City of Brantford Transportation Master Plan Update TABLE OF CONTENTS

Transcription

1 City of Brantford Chapter 5 Transportation Master Plan Update TABLE OF CONTENTS 5. TRANSPORTATION MASTER PLAN UPDATE A Plan for Managing Future Transportation Demand A Plan for Optimization of the Existing Transportation System A Plan for Managing Truck Routes and Goods Movement A Plan for Transit Improvements A Plan for Walking and Cycling A Plan for Road Network Improvements A Plan to Support Downtown Revitalization...36 TABLE OF FIGURES Figure Arterial Road Optimization Corridors... 4 Figure Designated Truck Routes... 5 Figure 5.3 Existing Downtown Transit Terminal... 9 Figure 5.4 Places to Grow Inter-Regional Transit Plan...10 Figure Recommended Cycling and Trail Network Plan...15 Figure Recommended Cycling and Trail Network Plan - Northeast...15 Figure Recommended Cycling and Trail Network Plan - Northwest...15 Figure Recommended Cycling and Trail Network Plan - Southwest...15 Figure Recommended Cycling and Trail Network Plan - Southeast...15 Figure Initial Improvements Tested...21 Figure Network Alternative Figure Network Alternative Figure Network Alternative Figure 5.14 Network Alternative Figure 5.15 Network Alternative 5 Hybrid Network...27 Figure 5.16 Recommended Road Network Improvements...34 Figure 5.17 Other Recommended Improvements...35 Figure 5.18 Downtown Growth Areas...37 Figure 5.19 Downtown Traffic Patterns Today & In the Future...38 Figure Recommended Improvements to Support One Way Street Conversion...39 Figure Recommended Walking & Cycling Trail Connections in the Downtown...41 Figure Existing Downtown Parking Garage...42 February, 2007

2 5. TRANSPORTATION MASTER PLAN UPDATE The recommended for the City of Brantford is comprehensive in nature and includes a series of detailed recommendations and strategic policies that will be implemented over time. The Transportation Master Plan Update includes: Recommendations to develop a Transportation Demand Management program within the City and policies for implementing measures into existing and new growth areas, A strategy for enhancing the capacity of the existing road network in the City and policies that can be applied to manage the operation of key arterial road corridors, An updated policy for dealing with ongoing management of designated truck routes through the City and an Updated Truck Route Map A strategy for improving the transit system over the next 25 years to respond to growth and improve the share of trips made by transit, including land use and operational policies to encourage additional transit ridership, A series of policies and recommendations to support Walking and Cycling and an updated Cycling / Trail Network Infrastructure Plan outlining new walking / cycling trails and connections, A Road Network Improvement Plan to accommodate growth to 2031 and beyond, and A Transportation Plan for the Downtown to support ongoing revitalization initiatives and establish a strong transportation system to foster and support new growth. The following sections highlight the key recommendation of the Transportation Master Plan Update. 5.1 A Plan for Managing Future Transportation Demand A Transportation Demand Management (TDM) Program is an institutional framework for implementing a set of TDM policies or incentives to encourage residents to either reduce the amount they travel, shift their time of travel to avoid peak periods, or change their mode of travel. Brantford does not currently have any formal TDM programs in place, although there have been some discussions about using some selective TDM programs in the Northwest development area. The results of the Public Attitude Survey of Brantford residents indicates that there may be a market for the promotion of alternative transportation modes, if the right incentives and marketing campaign can be implemented and targeted to these potential users. About 31% of Brantford residents said they would consider using a different mode of travel to and from work Based on a review of the opportunities available to promoted TDM in Brantford, best practises used in other comparable jurisdictions, and research into the attitudes of Brantford residents, the following key policy directions have been recommended in the. February,

3 Municipal Leadership by Example Leadership by example will be necessary to show residents and business in Brantford that there is an alternative to the automobile, and that small improvements can be made without significant impacts to individuals or businesses. A targeted TDM program focusing on major employers in the City should start with the City itself, as one of the major employers in the area. A pilot program, developed for City employees, can provide useful experience that will be invaluable in promoting the types of TDM solutions that are appropriate for Brantford residents, and the potential benefits that could be realized by businesses and employees. Acting in a leadership role the City should: Develop City TDM Program for employees, Appoint a TDM Coordinator to promote benefits and coordinate activities, Develop incentive programs and promotional material to encourage business and employee participation in TDM events or programs. Community Education and Awareness Getting the message out is a key part of any program that seeks to invoke change. Some of the leading jurisdictions with successful TDM programs are using social or individualized marketing campaigns to encourage people to make more sustainable transportation choices. These programs recognize that each member of the public will have different motivations and reasons for the transportation choices they make, and the marketing programs need to reflect the benefits that matter most to each segment of the population. To promote TDM the City should: Develop marketing material to sell benefits of TDM to major employers Develop a TDM pilot program at one large employer site Reach out to community groups for partnership opportunities Promote Sustainable transportation choices in the community and participate in community based events promoting healthy transportation alternatives Development Tools & Incentives While many Brantford residents expressed a willingness to consider alternative modes of travel to and from work, many cited the need to provide tools or incentives to help them overcome barriers to participation. Different incentive programs will appeal to different groups; therefore a flexible program is needed to reach a wide market. Some of the key programs that should be considered to encourage employees and business to participate in TDM pilot programs include: Develop / promote ride matching service for carpools Partner with community groups / taxi companies to offer Guaranteed Ride Home Service for regular carpoolers / transit riders in case of emergencies Provide reduced parking rates / preferred parking spaces in municipal / employer parking lots Consider subsidized transit passes for students and discounts for purchases of bulk transit passes February,

4 Land Use Polices The connection between land use, urban form and transportation choices is becoming more widely understood. The recently approved Places to Grow legislation has implemented policies to encourage increased density and broader mix of land uses within communities. These policies have been incorporated into the Official Plan where appropriate. In addition to density targets, the urban design and supporting infrastructure contained within new develop areas must also support alternatives to automobile use. In this context, the City should: Incorporate supportive infrastructure and urban design principles into large developments and employer sites to encourage non auto modes of travel. This could include showers, change rooms, convenient / accessible transit stops, preferential parking for carpools, building orientation to support transit, and other measures to create a pedestrian friendly environment. Support development of carpool lots adjacent to Highway 403 interchanges (in conjunction with MTO) to encourage carpooling for those residents who commute from Brantford to other adjacent communities. Additional detailed policy recommendations for implementing Transportation Demand Management in the City of Brantford are contained in Chapter A Plan for Optimization of the Existing Transportation System The need for optimization of the existing transportation network is a key requirement for any municipality in times of fiscal restraint. Optimization of the existing transportation system includes maximizing the capacity of existing facilities, improving the performance and reliability of existing services, and making minor operational improvements to improve system performance. Based on a review of the existing road network, opportunities available to enhance existing network capacity, and best practises used in other comparable jurisdictions, the following key policy directions have been recommended in the. Access Management Access management is a technique used in conjunction with land use policies to control the number of entrances that are permitted on key arterial road corridors. A recent study, undertake as part of the City of London Transportation Master Plan, found that arterial road optimization and access management could increase the capacity of an arterial road by up to 5%. Within this context, the City of Brantford should implement the following key access management policies into their site planning and development processes and policies: Access to major commercial, industrial, residential land uses should be spaced at m apart on Major Arterial Roads, Access should be restricted to side roads where feasible and the City should encourage combining entrances where feasible, Restrict entrances to right-in, right-out within 50m of signalized intersections, Manage / control new accesses in designated intensification corridors (King George Road, West Street) February,

5 Wayne Gretzky Parkway and BSAR should remain controlled access roads to protect the integrity and operational ability of these roadways to accommodate future Citywide traffic demands. The only new access to these corridors should be via new municipal road connections, where these connections can be shown to improve the operation of existing intersections. Arterial Road Optimization Since the operation of key intersections in the City will often deteriorate before the roadway will reach its functional capacity, the construction of turning lanes at key intersections can increase the capacity of the through lanes by removing turning vehicles from the through lanes. Studies have also indicated that traffic signal coordination along a busy arterial road can improve capacity and reduce vehicle delays along major corridors by 10-15% during peak periods, in addition to improving on-time service performance for transit. Within this context the City of Brantford should implement the following optimization measures and policies: All arterial roads should receive signal priority during peak hours, Adopt a maximum volume to capacity ratio of 0.90 before road widening should be considered, Consider intersection operational improvements, such as turning lanes, in key arterial road corridors, Consider separate left turn lanes where turning volumes exceed 60 vehicles per hour (both signalized and unsignalized intersections) Figure Arterial Road Optimization Corridors Work with County to Implement Intersection Improvements Control Access in Key Intensification Corridors Intersection Improvement / Corridor Optimization Access Management Controlled / Restricted Access Additional detailed policy recommendations for optimizing the existing transportation system in the City of Brantford are contained in Chapter 6. February,

