City of Brantford Intensification Strategy

Transcription

1 City of Brantford Intensification Strategy FINAL Project No. A p r i l Transportation Background Report and Assessment of Intensification Scenarios Transportation Planning GENIVAR Inc., 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: Fax: Contact: Anil Seegobin, P.Eng. anil.seegobin@genivar.com

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3 Ms. E. Howson Macaulay Shiomi Howson Ltd. 600 Annette Street Toronto, ON M6S 2C4 Re: Intensification Strategy for the City of Brantford Dear Ms. Howson: Enclosed is the Transportation Review in support of the Brantford Intensification Strategy. This document covers the Transportation Background Review (Phase B) and the assessment of Intensification and Transportation Scenarios (Phase C). The subsequent section (Phase D) will be added as the project proceeds. Yours truly, GENIVAR Inc. Anil Seegobin, P.Eng. Traffic Engineer Owen McGaughey, B.Eng., EIT Transportation Planner AS/OM/hf rep phasecreport.docx 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: Fax:

4 Ms. E. Howson Macaulay Shiomi Howson Ltd. Page 2

5 Executive Summary This report documents two key phases of the transportation input to the Intensification Strategy for the City of Brantford, the background review and the transportation assessment. Background Review of Opportunities and Constraints In this phase, relevant City of Brantford documents were reviewed, including the Transportation Master Plan, Downtown Master Plan, Waterfront Master Plan, Parks and Recreation Master Plan, Downtown Streetscape Design Plan, Comprehensive Study of Brantford Transit, and the Wilfrid Laurier University Campus Master Plan. The purpose of this review was to gain an understanding of planned growth, current data on modes of travel, traffic volumes and travel patterns, traffic, parking, active transportation modes and access, operations in the downtown area, and current policies and plans for transportation improvements. As a result of the detailed study, the following opportunities and constraints were identified with respect to the planned intensification: Opportunities Intensification will increase demand for transit and active transportation modes (e.g. walking, cycling), while potentially providing some financial contributions for improvements such as: o Retrofit existing arterial and collector roadways with new or improved sidewalks. o Improve the system of cycling and walking infrastructure throughout the City. o Incorporate new transit stops near major generators (developments) and improve transit service in the downtown. o Green streets in downtown area to support alternative modes. o Convergence of transit routes in downtown which will provide transit connections between downtown and all neighbourhoods in the City. o Cash in lieu of parking from new developments to finance municipal parking lots/structure (more strategically placed within downtown) and parking infrastructure. New transit terminal (to address planned transit infrastructure), which provides opportunity for greater intensification near the transit hub (within walking distance), promotes integrated development and multi-modal travel opportunities, and provides a focal point for transit in the downtown. New parking structure (to address future off-street parking demands). Sufficient roadway capacity in the downtown area to accommodate intensification (Urban Growth Centre). The growth attributed to the downtown campus development will attract new trips to transit and active modes. GENIVAR ES-1

6 Constraints Limited number of connection points (bridge crossings) at Grand River may limit development of Colborne Street West intensification corridor The TMP identified future capacity constraints for the King George Road and Wayne Gretzky Parkway intensification corridors, which may limit development On-street parking in the downtown is near capacity due to re-parking by students and longterm users (employees) parking on-street instead of off-street (Proposed increased enforcement, pay-and-display, improved way-finding, parking rate structures, etc., will have to be implemented to allow sufficient on-street parking for future development). As noted in the Downtown Master Plan and TMP, the zoning by-law needs to be adjusted to ensure that developers share the burden of providing parking, that an over-supply of parking is not provided in the downtown core (i.e. implement maximum parking standards), lower minimum parking requirements are implemented along major transit routes and in the downtown, and that provisions for bicycle parking for new developments are included. Lack of continuous transit service on several of the intensification corridors may limit usefulness of transit in attracting trips created by intensification. Orientation of cycling network toward recreation limits its attractiveness for utilitarian trips. Width of sidewalks in some corridors is narrow with little room available for landscaping and street furniture. Despite implementing planned TDM measures, student parking demands due to campus growth will need to be addressed through partnerships between Wilfred Laurier University and the City. Students will require a significant amount of parking, preferably located in one or more parking structures. Transportation Assessment of Intensification After identifying opportunities and constraints, a traffic assessment for the study area was completed. This involved a determination of transportation requirements for the Urban Growth Centre (UGC) which includes the Downtown, and intensification areas for all modes of travel and the resulting impact on right-of-way and cross-sections. Where appropriate, the timing for such improvements are categorized as either short-term ( ), mid-term ( ) or long-term (2031+). The analysis relies on the screenline assessment of the road network completed in the Transportation Model Update Model Development & Calibration, Final Report, by AECOM Canada Ltd., June 10, Link volumes obtained from the modelling report were adjusted based on estimated traffic generated by the additional intensification provided in the report entitled, Analysis of Intensification Opportunities in the City of Brantford, by Hemson Consulting Ltd., February The improvements provided in the City of Brantford Transportation Master Plan, February 2007 and in the modelling report were incorporated in the analysis to determine whether any additional measures could be required. GENIVAR ES-2

