. it was important that a careful balance was maintained between

the continued operation of the local businesses and the construction activities.

clear public communication (coordinated with city of Kitchener staff and the

Downtown Bia) and responsive, personable site superintendence allowed business

concerns to be quickly addressed. Detailed scheduling included mandatory night

work and a staged approach to minimize the impacts on the community and

work with the needs of the local businesses. the annual occurrence of special

events taking place in the downtown core (cruising on King street, Bluesfest

and oktoberfest) created key milestones and schedule deadlines throughout

construction operations, which were met with success.

Economic imProvEmEntS/bEnEfitS:the King street revitalization has been an instant catalyst for new development

within the project limits by attracting new businesses and bringing vibrancy back.

• twenty-one (21) good quality businesses have emerged and 22 existing

facades have been enhanced with a total investment in excess of $750,000;

• the average daily foot traffic has increased from 3,000 to 8,300 and festival

and event attendance has increased 33%;

• a new 385-unit condo project is currently in presales phase and a new 96-unit

boutique hotel is proposed; and

• the project’s success has made it a model for best practice urban design for

municipalities and Bias throughout ontario.

PlacEmaking imProvEmEntS/bEnEfitS: the design scheme for King street responded to public’s interest in the

“pedestrian First model”. an original streetscape design and vision for King

street was developed that reflected the area’s character and incorporated street

trees and planting, sidewalk cafés, bicycle connections and bicycle parking,

improved street lighting, public art, transit pads and shelters, wayfinding

signage, and street furniture.

the project received the 2010 community place award from the international

Making cities Livable council in recognition of the innovative design for a

flexible, summer/ winter sidewalk, and sustainable streetscaping to bring people,

particularly youth, back to downtown. the King street project was also recognized

as a “green street’ by tree canada for its contribution to, and leadership in,

creating an environmentally sustainable street design.


Place d’armes, Montreal, Quebec• time of installation: construction began in 2009 the work was completed in

2011.

• cost: $15.5 million

• Function:

– a public square rich in history located in old Montreal between saint Jacques

and notre-Dame streets

– Formerly the hub of the Montreal’s tramway lines when the city’s downtown

and central business district was centred around old Montreal and saint-

Jacques street

• Flexibility: no curbs with wall-to wall paving and driving surface defined in

bollards

• special Features: utilities box hidden underneath large public seating bench

• surface Materials: unit paving on sidewalk and road

• trees incorporated into design at an early stage


Exhibition road, London uK• time of installation: competition held in 2003 and won by the architectural firm

Dixon and Jones. construction completed by the 2012 London olympics.

• cost: not available

• Function: street provides access to many nationally significant institutions,

including the Victoria and albert Museum, the science Museum, natural

History Museum (which incorporates the former geological Museum), the royal

geographical society and imperial college London.

• Flexibility: shared space design for the exhibition road and surrounding streets

prioritize pedestrians while allowing some vehicular traffic at a reduced speed

• special Features:

– surface Materials: Wall-to-wall unit paving with bold graphic pattern

– existing trees incorporated into the design and protected

D u n D a s s t r e e t s c o p i n g s t u D y | c o n t E x t 17

3. context

DunDaS anD TaLBoT LookInG eaST. PhoTo By PeTer harDInG

18 c o n t E x t | D u n D a s s t r e e t s c o p i n g s t u D y

3.1. Study areainitially the scope of the study was limited to a four block segment of Dundas street

stretching from ridout street on the west to Wellington street on the east. early in

the scoping study process it was concluded that the connection between Dundas

street and the thames river is an important opportunity to link London’s open

space/green network to the Downtown. as a result, the scope of the study was

extended to include the block west of ridout street to the river.

3.2. maintaining the importance of dundas Street Within downtown London as an Economic and Social HubLondon is a medium sized city in south-western ontario, located in the Quebec city

– Windsor corridor.

the Downtown occupies only 0.2% the city’s expansive land area but accounts for

a substantial portion (about 10%) of the city’s commercial office space, employment

and tax base. the Downtown provides unique cultural facilities and is the focal point

of government functions, London’s transit system and entertainment in the city.

Downtown London is currently rebounding from a downward spiral that began

in the 1970s when suburban malls started to alter shopping habits and attract

retailers and patrons away from the Downtown. this decline arguably accelerated

when a Downtown mall (galleria) was developed to rival these suburban malls, as it

drew many of the remaining independent retailers off the main Downtown streets.

this mall has far fewer retailers and has since been repurposed for offices and the

central Library but street level vacancies on Dundas street continue to remain a

major challenge for Downtown London.

the city is now making major inroads through revitalization. a key part of this

success can be attributed to its strong employment base. Downtown London

contains 80% of the city’s office space and over 30,000 jobs. this concentration

of office space resulted from the city introducing policies into its official plan

in the 1990s that direct all office spaces over 5,000 m2 be located downtown.

the effectiveness of this policy has been paramount to reversing the fortunes of

Downtown London.

Moreover the city of London has been bold and innovative in approaching

revitalization and has strategically invested in many projects designed to attract

new users and residents to the downtown. the Budweiser gardens, central

Library, convent garden Market, and improved city parks have all played an

important role in making the downtown more attractive and enjoyable. these

important assets have greatly increased the importance and prominence of

downtown London both citywide and regionally.

SourCe: The vaLue of InveSTInG In CanaDIan DownTownS, CanaDIan urBan InSTITuTe, may 2012

DownTown ComPrISeS

0.2% oF LonDon’s LanD area (99Ha)

10% DoWntoWn generates aBout 10% oF tHe city’s tax assessMent

1% oF LonDon’s popuLation LiVes DoWntoWn

81% oF LonDon’s oFFice space is DoWntoWn

11% oF trips MaDe to anD FroM DoWntoWn are By transit

DownTown LonDon haS

303 jobs/ha or 30,000+ JoBs

DownTown GeneraTeS

$504k/ha in tax reVenue

DunDaS STreeT. PhoTo By wyLIePoon CC By-nC-nD 2.0


the Downtown Millennium plan, prepared in november of 1998, was the last

significant Downtown plan implemented by London’s city council. approximately

$100 million was invested in Downtown London through that plan for a series

of projects and initiatives. the success stemming from these investments has

been tremendous. the Millennium plan noted that Downtown assessed value had

declined by over $60 million between 1992 and 1996 in just 1/3 of the Downtown

area. this downward trend has been reversed since the Millennium plan .

Most recently, the 2013 state of the Downtown report identified an increase in

Downtown assessed value of $400 million between 2004 and 2013

the successor to the Millennium plan, the Downtown plan, which was released as

a Draft in July 2013 and continues to focus on attracting new visitors downtown

and attempting to further increase the number of residents. this plan, too, places

an emphasis on public and partnership initiatives that will create interest for

private sector investment. it recognizes that downtown London is London’s “face”

to the world. a successful downtown is key for retaining and attracting business

investment in London. a strong downtown tells the world that London is vibrant,

interesting, exciting and enriching. it signals to investors that London’s priority as

a place that is competitive in attracting and retaining a high quality labour force

to London will come easy. it exudes the kind of success that breeds investment

confidence.

this plan was produced based on an extensive public engagement process. the

process helped to solidify the vision for downtown and chart a path forward. the

key conclusion of the process is that people are passionate about downtown

London and its continued revitalization. our community has a very strong emotional

attachment to our downtown. the large number of people who took an interest

in attending the community engagement opportunities, and the enthusiasm with

which they spoke, is clear evidence of this.

Leadership and CollaborationMunicipal leadership has been instrumental in revitalization, developing progressive

planning policies in collaboration with the business and institutional community and

making use of innovative financing tools. the city has a number of Downtown grant

and incentive programs, as well as targeted incentive programs (for the Dundas and

richmond street corridors) to encourage the private sector. For example, since 2008

the city of London has issued a combined total of 104 grants and loans worth $1.7

million, leveraging $3.8 million in construction value.1 Historically, for every $1 of city

money invested, the private sector has invested $3. this arrangement represents the

collaboration between the public and private sector in revitalizing downtown London.

since 2000, 1135 building permits have been issued downtown with a reported

value of $352.7 million.

residential Developmentattracting residential development has been a key aim of planning efforts in

downtown London, and the city has enjoyed success. since 1997, approximately

1,440 apartment units have been built in the downtown with a total construction

value of $120.2M. the population in Downtown currently stands around 5,000.

1 CITy of LonDon. (2011). STaTe of The DownTown rePorT 2011. reTrIeveD from: hTTP://www.LonDon.Ca/PLannInG/PDfS/SoTD_annuaLrePorT_09.PDf. aCCeSSeD 2011 oCToBer 20.

Office Developmenta remarkable 80% of London’s office space is located in the downtown. a key

reason for this is that policies contained in the official plan direct large office

spaces (over 5,000m2) to locate in downtown London. this policy has been

strongly enforced and highly effective at concentrating office space and jobs

downtown.

Downtown office growth in London has been slow in recent years, yet there has

been a gradual downward trend in office vacancy rates. since 2006 when Bell

canada left their offices at 100 Dundas street, downtown has seen a consistent

annual decline in vacancy rates. street vacancy on major downtown pedestrian

routes (richmond, Kind and Dundas streets) shrunk to 11.5% from 12.1% between

2011 and 2013

The no. of DweLLInGS Grew

39%FroM 1996-2006, coMpareD to 12% More DWeLLings cityWiDe

$120.2mon resiDentiaL DeVeLopMent DoWntoWn

DownTown haS

81%oF tHe city’s oFFice FLoor space (4,394,017sF)

LookInG eaST on DunDaS STreeT from rIDouT STreeT.


retail Developmentin the past, retailing in downtown London has been challenged by the emergence

of the suburban mall. For example, in the 1960s downtown had a 70% share of

retailing, yet today it is around 10%. While this trend is not unique to London, the

downtown faced particularly negative experiences due to the creation of a downtown

mall (galleria Mall) that was intended to rival the suburban malls. this downtown

mall attracted many of the retailers from the downtown’s main streets (Dundas,

richmond and King streets) and left some significant street level vacancies. When

the mall was repurposed, the vacancies outside the mall continued to be a problem.

the downtown is slowly overcoming this challenge and storefront vacancy rates have

been consistently declining over time. With a focus on independent retailers instead

of national chain stores, available space on King and richmond streets is now largely

absorbed, which could be attributed to public investments such as the Budweiser

gardens and sqm garden Market. yet there remain some vacancies on Dundas

street and the need for stronger retail, restaurant and people-oriented service mix.

Educational & Institutional Developmentthe main campuses of London’s two major post-secondary institutions – the

university of Western ontario and Fanshawe college – are located outside

downtown. these are key assets for the city that have helped strengthen the city as

a whole. additionally, downtown London will soon receive increased benefits from

these institutions with Fanshawe college securing a site for a new applied school of

performing arts. the college has purchased an 8,000 m2 building as a first phase

of the project that will eventually host 1,000 new students and 75 staff. the college

plans to expand this campus in the future by purchasing and renovating some of

London’s downtown heritage buildings. this new campus will strengthen Downtown

London’s local art scene and leverage existing arts and cultural facilities such as the

grand theatre. this brought 400 new students plus staff to the downtown in 2013.2

2 fanShawe CoLLeGe. (2011). fanShawe To LaunCh fIrST PhaSe of DownTown CamPuS. reTrIeveD from: hTTP://www.LonDonCommunITynewS.Com/2011/02/new-DownTown-CamPuS-for-fanShawee-CoLLeGe/. aCCeSSeD 2012 January 17.

Municipal Tax Baseciting the major declines that occurred in the 1990s, a major goal of the

Downtown Millennium plan was to increase tax assessment in the downtown.

since 2002, the total current value assessment in the downtown has risen by

3.8% annually, combining for a total increase of 60% from $567.6 million to

$1.05 billion.3 additionally, for 2009-2011, downtown’s rate of assessment growth

was 15%, exceeding the citywide rate of 6%.

Jobsthere are approximately 30,000 office workers in downtown London. these office

workers are primarily employed in banks, trust companies and the national and

regional head offices.4 Jobs in retail, entertainment, and cultural facilities have not

been inventoried.

