Pier 7/8 Transportation Demand Management Detailed Report

Transcription

1 Final Report Pier 7/8 Transportation Demand Management Detailed Report Making Hamilton s waterfront the model community for sustainable transportation in the region. by IBI Group June 7, 2016

2 List of Exhibits 1 Introduction Purpose of the Transportation Demand Management Plan Importance of Transportation Demand Management Area/Site Description Location Project Description North End Traffic Management Plan Commuter Habits Existing Traveller Behaviours Traffic Impact Study Existing and Future TDM Opportunities Proximity to Transit and Active Transportation Networks Existing Local Transit Existing Regional Transit Existing Active Transportation Planned Transit Improvements Future Active Transportation Surrounding density and built form The North End Considerations for the TDM Plan Proposed TDM Measures for the site Summary of Recommended TDM Measures Planning and Design Increased Density and Site Design Site Design Elements Walking and Cycling Pedestrian Infrastructure Cycling Infrastructure Bicycle Parking (long and short-term) June 7, 2016 i

3 Table of Contents (continued) End of trip cyclist facilities Transit Parking Opportunities for reduced parking requirements Unbundle Parking Paid Parking Shared Parking Shared Infrastructure CarShare BikeShare Signage and Wayfinding Locations of Interest Wayfinding and Signage Cycling Route Wayfinding Education and Incentives Transportation Information for New Buyers Pre-Loaded PRESTO Cards CarShare Membership BikeShare Membership Smart Commute Hamilton Membership Community-Based Social Marketing Monitoring and Evaluation Plan Conclusions June 7, 2016 ii

4 List of Exhibits Exhibit 2-1: Urban Structure of Proposed Development... 1 Exhibit 2-2: Preliminary Design Concepts... 2 Exhibit 2-3: North End Traffic Management Plan... 3 Exhibit 2-4: Existing Modal Shares for Trips Originating in the North End... 4 Exhibit 2-5: Future Mode Share... 4 Exhibit 3-1: Existing HSR bus routes stopping within 400m of the site... 1 Exhibit 3-2: Existing HSR bus service (December 2015)... 2 Exhibit 3-3: Existing GO Transit regional service map (December 2015)... 3 Exhibit 3-4: Hamilton Cycling Map (City of Hamilton, 2015)... 4 Exhibit 3-5: Location of SoBi Hamilton Stations, Dec (SoBi Hamilton)... 4 Exhibit 3-6: Conceptual BLAST Rapid Transit System... 6 Exhibit 3-7: Proposed B-Line LRT map with spur to Waterfront (Appendix C to staff report CM15014)... 7 Exhibit 3-8: Regional Express Rail headways along the Lakeshore West Corridor... 7 Exhibit 3-9: Hamilton Cycling Master Plan (2009)... 8 Exhibit 3-10: Setting Sail Transportation Master Plan - Recommended Pedestrian and Cycling Network... 9 Exhibit 5-1: Approved heights per West Harbour Recreation Master Plan and OPA Exhibit 5-2: Ministry of Transportation Ontario Recommended density for transit frequency Exhibit 5-3: Jurisdictional scan of bike parking standards in Ontario Exhibit 5-4: CarShare vehicles in a parking garage (Credit: IBI Group/Dylan Passmore) 22 Exhibit 5-5: Carshare vehicle parking reduction rates by jurisdiction Exhibit 5-6: Sample of transit information in development marketing material - The Connolly (Hamilton Exhibit 5-7: Sample of transit information in development marketing material - One Victoria (Kitchener) Exhibit 5-8: Sample of transit information in development marketing material - Minto Long Branch (Toronto) Exhibit 6-1- Monitoring and evaluation as part of the planning process Exhibit 6-2- Recommended reporting metrics June 7, 2016 i

5 1 Introduction The West Harbour (Setting Sail) Secondary Plan was adopted by Hamilton City Council on March 23, 2005 and approved by the OMB in June Setting Sail provides a comprehensive plan for the West Harbour, with an emphasis on three areas where major change is appropriate and desirable. These include the Waterfront; the area south of the CN rail yard, called Barton- Tiffany; and the former industrial lands along Ferguson Avenue, referred to as the Ferguson- Wellington Corridor. Following the approval of Setting Sail, the City reached an agreement with the Hamilton Port Authority to take possession of Piers 7 and 8 - a 73 acre parcel of land running from MacNab Street to Catharine Streets. Consistent with the Secondary Plan for these lands, the City is taking the necessary steps to prepare these lands for a new mixed use development consisting of residential, retail and enhanced recreational facilities. 1.1 Purpose of the Transportation Demand Management Plan This Travel Demand Management Plan ( TDM Plan ) identifies strategies that will reduce vehicle trips generated, thereby reducing the impact on the existing road network. This plan was developed following the recommended structure of a Detailed TDM Report from the City s Transportation Demand Management Land Development Guidelines (2015). This builds upon the Transportation Impact Study (Final Report, June 7, 2016) that identified the potential impacts of the proposed development on traffic on the surrounding road network. This TDM Plan was developed to help support a shift in commuter habits towards more transit and active modes. It should also be noted that a separate parallel Parking Study was developed for Pier 7/ Importance of Transportation Demand Management Transportation Demand Management (TDM) reduces the demand placed on transportation infrastructure. It uses polices, programs, infrastructure improvements and other services to influence travel behaviour, typically to reduce single occupant vehicle travel on roadways. There are a number of benefits for incorporating TDM into new developments for municipalities: Maximizes returns on infrastructure spending. TDM is a cost-effective way to build capacity in a neighbourhood s transportation system by increasing the use of sustainable modes of travel such as transit, biking, waking and teleworking. Reduces parking demand. Increasing the share of sustainable commuters reduces single-occupant vehicles trips and the need for parking. This reduces the environment, cost and city-building impacts of oversupplying parking supply. Help meets local sustainability and health objectives. Reducing vehicle travel means preventing the corresponding vehicle related emissions, helping to improve air and water quality, and increasing the quality of life for residents. Supporting urban design objectives. A TDM strategy can create more attractive streetscapes that are inclusive and inviting for everyone, including motorists, pedestrians and cyclists. They help preserve streets and public space for a more balanced transportation system, helping to create neighbourhoods with a variety of uses that allow people to live and work in close proximity. June 7,