7 Recommendations for road improvements, transit service and cycling connections are provided in Exhibits ES-1 to ES-3, respectively. The following recommendations will support intensification within each area. The recommendations for non-auto modes will improve conditions compared to existing. However, further analysis is required to determine whether these recommendations will be sufficient to achieve the non-auto mode split target in the TMP. For pedestrian connections, recommendations include providing walkways with 3m widths in the downtown, as per the Downtown Streetscape Design Plan and providing sidewalk connections that were missing and increasing sidewalk widths to 2m along intensification corridors. Connecting missing sidewalks is a short-term improvement and widening sidewalks is a mid- to long-term improvement as development occurs. Exhibit ES-1 Roadway Improvements for Intensification Corridors Study Area / Intensification Corridor Proposed Timing Roadway Infrastructure for Motorized Vehicles UGC Charing Cross Street Colborne Street East Colborne Street West Mid- to n/a n/a Mid- to Veterans Memorial Parkway has been recommended in the TMP to be widened to four lanes. The West Street and Colborne Street East / Dalhousie Street deficiencies are expected to be mitigated through transit and active transportation improvements and available capacity on parallel streets. Greenwich Street could be reconstructed so that it has a higher lane capacity to accommodate intensification as it occurs. No improvement is required. The current four lanes provides sufficient capacity for intensification. No improvement is required. The current four lanes provides sufficient capacity for intensification. Projected screenline v/c ratios are estimated at 0.78 and 1.66 in the eastbound and westbound directions, respectively. Recommended improvements in TMP and AECOM modelling report include construction of the Oak Park Bridge to divert traffic and partially alleviate congestion at Colborne Street West. Traffic volumes for the corridor will need to be reviewed after the bridge is in place to determine whether additional improvements beyond the TMP and AECOM modelling report recommendations are required. GENIVAR ES-3

8 Study Area / Intensification Corridor Erie Avenue Proposed Timing Primarily Roadway Infrastructure for Motorized Vehicles Projected screenline v/c ratios are estimated at 0.49 and 0.95 in the northbound and southbound directions, respectively. Transit and active transportation measures are recommended to address roadway capacity in the long-term. Henry Street n/a No improvement is required. The current four lanes provides sufficient capacity for intensification. King George Road Short- to Mid-term Projected screenline v/c ratios are estimated at 0.99 and 0.96 in the northbound and southbound directions, respectively. Transit and active transportation measures are recommended to address roadway capacity in the long-term. Lynden Road n/a Projected screenline v/c ratios are estimated at 1.32 and 0.92 in the eastbound and westbound directions, respectively; however, the overall screening result is approximately a v/c of No improvements are provided in the TMP or AECOM modelling report. However, there is an expectation that traffic volumes would reassign to other roadways across the screenline as development occurs, which would improve the v/c results for the link. Transit priority measures, such as queue jump or transit only lanes would be considered, as necessary, as opposed to widening the roadway. St. Paul Avenue n/a No improvement is required. The current four lanes provide sufficient capacity for intensification. Wayne Gretzky Parkway (WGP) Primarily Long-Term To accommodate left turns into developments on Park Road North (which runs parallel to WGP), a centre leftturn lane could be considered, which could be accommodated within the proposed ROW. GENIVAR ES-4

9 Study Area / Intensification Corridor West Street Brownfields Other Parcels (Surrounding Train Station) Proposed Timing Primarily Short- and Mid-term As development occurs As development occurs Roadway Infrastructure for Motorized Vehicles West Street, south of Terrace Hill Street, is expected to operate slightly over-capacity with v/c ratios of 1.03 and 1.11 in the northbound and southbound directions, respectively. A review of adjacent roadways indicates there is available capacity on other roads across the screenline. There is an expectation that traffic volumes would reassign to other roadways across the screenline as development occurs, which would improve the v/c results for the link. Greenwich Street is the primary street accessing the brownfield near the intersection of Greenwich and Mohawk Streets. Greenwich Street is expected to operate at v/c ratios of 0.80 and 1.40 in the northbound and southbound directions, respectively. The opportunity to reconstruct Greenwich Street to improve the carrying-capacity should be reviewed and/or protected for. The Veterans Memorial Parkway extension to Wayne Gretzky Parkway may reduce traffic congestion on Greenwich Street and this should also be reviewed in the future. Review the opportunity to extend Wadsworth Street and Young Street to Sydenham Street. Review the opportunity to align Sydenham Street, south of the rail line, with Henrietta Street to provide a more direct connection to Brant Avenue and/or protect for the future alignment. Exhibit ES-2 Transit Improvements for Intensification Corridors Study Area/ Intensification Corridor Proposed Timing Transit Service UGC Mid- to The Comprehensive Study of Brantford Transit proposes the expansion of the downtown transit terminal. In the long-term, there is a potential for transit service headway of less than 30 minutes on some routes. GENIVAR ES-5