6 5.3 A Plan for Managing Truck Routes and Goods Movement In the City of Brantford, truck movements are largely directed through the use of a permissive truck routing system. The current truck route by-law designates existing roadways as suitable for truck traffic, and signs are posted that indicate the route is acceptable for truck traffic. The by-law prohibits trucks from using non-designated routes, although there are some provisions that allow for local deliveries and use of non posted routes where the route forms part of the short path to the truck s destination. These provisions, enacted to address concerns of fairness raised by truckers and industry, have resulted in a truck route by-law that can be, at times, difficult to enforce. Based on experiences in a wide variety of cities, truck route management falls into two basic types: restrictive and permissive. The strategic direction for the TMP identified the utilization of a hybrid system as the preferred strategy for truck route management. This strategy advocates continuing to use a permissive truck route system while identifying areas that may require the use of additional truck restriction signing to discourage inappropriate truck movements.. Figure Designated Truck Routes Recommendations for implementation of localized truck restrictions have not been identified as part of the, although the following policies should be incorporated: February,

7 The implementation of truck restrictions should only be considered where existing permissive routing and other approaches have not addressed the problem of trucks using inappropriate or non designated routes. Truck restrictions should only be implemented in areas where the enforceability of the current permissive route bylaw is not effective, based on consultation with local police. Truck routes and truck restrictions should be established and amended from time to time to regulate the movement of commercial vehicles. Land Use planning should encourage the location of activities that require heavy truck traffic to areas near or adjacent to freeways and major arterials. Additional detailed policy recommendations for managing truck routes in the City of Brantford are contained in Chapter A Plan for Transit Improvements The current transit system serves the 93,000 city residents using a fleet of 28 buses operating on nine fixed routes during the day, which operate from the transit terminal on Darling Street. In the evenings and on Sundays there are 3 fixed routes and two zone buses. In 2005, the system carried 1.39 million fare paying passengers. This represents a market penetration of 15.2 rides per capita. It is estimated that the current transit modal share is 3%. There has been significant growth (roughly 33%) in ridership over the last eight years, thanks to a series of service improvements and the increased student population in the downtown area. The recent public attitudinal survey suggests that there is willingness by auto users to shift to transit provided there was improved level of transit service, better transit information, or financial incentive to use transit. The City is also poised for significant population and employment growth, with a significant portion of that growth to be accommodated within the downtown core area. The preferred strategic direction for the TMP, as discussed in Chapter 4, identified a Modest Transit Improvement as the preferred short-term planning direction, with an ultimate target for an aggressive focus on transit by Therefore the transit policies have been structured to provide an incremental approach to achieving these levels. In the short to medium term, improvements to key performing transit routes will be provided through marketing, route optimization or the addition of new routes to improve overall mode share to 4% of peak hour trips. This will occur over the next 10 years. Over the same 10 year period the existing fleet will be upgraded to the 100% accessibility requirements. Between 2016 and 2031, the City will begin a more aggressive Transit Focus, in conjunction with the realization of new growth in the downtown. The Transit Focus will target improvements to key routes, through optimization and / or the addition of trunk routes along major arterials such as Colborne Street and the Toll Gate Road / Fairview Dr. / Lynden Road corridor, and on the West Street and King George Road corridors. It is envisioned that over 25 years this strategy will lead to increased transit ridership and improve the mode share by 6% as a result of growth and increased use of transit in the City. February,

8 The transit strategy will be designed to target an increase in annual ridership from the current level of 1.39 Million riders to 1.62 Million riders by 2016 (+17%) by maintaining the current penetration of 15 rides per capital. By 2031 the expected annual ridership will increase to 2.64 Million riders (+90%), through an increase in market penetration to 20 rides per capita. However, achieving a substantial increase in ridership of this magnitude requires local transit that is convenient and attractive to potential riders, takes them where they want to go, when they want to go, and provides a total trip travel time that is competitive with the private automobile. In summary, it requires services that are tailored to the needs of the various local transit markets in Brantford. For transit to be successful it must be attractive to the user and competitive with the automobile. To achieve this, transit services must provide competitive travel times, improved reliability of schedules, increased service options and enhanced station facilities at each point along the trip from home to destination and back. The full suite of policies to encourage increased transit use include a number of polices that are included in the TDM, Parking, and Walking / Cycling sections of this report. The policies within the transit section of the report outline specific transit service improvements to achieve the ridership increases outlined in the strategy. Brantford transit should adopt the following general service objectives to guide ongoing planning, priority setting, and program management: Short Term Transit Improvements In the short term, Brantford Transit should attempt to improve customer service through improvements to transit stops, replacement of the aging fare box system, providing improved downtown service, implementing various transit pass initiatives (U-Pass, Bulk Passes) and through the development of marketing and promotional materials to encourage increased usage. In the short term, the transit service improvement strategy should focus on: An annual program of improvements to transit stops / shelters, Replacement of the aging fare box system and fleet, Improving downtown service / stop locations, Implementing various transit pass initiatives (U-Pass, Bulk Passes) and make passes convenient to purchase, Developing marketing / promotional materials to encourage and maintain transit ridership, Expanding service on Sundays and extending hours of service in key industrial areas, Investigating opportunities to implement transit priority on key corridors, Consider extending service to Paris (in conjunction with County), Developing transit supportive urban design guidelines to assist in making new developments easier to serve with transit, Investigating opportunities to provide bike racks on buses and/or bike storage at the transit terminal to encourage transit usage, Implementing transit service in new development areas to build ridership early, and Monitoring trends and report annually on progress. February,

9 5.4.2 Medium Term Transit Improvements Within the 10 year horizon, service improvements should be implemented to provide regular service to the Northwest industrial area in concert with employment growth. The City should begin the process for implementing trunk routes with enhanced service frequencies along key corridors, and investigate opportunities to introduce new satellite terminals in the two Malls in the North End of the City. In the medium term, the transit service improvement strategy should focus on: Establishing satellite terminal(s) in the north end of the City (Lynden Park Mall / Brantford Mall), Restructuring routes to shorten travel times and/or create local circulator routes, Introducing initial trunk / express routes along one or two key arterial corridors (Colborne Street., Toll Gate Road./Fairview Dr. / Lynden Road., West Street., King George Road) and between terminals and Via Station, Interlining (overlapping) trunk routes with local routes and allow transfers at key stops, Opportunities to increase service frequency on higher volume routes. Trunk / Express Routes : In conjunction with the development of satellite transit terminal in the north end of the City, special trunk or express routes should be implemented to facilitate routing between terminals, following high volume corridors. Routes would interline with local circulatory routes and allow for transfers at designated stop locations, rather than forcing transfers at the downtown terminal. To further improve the transit service and reduce delays at major intersections along these routes, some transit priority measures, such as transit priority signals and queue jump lanes at intersections could be applied. Satellite Transit Terminals: Satellite transit terminals should be established in the vicinity of major malls in the north end of the City (Lynden Mall) and local circulator routes should be restructured to reduce trip travel times, interline with trunk-express routes, and improve service coverage in new growth areas. Improve Fixed Route Services: Existing fixed route services should be reviewed to determine the feasibility of enhanced frequency on high performing routes, with lower ridership routes maintaining current service levels Long Term Transit Improvements In the longer term, the City should develop a new transit terminal in the Downtown that provides increased passenger comfort and convenience, increased capacity to accommodate new routes, and is integrated with regional or inter-regional transit services. A downtown shuttle service should be implemented to improve downtown accessibility and provide frequent service using smaller buses and shorter route travel times. In the long term, the transit service improvement strategy should focus on: Restructuring routes to shorten travel times and/or create local circulator routes, Introducing additional trunk / express routes along key arterial corridors (Colborne Street., Toll Gate Road./Fairview Dr. / Lynden Road., West Street., King George Road) and between terminals and Via Station, Interlining (overlapping) trunk routes with local routes and allow transfers at key stops, Opportunities to increase service frequency on higher volume routes, February,