6 The City s TDM Development Guidelines (2015) was developed as a tool to assist the development community integrated TDM in all current and future development applications. The plan identifies a number of benefits to developers for incorporating TDM: Opportunities to build at higher densities. Sustainable modes maximize the use of existing infrastructure. Lower development costs. Reducing parking requirements and the number of driveways entrances makes projects more cost-efficient. Reallocating space. Space that would otherwise be used for parking can instead be used for additional units, commercial space or building amenities. Access to changing markets and customers. An increasing number of downsizing baby boomers and young millennials are looking to car-free living or reduced vehicle ownership lifestyles by being able to access alternative modes of transportation. Support LEED accreditation. Many TDM measures are eligible for LEED points to support designation at the building or neighbourhood level. June 7,

7 2 Area/Site Description 2.1 Location The development location are on the lands known as Piers 7 and 8 in Hamilton s North End Neighbourhood. The lands are bound by Guide Street to the south, Catharine Street North to the east, Hamilton harbour to the north and west. The western portion of the site is currently used as recreational and waterfront space with an ice/roller rink, parkland and outdoor stage. Amenities on-site include a coffee shop, restaurant, ice cream bar, skate rental booth and public restrooms. The eastern side of the site is primarily being used for boat storage. 2.2 Project Description Following the West Harbour Secondary Plan (Setting Sail), the City plans for a new mixed-use development consisting of residential, retail, and institutional facilities on the 73 acres spanning Piers 7 and 8. The redevelopment will also include a variety of public spaces for waterfront recreation use. Exhibit 2-1 below illustrates the planned urban structure of the redevelopment. Exhibit 2-1: Urban Structure of Proposed Development Source: Brook McIlroy presentation, Urban Design Plan -Design Directions Overview, DRAFT, April 2016 June 7,

8 Preliminary development scenarios have been developed for Piers 7 and 8 as part of the ongoing Urban Design Study. Exhibit 2-2outlines the Gross Floor Area (GFA) statistics of the development. For the residential land use, the Urban Design Study identifies a range between 1,071 to 1,531 units. The range is a result of different assumptions on unit sizes when converting residential area to units. The design plan includes two potential parking supply strategies: a consolidated parking structure and integrated parking at each block. The consolidated parking structure would be located the centre block, Block G (see Exhibit 2-1), and would be a shared parking structure for residents at all other blocks and for public use. The integrated parking strategy consists of parking levels at each residential building, with the option for public parking on the first level. The parking supply for the proposed development is 1,422 spaces. This TDM Plan was developed to be applicable to all four preliminary design plans, with any variations related to the concepts explicitly identified. Exhibit 2-2: Preliminary Design Concepts Use GFA (m 2 ) Residential 110,000 Institutional 6,800 Commercial 7,740 Total 124,540 Source: Brook McIlroy, Pier Urban Design Study, City of Hamilton, DRAFT, April North End Traffic Management Plan The North End Traffic Management Plan (NETMP) was undertaken to identify and resolve neighbourhood traffic and transportation problems through the application of traffic improvement measures (Exhibit 2-3). The study was initiated in part due to traffic and safety with respect to the redevelopment of Piers 7 and 8, particularly on John St. and Hughson St. The vision for the NETMP was largely crafted by residents and centered on creating a child and family-friendly community near downtown Hamilton. A key element was to create pedestrianfriendly streets through traffic calming measures to encourage an environment where all drivers, including residents, respect the fact they are travelling through a residential community June 7,

9 Exhibit 2-3: North End Traffic Management Plan 2.4 Commuter Habits Existing Traveller Behaviours The 2011 Transportation Tomorrow Survey (TTS) data was used to determine the mode share of trips originating in the study area by time period. A summary of these results is shown in Exhibit 2-4. Based on the data, the North End area has high rates of sustainable transportation, with 40% of trips each day made by non-auto drivers. This demonstrates the area has characteristics that made it appropriate for a multi-modal TDM Plan, which will help to maintain and increase the non-auto driver mode share. June 7,

10 Exhibit 2-4: Existing Modal Shares for Trips Originating in the North End Start Time of Trip Before 6 AM 6 AM - 9 AM Between 9 AM to 3:30 PM 3:30 PM - 6:30 PM After 6:30 PM Total Trips by Mode Walk GO Rail Auto Joint GO School Taxi Auto Transit* Cycle Only Passenger Rail Bus Passenger Driver (7%) (13%) (25%) (0%) (0%) (0%) (0%) (0%) (56%) ,459 (0%) (12%) (10%) (1%) (19%) (1%) (1%) (0%) (56%) ,287 (0%) (12%) (13%) (0%) (12%) (1%) (4%) (1%) (57%) ,560 (0%) (5%) (18%) (0%) (12%) (0%) (1%) (1%) (63%) ,004 (0%) (3%) (27%) (0%) (6%) (0%) (2%) (1%) (61%) 24 1,019 1, , ,517 (0%) (9%) (16%) (0%) (12%) (0%) (2%) (1%) (59%) Traffic Impact Study The Transportation Impact Study (Final Report dated June 7, 2015) forecasts that the site will generate 604 trips (175 entering, 419 exiting) in the AM peak hour and 817 trips (503 entering, 313 exiting) in the PM peak hour. This assumes that the majority of retail outlets within Piers 7 and 8 will serve local trips, and that food establishments do not have drive-thrus. The Report forecasted the AM peak hour mode shares, shown in Exhibit 2-5. These values anticipate an 8.3% decrease in auto drive share, and an increase of 18% and 33% for transit and active modes respectively. Supporting this shift to sustainable travel is an integral component of the TDM Plan. Exhibit 2-5: Future Mode Share Mode Share Trips Existing Mode Share Future Mode Share Future Trips Am (PM) Auto Drive 60% 54% 604 (817) Auto Passenger 18% 18% 201 (272) Transit 11% 13% 145 (197) Active 10% 13% 145 (197) June 7,