PopulationLondon’s downtown population growth has been relatively strong; from 2001 to

2006 the population increased by a quarter, and in the decade following 1996, it

grew over a third. in 2006, downtown London’s population was 3,430 and today

it has reached approximately 5,000. growth in the downtown outpaced that of the

remainder of the central London planning District (includes downtown),

which recorded a growth of 1% during this period. Downtown London still relies

heavily on a day time population for vitality with a ratio of day time to night time

population of 10:1.

3 CITy of LonDon. (2013). STaTe of The DownTown rePorT 2013. reTrIeveD from: hTTP://www.LonDon.Ca/BuSIneSS/PLannInG-DeveLoPmenT/DownTown/DoCumenTS/DrafT-DownTownmP-fInaL-DrafT-June2013-1.PDf. aCCeSSeD 2014 auGuST 28.4 CITy of LonDon. (2010). DownTown PLan BaCkGrounD STuDy. reTrIeveD from: hTTP://www.LonDon.Ca/PLannInG/PDfS/40TheImPorTanCeofTheDownTown.PDf. aCCeSSeD 2011 oCToBer 14.

DownTown haS

30,000+ JoBs

Diversityapproximately 57% of the downtown population is single, versus 28% citywide.

Downtown London has a slightly lower proportion of immigrants (18%) than the

citywide population. additionally, 10% of downtown residents identify themselves

as a visible minority.


HousingWhile the majority of London’s housing stock is single family dwellings, almost all downtown

residents live in apartments. there are also much higher levels of renting in the downtown;

71% of dwellings are rented downtown compared with 38% citywide. Housing prices have

also been rising in the downtown and from 2001 to 2006, the average value of an owned

unit downtown increased by 63%. in addition the downtown has an average household size

of 1.6 compared to 2.4 per household citywide.

Downtown London is adjacent to single family neighbourhoods on all four sides

(north and east - Woodfield; south - soHo; West Blackfriars - petersville). these

neighbourhoods are well connected by pedestrian and cycling trails so residents can

easily access and support the downtown.

DownTown haS

±5000 resiDents

37% popuLation groWtH DoWntoWn BetWeen 1996-2006 (coMpareD to 8% cityWiDe)

18% oF tHe DoWntoWn popuLation are internationaL Migrants (coMpareD to 21% cityWiDe)

1.6is tHe aVerage HouseHoLD siZe (coMpareD to 2.4 cityWiDe)

DownTown DoeS noT have any LarGe formaT GroCery SToreS, yeT IT DoeS have a freSh ProDuCe markeT(coVent garDen MarKet)

The renaISSanCe ConDomInIum aT The Corner of rIDouT STreeT & kInG STreeT

Land usesDowntown London is dominated by office, retail, and transportation uses. residential uses occupy a sixth

of all land uses. Many large city properties with public infrastructure are also located downtown (Budweiser

gardens, convent garden Market). on the boundaries of the downtown are two large parks.

downtown london land uSES

Land use by ParcelCOMMErCIaLInDuSTrIaLInSTITuTIOnaLParKS & OPEn SPaCErESIDEnTIaLTranSPOrTaTIOn

DunDaS ST


Public realma decade ago, with downtown retail significantly declining and with few residents –

the “spaces” in downtown London struggled to attract the people they needed to be

vital. in response, the city has invested in the public realm, making it more attractive

and drawing increased activity to the downtown, which in turn attracts even more

activity and helps to accelerate the downtown revitalization process.

the public realm has also been enhanced through the introduction of new

infrastructure, street trees, benches and other furniture, and more pedestrian-

friendly streets. secondly, the city has created financial incentives to support the

private sector in upgrading the heritage building stock. these two processes are

interconnected, because as the public leads the way on major new investments

it can entice the private sector to upgrade their own sites to improve the

attractiveness of the area. For example, the construction of the Budweiser gardens

has stimulated the lease-up of storefronts along adjacent King street.

London is known as “the Forest city.” the treescape of Dundas street has

deteriorated over the past 20 years. at one time there were many more trees

than currently exists. reasons for their demise include inadequate soil conditions,

mechanical damage, lack of maintenance, and harsh urban environments. More

recently an emerald ash Bore infestation has further decimated the street tree

population as ash was the most common tree species planted in the downtown area.

new planting technology has allowed trees to be established in more suitable soil

conditions that will improve their survival, health, growth, aesthetic appeal, and

environmental benefits that they will provide. a downtown tree planting strategy is

being developed to diversify the number of tree species and “reforest” the downtown.

Downtown has green edges to the north and the west, with a number of large parks

surrounding it – Victoria, Harris, Labatt, and ivey parks. However, the downtown

itself contains minimal open spaces and the Downtown plan report 2010 identified

the need for “smaller ‘pocket parks,’ small squares and seating areas.” the city

has created public squares and spaces at talbot and Dundas street and Budweiser

gardens. covent garden Market has also developed a significant public space that

features picnic tables, cafe tables with umbrellas and street vendors at the front.

Most recently, a national design competition was undertaken to design the Market

Lane connection which links Dundas street to covent garden Market.

approach to Downtown Investmentsthe city of London has taken progressive approaches to reviving its once

struggling downtown. Major investments in strategically located buildings and

facilities, as well as the public realm have brought increased activity and new

residents to the downtown. yet the city has been patient with the revitalization

process, taking many small steps over the past two decades.

ConnectivityDowntown London is moving toward more pedestrian and transit-oriented

development. new residents are increasingly moving around on foot, with 42% of

downtown residents walking or biking to work and 14% taking public transit. the

downtown is connected to 70% of the city’s 38 transit routes.

However, the downtown has a strong presence of vehicles with the current mode

split for commuters accessing downtown by transit at 7%.5 in 2008 the parking

supply in downtown was 14,268 spaces.

5 CITy of LonDon. (2010). DownTown PLan - new IDeaS, oPTIonS, reCommenDaTIonS anD ImPLemenTaTIon. reTrIeveD from: hTTP://www.LonDon.Ca/PLannInG/PDfS/newIDeaSoPTIonSImPLemenTaTIonrePorT.PDf. aCCeSSeD 2012 January 17.

wInnInG DeSIGn for markeT Lane By haPa. PhoTo By JuLIe mIChauD anD arT LIerman

DownTown haS

14,268 parKing staLLs

5 DesignateD anD

32 ListeD Heritage properties

DoWntoWn’s BuiLDing Footprint is 33Ha; tHereFore

70% oF LonDon’s DoWntoWn area is not coVereD By a BuiLDing


3.3. importance of dundas Street in the city of London transportation Systemthe current role and function of Dundas street in Downtown London is

that of a primary collector as defined by the city’s road classification.

the road’s two way operation and one lane per direction capacity are

well suited to its role as the “Main street” of the city, as described

through public consultation in the development of the Downtown plan.

the downtown section of Dundas street also functions as part of a major

cross-town arterial route through its connection to riverside Drive to the

west, and King street to the east of the downtown.

Dundas street also functions as part of a larger road grid in the

downtown. this is a very important feature of downtown London

because the capacity to move into, within and out of the downtown is

shared by all the roads in this grid. this includes the east-west york

street, King street and Queens avenue arterials, and the north-south

richmond street and Wellington street arterials. intersecting with these

arterial routes are the associated grid of primary collectors that include

Dundas street for east-west movement, and ridout street, talbot

street, clarence street, Waterloo street and colborne street for north-

south movement. this road grid serves auto, truck, transit, cycling and

pedestrian movement in downtown London, providing a high degree of

redundancy in the downtown road network.

this redundancy is advantageous for the downtown because it provides the opportunity to consider options on how dundas Street functions through this area. Examples of these options range from a continued status quo operation, through to a “complete Street” approach designed to safely accommodate all modes of surface transportation. other options can involve a transit-oriented rt concept for the street serving all but private auto use, through to a complete pedestrian mall concept. Even the pedestrian mall concept can be further refined as being either permanent, or involve event/seasonal closure to auto traffic.

eventual selection of a preferred functional concept for Dundas street

in the downtown will be required so that detailed implementation

plans, designs and associated cost estimates can be prepared. this

selection will need to be objectively and traceably evaluated through an

environmental assessment process, which is not within the framework of

this scoping study.

LegendarTS & EnTErTaInMEnTCOMMErCIaLInSTITuTIOnaLParKS & OPEn SPaCE

DunDaS STLIBrary

ConvenTIon

CenTer

markeT

TOTaL CaPITaL InVESTMEnT

>$35M

<$2M

MaJOr CaPITaL InVESTMEnTS In DOWnTOWn LOnDOn – 1998-2012

D u n D a s s t r e e t s c o p i n g s t u D y | E x i S t i n g c o n d i t i o n S 25

4. existing conditions

exISTInG DunDaS STreeT. PhoTo By wayneray wayne ray

26 E x i S t i n g c o n d i t i o n S | D u n D a s s t r e e t s c o p i n g s t u D y


4.1. dundas Street Local attractions

Office

BUDWEISER GARDENS

Office

BUDWEISER GARDENS

DUNDAS STREET

SourCe: DownTownLonDon.Ca

LaBaTT Park25 WiLson aVenue

forkS of The ThameS & SPLaSh PaD

muSeum LonDon421 riDout street n

BuDweISer GarDenS99 DunDas street

CovenT GarDen markeT130 King street

fanShawe CoLLeGe137 DunDas street

markeT Lane LonDon PuBLIC LIBrary251 DunDas street

CITI PLaza355 WeLLington street

LonDon TraIn STaTIon205 yorK street

LonDon ConvenTIon CTr300 yorK street

LeGenD

offICe

DInInG

enTerTaInmenT & CLuBS

TourISm & aTTraCTIonS

reTaIL

ServICeS

PuBLIC

reSIDenTIaL

ParkS

1

1 2 3 4 5 6 7 8 9 10 11

3

4 8

11

67

9

10

5

2

2


Wel

lingt

on S

t.

Cla

renc

e S

t.

Ric

hmon

d S

t.

Dundas St.

Talb

ot S

t.

Rid

out S

t. N

.

MARKET LANE

FAN-SHAWE

COLLEGE

LONDON PUBLIC

LIBRARY

J. ALLEN TAYLOR

COVENT GARDENMARKET

THAMES VALLEY

PARKWAY

TRAIN STATION

BUDWEISER GARDENS

COURT HOUSE

MUSEUMLONDON

COUNTYBUILDING

READING GARDEN

BUS STATION

KEY BUILDING

STUDY AREA (BUILDING FACE TO FACE)

OPEN SPACE

KEY PEDESTRIAN DESTINATION

nortH ElEvation

SoutH ElEvation

4.2. Existing Built Formillustrated below is the five block section between Wellington street and the Forks of the thames. the context of Dundas street varies and transitions between blocks and intersections. not every block is alike as the character of the built form and the scale of the street changes.

0m30m

50m

1:500

Wel

lingt

on S

t.

Cla

renc

e S

t.

Ric

hmon

d S

t.

Dundas St.

Talb

ot S

t.

Rid

out S

t. N

.

MARKET LANE

FAN-SHAWE

COLLEGE

LONDON PUBLIC

LIBRARY

CITY PLANNINGDEPT.

COVENT GARDENMARKET

TRAIN STATION

BUDWEISER GARDENS

COURT HOUSE

MUSEUMLONDON

COUNTYBUILDING

READING GARDEN

KEY BUILDING


OPEN SPACE


3 2


Wel

lingt

on S

t.

Cla

renc

e S

t.

Ric

hmon

d S

t.

Dundas St.

Talb

ot S

t.

Rid

out S

t. N

.

MARKET LANE

FAN-SHAWE

COLLEGE

LONDON PUBLIC

LIBRARY

J. ALLEN TAYLOR

COVENT GARDENMARKET

THAMES VALLEY

PARKWAY

TRAIN STATION

BUDWEISER GARDENS

COURT HOUSE

MUSEUMLONDON

COUNTYBUILDING

READING GARDEN

BUS STATION

KEY BUILDING


OPEN SPACE


1 reTaIL anD CommerCIaL STreeTSCaPe BeTween weLLInGTon STreeT anD TaLBoT STreeT – these four blocks contain a

combination of new and historical buildings with heights generally between two

to four storeys and some prominent corner buildings of more than five storeys.

the frequent rhythm of doors and windows and varying architectural detail on the

building facades create visual interest and help to contribute to an active street

frontage. there are few trees with none between Wellington and clarence street.