10 Study Area/ Intensification Corridor Charing Cross Street Colborne Street East Colborne Street West Erie Avenue Henry Street King George Road Lynden Road Proposed Timing Mid- to Mid- to Mid- to Primarily Primarily Short-term and Midterm Primarily Transit Service Consider introducing transit service in the long-term as development occurs and demand increases. The Comprehensive Study of Brantford Transit proposes transit service in one direction. Consider bi-directional transit service in the long-term, as development occurs. Bi-directional bus service is recommended, as noted in the Comprehensive Study of Brantford Transit. In the mid-term, service frequency improvements should be reviewed to match the increase in demand. Planned service noted in the Comprehensive Study of Brantford Transit is sufficient for the mid-term. The need for providing bi-directional bus service in the long-term should be reviewed as development occurs south of Cayuga Street. The Comprehensive Study of Brantford Transit recommends service in one direction (running clockwise from the downtown in the morning and counter-clockwise in the afternoon). As development occurs, the need for bidirectional service should be reviewed. The Comprehensive Study of Brantford Transit proposes bi-directional bus service along King George Road. Bus service introduced at Charing Cross in the long-term (due to intensification) would also benefit the King George Road intensification corridor. The Comprehensive Study of Brantford Transit proposes bi-directional bus service along the length of the Lynden Road intensification corridor. Due to the convergence of several transit routes into the Lynden Park intensification area, plus potential service increases in other intensification areas, additional service increases for the Lynden Road corridor are not required in the short- and mid-term. GENIVAR ES-6

11 Study Area/ Intensification Corridor St. Paul Avenue Wayne Gretzky Parkway West Street Brownfield Area Other Parcels (Surrounding Train Station) Proposed Timing Primarily Primarily Long-Term Primarily Short- and Mid-term As development occurs As development occurs Transit Service The Comprehensive Study of Brantford Transit proposes bi-directional bus service along St. Paul Avenue from Brant Avenue to King George Road, connecting the downtown and north Brantford. Bus service introduced at Charing Cross would also benefit the St. Paul Avenue intensification corridor. In the long-term, transit service could be provided along Park Road North to service development along the corridor as development occurs. The Comprehensive Study of Brantford Transit proposes bi-directional bus service along West Street from Clarence Street to Fairview Drive. Bus service introduced at Charing Cross would also benefit the West Street intensification corridor. The Comprehensive Study of Brantford Transit provides bus service to the northwestern corner of the brownfield (near the Greenwich Street and Mohawk Street intersection). The bus route and service levels should be reviewed to match demand as development occurs. The Comprehensive Study of Brantford Transit provides for bus service to the periphery of the development area. Exhibit ES-3 Cycling Infrastructure for Intensification Corridors Study Area Proposed Timing Cycling Infrastructure UGC Charing Cross Street Colborne Street East Mid- to Mid- to Mid- to Review additional opportunities for cycle routes along major north-south and east-west streets and a cycle connection with the train station. Consider the accommodation of cyclists on cross streets as development occurs. Utilize the existing Colborne Street East bike path in the short term. As development occurs, consider providing on-street bicycle lanes (preferably segregated where ROW permits) with additional connections to surrounding neighbourhoods. GENIVAR ES-7

12 Study Area Colborne Street West Erie Avenue Henry Street King George Road Lynden Road St. Paul Avenue Wayne Gretzky Parkway Proposed Timing Mid- to Primarily Primarily Short-term and Midterm Primarily Primarily Primarily Long-Term Cycling Infrastructure Consider upgrading nearby parallel roadways into bicycle boulevards in the mid- to long-term. The corridor is identified as Wide Shared Use lanes in the TMP. Cycle lanes could be accommodated within the proposed ROW. Consider extending the existing multi-use pathway on the north side westerly in the short- and mid-term as a costeffective improvement for cycling. In the long-term, the TMP recommends on-street cycle lanes. Consider on-street cycle lanes (preferably segregated) in the long-term, which could be accommodated within the proposed ROW. The TMP identifies Lynden Road to have Wide Shared Use lanes. Cycle lanes (preferably segregated) should be considered in the long-term due to heavy traffic volumes on Lynden Road, which could be accommodated within the ROW. Cyclists could be accommodated on parallel side streets. Consider upgrading these parallel streets to bicycle boulevards. The TMP identifies a multi-use path to provide a cycling route through the corridor. West Street Mid-term Consider providing wide shared use lanes within the corridor, where feasible within the proposed ROW. Brownfield Area Other Parcels (Surrounding Train Station) As development occurs As development occurs Greenwich Street and Mohawk Street have wide travel lanes, which could accommodate cyclists within existing pavement. A cycling network should connect this area to adjacent development. GENIVAR ES-8

13 Table of Contents Transmittal Letter EXECUTIVE SUMMARY INTRODUCTION BACKGROUND REVIEW Document Review Summary of Intensification Areas Charing Cross Street (from King George Road to East of West Street) Colborne Street East and Dalhousie Street (from Stanley Street to Lynnwood Drive) Colborne Street West (from Welsh Street to Grand River) Erie Avenue (from North of Eagle Avenue to South of Ninth Avenue) Henry Street (from West Street to East of Wayne Gretzky Parkway) King George Road (from Powerline Road to St. Paul Avenue) Lynden Road (from Brier Park Road to Roy Boulevard) St. Paul Avenue (from Charing Cross Street to Palmerston Avenue) Wayne Gretzky Parkway (from Powerline Road to CNR) West Street (from Lynden Road to Usher Street) Summary of Downtown Area (Urban Growth Centre) Roadways Parking Transit Active Transportation Summary of Opportunities and Constraints Opportunities Constraints INTENSIFICATION SCENARIOS Guiding Principles Types of Cycling Infrastructure Trip Generation and Traffic Assessment for Intensification Areas Comparison of Population and Employment Estimates Additional Development Traffic Screenline Assessment Intensification Areas Citywide Improvements Downtown Urban Growth Centre Charing Cross Street Colborne Street East Colborne Street West Erie Avenue Henry Street King George Road Lynden Road St. Paul Avenue Wayne Gretzky Parkway GENIVAR i