11 3 Existing and Future TDM Opportunities 3.1 Proximity to Transit and Active Transportation Networks Existing Local Transit The site is directly served by three Hamilton Street Railway bus routes (Exhibit 3-1 and Exhibit 3-2) that stop within 400 meters of the site. These routes are: Route 4 Bayfront: a conventional bus route connecting the downtown to Mt. Albion Loop via James Street North, Bayfront Industrial area, and Centennial Neighbourhoods. It operates at 15 minute headways during peak and day-time offpeak periods, and at 30 minute service during evening periods. Route 20 A Line: a conventional bus route connecting the Waterfront to Hamilton International Airport via the downtown, Mohawk College and Upper James corridor. It operates during peak periods at 30 minute headways. The route makes local stops from the Waterfront to James Mountain Rd. and then makes limited stops on the Mountain. This route is identified as part of the City s BLAST network. Route 99 Waterfront Shuttle: a shuttle service that connects the downtown to Discovery Drive/Pier 8 via James St. It operates as a shuttle service during the summer months from 10:00 am to 9:00pm at 30 minute headways. Route 4 and Route 20 buses have front-mounted bike racks that can carry up to two bikes. Exhibit 3-1: Existing HSR bus routes stopping within 400m of the site Route Origin Destination Headway (mins) Peak Off-Peak Evening 4- Bayfront James & Main Mt. Albion Loop A Line Discovery Drive (Pier 8) Hamilton Airport Waterfront Shuttle (Seasonal) Downtown Waterfront 30 (PM only) (to 9:00pm) June 7,

12 Exhibit 3-2: Existing HSR bus service (December 2015) Existing Regional Transit The West Harbour GO Station is located 950 meters from the southern edge of the site, with entrances from: Bay Street - under construction and not open to the public as of Dec MacNab Street (main station building) accessible from James Street North via a plaza. The West Harbour Station is located on the Lakeshore West rail corridor that is served by: Two outbound trains during the morning and two inbound trains during the evening. Inbound GO Bus service on Route 18- Lakeshore West which connects with trains arriving from Aldershot GO station. No connecting outbound bus service operates in the reverse direction. Pier 7 and 8 is also 2.5 km north of the Hamilton GO Centre.The GO Centre is served by: Four outbound trains during the morning and four inbound trains during the evening. Express GO Bus service to Toronto s Union Statin leaving ever 15 to 30 minutes throughout the week day. GO Bus service along the 407 West Corridor connecting to Burlington, Oakville, Mississauga, Brampton and Toronto every 15 to 30 mins during weekdays. Hourly GO Bus service along the 407 West Corridor connecting to Oakville, Mississauga, Pearson International Airport and Richmond Hill. Four trips daily to Kitchener via Highway 8 on Coach Canada. Two trips daily to London via Brantford on Greyhound. Three daily trips to the Toronto Bus Terminal via Mississauga on Coach Canada. June 7,

13 Exhibit 3-3: Existing GO Transit regional service map (December 2015) Existing Active Transportation Cycling Four major cycling routes are in the vicinity of the site, as shown in Exhibit 3-4. They are: The Hamilton Harbour Waterfront Trail currently runs on the north side of the site and continues westward, providing connections to Westdale and Burlington. Onroad connections provide connections westward to McMaster University and McMaster University Medical Centre. A connection to downtown is available via Dock Service Rd. and Ferguson Ave. through a combination of bike lane and signed on-street bike routes. A signed on-street bike route is also available on Bay St. from Guise St to Strachan St. The Cannon St. cycletrack is 1.5 km south of Piers 7 and 8 and is a major crosstown cycling route in the lower city. It provides a protected cycling route from Hess St. to Sherman Ave., and continues east in bike lanes. June 7,

14 Exhibit 3-4: Hamilton Cycling Map (City of Hamilton, 2015) Bikeshare Two SoBi Hamilton stations are located in the vicinity of the site as of December They are located at: Discovery Drive near the Williams Coffee Shop. James Street North at Guise Street. Other stations located in the North End are shown in Exhibit 3-5. Exhibit 3-5: Location of SoBi Hamilton Stations, Dec (SoBi Hamilton) June 7,

15 Pedestrian Connections The North End if a very good pedestrian environment in this area, particularly along the waterfront, James Street North and John Street North. Characteristics of the network are: Short, walkable blocks that provide efficient travel paths. Multiple pedestrian connections over the CN rail tracks. Active retail frontages along James. St., particularly south of the CN Rail line. Most streets are constructed with sidewalks on both sides of the street, with the exception of a short section of Bay St. and MacNab St. north of Burlington St. and sections of Dock Service Rd. There are approximately 25,000 jobs are within walking distance of the site, primarily located in Downtown Hamilton Planned Transit Improvements A-Line Corridor Hamilton s BLAST Rapid Transit Network concept identifies Pier 8 as the northern terminus of the A-Line rapid transit line (Exhibit 3-6). The A-Line is also included in Metrolinx s 15-Year Plan for The Big Move though there has been no timeline or funding commitment made to date. The Hamilton Rapid Transit Preliminary Design and Feasibility Study, A-Line Initial Feasibility & Opportunities Report Version: 2.0 (May 2012) identified that both bus rapid transit (BRT) and light rail transit (LRT) would be possible along this corridor. The segment of the A-Line from Pier 8 to Mohawk College- Fennell Campus is included in the first phase of all the implementation options presented in the report. June 7,

16 Exhibit 3-6: Conceptual BLAST Rapid Transit System B-Line Rapid Transit In May 2015, the Province of Ontario announced funding for the B-Line rapid transit line. The announcement included a spur line along James St. from King St to the West Harbour GO Station 1. A City of Hamilton Staff Report from August 2015 stated that the spur line could be extended to the Waterfront along the A-Line s northern segment, as shown in Exhibit 3-7. An update to the B-Line environmental assessment is underway which will identify, among other things, the preferred route and station locations along the spur. It would be beneficial to consider to having the terminal station location as close to the Pier 7 and 8 lands as possible in order to minimize the walking distance to access it. The study should consider the following location for the terminal station: On James St. N., south of Guise St. (approximately 350 meter walk from the intersection of Guise and Street B. On Guise St. east of Discovery Drive to minimize walking distance and provide easy access to the waterfront. 1 "Ontario Investing Up to $1 Billion for Light Rail Transit in Hamilton." News.ontario.ca. Province of Ontario, 26 May Web. 03 Dec June 7,

17 Exhibit 3-7: Proposed B-Line LRT map with spur to Waterfront (Appendix C to staff report CM15014) Metrolinx Regional Express Rail The Regional Express Rail (RER) project will bring all-day, two-way GO Train service to Hamilton and improved rush-hour service (Exhibit 3-8). In all of the cases below, the service is expected to operate express between Oakville and Union. Specifically, Hamilton will receive: West Harbour 30 minute peak-direction rush hour service to Union Station. Hamilton GO Centre 15 minute peak-direction rush hour service to Union Station. Hamilton GO Centre 60 minute two-way service during midday, evening and weekend times, and in the opposite peak-direction. Exhibit 3-8: Regional Express Rail headways along the Lakeshore West Corridor The RER project will reduce travel times during off-peak times and in the opposite peakdirection. June 7,