2 InSTITuTIonaL /enTerTaInmenT STreeTSCaPe BeTween TaLBoT STreeT anD rIDouT STreeT norTh – the scale of this

block is very different from the retail/commercial buildings that characterize most

of Dundas street. the built form and massing is dominated by a three large

buildings including Budweiser gardens on the south side and former Bell office

building and court House to the north. there are few doors and entrances on

these buildings, and the street activity drastically fluctuates between larger crowds

during events with minimal pedestrian activity during other times. the street’s

proximity to the Forks of the thames, and reduced pedestrian and automobile

traffic activity compared to most of Dundas street, provides an opportunity to

create a distinct streetscape and public spaces such as a “garden plazas” with

frequent trees and landscaping. this is the only section of Dundas street that has

any appreciable number of street trees. these trees have only been established in

2009.

3 CuLTuraL / Green STreeTSCaPe BeTween rIDouT STreeT norTh anD The ThameS rIverfronT this block is adjacent to the

ivey park, the splash pad and the thames riverfront and houses important cultural

destinations such as Museum London and the county Building. as such this area

is a recreational and a cultural destination for visitors and residents alike. the scale

and the character is distinctly recreational but the needs of vehicular traffic need to

be balanced as well.

in response to these three different built-form conditions and character, it will be

important to consider different degrees of flexibility within the blocks themselves,

and the means to integrate the public realm between these blocks.

overall, the street can be defined by three distinct character areas:

1


4.3. dundas Street issues & opportunities analysisSubJEct iSSuES/conStraintS oPPortunitiES

Built Environment

narrowness of the street and the competing interests of pedestrians,

businesses, parking, vehicles & transit

transform Dundas street into a piazza-style corridor through a pedestrian-oriented concept

create a continuous streetscape that is attractive, interesting, well-maintained and comfortable for pedestrians

although Dundas is seen as the city’s “main street” it is not widely

regarded as comfortable or attractive environment for strolling, sidewalk

cafes, outdoor retailing and other pedestrian-oriented activities.

promote a high standard of design for downtown development and public spaces that is conducive to a safe and attractive pedestrian

environment and make Dundas street the most exciting street in London

provide flexible on-street parking to free up space for pedestrians and more sidewalk presence for cafes, patios, store displays, etc.

Lack of liveliness on talbot to ridout street integrate the public realm between the three distinct streetscapes

Despite smaller pockets of open areas and green spaces a larger distinct

“public space / square” is missing.

opportunity for Dundas street itself to serve many purposes for distinct public square.

gaps or “dead spaces” in the built form along the streetscape provide special consideration for unique spaces such as Market Lane

natural Environment Minimal street trees along Dundas street preserve existing trees and plant new trees to create an urban canopy where possible, add infrastructure creating larger soil volumes to

sustain canopy trees.

poor pedestrian connection between Dundas street and the Forks of the

thames

since the character of talbot/ridout is different from the other three blocks, there is an opportunity to transition to the river with a

unique design and landscaping (e.g. “green” street)

Infrastructure & Servicing

1. High concentration of infrastructure in varying states of repair With full reconstruction of surface works the opportunity exists for various municipal services and utilities to upgrade their buried

infrastructure at the same time minimizing restoration costs to be borne by each utility, using standard and non-standard locations so

all new infrastructure will fit.

2. separation of private storm and sanitary flows the separation of storm and sanitary flows within the older parts of the city of London continue to be a major focus for the city.

notwithstanding the major works that were completed in the 1960’s with the installation of new storm and sanitary sewers on Dundas

street, there remain a number of private building units where the storm and sanitary have not been appropriately separated within the

buildings. the reconstruction of Dundas street provides an opportunity to extend storm private drain connections into the buildings

facilitating future separation. Further incentives could be provided to building owners to encourage them to undertake the modifications

within their buildings to separate storm and sanitary flows increasing the efficiency of the municipal sewer system.

3. excavations for maintenance and repair results in an unattractive

patchwork of surface repairs

With the concentration of services and utilities along Dundas street, excavations for remedial works and maintenance are unavoidable.

a comprehensive review of the current state of utilities and services and the subsequent implementation of upgrades in advance of the

reconstruction of surface works on Dundas street will serve to minimize future maintenance works. Further, new pavement structures

can be designed to facilitate surface restorations without significant pavement scarring.

4. Disruption to businesses and services during construction given the extent of works, there will be major disruption to local businesses during the construction. Disruption can be minimized by

ensuring that the extent of works undertaken can be completed including full surface restoration within a single construction season.

5. ease of Maintenance With full reconstruction of surface works, the opportunity exists for various municipal services and utilities to upgrade and relocate their

buried infrastructure in a manner that can be easily maintained. provision of covered utility trench along the sidewalk will ensure that

any maintenance work can be carried out without disrupting the traffic, sidewalks and businesses.


SubJEct iSSuES/conStraintS oPPortunitiES

Transportation & Transit

street is a constrained space for both buses and pedestrians remove east-west bus travel from Dundas street between Wellington and ridout, re-routing buses as appropriate to the city’s transit

objectives.

pedestrian congestion around transit stops. Loitering around transit

stops; bus noise, dust, vibrations deter potential for lingering.

the destination needs to be a place to “linger” in a positive way.

Dundas street through downtown London carries an average of up to

8,000 vehicles a day depending on location, according to city data.

this is noticeably less than other downtown arterial streets such as york

street or Queens avenue that carry up to 20,000 or 13,000 vehicles

daily respectively.

Dundas street in the downtown operates as a “retail Main street”, according to the Downtown plan, and within a relatively dense grid

of streets. this makes it different than other streets through the downtown. and so it should not be expected to operate the same as

other streets in terms of traffic movement and management. a retail Main street is intended to operate at a generally slow pace, with

ample visibility and accessibility to businesses and attractions along the route. the planting of trees along retail streets has been shown

to increase sales and boast local economy.

Traffic Operations, Pedestrian Movement and Parking

With one lane of traffic per direction and on-street parking on each side,

Dundas street cannot currently accommodate designated cycling lanes.

accommodating cycling on Dundas street in the downtown could be achieved either by taking space from on-street parking, or

designating the travel lanes as “sharrow” lanes as has been done elsewhere in the downtown.

the ability to move people and goods on Dundas street is limited by the

space available from building face to building face. this width cannot

be changed without wholesale removal of buildings, and so is not a

reasonable concept.

When dealing with limited roadway width to manage traffic, the first opportunity to investigate is to provide minimum roadway

geometry. this can include minimum lane width and minimum radius at corners. the city’s Design specifications and requirements

Manual (september 2012) should be referred to in order to either identify geometric reduction opportunities, or the potential to actually

reduce standards where feasible and supported by national and provincial roadway engineering guidelines.

it is recognized that current rapid transit planning in London includes

one routing option on Dundas street between richmond and Wellington

streets in the Downtown. if this option is to be further evaluated as part

of a rapid transit environmental assessment, assessing the impacts of

such a change on traffic operations would be critical. the extent of such

impacts would be dictated by whether potential rapid transit on Dundas

street would operate in mixed traffic or an exclusive right of way. in

mixed traffic, the impacts could be minor except at stops. in an exclusive

right-of-way, rapid transit operation can limit or restrict certain vehicle

turning movements.

owing to the relatively narrow width of Dundas street, one option for potential rapid transit service along Dundas street would be to

operate in a piazza-style corridor where private motorized vehicles are restricted. this would leave the available right-of-way for rapid

transit, pedestrian, and cyclist movement.

the existing on-street parking along Dundas street in the Downtown

takes away limited space for movement of autos, transit, cyclists and

pedestrians, establishing trees and space for outdoor activities.

parking is recognized as an important component of any transportation system. in Downtown London there are 1,860 municipal

and 12,250 private off-street parking spaces, and 714 on-street parking stalls. the tMp also allows for the reduction of parking

requirements where feasible, and supports the development of central parking facilities (i.e. underground garages). However, any

Dundas street option that would remove on-street parking is expected to meet with strong merchant opposition along the street. one

practical way of addressing such concerns is to incorporate additional off-street parking supply in close proximity to Dundas street to

create a parking supply equilibrium.


SubJEct iSSuES/conStraintS oPPortunitiES

Walking is the most basic and essential travel mode. the sidewalks

along Dundas street must provide for maximum accessibility by all users,

no matter their physical or cognitive ability.

the Downtown plan recognizes that most of Dundas street in the downtown attracts high volumes of pedestrian use. With the grid of

streets and especially arterial thoroughfares in the downtown, the city has an opportunity to focus on pedestrian movement on Dundas

street as the first transportation priority. the existing pace and type of vehicular traffic along Dundas street can be compatible with

more outdoor sidewalk activities along the street.

one function of Dundas street that must be considered in any

improvement planning is the ability to serve business loading and

unloading. providing and enforcing loading/unloading zones is key

to many business operations. Where rear lane space is limited or

non-existent, businesses must continue to be provided with delivery

capabilities on Dundas street.

Delivery vehicles can be accommodated on a street that restricts car and truck use through provision of moveable barriers (i.e.

bollards) and restricted delivery times. Deliveries to/from side street may also be possible if distances to businesses being served is not

excessive. However, any alternative method for loading/unloading is generally not as practical or acceptable as having loading/unloading

zones provided on the street.

each downtown intersection must operate at an acceptable Level-of-

service (Los). However, the traffic Los in a downtown, where the traffic

progression should be slow and steady, visibility to building faces should

be maximized and where there are high pedestrian crossing volumes is

different that the Los provided in other areas of the city.

there are two aspects of Downtown traffic conditions in London that benefit future opportunities for Dundas street. the first is the fact

that traffic volumes and associated management requirements occur during peak and off-perk periods. the city may consider providing

capacity on Dundas street to meet off-peak demand, recognizing that Los can deteriorate during the peak periods. Motorists would

then have the option of either altering their travel times or use alternative routes in response to any Los reduction during peak period.

Socio-Economic

the “health” and image of the Downtown have an impact on city-wide

economic development as they are among the criteria used by new

companies and businesses to select locations for investment.

Dundas street is rarely regarded as a first-choice shopping,

entertainment, or cultural destination.

this ability to alter travel routes in Downtown London is seen as a major advantage of the downtown street grid. Motorist, as well as

cyclists and pedestrians would have the ability to divert to alternative routes in response to any Los issues along Dundas street. only

public transit would be restricted to established transit routes through the Downtown.

Dundas street is not an appealing enough place for a large-scale

investment, and there is currently a spread of office buildings north on

richmond rather than along Dundas street.

create an attractive location for new businesses and with a distinctive, high quality retail/commercial environment

D u n D a s s t r e e t s c o p i n g s t u D y | d u n d a S S t r E E t v i S i o n 33


5. dundas Street Vision

34 d u n d a S S t r E E t v i S i o n | D u n D a s s t r e e t s c o p i n g s t u D y

5.1. review of city of London Studies & reportsMany studies have helped develop the vision for this project and affect this initiative.

the studies that were reviewed as part of the scoping study to understand the

background of the project included the following:

• the London plan. Draft May 2014

• our Move Forward: London’s Downtown plan (January 2015)

• report to the civic Works committee on Dundas street improvements

Formulating and implementation plan (May, 2012)

• London report, the Value of investing in canadian Downtowns, cul (May 2012)

• 2011 state of the Downtown report, city of London

• city of London plan (1989)

• Downtown plan Background studies (2009-2012;

• Downtown Vision (nov 2010)

• a Blueprint for action - report of the Downtown task Force (Feb, 2008)

• Downtown revitalization strategy (2007)

• Formation of an urban Design section and an urban Design peer review panel

• Development of Downtown urban Design guidelines

• Downtown Heritage conservation District plan and conservation guideline

(March 2012)

• transportation Master plan (smart Moves)

• Future planning of a Downtown Brt, and

• ongoing Bicycle Master planning.

• uban Forest strategy

since other studies have summarized many of these reports, a more useful exercise

for this scoping study is to highlight the key recommendations that are relevant to

Dundas street.