14 West Street Brownfields Other Parcels (Surrounding Train Station) RECOMMENDATIONS Urban Growth Centre APPENDICES Appendix A Study Area, Official Plan, Schedule 1-2, Growth Management Plan Appendix B Transportation Background Review Appendix C Maps of Intensification Areas Appendix D Information and Cross-sections for Cycle Lanes GENIVAR ii

15 List of Exhibits Exhibit 2-1 Charing Cross Street Intensification Area... 4 Exhibit 2-2 Colborne Street East Intensification Area... 5 Exhibit 2-3 Colborne Street West Intensification Area... 6 Exhibit 2-4 Erie Avenue Intensification Area... 7 Exhibit 2-5 Henry Street Intensification Area... 8 Exhibit 2-6 King George Road Intensification Area... 9 Exhibit 2-7 Lynden Road Intensification Area Exhibit 2-8 St. Paul Avenue Intensification Area Exhibit 2-9 Wayne Gretzky Parkway Intensification Area Exhibit 2-10 West Street Intensification Area Exhibit Population and Employment Comparison Exhibit Dwelling Unit and Employment Comparison by Zone Exhibit 3-3 Screenline Assessment of Brantford UGC and Intensification Corridors Exhibit 3-4 Screen Line Locations Exhibit 3-5 Existing and Proposed Rights-of-way, Urban Growth Centre Exhibit 3-6 Existing and Proposed Rights -of-way, Charing Cross Street Exhibit 3-7 Existing and Proposed Rights-of-way, Colborne Street East Exhibit 3-8 Existing and Proposed Rights-of-way, Colborne Street West Exhibit 3-9 Existing and Proposed Rights-of-way, Erie Avenue Exhibit 3-10 Existing and Proposed Rights-of-way, Henry Street Exhibit 3-11 Existing and Proposed Rights-of-way, King George Road Exhibit 3-12 Existing and Proposed Rights-of-way, Fairview Drive/Lynden Road Exhibit 3-13 Existing and Proposed Rights-of-way, St. Paul Avenue Exhibit 3-14 Existing and Proposed Rights-of-way, Wayne Gretzky Parkway Exhibit 3-15 Existing and Proposed Rights-of-way, Park Road North Exhibit 3-16 Existing and Proposed Rights-of-way, West Street Exhibit 3-17 Existing and Proposed Rights-of-way, Greenwich Street and Mohawk Street Exhibit 3-18 Existing and Proposed Rights-of-way, Other Parcels Exhibit 4-1 Roadway Improvements for Intensification Corridors Exhibit 4-2 Transit Improvements for Intensification Corridors Exhibit 4-3 Cycling Infrastructure for Intensification Corridors GENIVAR iii

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17 1. Introduction As documented in the City of Brantford website, the Intensification Strategy identifies opportunities for potential intensification throughout the City with the intent of developing a Made in Brantford strategy which will reflect the unique characteristics of the City and establish policies to assess the compatibility of intensification projects which may be considered in established neighbourhoods. All lands in the City are subject to this study. The study will focus on areas already identified in the Official Plan for Intensification (i.e. Urban Growth Centre (Downtown Area); and Intensification Corridors located along major roads). It will also examine the potential for intensified development in existing areas including greyfield and brownfield sites across the City. The study area, as documented in Schedule 1-2 of the Official Plan, is provided in Appendix A to this report. The Transportation Review examines the potential implications of intensification from a transportation perspective. The Transportation Review in support of the Intensification Strategy for the City of Brantford is organized into three main sections: 1. Transportation Background Review (Phase B) 2. Intensification and Transportation Scenarios (Phase C) 3. Transportation Policy Formation and Implementation (Phase D) The Background Review section included a review of relevant transportation and planning documents such as the Transportation Master Plan, Parks and Recreation Master Plan, Waterfront Plan and Downtown Master Plan (See Appendix B). It identifies opportunities and gaps in the existing transportation system and in planned improvements, as it relates to the roadways, transit, and active transportation, with a focus on the networks within the downtown area and the planned intensification corridors. A summary of the results of the background review with respect to auto, transit and active transportation identifying existing and planned improvements and gaps, if any, in the transportation infrastructure, is provided in Section 2.2 for each Intensification Corridor, and in Section 2.3 for the Downtown. Section 2.4 summarizes the opportunities and constraints related to intensification from a transportation perspective for the City as a whole. The Transportation Scenarios section includes an assessment of the potential intensification scenarios to determine whether the currently planned transportation network is suitable to accommodate the intensification and, if necessary, additional transportation improvements are recommended to support intensification. A review of the transportation considerations and recommended transportation improvements for each intensification area is provided in Section 0. The Policy and Implementation section will describe how the intensification proposal integrates with the transportation network, providing a review of impacts related to roadways, transit, active transportation, and Transportation Demand Management (TDM). Evaluation criteria will be provided to measure performance of the intensification proposal, which will be used for policy formation. GENIVAR 1