18 3.1.4 Future Active Transportation The planned cycling network for the area is shown in Exhibit 3-9. Based on the 2015 map shown in Exhibit 3-4, the majority of improvements in the immediate area are completed. This includes a multi-use trail (shown in brown) around the perimeter of the site that will be potentially enhanced, pending the outcomes of the ongoing Urban Design Study for the area. Exhibit 3-9: Hamilton Cycling Master Plan (2009) Other remaining major improvements in the area that have not yet been implemented are: Bike lanes (blue) on Burlington St. continuing eastward to Parkdale Ave. Bike lanes on Bay Street from Stratchan St. to Markland Rd. A continuation of the multi-use trail (green) on the south side of Strachan St. from Bay St. to Ferguson St. The Setting Sail Transportation Master Plan (Exhibit 3-10) preferred pedestrian and cycling network recommended connections, some of which have not been implemented: Extending the Waterfront trail further east along Pier 9. Bike lanes along Ferguson St. between Burlington St. and Strachan Rd. It is currently a signed on-street bike route in this section. Pedestrian connections from Pier 8 to Ferguson Ave. and Strachan St. June 7,

19 Exhibit 3-10: Setting Sail Transportation Master Plan - Recommended Pedestrian and Cycling Network 3.2 Surrounding density and built form The North End Pier 7 and 8 are located on the northern limits of the North End neighbourhood, and is home to 5,850 residents. The area is characterized by a number of built characteristics: A mix of housing types and commercial uses. A connection to the waterfront and associated recreation activities. Presence of two schools embedded within the neighbourhood. Transit within walking distance of most residents. A highly walkable street and block pattern. The community is uniquely situated next to the Downtown and is adjacent to the Waterfront, and is a family-oriented neighbourhood. Land use within the neighbourhood has been relatively stable and is expected to remain stable outside of the redevelopment areas identified in the Secondary Plan. June 7,

20 4 Considerations for the TDM Plan Based on the review of the existing and planned infrastructure in section 3, a number of key observations can be made: The site is located in a model multi-modal location. There will be an abundance of fast, practical travel options available to new residents provided by the new and existing transit, pedestrian and active transportation networks. This needs to be fully taken advantage to create a landmark sustainable community that will continue the city-building momentum already underway in the North End. Redeveloping Piers 7 and 8 within the stable North End Neighbourhood requires care and consideration. Proper mitigations must be in place to minimize the number of vehicle trips generated to ensure the high quality of life that existing residents have is preserved for them and future residents to enjoy. Multiple partners will have a role to play to providing travel options. The City, development community, residents and transportation organizations will all have a direct or indirect role to play in supporting travel demand management to and from the site. Based on these observations, the five guiding principles were developed to guide the development of the TDM Plan: A. Support all modes of transportation. The proper amenities need to be provided to encourage efficient and sustainable travel by users, including employees, residents and visitors. B. Getting to transit should be easy and convenient. Transit will be the most practical option for mid and longer distance trips that would otherwise be made by car. With significant investments in regional and local transit in the area, it will be important to make accessing it by foot, bike or local bus to ensure to encourage residents to leave their car at home. C. Provide the optimal parking supply. Supplying too much parking can be as harmful as supplying too little. Piers 7 and 8 needs to leverage innovative parking management strategies to break the cycle of auto-dependency. The parking requirements should reflect that residents will have an abundance of practical transportation options in the North End. D. Experience is the best way to influence change. Getting people to change their travel habits is easiest when they are making major life changes, such as moving into a new residence. Therefore, it s important to that incentives to try and test travel choices is done during initial occupancy through measures that provide free or reduced access to transportation options. E. TDM measures should also benefit North End residents. The North End neighbourhood should be able to access any new infrastructure or services whenever possible. While the TDM measures aim to reduce the impact on traffic in the community, residents should be able to take advantage of the measures to help June 7,

21 5 Proposed TDM Measures for the site 5.1 Summary of Recommended TDM Measures The following table provides a summary of the proposed measures and considerations discussed throughout this section. Walking and Cycling A1 A2 A3 A4 A5 A6 A7 Transit B1 Parking C1 Pedestrian-oriented roundabout James/John pedestrian corridor Pier 7 and 8 cycling network Community cycling improvements Long-term bike parking Short-term bike parking End-of-trip cyclist facilities Enhance transit service Set parking maximums and reduce parking requirements If the proposed roundabout at John and Guise is constructed, the design should emphasize best practices for pedestrian and cyclists safety, including well market cross-walks, visible lines and pedestrian refuge islands. Extend existing pedestrian connections onto the site, and consider enhancements along James and/or John to make it easier, convenient and safer to walk to shops, the GO Station and downtown. Consider implementing all the cycling infrastructure recommended within both Urban Design Study concepts to help residents and visitors access the site by bike. Examine new cycling connections between Pier 7 and 8 and major destinations like downtown and the West Harbour GO Station. Include long-term bike rooms at the ground level of residential and institutional buildings, within 50 metres of a primary entrance. Include short-term bike racks near the main entrance of each building. Include showers and change facilities in the institutional space and include a shared facility in each building with a commercial space. Increase transit service along the A-Line corridor and advocate for the B-Line to be extended to Pier 8. Reduce parking requirements to encourage sustainable mode use and set maximums to prevent oversupply of parking. C2 Unbundled parking Require unbundled parking in all residential buildings. C3 C4 C5 Have paid, on-street parking that is permitted overnight. Paid parking in structured facilities Shared Parking Shared Infrastructure D1 On-Site CarShare Institute paid, market-rate parking for on-street spots. Permit overnight parking for a fee for visitors or residents. Institute paid, market-rate parking in any garage that is open to the public or employees. Provide for shared parking between uses whenever logistically feasible. Have vehicles located on-site either in a publicly accessible location in parking garages or in reserved, onstreet parking spaces. Spaces should be publicly accessible to benefit the surrounding community. City of Hamilton *** H City of Hamilton *** L City of Hamilton, developer **** M City of Hamilton **** L Developer **** M Developer *** H Developer *** H City of Hamilton, HSR ***** H City of Hamilton ***** H Developer, City of Hamilton Developer, City of Hamilton, End User Developer, City of Hamilton Developer, City of Hamilton Developer, CarShare provider ***** H ***** H ***** H ***** H **** H June 7,