The London Plan. Draft May 2014

“Dundas street will be the most exciting street in the city, offering a multitude of experiences as one progresses along its length. We will connect strongly to our birthplace, at the Forks of the thames river, where we will create beautifully landscaped “people places” that Londoners will gravitate toward. and, we will cherish our heritage streetscapes that tell the story of our past, and create a unique and enriching setting that will give our core a strong sense of place and identity.” —tHe LonDon pLan. DraFt May 2014, p. 199

the London plan is the result of extensive community conversations through a

highly publicized public engagement campaign called rethink London, which

utilized various modes of community outreach including 80 community events,

surveys and social media. Londoners were asked to conceive a vision for their city

for the year 2035 – a 20 year outlook from 2015, the proposed completion year of

the finalized document.

in response to London’s new and changing context, the London plan was

developed using eight key directions that define the exciting, exceptional and

connected approach:

1. plan strategically for a prosperous city

2. connect London to the surrounding region

3. celebrate and support London as a culturally rich, creative, and diverse city

4. Become one of the greenest cities in canada

5. Build a mixed-use compact city

6. place a new emphasis on creating attractive transportation choice

7. Build strong and attractive neighbourhoods for everyone

8. Make wise planning decisions

as identified by the London plan, Dundas street is part of the Vision for the

Downtown place type which focuses on creating a Downtown neighbourhood which

is exciting, vibrant and provides a high quality of urban living with housing, services

and amenities to serve the diverse London population. in terms of the city structure

plan, which provides a framework of the numerous systems and/or networks that

make up London, the Downtown will “serve as the highest-order mixed-use centre

and unique in the city.” (p.199) and provide ample connections and linkages to the

vast recreational network, proposed transit villages and major rail lines. in addition,

the Downtown will have the tallest buildings and highest densities permitted and all

planning and development application will be reviewed by the urban Design peer

review panel to ensure alignment with multiple proposed policies and guidelines.

in support of cultural and innovative programming to create a city which is culturally

rich and diverse, the London plan specifically calls for an action to “improve the

vibrancy of Dundas street, our cultural corridor, which runs through old east

Village and the Downtown, and enhance connections to the thames river.” (p. 179)

in addition, the plan recommends to “Design streets, parking spaces and public

spaces that can be transformed or activated to support festivals/events on weekend

or low-peak traffic periods, including Dundas street between the Forks of the

thames and Wellington road.” (p. 180)


Our Move Forward London’s Downtown Plan, January 2015the Downtown plan provides detailed direction for public investment that will

influence Downtown London’s future success.

overall, the plan looks to identify major pieces that can continue to help the

Downtown flourish. the strategic directions and implementation tools will assist

citizens, businesses and city staff in creating a Downtown that is livable and

enjoyable for all residents and visitors.

the Downtown plan is organised into five sections: planning Framework, strategic

Directions, transformational projects, tools and implementation and targets.

the transformational projects describe specific areas of improvement in the

downtown, ultimately improving the overall experience for visitors and resident alike.

some of the projects and actions may occur immediately, while others will occur

over the long term subject to budget processes. implementing these projects will

deliver the overall vision of the Downtown and secure its place as the preeminent

destination for the city and region. these projects are important as they are

primarily public investments in the Downtown that set the context and environment

for private sector investment. the main focus of these projects is to improve the

public realm, and the pedestrian experience and create improved amenities for

downtown living, business development and connection to the downtown.


Transformational Projects

dundaS PlacE markEt diStrict QuEEnS Station

forkS of tHE tHamES croSS-rivEr connEction

PErformancE vEnuE

ricHmond walk clarEncE StrEEt

city gatEway connEctor allEy way

Dundas place (Flexible street) transformational project

amongst the six strategic Directions identified in the

Downtown plan, Dundas street revitalization has been

identified as strategic Direction 1.

the priority is to make Dundas street the most exciting place

in London. in order to achieve this mandate, the Dundas

place transformational project has been identified.

the Dundas place transformational projects looks to

transform Dundas street into a seamless flexible street and

linear public space. a unifying surface treatment will extend

from building face to building face, enabling the space in

between to easily transition functions at different times of the

year.

a project such as this is important because it identifies

and re-enforces Dundas street as the most exciting street

in the city. lt enhances downtown’s historical context. lt

supports the street’s development as a premiere destination

for cultural and entertainment events that can easily and

frequently merge with adjacent commercial enterprises to

create diverse multi-sensory experiences.

By implementing the flexible street, it provides an

exceptional public amenity for those living in the downtown

neighbourhood and space well-equipped to routinely provide

programmed events compelling for visitar to the downtown.

similar projects on a scale ofthis nature in north america are

rare and certainly this provides London with an opportunity

to showcase how public space, land use and transportation

can be innovatively combined to create a great place to·visit,

live and do business.


The Value of Investing in Canadian Downtowns, Canadian urban Institute, May 2012this report examines 10 canadian downtowns (Halifax, Fredericton, ottawa,

toronto, London, Winnipeg, saskatoon, edmonton, Vancouver and Victoria)

assessing changes in attitudes, perceptions, functionality and performance over

time. specifically for London, the report first provides a socio-economic snapshot

of downtown London and then highlights the four major investment / incentives

that have helped stimulate growth in downtown London including their benefits, as

summarized below:

1. InVESTInG In KEy CuLTuraL, EnTErTaInMEnT anD EDuCaTIOnaL FaCILITIES TO BrInG nEW FunCTIOnS TO THE DOWnTOWn the city has been committed to leading by example and showing the private

sector that the municipality is confident enough to make major investments in the

downtown. the city has been investing heavily in key cultural, educational and

entertainment facilities in downtown London.

these new buildings and the related activity have then helped stimulate growth in

the surrounding areas. the city has also invested in upgrading the heritage assets

of the city, through interest-free loans and grants to improve facades. the city

has been very strategic in its approach, tracking (on a parcel level) the success of

its investments and being able to understand how these investments are helping

revitalize the downtown. these cultural and entertainment facilities that bring new

uses and functions are capable of drawing people to the downtown. these include:

the Budweiser gardens, covent garden Market and the transformation of galleria

Mall to citi plaza and London’s central Library.

overall, the city’s efforts to revitalize downtown London have been paying off.

since 2000, 1135 building permits have been issued in the downtown with a

reported value of $352.7 million.

2. InCEnTIVES TO EnHanCE HErITaGE BuILDInGS anD rEVITaLIzE THE DOWnTOWn London has a significant number of heritage buildings in its downtown, with

Dundas and richmond streets’ streetscapes largely intact. Façade upgrades

and repurposing and readapting heritage buildings to modern uses have been

a key focus of city investments. More specifically, the city has offered a wide

range of incentives downtown since the 1980s that have resulted in significant

enhancement of its heritage features. this has had major benefits for the public

realm and allowed London to develop its own unique and distinct downtown. the

city has been working to restore and repurpose heritage buildings, wherever

possible. For example, the J allyn taylor Building was restored to accommodate the

Medical Hall of Fame, city offices, and offices of tourism London. Moreover the

city is supporting Fanshawe college in its multi-phase plans that aim to develop a

satellite campus in several downtown buildings.

on a more micro scale, the city has heavily invested in incentives and loans as

a way to encourage the improvement of building façades and existing buildings.

the city first developed the Facade improvement Loan program in 1988. it was

expanded in 1998 when council adopted the Downtown Millennium plan, which

included two new incentive programs – the upgrade to Building code Loan

program and the redevelopment grant program. these three incentive programs

helped drastically improve the state of London’s downtown with noticeable

increases in the assessment base, private sector investment, and residential

development. While these programs were positive, the city recognized that the

main commercial corridors along Dundas and richmond streets were still in a state

of decline. in 2008 council adopted a second set of incentive programs that were

aimed at downtown property owners located along these corridors through the

creation of a targeted incentive Zone that included seven new incentive programs.

since 2008, the city of London has issued a combined total of 104 grants and

loans worth $1.1 million, leveraging a remarkable $3.8 million in construction

value. this means that the downtown receives $2.44 of investment for every $1.00

given out in loans and grants by the city of London. the popularity of these grants

continues to rise and applications from 2008 to 2010 increased steadily from 16 to

49 applications respectively.

3. GrEEn EDGES FOr THE DOWnTOWnthe city has also invested in parks outside the downtown boundaries – the

Forks of the thames to the west and Victoria park to the north. While outside

the downtown boundary, these parks are a major asset for drawing people to the

downtown and strengthening connections between the downtown and surrounding

neighbourhoods

4. DOWnTOWn InVESTMEnT PrOJECTS: several projects are underway or expected in the city’s downtown, which aim to

increase productivity, activity and the pedestrian experience in downtown London,

which include the following:

• Downtown London with the city of London installed WiFi technology throughout

its entire downtown area.

• Fanshawe college will be introducing 1000 new students and 75 staff over the

next 5 years.

• pedestrian enhancements to remain as a legacy of hosting the 2013 World

Figure skating championships to be held at the Budweiser gardens.

• new technology and techniques are being employed in the planting of trees that

result in larger and healthier trees being able to be sustained.


Downtown London Heritage Conservation District Study Final Report

In association with: • SJMA Architecture Inc. • Michael Baker, Historian • Sylvia Behr, Landscape Heritage Consultant

January 2011 161401203

Submitted by: STANTEC CONSULTING LTD.

Downtown London Heritage Conservation District Plan – March 2012• the primary eastern entrance into the district occurs on Dundas street at

Wellington street ‘where the street profile narrows and the buildings form a

tight, unified wall along the sidewalk. this results in a inviting human scale

to the buildings and streetscape within the northern and southwest corners

framing the view from the east approach.” (p. 5.43)

• one of the implementation guidelines states that policies and programs should

address:

“the preservation of streetscapes (or return to former characteristics) to

maintain the feel and sense of Downtown as it is and has been while allowing for

intensification and evolution.”

Downtown Plan new Ideas, Options, recommendations and Implementation report – June 2010

“Because of its visibility and its importance as the ‘mainstreet’ of the city, the rejuvenation of Dundas street should be one of the top priorities over the next few years... one of the problems with Dundas street is its narrowness and the competing interests of pedestrians, businesses, parking, vehicles and transit.” (p. 40)

this report includes ‘issues raised through the public process and a series of

preliminary recommendations.

KEy ExCErPTS: • in november 2006, the planning committee reviewed a report which contained

a vision statement for Dundas and richmond street, the main pedestrian

corridors in the Downtown. it stated:

“Dundas street is recognized as London’s Main street, and is the focus of

the city’s revitalization efforts. Dundas street will be a thriving, bustling and

attractive streetscape that offers numerous distinctive culture, arts, recreation,

entertainment, niche retail, restaurant, and service uses, during the morning, day

and evening. these uses will create a continuous streetscape that is attractive,

interesting, well-maintained and comfortable for pedestrians. there will be no

gaps or “dead spaces” in the Dundas street streetscape between colborne and

talbot street. Heritage buildings will constitute a large portion of the streetscape

to provide architectural interest, a unique identity and a strong tie to our past”

(p. 7)

Downtown Plan Background Study 2009this Background study provides an overview of downtown planning initiatives and

highlights important goals set in other documents.

KEy ExCErPTS: • goal of the community strategic plan, “Heart of the city,” states that: “our goal

is to enhance the Downtown as a unique community and the Heart of the city.

the Downtown shall be a place where people are attracted to live, work, shop

and play.”

• current official plan (approved by council June 19, 1989) laid out the

Downtown goal: “it is the goal of this plan to promote Downtown revitalization,

and to strengthen the role of the Downtown as the historic, cultural, institutional

and economic heart of the city and region.”


Downtown Plan Identification of Issues and Terms of reference, Jan 26 2009this 2009 report served as the basis for the preparation of the Downtown

Background study, the Downtown plan, the Downtown Heritage conservation

District plan and revised Downtown Design guidelines. it summarizes past efforts

and identifies components of the Downtown which have been studied and were

being addressed at the time. the document also summarizes issues raised through

public process (e.g. connection between downtown and the river across King and

Dundas streets) and possible changes to consider through the master plan process

(e.g. summer pedestrian mall on Dundas street).

KEy ExCErPTS:• statements outlining the importance of the Downtown:

1) the state of a city’s Downtown is often viewed as a reflection of the health

of that city. the “health” and image of the Downtown also have an impact on

economic development as they are among the criteria used by new companies

and businesses to select locations.”