10 Implementing a downtown transit shuttle service using small buses, short routes, frequent service (in conjunction with downtown growth), Planning for a new downtown transit terminal in a location that is convenient to major employment areas or attractions with increased capacity to accommodate new routes, Ridership by 2031 = +90% and Capital Cost = $24.4 Million Increasing residential / employment density in key transit corridors (also referred to as intensification corridors) Downtown Shuttle Service: A downtown shuttle should be explored in the longer term to provide improved circulation and service within the downtown core area. The shuttle should operate on frequent headway (i.e. 10-minutes), use smaller buses, and focus on connecting downtown attractions, municipal parking lots, the Downtown Via Rail Station, and key employers / University buildings to the main downtown bus terminal. The shuttle route could deliver transit service close to the origins and destinations of transit users further improving transit accessibility and attracting additional riders. Provide a New Brantford Downtown Transit Terminal: There is a distinct advantage to having a high profile, focal point for transit in the downtown, particularly if transit is to be viewed as a viable alternative for access to the area for those who work, shop or access the numerous attractions in the downtown and to effectively increase transit s profile in downtown. The location of the terminal should ideally be integrated into the downtown core area, such that major employers or destinations are within walking distance of the terminal (to reduce the need to transfer for short trips). Figure 5.3 Existing Downtown Transit Terminal February,

11 Promote Intercity Transit Opportunities. The Province, in the Places to Grow growth plan has identified the potential for future rapid transit corridors linking Brantford to the GTA and to the Region of Waterloo. While the timing for these initiatives has not been identified the City should work with the Provincial Government to ensure that the proposed intercity rapid transit network connecting Brantford and Niagara Region to the GTA is developed in a manner that benefits Brantford residents and makes Brantford more attractive as an employment destination. Figure 5.4 Places to Grow Inter-Regional Transit Plan Source: Places to Grow, Growth Plan for the Greater Golden Horseshoe, Ministry of Public Infrastructure Renewal, 2006 Table 5.1 provides a breakdown of the capital cost for the transit improvement plan. February,

12 Table Transit Improvement Capital Plan Project Description Total Program Cost Bus Replacement 28 Buses $ 12,600,000 New Buses For Service Expansion 6 Buses $ 2,700,000 Existing Terminal Upgrades + Mall Terminal $ 1,700,000 New Downtown Terminal & Upgrades to Existing $ 3,800,000 Upgrade Stops / Shelters $ 200,000 Repairs to Transit Service Centre $ 1,700,000 Fare Box Replacement $ 800,000 Marketing / Promotion / Route Optimization $ 900,000 Total Capital Cost $ 24,400, A Plan for Walking and Cycling The City of Brantford completed a Multi-Use Trail/Bikeway Implementation and Design Plan in March Since 2000, the City has been successful in implementing many of the proposed off-road cycling / trail facilities. The City has an extensive off-road cycling network that is oriented around the recreational areas on both sides of the Grand River and a multi-use trail has also been incorporated into the existing right-of-way along Wayne Gretzky Parkway, which allows for off-road cycling, walking, and rollerblading within this multi-modal transportation corridor. However, the City has had difficulties garnering enough support to implement many of the on road cycling routes that were recommended in the plan. Recently, proposed bicycle lanes along Memorial Drive and North Park Street have met with local opposition, and implementation has been deferred. Currently in the City of Brantford, almost 6% of the work trips are made by walking/ cycling and the majority of the current trail system is off road. The result of the public attitude survey completed as part of this study suggested that the majority of residents in Brantford treat walking and cycling as a recreational pursuit as opposed to utilitarian / commuter alternative mode of travel. Similar feedback was received during a number of the public consultation sessions, held during the preparation of the Transportation Master Plan Update, although it was also recognized by many that this view needs to change. While the public focus on cycling tends be recreational in nature today, it is recognized that over time the City should be encouraging a greater emphasis on walking and cycling as the preferred more of travel for short trips (under 5 km in length) within the City. The preferred strategy with respect to walking and cycling, therefore, builds upon the success of the City s recreational trail system in a two phase program. February,

13 The first phase of the program focuses on enhancing access to the recreational trail system within the City, while improving linkages and routes to and within the downtown area, where many of the existing trips are shorter in length than in the suburban neighbourhoods. Within new development areas, walking and cycling infrastructure will be planned and provided, in such a way as to connect to the existing trial network, encourage increased walking and cycling for local short trips, and provide safe walking and cycling routes to neighbourhood schools and community centres. Over time, it is expected that the focus of the walking and cycling program will shift from a recreational based program to one that promotes walking and cycling as a preferred mode for local trips under 5km in length. By 2031, it is envisioned that 10% of peak hour trips will be made by the cycling and walking mode, up from 6% today. Based on a review of the opportunities available to promoted walking and cycling in Brantford, the following key policy directions have been recommended in the. Municipal Leadership by Example Leadership by example will be necessary to show residents in Brantford that walking and cycling can be viable alternatives to the automobile. A pilot program, developed for City employees, can provide useful experience that will be invaluable in promoting walking and cycling solutions that are appropriate for Brantford residents, and the potential benefits that could be realized. Acting in a leadership role the City should: Encouraging Walking/Cycling Among City Employees Provide Infrastructure at Municipal / Public Facilities (i.e. bike racks/shelters/showers/change rooms/sidewalk connections) Develop incentive programs and promotional material to encourage business and employee participation Walking / Cycling in New Development Areas While implementing new walking and cycling infrastructure in existing neighbourhoods will evolve over time, the new growth areas should be planned, from the start, with a focus on promoting walking and cycling among new residents. To promote walking and cycling in new growth areas the City should: Require a Master Cycling / Walking Plan for Secondary Planning Areas, Require walking cycling facilities in other new development areas, Require sidewalks on both sides of new collector / arterial roads, Require sidewalks on one side for local roads, Adopt Cycling and Walking as the preferred mode of travel for local trips under 5km in Length Development and Maintenance of Sidewalk Networks A barrier free and comprehensive network of sidewalks will make travel by foot more attractive for Brantford residents and is a key factor in supporting transit usage. Specific recommendations include: All major arterial roads in the City that provide direct access to properties should have walking facilities on both sides of the road. This can be achieved through a February,

14 sidewalk on each side, or a sidewalk on one side with a multi-use trail on the other side of the road, or multi-use trails on both sides of the road; Major arterial roads that have limited or controlled access should provide walking facilities (sidewalk or multi-use trail) along at least one side of the road; Develop a pedestrian sidewalk network that maintains a maximum walking distance of 400 metres to all transit stops, for areas served by fixed route transit. The City should develop a detailed Sidewalk Master Plan and annual sidewalk construction program to retrofit existing arterial and collector roads with sidewalks and should develop an implementation program that prioritizes new sidewalk construction for roadways with : Existing schools or community centres, Existing observed walking demand, Existing / planned transit routes, and In the downtown core area All new sidewalks shall be designed to be accessible Existing sidewalks in the downtown area should be retrofit to ensure full accessibility, and key pedestrian crossing locations should feature audible pedestrian crossing devices. Integration of Cycling and Other Modes While walking and cycling can compete with the automobile for trips under 5km in length, trips of this length only represent about 45-50% of the total trips in the peak periods. This is forecast to reduce over time with continued growth in greenfield, suburban development areas. By 2031, however, approximately 30% of peak period trips are forecast to be between 5 and 15km in length. By promoting the integration of walking and cycling policies and infrastructure with transit, the potential market for both modes can be increased. In this context, the City should explore opportunities for providing bicycle racks on buses, particularly on routes serving student populations, and large employment centres. Development and Maintenance of Trail Networks A barrier free and comprehensive network of trails, and bicycle lanes will make travel by foot and bicycle more attractive for Brantford residents. As part of the Transportation Master Plan Update, an updated Cycling and Trail Network Plan, illustrated below in Figure 5.5, has been developed to reflect the new strategic direction. For the first time, the Cycling and Trail Network Plan will be included in the Official Plan, which should improve the ability of the City to implement the recommendations. Key changes from the Multi-Use Trail/Bikeway Implementation and Design Plan in March 2000 include: A new Multi-Use Trail / Paved Shoulder along Powerline Road Conversion of Balmoral Dr / Ewing connection to an on-road bicycle lane Modification of network through Mayfair neighbourhood to focus on linking to / through existing parks, including the potential for a new connection to Powerline Road Conversion of Memorial Drive / North Park and Dunsdon St routes to signed routes from on-road bicycle lanes Modifications to the North Park route, south of Highway 403 to use Sydenham and linking it to Prince Charles Park Adding a new trail / on road bicycle lane along Charing Cross Street, including the proposed Charing Cross extension February,