22 Have Hamilton BikeShare locations located on-site or SoBi BikeShare SoBi Hamilton, D2 within a 400m walking distance of the site. If on site, station Developer identify and set aside optimal locations for them. Wayfinding And Signage E1 Downtown wayfinding Extend the City s downtown wayfinding signage towards and signage the site and away from it. Incorporate the City s current cycling route and wayfinding E2 Cycling routes signage signage on the site and the immediate vicinity. Education, Promotion And Incentives Transportation Highlight transportation element in sale and/or rental F1 information for new marketing materials including proximity to transit, cycling buyers facilities, carshare vehicles, and bike share locations. Pre-loaded PRESTO F2 Cards F3 CarShare Membership BikeShare F4 Membership Smart Commute F5 Membership Community-Based F6 Social Marketing **** H City of Hamilton ** L City of Hamilton *** M Developer *** H Include a preloaded PRESTO card for every new unit. Developer ***** H Cover the cost of carshare applications for all new Developer, CarShare residents. Operator Developer, SoBi Include a one-year Hamilton BikeShare membership in all Hamilton, City of new units. Hamilton Employers be required to join Smart Commute Hamilton Developer, City of transportation management association Hamilton, Employers Targeted marketing and events for new residents to Developer, City of educate them about the available travel choices. Hamilton **** M **** M **** H **** H 5.2 Planning and Design The planning and design of the site is currently underway in the Piers 7 and 8 Urban Design Study. The study is an action of Setting Sail, and will: determine the appropriate height, massing and character of new buildings and the appropriate physical relationship between buildings and public spaces. The primary intent of the study will be to refine the maximum building envelopes established by this Plan [i.e. the West Harbour (Setting Sail) Secondary Plan] based on an analysis of public views to the harbour, sunlight penetration, privacy and wind conditions. A (Setting Sail, 2012) The area guiding principles set in the Setting Sail Secondary Plan are: 1. Develop a healthy harbor. 2. Strengthen existing neighbourhoods. 3. Provide safe, continuous access along the water s edge. 4. Create a diverse, balanced and animated waterfront. 5. Enhance physical and visual connections. 6. Celebrate the City s heritage. 7. Provide a balanced transportation network. 8. Promote excellence in design. The following discussion is based on the policy guidance provided in Secondary Plan and the Draft Urban Design Plans presented on December 9, June 7,

23 5.2.1 Increased Density and Site Design The site is composed of 11 blocks that will vary in height from 2 to 8 floors (Exhibit 5-1). Buildings will be lower along Guise St. to integrate and complement the existing community, and transition to taller heights to the north. Exhibit 5-1: Approved heights per West Harbour Recreation Master Plan and OPA 223 The two design concepts will raise the residential density for Piers 7 and 8 from zero to between 36 units per ha (Design 1A) to 42.2 units per ha (Design 2A). Based on the Ministry of Transportation s Transit Supportive Guidelines (Exhibit 5-2), the site is support of frequent to very frequent bus service. Exhibit 5-2: Ministry of Transportation Ontario Recommended density for transit frequency Site Design Elements A number of TDM-supportive design elements have been identified through the Urban Design Study and the Secondary Plan as of December 9: New retail facing Street A, which will provide an active frontage. Low-rise form facing existing neighbourhood with optional rear land for access. A continuous public waterfront edge, framed by new development. Residential blocks with either a centralized parking garage or with it incorporated into the individual buildings. The centralized garage would help to make transit and active modes more competitive due to the increased walking to access private vehicles. The exterior of it would be wrapped by other uses, providing for active frontages. A compact, grid street network that connects with the surrounding community. June 7,

24 A1 A2 5.3 Walking and Cycling Pedestrian Infrastructure Safe and attractive pedestrian environments need to be developed through the site, and connect to the surrounding community. Current design plans indicate that sidewalks and a wide boulevard will be provided on both sides of proposed streets, providing for a convenient and comfortable pedestrian experience. If the proposed roundabout is installed at John St and Guise St, the design should emphasize pedestrian safety. This should include highly marked and visible pedestrian crosswalks on all approaches to the roundabout and mid-crossing pedestrian islands to ensure they never have to cross more than one land at a time. Given the importance of walking and transit for the site, there needs to be strong connections to the existing pedestrian network in the North End. As well, the City should consider designating a high order pedestrian corridor along James St. or John St. to the GO Station and onwards to downtown to make the experience better for Pier 7 and 8 residents and the entire North End community. Similarly, it will help to encourage individuals living in downtown to walk to the waterfront during the summer. Pedestrian-oriented roundabout James/John pedestrian corridor If the proposed roundabout at John and Guise is constructed, the design should emphasize best practices for pedestrian and cyclists safety, including well market cross-walks, visible lines and pedestrian refuge islands. Extend existing pedestrian connections onto the site, and consider enhancements along James and/or John to make it easier, convenient and safer to walk to shops, the GO Station and downtown Cycling Infrastructure City of Hamilton *** H City of Hamilton *** L Cycling will be important to provide direct connections to the major cycle-friendly destinations such as the downtown, McMaster University, McMaster University Medical Centre, Hamilton General Hospital, both GO Stations, and major retail centres. Providing safe, protected cycling infrastructure can help tap into the latent demand to cycle. Within the site, protected bike lanes, cycletracks or shared multi-use trails should be emphasized, with strong connections to the community. On-Site Cycling Infrastructure The cross-sections shown in the Greenway Community concept include: A segregated cycletrack on Street A1 that would provide access to the retail frontages along that street. A non-vehicle greenway along Street D. The paths along it are labelled walkway however in the interest of supporting cycling, consideration should be given to making these multi use pathways and built to be shared by both cyclists and pedestrians. A segregated cycletrack on Street E between the roadway and a pedestrian promenade that fronts onto the bay. During the design, special consideration should be given to ensuring safe crossing with pedestrians and for transitioning between the existing multi-use pathways and the bike lanes at either end. June 7,