2) Downtowns typically serve as the “meeting place” for major activities and

special events attracting residents from all areas of the city and region.

• retail Land use principle: a successful Downtown presents an economically

attractive location for new businesses and offers a distinctive, high quality retail

environment that acts as an attraction for tourists and citizens. (p. 59)

Presented to the Boards of

February 2008

A Blueprint for Action

R e P o R t o F t h e D o w n t o w n t A s k F o r c e

report of the Downtown Task Force - a Blueprint for action, February 2008KEy ExCErPTS: • recommends establishing the following three primary goals for the next 10

years:

1. Double the number of people living in London’s urban core

2. Make Dundas street the most exciting street in London

3. Make downtown London the greenest in canada.


5.2. Synthesis

the following statements capture the essence of the discussion, the policy review and the lessons learned from the case studies. the synthesis which is categorized under, economic, placemaking and direct benefits.

exISTInG DunDaS STreeT. PhoTo By wyLIePoon CC By-nC-nD 2.0


Economic• “the success of Dundas street is critical to the success of the Downtown as a

whole, and the redevelopment of London’s Main street should be the focus of the

city’s revitalization efforts.” (excerpt from ‘Financial incentives for revitalization

and redevelopment in the Downtown and the old east Village,’ www.london.ca)

• revitalization on Dundas street is required in order to improve economic

development and to become an appealing place to invest

• urban outfitters’ decision to not locate their new London store on Dundas street

is an example of an economic argument for streetscape revitalization. the retailer

initially looked at a Dundas street site and then decided to move to a “better”

site.

• there is proof that street revitalization has had a positive economic impact in

other projects (e.g. Kitchener)

• “the ‘health’ and image of the Downtown is often viewed as a reflection of

the health of that city. the ‘health and image of the Downtown also have an

impact on economic development as they are among the criteria used by new

companies and business to select locations.” (Downtown plan identification of

issues and terms of reference, Jan 26 2009)

Placemaking• it was noted that pedestrian movement through the city is one of the big “whys”.

• the notion of prioritizing the pedestrian is recognized as a key driver for Dundas

street improvements.

• providing a “flexible street” will allow for a wide-ranging programme of uses.

• it will also allow activity and commerce to spill out onto the street, and to

potentially link the Downtown to the thames river.

• a high-quality public realm and urban streetscape design will attract new

businesses and consumers

• Distinct character and unique design elements will help foster a stronger sense

of identity

Direct Benefits• opportunity to improve infrastructure

• the team discussed that some issues are drivers and some are responders. it

was suggested that the “whys” could be organized into purposes and beneficial

consequences (e.g. traffic, transit, ucc, watermains that need to be replaced.)

• the team agreed that updating, watermains and other utilities will be more cost-

effective when the streets are already opened up.

• it was noted that in many of the buildings along Dundas street sanitary and

storm flows have not been properly separated and there could be an opportunity

to promote the separation of these flows during any reconstruction of Dundas

street.

• the establishment of trees using new technologies will be more cost effective

and allow more trees to be planted when the trees are already opened up.

kInG STreeT, kITChener, onQueen STreeT In nIaGara on The Lake. PhoTo By Tom fLemmInG CC By-nC 2.0 kInG STreeT, kITChener, on


5.3. vision Statement

“Make Dundas street the most exciting place in London.” —our MoVe ForWarD: LonDon’s DoWntoWn pLan, January 2015

in order to achieve this mandate, the Dundas place transformational project has been identified.

the Dundas place transformational project looks to transform Dundas street into a seamless flexible

street and linear public space. a unifying surface treatment will extend from building face to building face,

enabling the space in between to easily transition functions at different times of the year.

the design of Dundas street should take an integrated

approach from building face to building face to result in a well

balanced space that will accommodate a range of events and

everyday uses while being an attractive, comfortable, well-

maintained, high-quality public realm.

Dundas street should ultimately become the most exciting

street in London, a people place, with a focus given to the

pedestrian environment.

1. Turn Dundas Street into a flexible street between Wellington Street and the Thames river.


Downtown’s economic success is tied to its ability to attract people to visit, live and shop. as Dundas street is a long-time

commercial artery and a spine of civic activity in London, the condition and uses a long Dundas street have a direct reflection

on the health of the downtown as a whole. Dundas street has experienced an evolution of uses and activities over time,

and the street continues to evolve as economic conditions and demographic trends change. lt is important to strengthen the

multidimensional aspects of Dundas street through road improvements, subject to refinement following conclusions from

a project-related environmental assessment, which will better define the feasibility and limitations of this project. these

improvements will create a positive and compelling experience that will attract businesses and visitors.

Dundas street needs to be re-established as London’s preeminent street. When people talk about London, Dundas street

should be their first image. this can be achieved through place-based investments such as pedestrian oriented infrastructure

and event programming.

2. Ensure all public realm works and planning applications support Dundas Street as the City’s premier destination street.

3. relocate bus routes from Dundas Street to create a more flexible public space and promote pedestrian activity.

nIaGara on The Lake. PhoTo By DJ SInGh CC By-nC-nD 2.0

D u n D a s s t r e e t s c o p i n g s t u D y | P u B L i c t r a n S i t 45

DunDaS STreeT, LonDon, TranSIT BuS. PhoTo By STreeTCar.PreSS CC By-nC-nD 2.0

6. public transit

46 P u B L i c t r a n S i t | D u n D a s s t r e e t s c o p i n g s t u D y

6.1. London transit Servicespublic transit service has operated on Dundas street since the 1870’s and Dundas street continues

today as a major corridor for Ltc’s bus route network. Dundas street is a major destination point

for commuter public transit users for work as well as users looking to access social, health,

entertainment, education, and financial services in the downtown core.

TrIP PurPoSe – LTC rIDerShIP aLonG DunDaS STreeT

according to the Ltc, some 20 of the system’s 45 routes either operate along, outside or

terminate along the Dundas street corridor between Wellington and ridout streets. over 12,300

boardings are recorded along this stretch each weekday. the intersection of richmond and

Dundas is a major transfer and terminus point between intersecting transit routes. eleven routes

(2,7,8,9,11,12,13,19,20,22,and 23) operate both ways along Dundas with a further seven routes

(3,4,6,13,15,21,and 26) operating both ways on richmond street. other routes serving the Downtown

circulate variously via Queens, talbot, ridout, King, york and clarence. exhibit 2 presents the current

transit route network for the Downtown.

over the years there have been numerous discussions and reports which have dealt with the impact

of removing transit services on Dundas street between ridout and Wellington on the public transit

services and transit users. While the Ltc staff and commission are supportive of the revitalization or

re-scoping effort for Dundas street, they have highlighted that the change has the potential to increase

transit operating costs and could impact transit use.

6.2. London’s rapid transit Planthe city of London is embarking on a major initiative to implement rapid transit within the city. this

initiative builds on the London smart Moves 2030 transportation Master plan (tMp) approved by city

council in June 2012. the current exercise is to undertake a class environmental assessment for an

overall rapid transit Master plan to confirm the preferred form of rapid transit and routing. Following

the Master plan, a more detailed analysis will be undertaken for the preferred routing to complete the

class ea process for both the north-south corridor, the east-west corridor and the downtown. this

process will have regard for the Dundas Flexible street project.

rapid transit will redefine the existing transit routes and operations. a new downtown transit station is

one of the recommendation that could result.

the rapid transit ea process allows for a unique opportunity to rethink the entire design of the

corridors through which transit will travel including the critical downtown area. the analysis will

examine how to redesign corridors from building face to building face in order to create a consistent

and functional urban design. this vision is consistent with the “complete streets” approach to urban

design – creating an environment that is attractive and comfortable for all modes of transportation and

a range of users.

6.3. alternative routing of transit Servicespending the implementation of rapid transit, the elimination of current transit routes along Dundas

from ridout to Wellington or Waterloo, would require that west bound buses be diverted north via

Wellington or Waterloo then west on Queens street to ridout street, and eastbound buses diverted via

ridout street and King street to Wellington or Waterloo then north to Dundas.

routes currently using Dundas in the downtown core as a terminus (end points) would be need to be re-

routed in a loop either via Queens or King streets in order to complete their route and reverse direction.

in view of the distance between the two streets, two separate transit hubs, or transfer points, would

likely need to be created in place of the existing one major transfer point at Dundas/richmond - one

each at Kings and at Queens.

D u n D a s s t r e e t s c o p i n g s t u D y | P u B L i c t r a n S i t 47

6.4. Financial impactthe Ltc estimates that the required change in the route network configuration and operation of buses

would result in an increased annual operating cost of approximately $282,000 per year, with one-time

costs for infrastructure relocation and customer communications of $170,000, and capital costs of

$1.5 million for three additional buses.

the additional buses would be required to maintain transit service levels (schedules and headways)

due to the projected additional running time required by the re-routing of the routes. Ltc advises that

these additional costs cannot be accommodated within the existing Ltc budget allocation and would

represent a requirement for the city to increase its financial investment in Ltc services.

the above impacts on operating cost could be viewed as conservative. the area of greatest unknown

is the impact on transit operations of closing Dundas to all traffic and the resulting impact on traffic

volumes and flow on the resulting street network. Ltc has assumed some additional running time

(bus travel time) requirements for the many of the routes operating through the area. in particular,

Ltc has allowed for an increase in its overall bus requirement to maintain headways (time between

buses) on three routes hence its projected need for three additional buses. actual experience will, of

course, determine what the cost impact is but, for planning purposes, an assumption of an increase in

operating costs and bus requirements is reasonable.

6.5. implementationprior to the implementation to changes to the transit operations on Dundas street, further study should

be undertaken to minimize the impact of changes on transit operations and ridership.

such a study should would lay out the process for implementing the recommended changes and

would identify specifically how Ltc services would transition away from Dundas street. this would

include specifics of bus stop locations, transit information signage, on-street parking implications,

transit priority needs and the operating and capital budget implications. it is anticipated that the cost to

undertake this type of study may range from $50,000 to $75,000 depending on final study scope.

CurrenT LTC BuS rouTe neTwork

48 P u B L i c t r a n S i t | D u n D a s s t r e e t s c o p i n g s t u D y

D u n D a s s t r e e t s c o p i n g s t u D y | t r a n S P o r tat i o n 49

rIChmonD STreeT aT Queen LookInG SouTh. PhoTo By wyLIePoon CC By-nC-nD 2.0

7. transportation

50 t r a n S P o r tat i o n | D u n D a s s t r e e t s c o p i n g s t u D y

Downtown London is the city’s premier transportation node based on its variety and intensity of land uses, places, activities and relating travel. as such, any major change to Dundas street in the context of Downtown London will have to be evaluated against the following scoped transportation considerations.

7.1. road network operationany operational changes that are considered for Dundas street in the Downtown

should allow the street to continue to provide a level-of-service (Los) appropriate

for its role as a main street in a downtown setting. this Los applies not only to

the signalized intersections along Dundas street, but also to how the entire road

section operates in terms of traffic volume compared to the two-lane vehicular

road capacity (the v/c ratio). While the city’s smart Moves transportation Master

plan expects that the upper limit of roadway Los in the city is at Los e, where

traffic volume equals the available road capacity, it also recognizes that some road

sections may operate over capacity especially during the pM peak period. any

significant capacity or operational changes to Dundas street in the downtown

should come with the objective of maintaining or improving traffic operations in the

core area, as measured by Los at no worse that Los e.

note that Los is a six level measurement of the effectiveness of roadway

infrastructure, where Los a is unrestricted free flow and Los F is forced flow or

“gridlock”.

this is not to say that Dundas street in Downtown London should be expected

to operate similar to other major collector roads outside of the downtown. to the

contrary, reductions in motorized travel time and speed on downtown streets are

typically expected as part of the downtown “character”, a character that includes a

slower pace, a mix of various travel modes and exposure to enhanced street friction

and attractions. However, if traffic operations within the Downtown core area

become deficient, this can lead to traffic diversion away from the area, with resulting

potentially negative impacts on access to businesses and services along the street.

impacts on roadway Los can be measured and forecasted using travel demand

forecasting and intersection operation modeling as part of traffic impacts

assessments. accordingly, any proposed future modifications to Dundas street would

warrant the undertaking of a traffic impact study which would identify the implications

of major changes to the road network in the core area and identify mitigation

measures required to maintain the proper level of service on adjacent streets.