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19 2. Background Review The work in Phase B of the study which is summarized in this section involved a complete and thorough review of the existing transportation situation in Brantford, including existing transportation and related policies, the existing and planned transportation network, travel characteristics and traffic volumes, transit, and trails and pathways. 2.1 Document Review The City of Brantford has completed several policy and transportation-related studies in recent years. These studies provide substantial background information and much of the context for the Intensification Strategy Transportation Review. GENIVAR staff completed an extensive document review for this study, as provided in Appendix B. Key documents that were reviewed include: City of Brantford Official Plan, Amended December City of Brantford Transportation Master Plan Update, Shaping a Liveable Community, Brantford to 2031, February Comprehensive Study of Brantford Transit (2008). A Master Plan for Downtown Brantford, Towards a Stronger Future, April City of Brantford Downtown Master Plan Implementation City of Brantford Waterfront Master Plan, June Campus Master Plan, Wilfred Laurier University, January 2010, IBI Group Downtown Brantford Parking Study, With Updates from 2009 to Downtown Streetscape Plan, March 2012 GENIVAR 3

20 2.2 Summary of Intensification Areas This section summarizes the review of auto, transit and active transportation, as it relates to each intensification area, identifying existing and planned improvements and identifying gaps, if any, in the transportation infrastructure. Access and on-street parking should conform to policies in the Official Plan based on the roadway classification Charing Cross Street (from King George Road to East of West Street) Existing four lanes, minor arterial roadway, sidewalks on both sides (up to west of West Street), 26m right-of-way (ROW) from west street to CNR, 40m ROW from CNR to Henry Street. No future roadway capacity constraints identified in TMP. Future roadway extension from West Street to Henry Street (including CN bridge), as recommended in the TMP. No existing transit service; corridor intersects Routes 2 and 4A/4C. No planned transit service; will intersect Routes 2, M1, and M2. Planned bicycle lanes from West Street to Henry Street. Planned multi-use trail from Sydenham Street to West Street. Exhibit 2-1 Charing Cross Street Intensification Area Source: City of Brantford Base Mapping GENIVAR 4

21 2.2.2 Colborne Street East and Dalhousie Street (from Stanley Street to Lynnwood Drive) East of Dalhousie Street: four lanes plus two-way centre left-turn lane (TWLTL), major arterial roadway. West of Dalhousie Street: three lanes, one-way configuration, major arterial roadway. No future roadway capacity constraints identified in TMP. Planned public realm improvements along both streets, as recommended in the Downtown Master Plan Existing sidewalk on north side of street. Existing multi-use trail on south side of street from Stanley Street to Lynnwood Drive Existing transit service: Route 9 on weekdays. Planned transit service: Route 7 (westbound AM, eastbound PM), 30-minute service frequency during weekday period. Exhibit 2-2 Colborne Street East Intensification Area Source: City of Brantford Base Mapping Colborne Street West (from Welsh Street to Grand River) Four lanes, sidewalks on both sides, minor arterial roadway, 26m ROW. GENIVAR 5

22 No planned roadway improvements. Future capacity constraints identified in TMP due to limited number of crossing opportunities at Grand River. Planned widening and extension of the Veterans Memorial Parkway may address future capacity constraints, as noted in the TMP Existing transit routes: 5 and 6 with no planned improvements (30-minute service frequency during weekday period). No existing or planned cycle lanes or multi-use trails. Exhibit 2-3 Colborne Street West Intensification Area Source: City of Brantford Base Mapping GENIVAR 6

23 2.2.4 Erie Avenue (from North of Eagle Avenue to South of Ninth Avenue) Two lanes, sidewalks on both sides, minor arterial roadway, 26m ROW. Maintain wide shared use lanes (designated as a green street), as noted in the Waterfront Master Plan No future capacity constraints identified in TMP. Existing transit routes: 1 (Ninth Avenue to Baldwin Avenue, northbound only), no planned transit improvements (30-minute service frequency during weekday period). No planned multi-use trails. Exhibit 2-4 Erie Avenue Intensification Area Source: City of Brantford Base Mapping GENIVAR 7

24 2.2.5 Henry Street (from West Street to East of Wayne Gretzky Parkway) Four lanes, minor arterial roadway (reduces to two lanes plus TWLTL further east of Wayne Gretzky Parkway), 26m ROW. Existing sidewalks on south side from West Street to Brock Street; north side from east of Brock Street to Earl Avenue. No future capacity constraints identified in TMP. Existing transit routes: 7 (Rawdon Street to east of Wayne Gretzky Parkway, eastbound only); no planned transit routes. Existing cycle lanes from Middleton Street to Garden Avenue. Existing multi-use trail on North side, from Wayne Gretzky Parkway to Middleton Street. In future, cycle lanes from Charing Cross Street to Wayne Gretzky Parkway, as noted in the TMP, Recommended Cycling and Trail Network Plan Exhibit 2-5 Henry Street Intensification Area Source: City of Brantford Base Mapping GENIVAR 8