15 Adding a new on-road bicycle lane along Henry Street, from the Charing Cross extension to Garden Avenue Modification of Brantwood neighbourhood routes to focus on multi-use trails through Jaycee Sports Park, Friendship Park, and Bridle Path Parks. Connection to Powerline Road via signed route along Brantwood Park Road north Connection of Roy Boulevard bike lane to Wayne Gretzky Parkway multi-use trail via connection through mall parking lot property. Conversion of Elgin Street on road cycling lane to a signed route Addition of Grey Street on road bicycle lane and simple connection to Colborne Street E., including removal of routes through development lands east of Garden Ave. Protection for new multi-use trail along CN Railway Spur (adjacent to Clarence Street) to provide connection from Elgin Street into downtown (subject to abandonment of existing rail spur by CN) Conversion of Wharfe Street route to on road bicycle lane, plus new on road bicycle lane connection through downtown to Nelson Street (via Charlotte Street) New on road bicycle lane connection between Nelson Street and Gordon Glaves Trail (along east bank of river) via Church Street Conversion of shared use lane to on-road cycling lanes on Shellard Lane and some minor modifications to routes through Southwest development area neighbourhoods New multi-use trail along proposed BSAR extension route and extension to Colborne via on-road bicycle lane on Park Road S, and a signed route along Glenwood Drive. Conversion of paved shoulder to multi-use trail along Gilkison Street Detailed maps showing the recommended trail routes in various areas of the city are included in Figures February,

16 Figure Recommended Cycling and Trail Network Plan February,

17 Figure Recommended Cycling and Trail Network Plan Northeast February,

18 Figure Recommended Cycling and Trail Network Plan Northwest February,

19 Figure Recommended Cycling and Trail Network Plan Southwest February,

20 Figure Recommended Cycling and Trail Network Plan Southeast February,

21 5.6 A Plan for Road Network Improvements The selection of a preferred transportation strategy and the associated reduction in peak hour auto traffic will not eliminate the need for road improvements, but it may influence the amount of road improvements or the type of road improvements that will best compliment the strategy. Based on the key network deficiencies, illustrated previously in Figure 4.7, a series of network alternatives were developed and evaluated. As noted previously, the key city wide capacity deficiencies were found for trips travelling: East-West and/or North-South across the Grand River, North - South across Highway 403 (particularly in the east end of the City), East - West across the West Street / Clarence Street corridors through the downtown, North - South across the CN Railway line in the east and west ends of the City, and East - West across Garden Avenue Screening of Improvement Alternatives The development of the networks began with a screening process to test different improvement alternatives using the City s transportation model to determine how effective they would be in solving forecasted capacity issues in these key areas. This screening evaluation was set up as simple Pass/Fail test using two criteria: 1) Does the improvement solve the forecast capacity deficiency? 2) Does the improvement solve other capacity deficiencies in the network? Answering no to both of these questions suggests that the transportation improvement alternative has no need and justification, and does not address the forecasted transportation capacity problems. Alternatives that failed the screening test were not carried forward to the full network development and evaluation process. The following broad alternatives, illustrated in Figure 5.10 below, were assessed as part of the initial screening process: 1. Oak Park Road extension across Grand River and Highway 403 A new 4 lane arterial connection between Highway 403 and Colborne Street West, across the Grand River would address forecasted capacity deficiencies across the Grand River and the CN Railway line, along with providing significant relief to the Brant Avenue corridor. This scenario only provided minimal relief to the capacity problems across the Highway 403 corridor, although it is recognized that this improvement could be combined with other alternatives to address this area as well. Recommendation Carry Forward to Full Evaluation 2. Widen existing bridges across the Grand River (BSAR and Erie Avenue) + Wayne Gretzky Parkway widening Widening the existing BSAR to 6 lanes plus widening Erie Avenue to 4 lanes across the Grand River would provide February,

22 sufficient capacity across this key screenline. Combined with a widening of Wayne Gretzky Parkway to 6 lanes, sufficient capacity would also be provided across the CN Railway line and the Highway 403 corridor to accommodate future demands. This alternative would direct some increased traffic flow through the downtown, making this area more congested. Recommendation Carry Forward to Full Evaluation Figure 5.10 Initial Improvement Alternatives Tested 3 St Paul St Extension + West St Widening 1 Oak Park Rd Extension 2 Widening Existing Bridges & WGP Legend New Arterial Road Road Widening 5. Diana-Birkett Lane Connection + New Mid-Block Arterial 4. Conklin-Blossom Ave Connection + Widen Garden Ave 3. St. Paul Avenue extension across the Grand River + West Street widening across CN Railway Line and Highway 403 A new 4 lane arterial road extension of St. Paul Avenue, plus widening of the existing St. Paul Avenue to 4 lanes would provide sufficient capacity across the Grand River to accommodate future demands. Combined with widening of West Street to 6 lanes across the CN Railway line and Highway 403 sufficient capacity in the north-south direction would also be provided. This alternative would also provide some relief to Brant Avenue and redirect some traffic out of the downtown area. Recommendation Carry Forward to Full Evaluation 4. Conklin Road connection to Blossom Avenue + Garden Avenue widening This alternative featured a new 4 lane arterial road connection between Conklin Avenue and Blossom Avenue to provide a continuous loop around the south side of the City to connect to Garden Avenue in the east. Widening of Mount Pleasant Road and Garden Avenue would also be required to draw traffic to the new south by-pass route. This alternative did not draw enough traffic out of the City to solve the forecasted capacity deficiencies across the Grand River and would no benefit through the downtown. The improvements to Garden Ave February,

23 would provide additional capacity across the CN Railway line and Highway 403 screenlines, but the improvements were not effective in drawing traffic away from other congested roadways such as Wayne Gretzky Parkway and West Street to provide meaningful relief. Recommendation Drop from Further Consideration. 5. Dianna Avenue Connection across Grand River to Birkett Lane / Mohawk Street + N/S Mid Block Crossing of Highway This alternative featured a new 2 lane arterial road connection between Dianna Avenue Mount Pleasant Road, plus a new 4 lane arterial road connection across the Grand River to connect to Birkett Lane. Birkett Lane and Mohawk Street would be widened to 4 lanes and would be connected directly to a new north-south 2 lane arterial road connection that would be provided midway between Wayne Gretzky Parkway and Garden Avenue, connecting to Lynden Road in the north. This alternative did not draw enough traffic out of the City to solve the forecasted capacity deficiencies across the Grand River and would no benefit through the downtown. The new mid block roadway would provide additional capacity across the CN Railway line and Highway 403 screenlines, but the improvements were not effective in drawing traffic away from other congested roadways such as Wayne Gretzky Parkway and West Street to provide meaningful relief. Recommendation Drop from Further Consideration. Based on forecasts of future population and employment growth in the City, the results of this screening process showed that: 1. The majority of the traffic using the City s road network is generated by internal trip making. 2. The construction of new by-pass routes around the outside of the City, or the upgrading of existing County Roads around the edge of the City would not draw enough traffic out of the congested road corridors to solve the forecasted capacity deficiencies Network Alternatives The Master Planning process requires a network or system-wide assessment of improvement alternatives. This allows for the examination of how certain improvements affect the whole transportation network, rather than just in the area of the improvement. Based on the improvement screening results, 5 alternative networks were developed using these improvement alternatives, combined with other improvements designed to address localized capacity deficiencies not reflected in the screenline assessment. Additional improvements were also included in each network to address other localized capacity issues that are forecast to arise due to jogs in the road network, discontinuous street segments, local traffic infiltration issues, or localized development growth. Some network alternatives contain improvements that are common to other alternatives. This is intended to test how different combinations work together. All network alternatives assume that the planned / committed projects in the City s current 5 yr capital forecast are completed. Each of the five alternative networks are illustrated in Figures 5.11 through February,