25 The cross-section of the Raised Gardens includes: Segregated bike lanes on both sides of Street B. A segregated cycletrack on Street E, identical to the Greenway Community concept. Both concepts have benefits for cyclists. A hybrid approach for cycling infrastructure could combine the major cycling aspects of each plan: A segregated cycletrack on Street A1 to provide access to the retail frontages. Segregated bike lanes along Street B that would provide connections for residents, and visitors from outside of the community travelling along John St to enter the area. The multi-use trail greenway to form Street D. The segregated cycletrack along Street E. A3 A4 Cycling Infrastructure in the Immediate Vicinity Strong cycling connections in the community and city-at-large will help to make more destinations accessible by bike. The currently cycling master plan does not include any direct on-street cycling infrastructure from the North End to major destinations like downtown or either GO Station. The City should examine new connections (e.g. bike lanes, cycle track, greenways) between the waterfront to major destinations. Pier 7 and 8 cycling network Community cycling improvements Consider implementing all the cycling infrastructure recommended within both Urban Design Study concepts to help residents and visitors access the site by bike. Examine new cycling connections between Pier 7 and 8 and major destinations like downtown and the West Harbour GO Station Bicycle Parking (long and short-term) City of Hamilton, developer **** M City of Hamilton **** L Long-Term Bike Parking Long-term bike parking is restricted access bike storage that is built into residential and workplace developments. It provides a weather-protected, limited access location to store a bike at ground-level or in a parking garage in order to make it easy and convenient to access a bike while protecting it from theft and the weather. June 7,

26 Bike room located at ground level in a Calgary condo (Credit: rentfast.ca) Bike cage located in underground parking garage (Credit: IBI Group/Dylan Passmore) Bike rooms should be located in each residential building and the future institutional building. The preferred location would be at ground level, within 50 metres of a building access point. Alternatively, a bike cage could be designed into each parking garage. The City of Hamilton s current parking bylaw requires 5% of the required motor vehicle parking spaces be provided in the form of long-term bike parking spaces within the M7-M11 land uses within the Airport Economic Growth District (Bylaw , Section 5.7.b.i). Outside of this area, Hamilton does not have long-term bike parking rates. A jurisdictional review of bike parking standards is shown in Exhibit 5-3. Given the downtown urban area, jurisdictions to look to are London (Downtown), Toronto (Old City/Easy York), Vancouver and Edmonton (Downtown). Short-Term Bike Parking Short-term bike parking is publicly available bike racks located in easy to access locations. It does not protect bicycles from vandalism or theft, and can be sheltered or unsheltered depending on the site location. There are various rack design options to choose from, some of which that are public art, or can include public art of advertising materials. Short-term parking should be included in the site in order to provide a safe location to park a bike when visiting residents, or going to the commercial and institutional outlets in the area. It can also provide overflow bike parking during major events. Short-term parking should be incorporated at or near the main entrance of every building and a larger supply provided near the commercial spaces. As stated previously, the City does not have bike parking guidelines so the use of existing standards from comparable jurisdictions should be used. Given the downtown urban area, jurisdictions to look to are London (Downtown), Toronto (Old City/Easy York), Vancouver and Edmonton (Downtown). June 7,

27 Unsheltered short-term bike parking (Credit: IBI Group/Laurence Lui) Sheltered short-term bike parking outside of a retail store (Credit: John Luton) Exhibit 5-3: Jurisdictional scan of bike parking standards in Ontario CITY RESIDENTIAL (PER DWELLING UNIT) OFFICE (PER 100 m 2 ) RETAIL (PER 100 m 2 ) Long-Term Short-Term Total Long-Term Short-Term Total Long-Term Short-Term Total Halifax (min. 2) 0.20 (min. 2) (min. 2) 0.34 (min. 2) London Downtown London Rest of City Mississauga Ottawa if < 8000 m 2 Toronto (Old City/ East York) Toronto (rest of city) Vancouver 0.25 min Edmonton Downtown Edmonton Rest of City min. of spaces spaces Min. of 6 if > 2000 m 2 3 spaces spaces short term 0.20 if > 8000 m 2 Minimum of 5 spaces. Otherwise, 20% of the number of required vehicle parking spaces to a maximum of 50 Minimum of 5 spaces. Otherwise, 5% of the number of required vehicle parking spaces to a maximum of spaces spaces Min. of 6 if > 2000 m 2 3 spaces spaces short term Include long-term bike rooms at the ground level of Long-term bike A5 residential and institutional buildings, within 50 metres of a parking primary entrance. Short-term bike Include short-term bike racks near the main entrance of A6 parking each building. Developer **** M Developer *** H 2 When the number of auto parking spaces require is less than 10, no bicycle parking is required 3 Long-term parking only required if the total number of short-term and long-term spaces exceeds 50 (ex. 100 unit building, or 12,500 m 2 office building) 4 A minimum of 6 for any development with at least 20 dwelling units June 7,

28 5.3.4 End of trip cyclist facilities End of trip cyclist facilities are dedicated rooms in which cyclist can shower, change and store the clothes and equipment they use to commuter to and from work. It aims to overcome thy hygiene concerns that some potential cyclists site for not wanting using the mode regularly. Residential Units For residential uses, shower and locker facilities are not required as cyclists will have access to them in their own residential units. Institutional Space For the larger institutional uses, a cyclist shower and one male and one female shower and change room should be provided. Commercial Space The amount of commercial space included in the development justifies a cyclist shower and one male and one female change room. A single, centralized facility should be used in each building that can be shared among all the commercial space employee. The City s parking by-law does not have parking reduction standards within this area, however within the Airport Economic Growth Area, the required motor vehicle parking may be reduced 1 space for every 15 square metres of gross floor area of locker, change room or shower facility specifically accessible to all of the secure Long-term Bicycle Parking Spaces (Bylaw , Section 5.7.b.ii). Cyclist showers and locker room (Credit: University of Technology, Sydney) A7 End-of-trip cyclist facilities Include showers and change facilities in the institutional space and include a shared facility in each building with a commercial space. Developer *** H June 7,

29 5.4 Transit As discussed in section 3.1.3, the B-Line LRT announcement indicated that the line has been will be connecting to the West Harbour GO Station with the potential to be extended to the Waterfront. Bringing the LRT to Pier 7 and 8 would have a significant benefit to the development and the surrounding community, and help make encourage a transit-oriented community. In the scenario where the B-Line is extended, the following improvements should be made: Prior to the opening of the B-Line LRT: Increase the service frequency on Route 20 A-Line which will provide a direct connection between Pier 8 to the West Harbour GO, MacNab Terminal, Hamilton GO Centre, both St. Joseph Hospital campuses, Mohawk College, Upper James retail and the Hamilton International airport. Service should also be provided all-day. Revise the Route 20- A Line bus to loop within the Pier 8 development and make a central stop based on the phasing of construction. This should be supported by providing a well-lit station with route information. After the opening of the B-Line LRT: Provide a higher-order pedestrian transit connection from John Street to the terminal B-Line station. This should include seating, enhanced lighting, wayfinding, pedestrian amenities and safe pedestrian crossings. Re-examine the potential to maintain the A-Line bus service from the site to provide continuous service along the entire James-Upper James corridor. In the scenario where the B-Line terminates at the West Harbour GO station: The frequency along Route 20 A-Line should be improved and the route should operate all-day along the entire corridor, even if it means overlapping with the B- Line LRT along some portions of James Street. Revise the Route 20- A Line bus to loop within the Pier 8 development and make a central stop based on the phasing of construction. This should be supported by providing a well-lit station with route information. Enhance transit Increase transit service along the A-Line corridor and B1 service advocate for the B-Line to be extended to Pier 8. City of Hamilton, HSR ***** H June 7,