25 2.2.6 King George Road (from Powerline Road to St. Paul Avenue) Major arterial roadway, 35m ROW. North of Dunsdon Road: four lanes plus TWLTL; south of Dunsdon Road: four lanes. Existing sidewalks on both sides from St. Paul Avenue to Kent Street; east side only from Kent Avenue to Powerline Road. Future capacity constraints identified in TMP, travelling northbound at Highway 403. As noted in the TMP, planned road improvements include Tollgate Road from St. George Road to King George Road, widening to four lanes, including bridge crossing. Existing transit routes: 4A/4C (south of Brantford Commons) and 8 (Brantford Commons to Kent Road, southbound only). Planned transit routes: M2 (south of Brantford Commons). No planned cycle routes or multi-use trail. Exhibit 2-6 King George Road Intensification Area N Source: City of Brantford Base Mapping Lynden Road (from Brier Park Road to Roy Boulevard) Four lanes plus TWLTL, sidewalks on both sides, minor arterial roadway, 35m ROW. No future capacity constraints identified in TMP. Wide shared use lanes planned to accommodate cycling. GENIVAR 9

26 Existing transit routes: 2 (West Street to Woodyatt Drive) and 4A/4C during weekday period. Planned transit routes: M1 (West Street to Woodyatt Drive), M3 (west of Woodyatt Drive), 2 (Dalkeith Drive to Brantwood Park Road), 4 (Woodyatt Drive to Brantwood Park Road), 9 (West Street to Woodyatt Drive). Existing signed bicycle route from Wayne Gretzky Parkway to Brantwood Park Road. No planned bicycle lanes or multi-use trails. Exhibit 2-7 Lynden Road Intensification Area Source: City of Brantford Base Mapping St. Paul Avenue (from Charing Cross Street to Palmerston Avenue) Four lanes, sidewalks on both sides, 20m ROW. Major arterial just south of Charing Cross Street. Minor arterial northeast of Paris Road/Brant Street to south of Charing Cross Street. Major collector southwest of Paris Road/Brant Street. Future capacity constraints identified in TMP, travelling northbound at Highway 403. No planned roadway improvement (capacity issues may be addressed through planned roadway improvements at King George Road). Existing transit routes: 4A/4C. Future transit routes: M2, 4 (St. George Street to Brant Avenue). GENIVAR 10

27 No existing or planned cycle routes or multi-use trails. Exhibit 2-8 St. Paul Avenue Intensification Area Source: City of Brantford Base Mapping Wayne Gretzky Parkway (from Powerline Road to CNR) Four lanes, major arterial road. Future capacity constraints identified in TMP, travelling northbound and southbound at Highway 403. Planned roadway improvements from Colborne Street to Lynden Road, widening to six lanes and a six-lane bridge (capacity issues may be addressed through planned roadway improvements.). Existing transit routes: 2 (Fairview Drive to Dunsdon Street, northbound only), 9 (south of CNR to Lynden Park Mall, northbound only). No planned transit routes. Existing multi-use trail on east side, from Powerline Road to Dunsdon Street; and on west side, from Dunsdon Street to Grey Street. GENIVAR 11

28 Exhibit 2-9 Wayne Gretzky Parkway Intensification Area Source: City of Brantford Base Mapping West Street (from Lynden Road to Usher Street) Four lanes, minor arterial road, sidewalks on both sides, 26m ROW. Future capacity constraints identified in TMP, travelling northbound and southbound at Highway 403. Planned roadway improvements at Wayne Gretzky Parkway are expected to address screenline deficiencies. Existing transit routes: 2. Future transit routes: M1. No existing and planned cycle routes or multi-use trails. GENIVAR 12

29 Exhibit 2-10 West Street Intensification Area Source: City of Brantford Base Mapping 2.3 Summary of Downtown Area (Urban Growth Centre) This section summarizes the review of auto, parking, transit and active transportation, as it relates to the Downtown (Urban Growth Centre), documenting planned improvements and identifying gaps, if any, in the transportation infrastructure Roadways Most streets within Downtown Brantford are currently operating well below their capacity. To ensure that streets operate well under future conditions, a summary of planned improvements include: Traffic calming and intersection treatments at gateway locations and sections of Icomm Drive (Downtown Master Plan). GENIVAR 13

30 Undertaking of intersection improvements at main gateway access points, including Lorne Bridge and Dalhousie/Clarence Street and Colborne Clarence Street junctions (Downtown Master Plan). Green street connections are recommended for Icomm Drive, Clarence Street South, Greenwich Street, and Erie Avenue. Green streets are complete streets, safe for pedestrians, cyclists, and motorists, providing pedestrian and cyclist connections and wayfinding to the waterfront trail system (Waterfront Master Plan) Parking As noted in the Official Plan, the Downtown Master Plan and the Wilfrid Laurier University Campus Master Plan, key parking recommendations in the downtown area include: Lowering parking requirements for development in downtown and along major transit routes. Encouraging Cash in Lieu of private parking for downtown redevelopment, with the cash payments invested in new municipal parking lots. Once Downtown is more stable, increase cash-in-lieu payment if parking cannot be provided on site. Recognizing the needs of the tourism industry by providing for visitor parking in the vicinity of key downtown attractions, and develop a standby parking area or staging area for tour buses in the vicinity of the Sanderson Centre. Improving access between Colborne Street and off-street public parking facilities. Introducing a new parking structure in downtown. This could provide up to 900 spaces, assuming a four-level structure. City staff parking and monthly permit parking should be consolidated in the Parkade or in lots that provide long-term parking. Prohibiting surface parking lots from fronting directly onto Colborne, Dalhousie or Market streets. Introducing paid on-street parking throughout the downtown. Re-invest parking revenues in downtown improvements Transit As noted in the Comprehensive Study of Brantford Transit, key transit recommendations in the downtown area include: Implementing a downtown transit shuttle service. Providing frequent service (in conjunction with downtown growth). Improving transit services and making the downtown more accessible and liveable is a preferable long term strategy to address student transportation needs rather than subsidizing parking rates for students. Retaining the transit terminal in the downtown and expand its current capacity. New development opportunities could be integrated with the station expansion. GENIVAR 14