7.2. Parkingit is important that Downtown London continues to provide a supply of parking, and

at a cost that serves downtown needs, while at the same time encouraging use of

public transit and active transportation in the Downtown. in terms of parking cost,

both public and private, it should be structured to provide an incentive for short-

term “customer” parking and a disincentive for long-term “storage” parking. any

changes to Dundas street would not be expected to impact the supply of off-street

structured parking in the Downtown, as this supply is provided through Downtown

building projects. However, functional changes to Dundas street, happening from

building face to building face, can include the option of removing some or all on-

street parking so as to use this space for alternative streetscape purposes. any

removal of on-street parking is almost always met with opposition from nearby

businesses. planning for any on-street parking removal therefore requires effective

communication and consultation with the business community to better understand

their parking need and alternative parking opportunities.

there are many examples of very successful downtown places, as for example

shown by section 4 case studies, where parking removal or reduction has

maintained or improved business vitality. the important consideration for the city

is whether a parking supply equilibrium (i.e. no net loss in parking) can or should

be maintained in Downtown London or specifically along Dundas street. a parking

utilization survey would provide information as to how the current on-street parking

is being utilitized and would assist in the decision making as to whether parking and

how much parking is to be provided on Dundas street.

7.3. Enhanced PedestrianizationWalking is the most essential travel mode for most people, and an important

element of Downtown London transportation. enhancing pedestrian movement

opportunities on Dundas street has the potential to attract new and lively activities

to the sidewalks. Widening sidewalks creates more space for sidewalk retailing and

services, ranging from “sidewalk sales” through to outdoor cafes and other food

and beverage operations. More sidewalk activities also draws more “eyes on the

street” (a Jane Jacobs term), which in turn tends to discourage and divert anti-

social behaviour away from active people areas.

7.4. cycling

in ontario, it is illegal for adults to cycle on sidewalks. However, some do in

response to the lack of exclusively marked cycling space on downtown streets such

as Dundas street. Dundas street in the Downtown is a constrained street in terms

of cycling. in such cases, the option to retrofit constrained streets to accommodate

standard on-street bike lanes is not available. However more recently, new changes

to national road design guidelines and transportation legislation allows for the use

of “sharrow” lanes on streets as a way of facilitating cycling on constrained streets.

sharrows involve markings in the center of a travel lane to indicate that a cyclist can

D u n D a s s t r e e t s c o p i n g s t u D y | t r a n S P o r tat i o n 51

use the full lane. the cycling and motorized vehicles then move down the street in

the same lateral position without requiring added bike lane space at the curb. this

new way of accommodating cycling on narrow or constrained streets should be

considered on Dundas street, and within Downtown London generally, where the

speed, volume and type of motorized traffic make it a feasible option.

7.5. Event Planning and Street closureWhen a downtown sidewalk is widened to accommodate multiple uses, it is

important that the municipality and downtown business organization partner in

effectively using this space. if this is not done, the widened sidewalk will become

only a blank space waiting for activities. combined efforts are needed to program

this outdoor space for a variety of regular activities, usually by the municipality’s

economic development staff working in association with the downtown business

organization.

this collaboration of event planning should also be a part of early streetscape

planning on Dundas street. this process will identify what types of facilities and

service may be required on the street, for example involving electrical power,

lighting and potable water supply to support street events.

Many street events can also require the closure of a portion of Dundas street

in Downtown London. this can be provided with options ranging from simple

temporary barrier structures, through to complex automated bollard systems. the

selection of street closure techniques should be the subject of more detailed Dundas

street planning. this would need to be explored in the design concept stage.

trees should be incorporated into the design of public gathering spaces to allow

more environmental benefits (e.g. shade, cool temperatures) for people using those

spaces. More people will come, they will stay longer and will be more comfortable

while they are there.

okToBerfeST on kInG STreeT, kITChener

52 t r a n S P o r tat i o n | D u n D a s s t r e e t s c o p i n g s t u D y

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STorm waTer DraInaGe, kInG STreeT, kITChener, on

8. infrastructure review

54 i n F r a S t r u c t u r E r E v i E W | D u n D a s s t r e e t s c o p i n g s t u D y

8.1. generalany future improvements to Dundas street will need to have regard for the many

municipal services and utilities which extend through the area. Dundas street has

the highest density of these services within the city and it is of utmost importance

that the future planning for improvements along Dundas street have regard for

these services. they not only impact on the scheduling and construction of works

but ultimately, elements of many of the services could impact on the built form.

a brief presentation regarding the shared street concept was made by iBi

group to senior personnel involved in the planning and design of both municipal

infrastructure and major utilities within the city. afterwards, one on one

discussions took place to:

• confirm the extent of existing infrastructure within the study limits;

• identify planned upgrades and improvements within the foreseeable future; and

• Discuss issues of importance to each utility or service, should a major

reconstruction of the Dundas street corridor be undertaken.

the following provides a summary of the information provided by each service or

utility representative.

8.2. municipal Services

Water the city of London has two separate watermains that extend the length of the

project:

• a 300 mm dia cast iron main installed in 1966 which runs along the north side

of the street and extends the entire length from Wellington street through to

ridout street;

• a 150 mm dia cast iron main installed in 1905 which runs along the south side

of the street and extends from Wellington street through to talbot street.

in addition, there are the north/south connections at each of the intersecting side

streets including:

• a 450 mm dia cast iron main at Wellington street;

• a 250 mm dia cast iron main on clarence street;

• a 200 mm dia cast iron main at richmond street;

• a 300 mm dia pVc main on talbot street; and

• a 300 mm dia pVc main on ridout street.

the service connections into the adjacent buildings were originally constructed of

lead pipe however it is anticipated that over the years a number of these services

have since been replaced with copper pipe.

it is not unusual for watermains to have a design life of 70-80 years. as such, the

smaller 150 mm dia cast iron main is past its typical service life and the larger

300 mm main which has been in service for close to 50 years, is approximately

2/3 through its service life. should Dundas street be fully reconstructed, the city

of London Water Division has advised that it would recommend that both the 300

dia main and 150mm diameter main be replaced for the entire section of Dundas

street from Wellington street through to ridout street with new 300mm dia mains

on each side of the street. in addition, any remaining lead water services should be

replaced with more suitable materials in accordance with modern standards.

With the number of services and utilities running through the relatively narrow

Dundas street corridor, it will be difficult to find clean running lanes for any new

services. the experience of the Water Division is that there is already a significant

amount of congestion of services in the area and they have found that there are

several locations throughout the corridor where their mains are located underneath

other utility conduits and structures. given the extent of congestion, any new

watermains will likely need to be located either immediately adjacent to or in the

same location as the existing mains. this will require the installation of temporary

mains on both sides of the street in order to maintain water service to existing

customers. these temporary service mains with service connections will run along

the surface of the street and will add to the overall disruption to businesses and

services along Dundas street during the construction phase of the project.

any remaining lead services would need to be replaced. typically the city would

undertake to replace the service from the main to the property limit or the building

face. However in this instance, the work would likely require replacement of the

services to just inside the building face up to the water meter which would require

the cooperation of the building owner.

a number of the mains on existing side streets are also cast iron mains and it is

anticipated that the new main replacements on Dundas street would also include

lateral main replacements through the intersections to beyond the curb returns on

the adjacent side streets.

the placement and configuration for fire hydrants will be an item that will need to

be resolved at the time of final design of the reconstruction works.

given the physical constraints, conflicts with other utilities, the need for temporary

service works, and the need for close coordination with local businesses

and customers, it is anticipated that the replacement works and upgrades of

watermains along Dundas street will be undertaken at a cost premium.


Wastewater and Drainagea major reconstruction of the city’s storm and sanitary infrastructure was

completed in the mid-1960’s which included the installation of a 2400mm dia

storm trunk combined with a 675 sanitary sewer along the south side of Dundas

street along with new storm and sanitary services to the building face. this

improvement was completed in response to flooding in the core area as well as

the need to separate storm and sanitary flows. the anticipated design life for these

works is approximately 100 years and there are no further works planned for either

main line storm or sanitary sewers within the Dundas street corridor.

notwithstanding the major works that were completed in the 1960’s, the

separation of storm and sanitary flows in the core area remains an issue. although

new private drain connections (pdc’s) were installed to the building face in 1964,

a number of building owners along Dundas street have yet to separate their storm

and sanitary flows within the building units. in order minimize future excavations

within the Dundas street corridor, it would be beneficial to extend any unconnected

storm pdc’s into the buildings. similar to the water servicing, this work would

require the cooperation of the building owners. once the storm pdc’s were

extended into the building, further work would be required inside the building to

separate storm and sanitary flows. this work would remain the responsibility of the

building owner and the need for some form of by-law to enforce the requirement

to complete separation works within private building units was raised by city staff.

the implementation of separation strategy would need to be explored during the

final planning and design phases of the project.

the work completed to date along Dundas street has been successful in ensuring

that 100% of dry weather sanitary flows along Dundas street are conveyed within

the sanitary sewer system to the wastewater treatment plant. However, along with

issues of private storm connections being connected to the sanitary sewer, there

remain a number of cross-connected storm drains on some of the adjacent side

streets and works along Dundas street may provide opportunities to implement

further separation measures within the road allowance. although there would be

no mainline sewer works for either storm or sanitary sewers, allowances have been

made within the preliminary cost estimates to allow for improvements at intersections

as well as the extension of any unconnected storm pdc’s into the building units.

Storm Drainage / Stormwater Management / Low Impact Developmenta number of sustainable planning principles can be incorporated into the planning

and design of the Dundas street infrastructure and streetscape. these include:

• implementation of water conservation and water capture measures, particularly

for irrigation purposes

• improvement or enhancement of stormwater runoff quality and quantity

characteristics

• recognition of the reality of climate change and its potential impact on storm

events

• creation of open space, landscape elements, and establishment of trees that

enhance the built environment to reduce water runoff and capture, store, and

regulate water quality and quantity

the density of development and the extent of impervious surfaces associated

with typical development in the downtown core area serve to complicate the

implementation of any conventional stormwater management controls. However,

these constraints combined with the permeable soils characteristic of the core

area, do provide some limited opportunity for the implementation of Low impact

Development (LiD) measures. Low impact Development is defined as a stormwater

management strategy that seeks to mitigate the impacts of increased runoff

and stormwater pollution by managing runoff as close to its source as possible

through the implementation of small scale structural practices that mimic the

natural or pre-development hydrology through the processes of infiltration,

evaportranspiration, harvesting, filtration and the detention of stormwater. these

practises reduce the volume and intensity of stormwater flows and effectively

remove nutrients, pathogens and contaminants from runoff. there are numerous

measures which can be applied to achieve these goals and their practical

application within the Dundas street corridor may be limited, however a number of

opportunities do exist, including:

• the harvesting of runoff for irrigation;

• the use of recent technology such as silva cells to provide uncompacted soil

material below ground while allowing above ground soil infrastructure and trees

and other green infrastructure to be incorporated into the design

• the use of pervious pavements in strategic locations

• the use of infiltration trenches, galleries, bio-swales and soakaway pits

a similar approach was applied on the King street project in Kitchener, on where

curb inlets were directed to landscape areas with overflows in turn directed to the

storm sewers.

it should be noted that some elements of these strategies can be designed and

constructed to be more visible and to provide an educational component with

respect to sustainability measures applied throughout the corridor.

kInG STreeT, kITChener


Traffic Signals and Street Lightingif Dundas street were to be reconstructed, the city would likely re-construct all of

its lighting and traffic infrastructure within the project limits. they would also want

to install a new fibre optic cable and duct the length of the project to accommodate

internal it and communications. given the congestion of utilities throughout the

length of study area new infrastructure works would need to be closely coordinated

with other proposed utility works. notwithstanding the extent of underground plant

congestion, the opportunity does exist to consolidate and upgrade plant potentially

providing some relief to the overall congestion.

although the core area has decorative poles and fixtures, it is anticipated that the

existing type and style would not be compatible with the proposed upgraded street

elements and it is therefore anticipated that all these elements would be replaced

with new poles and fixtures extending along both sides of the street for the length

of the project.

other items related to street fixtures which fall within the control of the parking and

Licensing Division, include the parking kiosks and informational kiosks which have

been installed along the length of Dundas street. Where street parking is provided,

parking meter kiosks need to be spaced no more 12 car lengths away from the

furthest parking space. there also needs to be appropriate space provided for

bicycle parking.

the city currently has a number of “informational” kiosks which are used to post

bulletins and notices for upcoming events. these kiosks also serve an alternative

use which is to contain the hydro connections and meters that are spaced along

Dundas street for special event use. in the future planning of improvements to

Dundas street, consideration will need to be given to upgrading these type of

special event services and as well as where they are to be located.