30 C1 5.5 Parking Opportunities for reduced parking requirements Maximum and reduced parking standards should be implemented on the site given its location along the A-Line Rapid Transit line, and its proximity to regional transit and downtown Hamilton. Many of the measures proposed in this TDM plan will reduce the vehicle trips generated, reducing the impact on the local road network and the number of vehicles that will be privately owned. The major strategies which justify parking maximums and reductions include: Proximity to transit with the site potentially on the B-Line corridor, and already located on the A-Line corridor, parking requirements should be capped to support the success of transit being planned for. The City of Edmonton offers reductions of 20 to 30% for multi-residential uses located within 400 metres of an existing or future rapid transit station or within 100 metres of a rapid transit avenue. Carshare vehicles including carshare vehicles in a development will reduce vehicle ownership and parking demand. The City of Hamilton does not have set carshare parking reduction guidelines however the Canadian experience indicates every 1 carshare should replace 4 to 5 parking spaces. This topic is discussed in detail in Section Bicycle Change Facilities and Long-Term Parking As discussed in section 5.3.4, Hamilton s By-law , Section 5.7.b.i.i allows for 1 parking space reduction for every 15 square metres of cyclist end of trip facilities within the Airport Employment Growth District (M7-M11). While this done not apply to the site, consideration should be given to applying this rate or higher given that cycling will be a practical option. Unbundled Parking separates the cost of a residential unit from the cost of a parking spot. Users only purchase parking if they need it, typically reducing vehicle ownership by 10-20%. In Vancouver, developments using this approach are entitled to a 10% reduction in required parking. In Hamilton, the Connolly and the Tivoli developments are using this approach and have had significant parking reductions (< 1 parking spot/unit). Based on these factors, the site is justified to have significant parking reductions and have maximums set in place. Set parking maximums and reduce parking requirements Reduce parking requirements to encourage sustainable mode use and set maximums to prevent oversupply of parking. City of Hamilton ***** H Unbundle Parking Unbundled parking separates the cost of housing and parking. Historically, condo developments include the cost of one parking spot in the price of a unit, regardless of whether an owner planned to use it or not. By unbundling parking, buyers only pay for it if they actually need it. In recent years, it has become a common practice. This approach is being used across Canada in mid- and large-sized cities including Kitchener, Waterloo, Toronto, Calgary and Halifax. The City of Vancouver offers a 10% reduction in parking requirements for unbundled parking supplies in many areas. In Hamilton, The Connolly and Tivoli are both using unbundled parking. June 7,

31 Surveys from North America cities have found that this approach has reduced vehicle ownership by 10-20% on average. C2 Unbundled parking Require unbundled parking in all residential buildings Paid Parking Developer, City of Hamilton ***** H C3 On-Street Parking On-street parking should require payment at market rates. Prices should be set to encourage turnover during the day and minimize the number of vehicles that park for long periods of time especially residents who may have a parking spot in a garage but prefer on-street parking for the convenience. Over-night parking should be allowed, but still paid, to help accommodate overnight visitors. Have paid, on-street parking that is permitted overnight. Institute paid, market-rate parking for on-street spots. Permit overnight parking for a fee for visitors or residents. Developer, City of Hamilton, End User ***** H C4 C5 Structured Parking Any public parking in structured garages, whether for the employees working on the site or for the public, should be priced at market rates. This will help to generate revenue to maintain parking spots while incentivizing travellers to walk, cycle or take transit to get to the Waterfront. This will be important for reducing vehicle travel during peak times and special events, where residents in the North End has raised concern over unsafe traffic conditions. Paid parking in structured facilities Institute paid, market-rate parking in any garage that is open to the public or employees Shared Parking Developer, City of Hamilton ***** H Shared parking is a parking space that is used by more than one user, allowing spaces to be used more efficiently. Different users require parking at different times of days. On-street parking in a mixed-use urban area is used very efficiently by a variety of businesses and restaurants that are busiest at different times of the day. In contrast, a parking space at a suburban office building will generally only be used during working hours, five days per week (< less than 33%). There is an opportunity to provide shared parking being the commercial and institutional uses. Generally, the busiest time periods for these two uses will peak at different periods, depending on the tenants. By allowing for shared parking, the site can make more efficient use of each spot and reduce the capital and operating costs associated with excess parking. Shared Parking Provide for shared parking between uses whenever logistically feasible. Developer, City of Hamilton ***** H June 7,

32 5.6 Shared Infrastructure CarShare CarShare vehicles are an effective tool for reducing vehicle ownership, with a recent City of Toronto survey of Toronto condos finding that 42% of carshare members avoided buying a first car and 13% avoided buying a second one. In fact, joining a carshare allowed 29% of households to get rid of their vehicles. CarSharing is not cost-effective for people who need a vehicle on a daily basis, however, car sharing can provide significant financial savings (in lieu of auto ownership) to those who need a car on a less frequent basis. As such, car sharing is most successful in areas where transit, walking, and cycling are viable options. For carsharing to be successful in a particular area, local residents must be able to live without a car, or with just one vehicle. Many cities have offered parking reductions for including carshare vehicles, as shown in Exhibit 5-5. Exhibit 5-5: Carshare vehicle parking reduction rates by jurisdiction Exhibit 5-4: CarShare vehicles in a parking garage (Credit: IBI Group/Dylan Passmore) JURISDICTION CARSHARE REDUCTION RATE MAXIMUM REDUCTION New Westminster, BC Residential- 1 carshare vehicle reduces requirement by 5 spaces Up to 10% reduction Portland Residential- 1 carshare vehicle reduces requirement by 2 spaces Up to 25% reduction Residential- Require 1 carshare space for developments with 50 to 200 units, and an additional carshare vehicle for every 200 spaces above this. San Francisco Non-residential- Require 1 carshare space for every developments that are required to have at least 25 parking spaces. Beyond this, require 1 car share space for every 50 parking spaces. N/A Note: San Francisco requires that carshare spaces be made available to carshare operators, not that a developer be required to fund an actual vehicle. Seattle Residential - 1 carshare vehicles reduces requirement by 3 spaces Up to 15% reduction Toronto Vancouver Residential- 1 carshare vehicle reduces requirement by up to 4 spaces based on maximum reduction formula (see right) Residential - 1 carshare vehicles reduces requirement by 5 spaces # of parking spots reduced limited to the greater of: i) 4 x (tot. # of units / 60 ), rounded down to the near whole number; or ii) 1 One carshare vehicle for every 50 dwellings Carshare vehicles are a viable option for Piers 7 and 8 to reduce vehicle ownership and parking requirements. At least one carshare vehicle should be on-site during occupancy of the first phase of the site, with additional provisions provided in the subsequent phases. To increase the likelihood of being financially viable, the vehicles should be situated such that they are June 7,