24 Figure 5.11 Network Alternative 1 Network Alternative 1 Improvements Roadway Improvement Limits BSAR Widen to 6 lanes Shellard Lane to Market BSAR Extension New 4 Lane Connection Market to Rawdon (EA alignment) Rawdon Widen to 4 Lanes BSAR extension to Henry Rawdon New 4 Lane Road Connection Henry to WGP Charing Cross New 4 Lane Connection West to Henry Queensway Widen to 4 lanes King George to Paris Road WGP Widen to 6 Lanes Henry to Lynden WGP Extension New 2 Lane arterial (through proposed growth area) CR 32 to WGP North Park Upgrade Capacity to Minor Arterial Charing Cross to Memorial Memorial Memorial Extension Toll Gate Upgrade Capacity to Minor Arterial New 2 Lane arterial (through proposed growth area) Widen to 4 lanes North Park to Powerline Hwy 24 to Memorial Bridge across Highway 403 (St George to King George) Note: Access to Highway 24 would require approval of MTO Legend Committed Project New 2 Lane Arterial New 4 Lane Arterial Upgrade Capacity / Classification Widened to 4 Lanes Widened to 6 Lanes Network 1 includes widening the existing BSAR to 6 lanes, constructing the BSAR extension as far as Rawdon Street, upgrading Rawdon Street to a four lane arterial and providing a new connection from the Rawdon / Henry Street intersection to Wayne Gretzky Parkway. Wayne Gretzky Parkway widening to 6 lanes would be limited to the busiest section, between Henry Street and Lynden Road. The Charing Cross extension would connect to the Rawdon Street / Henry Street connecting road and Queensway Drive would be widened to 4 lanes, to create a continuous 4 lane arterial between Paris Road and Garden Avenue. In addition, the capacity of Memorial Drive / North Park Street would be upgraded and a new connection provided to Highway 24, along with widening Toll Gate Road to 4 lanes across Highway 403. February,

25 Figure 5.12 Network Alternative 2 Network Alternative 2 Improvements Roadway Improvement Limits Oak Park Extension New 4 Lane Connection Hardy to Colborne St W BSAR Extension New 4 Lane Connection Market to WGP (EA alignment) WGP Widen to 6 Lanes Colborne E. to Lynden Terrace Hill Widen to 4 Lanes Paris Road to West Charing Cross New 4 Lane Connection West to Henry Toll Gate Widen to 4 lanes Bridge across Highway 403 (St George to King George) Grey St Grey St Upgrade Capacity to Minor Arterial New 2 Lane Connection WGP to James James to Rowanwood Legend Committed Project New 2 Lane Arterial New 4 Lane Arterial Grey St Upgrade Capacity to Minor Arterial Rowanwood to Garden Upgrade Capacity / Classification Widened to 4 Lanes Widened to 6 Lanes Network 2 includes the Oak Park Road extension, a new 4 lane arterial road crossing of the Grand River, between Hardy Road and Colborne Street West. Widening the existing BSAR to 4 lanes would be combined with construction of the BSAR extension between Market St and Wayne Gretzky Parkway (assuming the original EA alignment). Wayne Gretzky Parkway would be widened to 6 lanes between Colborne Street and Lynden Road. The Charing Cross extension would connect to Henry Street to eliminate the jog at West Street creating a continuous 4 lane arterial between King George Road and Garden Avenue. In addition, Terrace Hill Street would be widened to 4 lanes to improve the east-west connection between Paris Road and West Street, along with widening Toll Gate Road to 4 lanes across Highway 403. The Grey Street extension would provide a new east-west connection south of the CN Railway line and would accommodate new development in the area. The existing sections of Grey Street would also be upgraded to provide turning lanes at intersections. February,

26 Figure 5.13 Network Alternative 3 Network Alternative 3 Improvements Roadway Improvement Limits St Paul Extension New 4 Lane Connection Grand River Ave to Colborne St W St Paul Widen to 4 Lanes Grand River Ave to Brant Ave. St Paul Widen to 6 Lanes Brant Ave. to Dublin King George Widen to 7 Lanes (6+ TWLTL) Dublin to Powerline Dundas Widen to 4 lanes St Paul St to West St Rawdon Widen to 4 Lanes Colborne St E. to Henry St Charing Cross New 4 Lane Connection West St to Henry St Legend Committed Project New 2 Lane Arterial West Park Rd N Widen to 6 Lanes Widen to 4 Lane Charing Cross to Lynden Dunsdon to Powerline New 4 Lane Arterial Widen to 6 Lanes + Two Way Left Turn Lane Widened to 4 Lanes Widened to 6 Lanes Network 3 includes the construction of the St. Paul Street extension across the Grand River plus widen the existing St. Paul Street to 4 lanes, west of Brant Avenue and 6 lanes to the east of Brant Avenue. King George Road would also be widened to 6 lanes plus a Centre Two Way Left Turn Lane north to Powerline Road. Dundas Street would be widened to 4 lanes to improve the east-west connection between King George Road and West Street. Similar to Network 1, Rawdon Street would be upgraded and widened to a 4 lane arterial, connecting to Henry Street and the Charing Cross extension. West Street would be widened to 6 lanes between Charing Cross and Fairview Road, as opposed to widening Wayne Gretzky Parkway across Highway 403. To the north, North Park Street would be widened to 4 lanes, from Dunsden to Powerline Road. February,

27 Figure 5.6 Network Alternative 4 Network Alternative 4 Improvements Roadway BSAR Clarence St West Park Rd N Dundas Elgin Improvement Widen to 6 lanes Widen to 5 Lanes (4+ TWLTL) Widen to 6 Lanes Widen to 4 Lane Widen to 4 lanes Widen to 4 Lanes Limits Shellard Lane to Icomm Colborne to West Clarence to Fairview Dunsdon to Powerline St Paul to West Clarence to Garden Elgin Extension New 4 Lane arterial (through Garden Ave to Old Hwy 53 proposed growth area) Balmoral Extension Balmoral New 2 Lane arterial (through proposed growth area) Upgrade Capacity to Minor Arterial Hwy 24 to Balmoral Powerline to Ewing Legend Committed Project New 2 Lane Arterial New 4 Lane Arterial Ewing Upgrade Capacity to Minor Arterial Balmoral to Toll Gate Note: Access to Highway 24 would require approval of MTO Widen to 6 Lanes + Two Way Left Turn Lane Widened to 4 Lanes Widened to 6 Lanes Network 4 includes the widening of the existing BSAR to 6 lanes across the Grand River, including the connection to Clarence Street. The capacity of Clarence Street would be enhanced through widening to provide a Centre Two Way Left Turn Lane. An improved connection would be provided to between Clarence Street and West St, and West Street would be widened to 6 lanes, from Henry Street to Fairview Drive. North Park Street would also be widened to 4 lanes from Dunsden to Powerline Road. To relieve the King George Road corridor, a new connection would be provided between Highway 24 and Balmoral Drive, and Balmoral Drive would be upgraded to include turning lanes at intersections and an improved connection to Toll Gate Road. In the east-west direction, Dundas Street would be widened to 4 lanes between King George / St. Paul Street and West Street, and Elgin Street would be widened to four lanes east to Garden Avenue. A new connection road would be provided along Elgin Street to connect to County Road 54. February,

28 Figure 5.7 Network Alternative 5 Hybrid Network Hybrid - Alternative 5 Improvements Roadway Improvement Limits Oak Park Extension New 4 Lane Connection Hardy to Colborne St W Brant Ave Upgrade Capacity (remove on street parking) St Paul to Dalhousie BSAR Extension New 4 Lane Connection Market to WGP (EA alignment) WGP Widen to 6 Lanes Colborne E. to Lynden North Connection New 2 Lane arterial (through proposed growth area) Hwy 24 to WGP Charing Cross New 4 Lane Connection West to Henry Toll Gate Widen to 4 lanes Bridge across Hwy 403 (St George to King George) Grey St Upgrade Capacity to Minor Arterial WGP to James Grey St New 2 Lane Connection James to Rowanwood Legend Committed Project Grey St Grey / Elgin Connection Upgrade Capacity to Minor Arterial New 2 Lane Connection Rowanwood to Garden Grey St to Elgin Note: Access to Highway 24 would require approval of MTO New 2 Lane Arterial New 4 Lane Arterial Widen to 6 Lanes + Two Way Left Turn Lane Widened to 4 Lanes Widened to 6 Lanes Network 5 is a hybrid network that includes portions of Network 2 along with other improvements. This network also includes the Oak Park Road extension, widening the existing BSAR to 4 lanes, and the BSAR extension between Market St and Wayne Gretzky Parkway (assuming the original EA alignment). Wayne Gretzky Parkway would be widened to 6 lanes between Colborne Street and Lynden Road and the Charing Cross extension would connect to Henry Street to eliminate the jog at West Street. The capacity of Brant Avenue would be upgraded by eliminating on street parking and providing turning lanes at major intersections, along with widening Toll Gate Road to 4 lanes across Highway 403. The Grey Street extension would provide a new east-west connection south of the CN Railway line and a new crossing connection to Elgin Street would be provided, along with upgrades to existing sections of Grey Street. To the north, a new connection would be provided between Highway 24 and Wayne Gretzky Parkway through potential development lands north of Powerline Road. February,