31 2.3.4 Active Transportation As noted in the Downtown Master Plan, key active transportation recommendations in the downtown area include: Create additional pedestrian and cycle routes through the Downtown, to the river, and along Icomm Drive. Improve the pedestrian links to the Parkade. A series of new and/or improved crosswalks at key intersections is required along Clarence, Market, George, Dalhousie and Colborne streets. Provide public realm improvements along both Colborne Street and Dalhousie Street. Expansion of Trail and Cycle network across the downtown. 2.4 Summary of Opportunities and Constraints This section summarizes the opportunities and constraints resulting from the intensification strategy for the City, as determined from the transportation background study, and where appropriate, discusses the potential impact to the intensification strategy Opportunities Intensification will increase demand for transit and active transportation modes (e.g. walking, cycling), while potentially providing some financial contributions for improvements such as: o Retrofit existing arterial and collector roadways with new or improved sidewalks. o Improve the system of cycling and walking infrastructure throughout the city. o Incorporate new transit stops near major generators (developments) and improve transit service in the downtown. o Green streets in downtown area to support alternative modes. o Convergence of transit routes in downtown which will provide transit connections between downtown and all neighbourhoods in the City. This is currently under review by the City. o Cash in lieu of parking from new developments to finance municipal parking lots/structure (more strategically placed within downtown) and parking infrastructure. New transit terminal (to address planned transit infrastructure improvements), which provides opportunity for greater intensification near the transit hub (within walking distance), promotes integrated development and multi-modal travel opportunities, potentially has access to inter-regional transit, and provides a focal point for transit in the downtown. This is currently under review by the City. New parking structure in the downtown area to address future parking demands. Sufficient roadway capacity in the downtown area to accommodate intensification (Urban Growth Centre). The growth attributed to the downtown campus development will attract new trips to transit and active modes. GENIVAR 15

32 2.4.2 Constraints Limited number of connection points (bridge crossings) at Grand River may limit development of Colborne Street West intensification corridor (may be addressed by Veterans Memorial Parkway improvements, but to be assessed further in Phase C). The TMP identified future capacity constraints for the King George Road and Wayne Gretzky Parkway intensification corridors, which may limit development (This may be addressed by planned road improvements to widen Wayne Gretzky Parkway to six lanes, but will need to be assessed further in Phase C). On-street parking in the downtown is near capacity due to re-parking by students and longterm users (employees) parking on-street instead of off-street (Proposed increased enforcement, pay-and-display, improved way-finding, parking rate structures, etc., will have to be implemented to allow sufficient on-street parking for future development). As noted in the Downtown Master Plan and TMP, the zoning by-law needs to be adjusted to ensure that developers share the burden of providing parking, that an over-supply of parking is not provided in the downtown core (i.e. implement maximum parking standards), lower minimum parking requirements are implemented along major transit routes and in the downtown, and that provisions for bicycle parking for new developments are included. Lack of continuous transit service on several of the intensification corridors may limit usefulness of transit in attracting trips created by intensification. Orientation of cycling network toward recreation limits its attractiveness for utilitarian trips. Width of sidewalks in some corridors is narrow with little room available for landscaping and street furniture. Despite implementing planned TDM measures, student parking demands due to campus growth will need to be addressed through partnerships between Wilfred Laurier University and the City. Students will require a significant amount of parking, preferably located in one or more parking structures. GENIVAR 16

33 3. Intensification Scenarios The work in this phase of the study (Phase C) involved an assessment of transportation requirements for each of the intensification areas, including transportation requirements for pedestrians, cyclists, transit, and vehicles and the resulting impacts on right-of-way and cross sections. The transportation requirements are prioritized as: Short-term ( ) Transportation requirements which are necessary to encourage new development/redevelopment and to serve current on-going intensification and redevelopment in the Downtown and to serve short-term intensification opportunities in other Intensification Corridors; Mid-term ( ) Transportation requirements which may be required when shortterm and mid-term intensification opportunities begin to be realized in the Downtown and Intensification Corridors; and, (2031+) Transportation requirements which may be required when long-term intensification occurs in the Downtown and other Intensification Corridors. Maps of the intensification areas showing development potential are provided in Appendix C. This section relies on the following additional documents: Transportation Model Update Model Development & Calibration, Final Report, AECOM Canada Ltd., June 10, 2010 (referred to herein as AECOM report) Analysis of Intensification Opportunities in the City of Brantford, Hemson Consulting Ltd., February 2012 (referred to herein as Hemson report) Intensification Priority Maps, Brook McIlroy, January 13, 2012 Downtown Streetscape Design Plan, City of Brantford, December Guiding Principles The UGC and intensification areas, in the long-term, should be served by an intermodal transportation system that integrates active transportation, transit, and auto modes to provide users with options. Due to their higher density, intensification areas are better able to support more frequent transit service, higher-order active transportation facilities, and carpooling, resulting in reduced reliance on automobiles. Further, reduced reliance on automobiles results in reduced parking requirements and less road space required to be dedicated to vehicles, allowing for more compact development and creating vibrant streetscapes that are not dominated by vehicles. The guiding objectives used as inputs for the assessment of short- and mid-term transportation requirements, as recommended by GENIVAR, include: Within the UGC, minimum boulevard widths and streetscape design in accordance with the Downtown Streetscape Design Plan, Within the intensification corridors, minimum boulevard widths of 4.0 to 4.5 m on each side of the road, allowing for a 2.0m sidewalk (which can accommodate heavier pedestrian flows and mobility aids, such as wheelchairs) or a 3.0m multi-use pathway (where there are few GENIVAR 17