Street TreesLivability and pedestrian comfort in a street environment is enhanced by the

green elements of that space. trees and plantings will promote a positive image

of Dundas street. these elements also help to provide shade on hot days and

provide some shelter on rainy days. overall green infrastructure ensures a positive

pedestrian experience, which support a vibrant and successful retain environment.

there is an opportunity to not only add trees and landscaping along Dundas street

but to work towards green infrastructure and buildings. through these methods

we will help to create a more comfortable pedestrian environment by reducing the

heat island effect and ensuring Dundas street is not only a great place to be, but

promote Downtown London as a progressive city.

the 2008 task force key concept was to make the downtown London the greenest

street in canada. in order to accomplish this, the number and location of trees

and green spaces will need to take priority over other functions and infrastructure

locations such as parking areas and signs, benches, etc. tree locations will need

to be identified in the preliminary planning stages. trees are an integral component

of the downtown and they are to be considered as infrastructure and long term

assets.

in the study area between Wellington street and ridout street there are 43 trees

most of which are relatively small and in poor condition except for those in front

of the court House and Budweiser gardens. these would need to be removed

to accommodate any new street design. there are currently no trees between

Wellington street and clarence street because they have previously been removed.

as per city records there were 22 trees along this stretch at one time. in addition,

• there are nine trees growing between clarence street and richmond street.

there have been an additional nine trees removed in this stretch;

• there are six trees growing between richmond street and talbot street and an

additional 11 had been removed previously; and

• there are 28 trees growing between talbot street and ridout street and most

of them have been planted in the last five years.

Most of the trees are small and do not provide shade or aesthetics and most will

have to be removed because of health conditions over the next few years. the key

to establishing a new treescape is to ensure that there is sufficient rooting space

and soil to sustain the trees in the long term. there is potential using modern

technology such as citygreen or sivacells in combination with open beds to

increase the number of trees and provide significant shade and aesthetic functions.

Based on a preliminary estimate (provided by the city), there may be a potential to

establish 110 trees in the study area.

in order to maximize trees numbers and benefits actual locations of trees will

need to be determined at preliminary design stages and given equal priority as

other infrastructure. there is potential for additional trees to be planted between

ridout street and the bridge. the relocation of certain existing utilities and services

will need to be accomplished in order to establish a treescape in some areas. in

addition, any bus stops and vehicle parking areas will reduce the number of trees

that can be planted. the location of these parking areas should be considered for

areas where we could not establish trees due to other conditions such as in front

of the Library overhang.

all case studies showcased in this report indicate that trees can coexist with other

planned and integrated into designs. the location of the trees will need to be

determined in the early stages of the design process and not as an add on after all

other issues have been considered.


8.3. utilities

London HydroLondon Hydro has more infrastructure through the subject area – from Wellington

street to ridout street – than any other utility. Within the corridor, London Hydro

has over 60 chambers and vaults as well as three major duct structures which run

along the north, south and the middle of Dundas street. the number of ducts in

each structure varies significantly plus there are a number of lateral duct structures

at intersections as well as conduits for individual service connections. the majority

of the London Hydro infrastructure dates back to the early 1920’s and is being

considered for replacement.

the largest duct structure runs along the north side of Dundas street has

between 23 to 16 ducts in the structure. the central structure has an average

of approximately 12 ducts and the south side of the street has a small structure

with anywhere from 6 to 20 ducts. Most of the 60 chambers consist of standard

manholes however there are 4 to 5 large underground transformer vaults which

contain transformers and low voltage junctions.

a number of years ago, London Hydro prepared a set of drawings in an attempt

to map the location of the existing utilities in downtown London and to identify

available running lines for new infrastructure. the purpose of the exercise was to

assess how difficult it would be replace existing or to add new infrastructure in the

core area. it was also intended to serve as a reference document in the event that

a section of the downtown was scheduled for reconstruction.

in light of the current project being considered by the city of London along Dundas

street, London Hydro would likely proceed with upgrading and reconstructing

a significant amount of its underground plant. this would likely consist of

consolidating the three duct structures into two structures as well as the

reconstruction/relocation of manholes where practical. the intent of the resultant

consolidation would be to leave one structure on the north side of the street and

one structure on the south side.

Where possible, utilities should be relocated to the street, away from buildings and

tree rooting corridors, or incorporated into the design of the tree rooting corridors.

in order to execute the proposed London Hydro upgrade project on Dundas street,

the new civil structure works for electrical ducts would have to be constructed

and the restoration completed. Following this stage, the electrical cables and

transformers would have to be relocated from the old to new structures. relocation

of the electrical plant could take up to an additional 12 months to complete.

although this work would be less intrusive than the civil works, it would likely result

in intermittent electrical outages to adjacent customers.

the reconstruction of hydro plant represents a significant construction activity

that would require planning and coordination with other utilities and services as

well as capital planning. From London Hydro’s perspective alone, it would require

a minimum of 24 – 36 months to properly plan and coordinate such a project.

in addition, there would need to be consideration for other utilities as well as the

coordination of the planning, design and construction of the larger Dundas street

reconstruction.

the extent of the project would also be conducive to phasing and London Hydro

would prefer to see the work completed in a minimum of two or three phases. For

illustration, a two phase process could extend approximately from Wellington street

to richmond street and richmond street to ridout street.

the cost to complete this work may be in the order of $6 to 10 million dollars for

both phases. this represents a substantial investment for London Hydro and as

such London Hydro would need time to secure the necessary funding through the

appropriate regulatory channels. there may be opportunities to share project costs

as has been done on previous projects of a similar nature (eg. ridout street).

union Gasthere are two low pressure gas lines which extend the length of the study area

running down both the north and south side of Dundas street generally running

1.0 to 1.5 m off the building face. these mains range in size from 100mm to

200mm in diameter. in addition, there are approximately 93 existing services. the

existing pipelines and services in this area were installed in the early 60’s and are

cathodically protected. these lines are seen to be at the midpoint of their useable

lifespan and replacement is not seen to be warranted by union gas at this time.

all of union gas’s facilities along Dundas street are for the sole purpose of

distributing natural gas to the merchants and customers in the immediate area.

the current pipe sizing is adequate for today’s loads and there is no additional load

requirements anticipated at this time. since union gas is regulated by the oeB, any

over sizing of their facilities for the purpose of avoiding future upsizing would need

to be paid 100% by the city of London.

Many of the businesses along Dundas already have natural gas services but there

are still a few that do not. if any currently un-serviced property owners were to

request service in the future, union gas would need to provide it. this is an activity

that cannot be predicted and could result in future excavations from the gas main

to the building frontage within Dundas street.

if union gas were requested to replace their pipeline and services in this area

it would have to be constructed using open cut methods. For this reason it

would have to be a coordinated construction effort using an approved union gas

contractor as a sub-contractor to the general contractor.


Bell CanadaBell canada has extensive cable and conduit works that extend the length of the

project from Wellington street through to ridout street generally running along

the south side of Dundas street. there are numerous lateral conduit crossings for

services as well as intermittent manholes and underground vaults at intersections.

the cables in this area are major lines that feed the downtown core along with

most of the developed areas of the city. they consist of large copper cables(50 to

2700 pair cable) as well as the main fibre cables for the majority of the businesses

in the area . these cables feed from as far south as commissioners road area,

west past Wharncliffe road, east to Western Fair grounds and north from the

clarence switching centre.

existing conduit structures were generally upgraded from talbot street to

Wellington street with the previous city work on Dundas street in 1994, however

any conduit west of talbot to the river likely consists of clay tile and is in poor

condition. any work adjacent or near these conduits would need to be carefully

executed to avoid any damage.

Bell is not in a position to pro-actively upgrade their plant in advance of when it

would normally be required. this includes the installation of conduit or cable works

in anticipation of growth in future demands or from a preventative maintenance

perspective. an assessment of existing structures would however be undertaken

in advance of any planned works for Dundas street and any repair or structural

remedial works would be identified. Bell would also likely look at replacing any

manhole brick collars with more solid concrete collars for structures located

within the project limits. should any relocation of their plant be required due to

the proposed works or due to the relocation of other utilities, the costs of the

relocation works would shared based on the public service Works on Highways

act (psWHa).

From a construction perspective, timing and coordination are key for Bell in order

to ensure proper planning and coordination. From a built form perspective, Bell’s

main concerns would be to ensure access to all equipment whether it is located in

manholes, grade level boxes or surface pedestals and terminals.

rogers Cablerogers has existing conduit, cable and vaults within the corridor. if the subject

section of road were to be reconstructed, rogers would consider installing two

new spare 100mm ducts along the length of the project as most of their existing

conduit is likely in poor condition. notwithstanding the installation of new conduit to

accommodate future upgrades, rogers cannot predict the location or extent of any

new development nor where new customer service connections would be required

in the future. as such, they cannot rule out the need for future excavations to

install such services, however excavations would be more localized and would not

require extensive reconstruction of plant.

rogers has a number of chambers/pull boxes throughout the length of the

project which typically range in size from 0.6x1.0m to 1.0x1.2m. in general these

chambers are in poor condition and rogers currently has a program to reconstruct

them through the core area. it is likely that most of these will be replaced within

the next couple of years prior to any a major reconstruction of Dundas street.

there is also a situation where rogers does not own some of the manholes where

they have conduit and cable (likely owned by London Hydro). it is possible that

owners of the structures would ask them to remove their plant and construct their

own chambers should extensive reconstruction works be planned for the area.

typically there would not be any cost to the city for roger’s infrastructure

upgrades. the only time that the city would be responsible for costs would be

if rogers were asked to relocate – in which case there would be a municipal

component.

rogers would support a general contract with approved rogers subcontractor

to complete the rogers component of utility work. such an arrangement would

eliminate constructor issues and help compress the overall construction schedule.

at least 12 to 18 months notice would be required to allow for the planning and

budgeting of rogers infrastructure works.

London District Heating (Veresen) the majority of London District Heating (LDH) steam plant which services the

downtown core area is located on adjacent streets including Queen street, King

street and york street, however there are a number of locations where steam lines

do run for short sections out into Dundas street. this includes a section of 150mm

(200 to 250mm oD) in front of 141 Dundas street as well as a section east of

ridout street in front of the Budweiser centre. in addition there are a number of

chambers and numerous crossings of steam and condensate lines at intersections.

if Dundas street were to be reconstructed, LDH would have an interest in installing

a new 100mm condensate line which would run the length of the project from

Wellington street to ridout street. in addition, LDH would undertake an inspection

of their chambers along the length of the project to determine their condition. if

necessary, remedial reconstruction or replacement works would be scheduled to

coordinate with the proposed works.

LDH also has a program of upgrading vault lids to a “Fiberlite” product and vent

stacks to avoid pedestrian conflict issues. any vault lids not upgraded prior to

the Dundas street works would be included in their program. steam plant vent

stacks exist in a couple of locations on Dundas street. these vent stacks have

been integrated into decorative street poles consistent with either street light or

traffic signal pole configurations. it is anticipated that should Dundas street be fully

reconstructed with new decorative elements, a similar approach would be taken to

include vent stacks.

LDH would be open to using an approved contractor or sub-contractor under a

single contract to avoid constructor issues. advanced notice of the proposed works

is required to ensure proper coordination and planning.


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9. design opportunities

62 d E S i g n o P P o r t u n i t i E S | D u n D a s s t r e e t s c o p i n g s t u D y

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the following plan consolidates all design opportunities related to Dundas street, as identified in the Downtown plan document. these design opportunities provide direction on specific sections of Dundas street in order to transform Dundas street as the most exciting street in London; ultimately improving the overall experience for visitors and residents alike in Downtown London.

the focus of all these opportunities is to create a positive pedestrian experience, create improved amenities for downtown living, further support the downtown’s retail landscape, strengthen the street’s function as the heart of London, and promote a positive city image. these projects will have to be pursued with careful analysis and studies over the long term as future budgets are developed and opportunities arise to implement them.