29 5.6.3 Evaluation of Network Alternatives Under the EA Process, municipalities are required to consider all aspects of the environment in their assessment and evaluation of infrastructure projects. The EA Act includes a broad definition of the environment, including the technical, natural, social, cultural, built and economic environments. The EA Process requires a systematic evaluation of alternatives in terms of their advantages and disadvantages; and proponents are required to consider both positive and negative effects on the natural, social, cultural, and economic environments as part of their assessment and evaluation process. As part of the overall Public Consultation Strategy for the Transportation Master Plan Update and Official Plan Review, the proposed evaluation criteria and indicators for use in evaluating subsequent road improvement alternatives were presented to the public and comments were requested. A full description of the evaluation criteria and indicators used in the evaluation process can be found in the Network Evaluation Report contained in Appendix G. The evaluation criteria were grouped under the four key areas established as part of the Class EA process: Traffic and Transportation Socio-Cultural Environment Natural Environment; and Economic Environment For the purpose of evaluation, each network alternative was subjected to a detailed comparative evaluation, using a Reasoned Argument Process, which describes the advantages and disadvantages (or positive and negative affects) of each alternative in response to the evaluation criteria. Cumulative affects and benefits of all projects within the alternative are considered in the evaluation. Based on the descriptions provided, each alternative network was ranked in terms of how well it responded to the criteria. Opportunities to incorporate mitigation to offset potential adverse impacts were considered within this ranking process. This is commonly referred to a Net Affects evaluation. It is important to note that the evaluation criteria were developed recognizing the systemwide approach used in a Master Planning Study, and the fact that for many alternative improvements the specific route or design details are not developed at this stage of study. Detailed route planning or design is typically undertaken in Phase 3 of the EA process: Assessment of Design Alternatives. Thus, the evaluation compares the relative difference in potential affects that could be experienced as a result of the improvement rather than undertaking detailed assessments of specific affects, since the degree of impact could change significantly depending on the final route and / or design treatment chosen. Tables 5.2 through 5.6, provides a summary of the evaluation results for the network alternatives. A full description of the evaluation results and detailed assessment can also be found in the Network Evaluation Report contained in Appendix G. February,

30 Table 5.2 Evaluation of Alternative Networks - Transportation Traffic Criteria Criteria Do Nothing (Committed Projects) Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 (Hybrid) Change in level of transportation service No Improvement SL 1 5 th Best SL 2B 3 rd Best SL 8 4 th Best SL 11 2 nd Best SL 1 Best SL 2B 4 th Best SL 8 3 rd Best SL 11 2 nd Best SL 1 3 rd Best SL 2B Best SL 8 2 nd Best SL 11 3 rd Best SL 1 4 th Best SL 2B 5 th Best SL 8 5 th Best SL 11 5th Best SL 1 2 nd Best SL 2B 2 nd Best SL 8 Best SL 11 Best Network Travel Time (PM Peak Hour) 9,950 veh-hrs 9,450 veh-hrs (-5%) 9,050 veh-hrs (-9%) 9,150 veh-hrs (-8%) 9,530 veh-hrs (-4%) 9,030 veh-hrs (-9%) Support for Transit / Non-Auto Modes Limited support / Less Reliability Limited support to some routes Transit support to NW, Transit Reliability, Good Ped/walk support Transit support to SW, Transit Reliability, Ped/walk impacts Limited support to some routes Transit support to NW, Transit Reliability, Good Ped/walk support Neighbourhood Traffic Infiltration 69,510 veh-km (100% increase from today) 57,870veh-km (-17%) 59,050 veh-km (-15%) 62,260 veh-km (-10%) 64,420 veh-km (-7%) 53,970 veh-km (-22%) Best Worst February,

31 Table 5.3 Evaluation of Alternative Networks Social / Cultural Criteria Criteria Do Nothing (Committed Projects) Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 (Hybrid) Potential impact on Agricultural / Resource Based Lands No Negative Affects 1.8 km Most in planned development areas 2.7 km Oak Park Rd Ext. No Negative Affects 3.1 km Most in planned development areas 5.5 km Oak Park Rd Ext. Planned development areas Potential impact on Heritage Resources and Archaeological Features No Negative Affects No Negative Affects 5.5 km Oak Park Rd Ext. BSAR Ext 2.0 km St Paul Ext. Adj. to 2 Cemeteries No Negative Affects 5.5 km Oak Park Rd Ext. BSAR Ext Noise Levels Slight noise affects city wide City wide improvement Localized affects Queensway, Rawdon, BSAR ext. can be mitigated City wide improvement plus Grey St area Localized affects Terrace Hill, BSAR ext - can be mitigated Limited city wide improvement Localized affects St Paul, Rawdon, Dundas Limited City wide improvement Localized affects Elgin, Dundas Extensive City wide improvement plus Grey St area Localized affects BSAR ext can be mitigated Impact on Neighbourhoods & Communities Limited Direct Affects Affects of increased Traffic will grow over time Localized affects Queensway, Rawdon, BSAR ext., Memorial/North Park Localized affects Terrace Hill, BSAR ext., Localized benefit from Grey St extension Localized affects St Paul, Rawdon, Dundas Localized affects Elgin, Balmoral / Ewing, Dundas Localized affects BSAR ext., Localized benefit from Grey St extension and new connection to Elgin Best Worst February,

32 Table 5.4 Evaluation of Alternative Networks Natural Environment Criteria Criteria Do Nothing (Committed Projects) Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 (Hybrid) Affects on Existing Environmentally Sensitive Areas No Negative Affects No Negative Affects Oak Park Rd Ext. adjacent to PSW affects can be mitigated No Negative Affects No Negative Affects Oak Park Rd Ext. adjacent to PSW affects can be mitigated Affects on Other Natural Areas No Negative Affects 0.8 km BSAR Ext/ Rawdon St 5.1 km Oak Park Rd Ext. BSAR Ext, Terrace Hill, Grey St 1.0 km St Paul Ext., Rawdon 1.7 km Elgin, Clarence, Balmoral 4.9 km Oak Park Rd Ext. BSAR Ext, Grey St Ext Affects on Air Quality VOC 191 kg CO 4,260 kg NOx 141 kg VOC 191 kg CO 4,020 kg NOx 133 kg VOC 189 kg CO 3,990 kg NOx 132 kg VOC 188 kg CO 3,980 kg NOx 131 kg VOC 191 kg CO 4,020 kg NOx 133 kg VOC 189 kg CO 3,980 kg NOx 131 kg Affects on Habitat Areas Henry St / Shellard Lane creek Crossings BSAR widening across Grand River Oak Park Road extension could affect habitat in Conservation area and Grand River St Paul extension may affect habitat in Grand River and D Aubigny Ck. Minimal Afffects Oak Park Road extension could affect habitat in Conservation area and Grand River Best Worst February,