34 crossing streets or driveways three or fewer driveway or street crossings per kilometre, consistent with some other cycling plans from southern Ontario and there is limited streetfront development). For all roadways, a preferred screenline assessment volume-to-capacity (v/c) ratios of 0.83 or less, as noted in the AECOM report. Additional judgement was applied for link v/c ratios exceeding v/c of 0.83, such as examining opportunities for reassignment to parallel routes, improving transit and/or active transportation prior to consideration of roadway widenings requiring additional rights-of-way. The guiding objectives used as inputs for the assessment of long-term transportation requirements, as recommended by GENIVAR, include: The same v/c ratio thresholds, as noted in the assessment of short- and mid-term transportation requirements. Where the future need can be demonstrated, dedicated bicycle lanes of at least 1.5m width (with segregated bicycle lanes on busier streets, where feasible) for identified bicycle routes on arterial or collector roads. On local roads, the provision of shared lanes or bicycle boulevards. Utilizing existing multi-use paths for cycling (with appropriate enhancements where required) is also considered a viable alternative to on-street cycle lanes where they exist outside of road rights-of-way or along roads with three or fewer crossing streets or driveways per kilometre and limited streetfront development. Transit service seven days per week and during the morning peak, midday, afternoon peak, and evening in the UGC and key corridors. Based on the service standards developed as part of the Comprehensive Study of Brantford Transit, residential areas are ideally situated within 400m walking distance of a transit stop during the daytime on weekdays and Saturdays. Within the Downtown, this should be considered as a maximum, with shorter walking distances to transit stops preferred. These guiding principles were assessed for each Intensification Corridor to determine the appropriate recommendations for each corridor Types of Cycling Infrastructure The various types of cycle infrastructure considered in this study area briefly described in this section and sample cross-sections are provided in Appendix D. Information was mainly sourced from the City of Hamilton and City of Ottawa cycle design guidelines and segregated bicycle lane pilot project. A signed-only route is an on-road bicycle route denoted with bicycle route signage and normally requires no other physical changes to the roadway. Cyclists share the pavement and travel lane with motor vehicles, and there are no special lane designations. A dedicated bicycle lane is a portion of the roadway or shoulder which is designated by signing and/or pavement markings (by providing either wider curb lanes or a lane for cyclists). Even though only bicycles are permitted within these lanes, motor vehicles are allowed to cross into the lanes when performing turning movements. GENIVAR 18

35 A segregated bike lane is a designated on-street bicycle lane that is physically separated from motor vehicle traffic through the use of barriers such as curbs, parked cars, delineators, or other street treatments. A bicycle boulevard is a low-volume street that has been optimized for bicycle travel through traffic calming and diversion, signage and pavement markings, and intersection crossing treatments. 1 Bus stops could create a potential conflict zone between transit passengers and cyclists using a segregated bicycle facility. One alternative (in constrained downtown area environments) is to remove the physical buffer between the vehicle and bicycle lane for a short distance to allow transit vehicles to pull into the bicycle lane and block the bicycle facility while passengers board and alight the bus onto the sidewalk. Another alternative is providing a small island (preferably of at least 2m width) for pedestrians to safely board and alight the bus without having to cross the bicycle lane. Driveways and entrances could also create conflict zones between cyclists and motor vehicles. To raise awareness of these potential conflict zones, bicycle symbols with a directional arrow could be painted at entrances along a roadway to alert both vehicles and cyclists to be cautious as they approach the conflict zone. 3.2 Trip Generation and Traffic Assessment for Intensification Areas Comparison of Population and Employment Estimates Population and employment projections in the HEMSON Report are based on the 2006 Growth Plan for the Greater Golden Horseshoe whereas population and employment projections in the AECOM report are based on growth forecasts provided in the City of Brantford s 2005 TMP. A comparison of statistics is provided in Exhibit 3-1. Exhibit Population and Employment Comparison Report Population Employment HEMSON 126,000 53,000 AECOM 121,070 59,280 The overall population and employment projections are not significant when comparing the two studies. Exhibit 3-2 provides a rough comparison of number of dwelling units and employment projections between the intensification corridors provided in the HEMSON Report and the corresponding zones provided in the AECOM report. Aside from the Erie Street and Lynden Road corridors, the development potential assumed in the HEMSON report for the UGC and intensification corridors is higher than what was assumed 1 What is a bicycle boulevard? Retrieved 23 February 2012 from GENIVAR 19