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KEY BUILDING


OPEN SPACE


ENHANCE VIEWS OF THE THAMES RIVER

1

REDEVELOP THE FORKS OF THE THAMES INTRODUCING AN URBAN RIVERSCAPE, RESTAURANTS, RETAIL, RECREATIONAL AND RESIDEN-TIAL OPPORTUNITIES

2

2

RELOCATE BUS ROUTES FROM DUNDAS STREET TO CREATE A MORE FLEXIBLE PUBLIC SPACE AND PROMOTE PEDESTRIAN ACTIVITY

3

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IMPLEMENT A COORDINATED WAYFINDING SYSTEM THAT BUILDS A BRAND FOR DOWNTOWN LONDON

7

7

7

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CREATE A DISTINCT AND CONSISTENT PUBLIC REALM TREATMENT THAT IDENTIFIES THE DOWNTOWN AS A UNIQUE NEIGHBOURHOOD

8

88 8

CREATE A SHARED SPACE ON TALBOT STREET BETWEEN THE MARKET AND BUDWEISER GARDENS TO PROVIDE A MORE FUNCTIONAL SINGLE PUBLIC SPACE

6

6

CREATE AN EXCEPTIONAL PEDESTRIAN EXPERIENCE ALONG KENSINGTON BRIDGE

CLOSE DUNDAS STREET BETWEEN RIDOUT STREET AND THE RIVER TO VEHICULAR TRAFFIC

5

5

ALL PUBLIC REALM ENHANCEMENTS AND DEVELOPMENT APPLICA-TION WILL SUPPORT DUNDAS STREET AS THE PRIMARY SHOPPING STREET IN THE DOWNTOWN

11

111111

IN DOWNTOWN LONDON AS PER THE RECOMMENDATIONS OF THE RAPID TRANSIT EA.

9

9

9

TURN DUNDAS STREET INTO A FLEXIBLE STREET BETWEEN WELLING-TON STREET AND THE THAMES RIVER

10

1010 10

4

4

1

66 d E S i g n o P P o r t u n i t i E S | D u n D a s s t r e e t s c o p i n g s t u D y

D u n D a s s t r e e t s c o p i n g s t u D y | i m P L E m E n tat i o n 67

10. implementation

68 i m P L E m E n tat i o n | D u n D a s s t r e e t s c o p i n g s t u D y

10.1. Balanced approach for dundas Streetan approach that balances often conflicting interests is critical in order to achieve the transformation of Dundas street as the most exciting street in London. in addition, staging of all projects and actions pertaining to the Dundas street transformation will be critical. Bringing multiple stakeholders together, coordination, support from the community, businesses and all developer groups will be required to achieve this bold vision. some of the conflicting interests and priorities are identified below:

• pedestrianize and close section(s) of Dundas street vs the need for vehicular access for retail and servicing;

• remove public transit from Dundas street to create a pleasant and vibrant space vs. the need to strengthen transit connections between downtown and the rest of the city;

• turn Dundas street into a flexible street vs. the demand to provide year round retail parking and vehicular access;

• create and implement a distinct and consistent public realm treatment vs the availability of funding;

• Balance public financial investment vs the urgency to generate revenue, investment and interest from the private sector;

• ensure design excellence and project durability vs financial constraints;

• Balance placemaking and streetscaping vs. engineering and infrastructure requirements;

• Balance interests of multiple stakeholders, municipal agencies, transit agencies, community, Bia groups, residents, business owners amongst others;

• efficient communications and project branding, to generate community interests and project buzz;

• ensure all stakeholders adhere to long term planning policies and “one-vision” solutions vs. implement short term quick-fix, disjointed projects / initiatives;

• efficient construction management and staging to provide access to businesses and residents throughout the implementation phases;

• ensure above grade streetscaping improvements are tied to, and occur simultaneous with below grade public and private infrastructure improvements;

• the desire to implement the project in the short term vs the time required to undertake infrastructure improvements

• ensure a thought-through project which undertakes all planning, transit and infrastructure studies.

10.2. infrastructure• Hydro and other utilities can be incorporated into the design of the streetscape

through the use of ducts or other common corridors. these could also be incorporated into the underground tree rooting structures such as silva cells. trees and utilities can coexist below ground if properly planned. a good example of this in London can be found along King street in front of covenant garden Market, major developments identified in the case studies and elsewhere like olympic Village in Whistler, Bc.

• trees are recognized as infrastructure and incorporated into the design. protection, establishment, maintenance and replacement of trees are recognized as important elements to consider when other infrastructure construction, maintenance or replacement are planned;

• Deep services such as storm sewers and sanitary sewers along Dundas street are not in need of replacement or upgrading;

• it is likely that a number of storm connections that were previously installed in the mid 1960’s have not been extended and connected into the buildings. it is advisable that any major reconstruction on Dundas street include the connection of any remaining storm pdc’s. this work would require the cooperation of building owners and potentially the passing of a municipal by-law to assist in the enforcement of the separation of internal storm and sanitary building plumbing;

• the existing watermains along Dundas street are to be replaced with two new 300 dia watermains running along the north and south side of Dundas street. any remain lead services are to be replaced;

• the watermain replacements will require the installation of temporary watermains and services to be installed along the surface of the street;

• should the major works be planned for the reconstruction of Dundas street, London Hydro would proceed to undertake a major reconstruction of its buried conduits, cable and chambers within the subject corridor from Wellington street to ridout street;

• other potential utility works include: new rogers conduits; a new District Heating condensate line; and minor Bell structure repairs;

• the reconstruction of London Hydro facilities within the corridor represent a significant undertaking which will have a major impact on the planning, design and construction of the overall reconstruction works;

• the London Hydro work, watermain replacements, temporary surface mains, connections to existing water and storm services will result in significant disruption to businesses and services within the area;

• London Hydro has advised that they would required at least 2 years advance notice to allow for the planning and budgeting of their proposed works. other utilities have advised that they require at least 12 to 18 months prior notice and reiterated that a significant amount of coordination would be required in the planning and construction of the works;

• opportunities exist for the consolidation of infrastructure and utility plant within the Dundas street corridor; the planning and design of infrastructure improvements should have regard for these opportunities as capital spent on improving utility separations and running lines would yield significant benefits in the undertaking of future repair and servicing works;

• all utilities advised that it would be possible to have pre-qualified specialized sub-contractors complete their specific utility work under a general contract. such a measure would serve to help expedite utility works by avoiding “constructor” issues under the occupational Health and safety act;

• given the extent of utility and serving work, it is recommended that reconstruction works on Dundas street be undertaken in phases that can be substantially completed within one construction season. as a minimum, this would mean completing the works in at least two phases – Wellington to richmond street and richmond to ridout street. the order or sequencing of the phases would be determined through the planning of the project;

• Future excavations are unavoidable, either for the installation of new services or for repairs. any new pavement surfaces should be constructed in such a manner that will allow for the excavation and replacement without visible scarring. (ie paving stones set in concrete).

D u n D a s s t r e e t s c o p i n g s t u D y | i m P L E m E n tat i o n 69

Dundas Street Scoping Study ‐ Implementation Plan

Critical Path Schedule

Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7

1 Project Commitment

2 Stakeholder Consultation

3 Conceptual Plan Development

4 Background Studies

~ Traffic Impact Study

~ Parking Study

~ Transit Study ‐ relocation of Dundas/Richmond Hub

~RT EA

5 Utility Consultations

Preliminary Engineering / Streetscape Design

6 Final Design:

Utilities:

~ London Hydro

~ Bell, Rogers

~ City Heating

Detailed Design Drawings

7 Construction:

~ Part 1~ Part 2

10.3. dundas Street Scoping Study implementation Plan – critical Path Scheduleoverall, it is estimated that the planning, design and coordination of major reconstruction works on Dundas street will require four to five years. this includes the preparation of planning studies, conceptual designs, public consultation as well as lead time required for the completion of detailed design for utility and infrastructure improvements. it is estimated that construction will be spread over a period of two years.

70 i m P L E m E n tat i o n | D u n D a s s t r e e t s c o p i n g s t u D y

D u n D a s s t r e e t s c o p i n g s t u D y | S ta g i n g & c o S t E S t i m at E S 71

DunDaS STreeT. PhoTo By wyLIePoon CC By-nC-nD 2.0

11. Staging & cost estimates

72 S ta g i n g & c o S t E S t i m at E S | D u n D a s s t r e e t s c o p i n g s t u D y

as previously noted, due to the size and scale of the anticipated improvements,

it is expected that the works would occur in at least two parts:

• part 1 from Wellington street through to just east of richmond street – excluding

the richmond street intersection;

• part 2 from east of richmond through to ridout street with some allowance for

continued streetscape improvements from ridout street through to the thames river.

the two parts have been established on the basis of setting the limits of a contract

to what could reasonably be completed in one construction season. in addition, it

has been assumed that richmond street and Wellington street intersections would

not be included in the same contract in order to ensure that at least one major north

south arterial remains open and unimpeded.

as conceptual and functional design work proceeds, alternate staging may need to

be considered to accommodate utilities, servicing, fiscal constraints or to provide

special accommodation for downtown businesses.

an estimate of probable costs has been prepared for the anticipated capital

improvements on Dundas street extending from Wellington street through to ridout

street. in addition, allowances for continued streetscape improvements from ridout

street through to the thames river have been included in part 2.

costs for establishing trees are estimated at $ 8,000 per tree using silva cell

technology (or similar) and taking into account savings from doing the work in

conjunction with Dundas street construction. an average estimate of thirty (30)

trees per block, fifteen (15) per side has been taken into account.

it should also be noted that annual operating and maintenance costs associated

with this Dundas street transformation project will have to take into consideration by

different city departments. these costs will range from maintenance of the higher-

quality public realm to event programming and planning. an assessment of these

costs can only be undertaken during the detailed design stage of this transformation

project. at the same time, some of these costs can be offset by revenue generating

opportunities such as advertising, event permits, parking premiums amongst others.

the estimates are for general budgeting purposes only and have been prepared

without the benefit of conceptual designs. all dollar amounts presented in the

following tables are in 2014 dollar amounts.

pre-design estimate of probable costsParT 1 - weLLInGTon STreeT To rIChmonD STreeTi) removals $ 165,000ii) new roadworks (building face to building face) $ 2,250,000iii) street Furniture and Landscaping $ 350,000iv) Waterworks $ 580,000v) storm sewers $ 170,000vi) sanitary sewers $ 85,000vii) traffic signals, Lighting and utilities $ 1,150,000viii) trees (60) $ 480,000

Subtotal: $ 5,230,000ix) Miscellaneous contract items

– Mobilization / Demobilization $ 25,000

– Bonds and insurance $ 120,000

– traffic control $ 160,000

– temporary pedestrian access $ 100,000

– Misc. contract items $ 25,000

$ 430,000 $ 430,000

Sub-Total: $ 5,660,000construction contingency allowance: $ 430,000

subtotal (including contingency allowance): $ 6,090,000engineering (@ 20%) : $ 1,218,000

STaGe 1 - Total estimated Probable Costs: $ 7,308,000

pre-design estimate of probable costsParT 2 - weLLInGTon STreeT To ThameS rIveri) removals $ 170,000ii) new roadworks (building face to building face) $ 2,250,000iii) street Furniture and Landscaping $ 620,000iv) Waterworks $ 580,000v) storm sewers $ 215,000vi) sanitary sewers $ 105,000vii) traffic signals, Lighting and utilities $ 1,400,000viii) trees (60) $ 480,000

Subtotal: $ 5,820,000ix) Miscellaneous contract items

– Mobilization / Demobilization $ 25,000

– Bonds and insurance $ 150,000

– traffic control $ 175,000

– temporary pedestrian access $ 100,000

– Misc. contract items $ 50,000

$ 500,000 $ 500,000

Sub-Total: $ 6,320,000construction contingency allowance: $ 500,000

subtotal (including contingency allowance): $ 6,820,000engineering (@ 20%) : $ 1,364,000

STaGe 2 - Total estimated Probable Costs: $ 8,184,000

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