33 Table 5.5 Evaluation of Alternative Networks Economic Environment Criteria Criteria Do Nothing (Committed Projects) Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 (Hybrid) Capital Cost $17M ($0.7M/y) $17M + $51 M $68 M ($2.7M/y) $17M + $64 M $81 M ($3.2M/y) $17M + $ 77 M $94 M ($3.8M/y) $17M + $ 44 M $ 61M ($2.4M/y) $17M + $69M $86 M ($3.4M /y) Use of Existing Infrastructure No New Infrastructure No Improvements to Existing 13.8 lane-km of new facilities 34.0 lane-km of new facilities 8.0 lane-km of new facilities 5.8 lane-km of new facilities 40.3 lane-km of new facilities Potential Affects on Local Business No direct affects. Increased congestion (downtown) could affect business Rawdon St impacts, Benefits From Extension to WGP, BSAR ext, Charing Cross ext. Terrace Hill impacts, Benefits From BSAR ext, Charing Cross ext. Rawdon / West / King George /Dundas impacts, Benefits From Charing Cross ext. West / Dundas impacts, Clarence St impacts Brant Ave (parking) impacts, Benefits From BSAR ext, Charing Cross ext Support Future Residential / Employment Growth Areas No Support for new residential / employment growth areas Some support for downtown growth, WGP / Henry St node, WGP Corridor and New Growth to north Support for Downtown Growth, NW industrial Area, and WGP corridor Some support for SW Area Growth, King George Rd Intensification Some support for SW Area Growth, Negative Affects on downtown Support for Downtown Growth, SW growth, NW industrial Area, WGP corridor and Growth to North Best Worst February,

34 Table 5.6 Summary Evaluation of Alternative Networks Category Do Nothing (Committed Projects) Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 (Hybrid) Transportation / Traffic WORST (in all criteria) 4 th BEST 2 nd BEST (Best in 2/4 criteria - Network Travel Time & Support for Transit) 3 rd BEST 5 th BEST BEST (in all criteria) Social / Cultural Environment BEST (Best in 3/4 criteria - Agricultural, Heritage & Impacts on Neighbourhoods) 2 nd BEST WORST 3 rd BEST (Best in 1/4 criteria - Agricultural Impacts) 3 rd BEST 3 rd BEST (Best in 1/4 criteria - Noise Impacts) Natural Environment BEST (Best in 3/4 criteria - Environmentally Sensitive Areas, Other natural Areas, Habitat Areas) 2 nd BEST (Best in 1/4 criteria - Environmentally Sensitive Areas) WORST (Best in 1/4 criteria - Air Quality) 3 rd BEST (Best in 2/4 criteria - Environmentally Sensitive Areas, Air Quality) 2 nd BEST (Best in 1/4 criteria - Environmentally Sensitive Areas) 4 th BEST (Best in 1/4 criteria - Air Quality) Economic Environment 3 rd BEST (Best in 1/4 criteria - Capital Cost) 2 nd BEST 2 nd BEST (Best in 1/4 criteria - Support Future Growth Areas) WORST 4 th BEST BEST (Best in 2/4 criteria - Affects on Businesses & Support Future Growth Areas) TECHNICALLY PREFERRED Alternative Network 5, the Hybrid Alternative was selected as the Technically Preferred Alternative for the following key reasons: Provides the best transportation benefits of all alternatives Provides significant social / cultural benefits - reducing noise in neighbourhoods and minimizing neighbourhood disruption Potential for negative affects to Agricultural and Heritage Resource areas can be mitigated or avoided during detailed route planning and design The potential for negative affects to Environmentally Sensitive Areas, Other Natural Areas, and Habitat Areas can also be mitigated or avoided during detailed route planning and design Positive environmental benefits will result in terms of air quality due to reduced congestion across the City Property acquisition costs will be potentially lower and there is significantly less potential for impacts on existing businesses, and The Hybrid Network provides the best support for the City s growth objectives and planned growth areas, including significant capacity relief to the downtown. The recommended network improvements were presented to the public at PCC 3, on September 19, The Recommended Road Network Improvement Plan is illustrated in Figures 5.16, and 5.17 below. February,

35 Figure 5.8 Recommended Road Network Improvements Widen King George Rd to Provide TWLTL Widen Toll Gate Rd Bridge to 4 Lanes Total Cost including Planned Projects = $86.3 Million Annual Investment over 25 yrs= $3.5 M / year Widen Oak Park Rd to 4 Lanes Brant Ave - Remove On Street Parking Charing Cross Extension 4 Lanes Widen Henry St. to 4 Lanes New 4 Lane Arterial Grey St. Extension / Upgrade New 2 Lane Connection to Elgin St. Legend Planned Project New 2 Lane Arterial New 4 Lane Arterial Upgrade Capacity / Classification Widened to 4 Lanes Widened to 6 Lanes Extend BSAR - New 4 Lane Arterial Widen Clarence St. to Provide TWLTL (Colborne to Dalhousie) Widen BSAR to 4 Lanes Widen Shellard Lane to 4 Lanes February,

36 Figure 5.9 Other Recommended Improvements Work with County to Protect for future widening to 4 Lanes in conjunction with Development to North of Powerline Road Work with MTO to upgrade interchange / ramps Control Access in Key Intensification Corridors Work with County to protect for future Hwy 24 corridor connection to WGP or Garden Ave* Wayne Gretzky Pkwy / Henry St Intersection Improvements (in conjunction with development) Continue to monitor operations and safety with respect to need for Improvement / Rail Crossing Grade Separation West St / Clarence St Intersection Improvement / Realignment Colborne St / Dalhousie One Way Street Conversion Legend Protect for Widening to 4 Lanes One Way Street Conversion Access New Control 2 Lane Arterial Corridor *Access to Highway 24 corridor would require MTO approval Localized Improvements Interchange Upgrade February,

37 5.7 A Plan to Support Downtown Revitalization The Downtown Revitalization Plan is a companion piece to the City s Transportation Master Plan, which guides overall development and growth in Brantford over a twenty five-year time horizon and serves as the basis upon which capital improvements are made over this period. The Downtown Revitalization Plan was initiated to address a number of concerns in the downtown including: Changing economy Unattractive environment Deficient pedestrian and cycling amenities Downsides to the existing parking provisions, abundant long-term on/off-street parking which is encouraging long term commuter parking Within this context the key objectives of the downtown core area strategy includes: Diverting through and truck traffic to alternative by-pass routes around the core area, Providing greater priority for pedestrians, public transit and bicycles on downtown roadway rights-of-way, and Parking policies that favour short-term business oriented parking over all-day commuter-oriented parking. The Downtown Revitalization Strategy envisions a vibrant, people focused place. Given that increased population / employment in the downtown will increase pedestrian demands on downtown streets, opportunities for creating a People Place as opposed to rendering downtown transportation system as a thoroughfare is fundamental. Transportation is seen as a key feature in supporting downtown Brantford revitalization. Conversion to a two-way street system has been suggested as one key improvement to support downtown revitalization as it primarily supports destination traffic and can introduce opportunities to lower vehicle speeds and enhance pedestrian access and safety. The 2002 Community Improvement Plan for the Downtown Recommended 3 key Transportation Measures to Support Downtown Revitalization: On Street Parking Allow 2 hours free parking in the downtown and improve parking signage Access to Off Street Parking Facilities- Improve access between Colborne Street. and off-street public parking facilities One Way Street System Convert Colborne and Dalhousie Streets to two way operation if economically feasible February,

38 Within this context, the work program for the has undertaken to develop a Downtown Transportation Plan. It is important to note that changes to the downtown transportation system will not revitalize the downtown on their own; however, transportation improvements can provide positive support for other downtown revitalization initiatives and can support future growth Existing / Future Downtown Growth The Compact City growth scenario, adopted for the Official Plan Update and the directs significant growth into the downtown, in accordance with its designation as Urban Growth Centre within the Places to Grow plan. Table 5.7 summarizes the 2031 population and employment forecasts for the downtown area. Within the downtown population is expected to grow by 153% over today and employment is forecast to grow by over 80%. Table 5.7 Population and Employment Growth in the Downtown Population Employment Increase % Increase 2,370 6,000 3, % 5,250 9,500 4,250 81% For the purpose of forecasting, the projected growth has been assumed to occur within the existing downtown urban core area, generally defined by West Street and Brant Avenue to the west, Elgin Street to the north, Clarence Street in the east, and the BSAR, to the south. Figure 5.18 illustrates the downtown growth areas. Figure 5.10 Downtown Growth Areas February,

