Should Torontonians spend $458 million to save a relatively small number of commuters between two and three minutes on their commute times?

That is the key question buried in east Gardiner Expressway documents released by the city Wednesday that form the basis of public consultations.

The environmental assessment and urban design study by city staff and Waterfront Toronto makes it clear only two options are really on the table for the 2.4-kilometre stretch of elevated Gardiner east of Jarvis St.

Simply maintaining the crumbling span, at a “100-year” cost of $864 million, is not presented as a viable strategy, largely because it would inhibit development including a major proposal for the former Unilever site.

Torontonians are instead being asked to advise city council on two other choices that share many aspects but have wildly different price tags.

Removing the entire 2.4 kilometre expressway east of Jarvis St., and replacing the stretch to the Don Valley Parkway with an eight-lane, street-level boulevard would, according to the study:

Cost a total of $461 million in construction, maintenance and operating costs over the next 100 years.

Add three minutes to projected commutes from south Etobicoke, Don Mills and Victoria Park and Finch Ave., and five minutes for commuters coming from Victoria Park and Kingston Rd. (Those times are on top of the extra five minutes increased traffic would, by 2031, add to the current trips.).

Take six years to build and include three to four years of detours.

Unlock city land that could be sold for up to $150 million, and create superior waterfront development and “public realm” options.

The so-called hybrid option — leaving the elevated Gardiner in place between Jarvis and the Don River, and replace the ramp between the Don and Logan Ave. with a six-lane boulevard — would:

Cost a total of $919 million over the next 100 years.

Add three minutes only to the trip downtown from Victoria Park and Kingston.

Take six years to build with 1.5 years of detours.

The hybrid option was proposed a year ago by developer First Gulf as a way to minimize traffic delays while still building a major office-retail complex at Lake Shore Blvd. at the base of the Don River.

The removal option, favoured by city staff until councillors sent them back to the drawing board to study the hybrid, would also allow development of the 29-acre site, expected to be a major hub on Mayor John Tory (open John Tory's policard)’s proposed SmartTrack rail line.

Asked if the studies boil down to a choice to spend almost $460 million extra on the hybrid so that a relatively small number of commuters could save between two and three minutes a trip, city staff agreed.

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Deputy Mayor Denzil Minnan-Wong (open Denzil Minnan-Wong's policard), known at city hall as a fiscal hawk, used a news conference unveiling the study to make a forceful pitch for the more expensive hybrid option.

“I did not get elected to increase congestion ... You don’t tear down fundamental infrastructure,” Minnan-Wong said, adding his Don Valley constituents do not want to spend any more time in their cars.

“We're making an investment to last 100 years.”

Councillor Jaye Robinson (open Jaye Robinson's policard), chair of public works, said Tuesday that she and Tory share reducing gridlock as a top priority. She would only say Wednesday that she looks forward to the results of the public consultation and hopes city council can make a decision by June.

Deputy city manager John Livey said council will be told there will be “consequences” to delay. Even with a June decision, the provincial approval process means construction would likely not start until 2018.

Toronto manufacturers relying on the Gardiner to move goods expressed surprise that leaving the expressway as-is was not presented as a credible option, and cast doubts on the five-minute estimate for prolonged trips.

“We think it would add at least 10 minutes,” said Paul Scrivener, spokesperson for the Toronto Industry Network. “The Gardiner is not beautiful but time is money and our city’s competitors are looking for ways to improve their edge.”

The south central Ontario chapter of the Canadian Automobile Association is leaning toward supporting the hybrid option, saying that a boulevard along the bottom of downtown would slow traffic too much.

“Price is a consideration but tearing down the (east) Gardiner would have a big impact on the whole Greater Toronto-Hamilton area,” said Elliott Silverstein, the chapter’s manager of government relations.

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