39 5.7.2 Role of the Downtown Street System Based on today s travel patterns, the downtown street system primarily serves downtown destinations, although this varies depending on the corridor. Dalhousie Street is currently acting as a local street, with only 14% of traffic during the p.m. peak period proceeding through the downtown. Much of the through traffic to the west end of the City is currently using Clarence Street to the BSAR to proceed across the Grand River. In the eastbound direction, along the Clarence Street corridor, the share of through traffic increases to about 33%, due to the direct connection to the Lorne Bridge across the River. With future planned growth, this role will change, as illustrated below, with through traffic making almost 50% of the total downtown traffic volume during peak periods, due to significant growth in the southwest that will increase East-West travel demands. Figure 5.11 Downtown Traffic Patterns Today & In the Future Today s Patterns Dalhousie St Primarily serves downtown destinations, less than 15% of peak hour traffic is passing through downtown Colborne St Serves through and downtown traffic 33% or 1/3 rd of all vehicles in the peak hour are passing through downtown Future Patterns Do Nothing Dalhousie St Will continue to serve downtown destinations, through traffic will increase to 42% of peak hour volumes Colborne St Through traffic will become more prominent than downtown traffic 52% of vehicles passing through the downtown N N 14% 86% 33% 42% 58% 58% 67% 42% Creating a People Place The Downtown Revitalization Strategy envisions a vibrant, people focused place and increased population / employment in the downtown will increase pedestrian demands on downtown streets. A two way street system, focused on serving destination traffic, can introduce opportunities to lower vehicle speeds and enhance pedestrian access and safety. The Recommended Road Network Improvements will reduce through traffic from the downtown and will facilitate initiatives that focus on making the downtown street system more pedestrian focused. Recommended Long Term Network Improvements Restrict On Street Parking TWLTL 6 Lanes Within this context, conversion to a two-way street system is recommended as a key improvement to support downtown revitalization. 4 Lanes 4 Lane BSAR February,

40 5.7.4 Downtown Road Network Improvements To implement the conversion to a two way street system, some improvements will be required on Dalhousie and Colborne Streets. Based on forecasts of future growth, traffic simulation modeling was completed for the two way street system to ensure that the changes would continue to operate within acceptable levels of congestion. The result of this analysis shows that the two way street system will function satisfactorily until 2016 with the following minor improvements: New southbound left turn lane on Brant Avenue at Dalhousie Street New westbound left turn lane on Colborne Street at Brant Avenue / Icomm Drive Reconfiguration of the Dalhousie Street / Colborne Street intersection (design alternatives may include a round-about, traditional intersection, or partial one way street on Dalhousie Street) Reconfiguration of pavement makings, signage, and traffic signals Assuming completion of the recommended long term road network improvements in the downtown, the proposed two way street system will continue to operate at acceptable levels with the following minor improvements: Install new traffic signals on Dalhousie Street at Charlotte Street and Alfred Street, Install new traffic signals on Colborne Street at Queen Street, Install Pedestrian Signals on Colborne Street in the vicinity of Charlotte Street, and Construct northbound and south bound left turn lanes on Clarence Street at Dalhousie Street and Colborne Street An overview of the traffic simulation modeling analysis for the two way street system is provided in Appendix H. Figure 5.20, below, illustrates the recommended improvements required to implement to two street system. Figure 5.20 Recommended Improvements to Support One Way Street Conversion Reconfigure Lane Markings, Parking, Traffic Signals New Traffic Signals N Left Turn Lanes New Traffic Signals Pedestrian Signals Left Turn Lanes Intersection reconfiguration Left Turn Lane Traffic Signal Pedestrian Crossing Signal The downtown transportation plan also includes a number of specific recommendations to support downtown growth and revitalization that were included in the City s overall transportation strategy. These include measures to improve the downtown transit system, walking and cycling trial connections into the downtown, and the development of a downtown parking strategy. The key elements of these recommendations are summarized below. February,

41 5.7.5 Enhanced Transit for the Downtown Enhancing transit usage in the downtown is one of the key strategies that will support downtown growth. The recommended approach includes service improvements in the short term, building to the creation of a downtown shuttle service and a potential new downtown transit terminal in the longer term. The key recommendations include: Improvements to downtown transit stop locations / shelters Provide new transit terminal in central location (in close proximity to new development nodes if possible) Implement downtown shuttle service to complement existing fixed routes using: Small Buses Short Routes Frequent headways (i.e minutes) Designed to link employment / residential areas, key attractions (Sanderson Centre, Market Square, Casino), municipal parking lots, and existing Via Rail station. Incorporate Transportation Demand Management Policies into new development applications for major employers in the downtown Improve Walking & Cycling Facilities in the Downtown Enhancing walking and cycling facilities in the downtown will be required to support the anticipated increase in pedestrian and cycling activity generated by increased downtown growth. The recommended improvements include trail connections into the downtown, on road cycling routes through the downtown (on signed routes and dedicated lanes), and policies to support cycling and walking. Figure 5.21 illustrates the recommended walking and cycling trail connections within the downtown area. Many of the recommended cycling facilities in the downtown are consistent with recommendations contained in the 2000 Multi-Use Tail / Bikeway Plan. Notable differences include an on road bicycle lane along Charlotte Street, between Colborne Street and Nelson Street. The signed route on Wharfe Street has been changed to an on road cycling lane, with a connection to the existing Multi-Use Trail along the river. A new on road bicycle lane connection has also been recommended for Queen Street, to link between the existing Multi-Use trail and Nelson Street on the north side of the downtown core area. A major new connection is the recommended Multi-Use Trail that follows the existing CN Railway line from the downtown to connect to the Wayne Gretzky Parkway trail in the vicinity of the new proposed CN Rail crossing. Implementation of this trail connection would require the purchase of a right-of-way along the rail corridor, between Wayne Gretzky Parkway and Grey Street. To the south of the east-west CN Rail line, it is envisioned that the trail connection would use the existing rail spur line that runs south to and along Clarence Street. As this portion of the trail would require the abandonment of current rail service along this rail spur, implementation would likely be a long term initiative and would require discussion with CN Rail and the industries served by the existing spur line. February,

42 Figure Recommended Walking & Cycling Trail Connections in the Downtown The other key recommendations include: Provision of fully accessible pedestrian crossings in the downtown; The examination of opportunities to enhance sidewalk width and incorporate streetscape improvements through the downtown as a result of the conversion to a two way street system; Provision of cycling facilities at all municipal owned attractions / buildings in the downtown, such as bicycle racks / storage, showers / lockers, etc; Examining the feasibility of introducing bicycle racks on transit buses; and Providing destination signing on the existing recreational trail system at key connections into downtown to highlight destinations served by connection routes Parking Strategies for the Downtown The demand for on-street parking has greatly increased in two years, in part due to the increase in enrolment at the Wilfred Laurier University, Nippising University, and Mohawk College downtown campuses. Off street parking facilities in the downtown core are reaching their practical capacity, and new employment growth in the downtown core will increase the demand. The need for additional parking spaces in the downtown was identified in the 2004 Downtown Parking Study. The current parking supply in the downtown is estimated at 3,720 spaces, comprised of: 463 on street spaces (13%) 1242 municipal spaces (33%) February,

43 2015 private spaces (54%) New population and employment growth combined with increased student enrolment at the downtown campuses is expected to increase the parking demand to 7600 spaces by 2031 based on current parking spaces per capita trends. Figure 5.22 Existing Downtown Parking Garage In addition, low turnover rate continues to be a problem in the eastern and western fringes of the downtown. This indicates that vehicles are parking for long periods of time, which is not desirable for a downtown commercial area. In addition most downtown parking is un-priced or under-priced. During peak periods, 90% of the core-area parking spaces are occupied by commuters or long-term visitors. Before building costly new parking structures or off street lots, parking programs should be developed to encourage more efficient use of parking facilities, ensure that parking is convenient for high turnover uses, and average parking utilization is maintained at around 85%. By managing the supply, price and regulation of parking facilities, opportunities to significantly affect travel behaviour can be realized. When appropriately applied, parking management can significantly reduce the number of parking spaces required, the cost of building new parking facilities, and provide a variety of economic, social and environmental benefits Managing the supply and demand for parking in the downtown can reduce auto traffic by 2% The preferred strategic direction to guide the parking in downtown recognizes the need to: To increase both long and short-term parking supply (off/on street) as a key to supporting downtown population and employment growth, and growth of the tourism industry (new lots, garages, on-street in the core areas), and Manage the demand for parking, particularly long term all day parking, through price increases designed to encourage more transit usage This direction supports the City s Transportation Demand Management and non-auto mode objectives, encourages the City s preferred land use and development patterns and pursues the goal of fiscal self-sufficiency. The intent of the preferred strategic direction for parking is to strike an appropriate balance between community and business needs. Based on a review of the opportunities available to manage parking in the downtown, the following key policy directions have been recommended in the Transportation Master Plan Update. February,