33 D1 accessible to residents of Piers 7 and 8, and to the surrounding community. This will help to maximize the vehicles use and provide a benefit to existing residents. The vehicles should be located in a publicly accessible location of parking garages or alternatively, in dedicated onstreet spaces. This should be supported by carshare membership incentives discussed in section 0. On-Site CarShare Have vehicles located on-site either in a publicly accessible location in parking garages or in reserved, onstreet parking spaces. Spaces should be publicly accessible to benefit the surrounding community BikeShare Developer, CarShare provider **** H A public bikeshare system is an extension of the transit system and is a cost efficient way of providing on-demand mobility. The network of short-term, self-serve stations are densely located within the service area 24 hours each day even after regular bus and rail service has ended. Successful bikeshare systems have resulted in mode shifts of 6-8% in the areas they serve 5. SoBi Hamilton currently operates a fleet of 750 bicycles at 105 stations. As of December 2015, the closest station to the site is at Discovery Drive with a capacity of 15 bikes. Consideration should be given to bringing bikeshare stations onto Pier 8 or expanding the capacity of the existing rack. This is especially true if free bikeshare membership are provided to residents (see section 5.8.4). Developer funded expansion schemes have been used in Toronto, Boston, Arlington and Denver. Have Hamilton BikeShare locations located on-site or SoBi BikeShare SoBi Hamilton, D2 within a 400m walking distance of the site. If on site, station Developer identify and set aside optimal locations for them. **** H 5 June 7,

34 5.7 Signage and Wayfinding Signage and wayfinding can make positive impacts on community interaction while enhancing the urban landscape and encouraging travel and exploration in unfamiliar areas. Making the pedestrian and cyclist experience pleasant and attractive makes it easier to get people to walk or ride. When deciding on a route, a quality pedestrian environment with wayfinding can alter a commuter s experience and increase the utility of walking and cycling along dedicated routes Locations of Interest Wayfinding and Signage The City should examine the feasibility of extending the new downtown wayfinding signs onto the site. These are high quality navigation tools for developing a pedestrian-friendly place, and help to create a sense-of-place in a community. Consideration should be given to providing wayfinding support to the various attractions in the vicinity of the site so minimize the number of vehicles travelling to them from infiltrating local roads. Major employment, recreation and cultural destinations will help familiarize new households with the most efficient routes. Downtown wayfinding Extend the City s downtown wayfinding signage towards E1 and signage the site and away from it. City of Hamilton ** L Cycling Route Wayfinding The City should extend and update its cycling routes signage on the site and surrounding community to include routes through Pier 7 and 8. This will help cyclists navigate to, from, within and thru the vicinity. These signs should point to major trails and cycling routes (e.g. Cannon cycletrack) and major destinations (e.g. waterfront, West Harbour GO). It would also be beneficial to measure distance in time as opposed to kilometers to give a relatable measure (i.e. 2 Minutes to West Harbour GO as opposed to 900m.) Incorporate the City s current cycling route and wayfinding E2 Cycling routes signage signage on the site and the immediate vicinity. City of Hamilton *** M June 7,

35 5.8 Education and Incentives Marketing travel options to new residents before and after they move into the development is important to influence how they commute. This is especially true at major life changing points such as buying a new unit- where new travel habits are being built from scratch. This marketing approach needs to include a combination of incentives, education material and experiential learning opportunities to help develop sustainable travel habits Transportation Information for New Buyers Marketing material to potential buyers should promote the area as a car-optional destination with easy access to major destination by bike, foot, bus and train. This is becoming commonplace in many developments located along Rapid Transit lines and near GO Transit station. This includes new developments in Downtown Kitchener and Port Credit (Mississauga) that both have GO Transit rail stations and funded rapid transit lines. Exhibit 5-6: Sample of transit information in development marketing material - The Connolly (Hamilton Exhibit 5-7: Sample of transit information in development marketing material - One Victoria (Kitchener) Exhibit 5-8: Sample of transit information in development marketing material - Minto Long Branch (Toronto) June 7,

36 F1 F2 F3 Transportation information for new buyers Highlight transportation element in sale and/or rental marketing materials including proximity to transit, cycling facilities, carshare vehicles, and bike share locations Pre-Loaded PRESTO Cards Developer *** H Pre-loaded PRESTO Cards should be provided to all new units. This will help encourage residents to use the HSR, GO Transit, and nine other Ontario transit agencies. York Region has included a $100 preloaded PRESTO card in all units, which was funded through a TDM Development Charge. These cards are being distributed as part of a Community-Based Social Marketing program, which should be considered for Pier 7/8 (see section 5.8.5). Pre-loaded PRESTO Cards Include a preloaded PRESTO card for every new unit. Developer ***** H CarShare Membership Covering the application for all first-time residents is an effective strategy for encouraging residents to use a carshare vehicle. This initial incentive can help to reduce the need for a vehicle, or help households to avoid needing to own a second vehicle. The number of nearby amenities means that carshare is a practical option for making most of life s trip (e.g. grocery shopping, sports and recreation). The membership must be with the same company that has vehicles on-site. CarShare Membership Cover the cost of carshare applications for all new residents BikeShare Membership Developer, CarShare Operator **** M As discussed previously, bikeshare will help residents make mid-short distance trips for a variety of purposes, such as to the West Harbour Station, downtown, and McMaster University. Including a membership will encourage residents to use the bikeshare system and help support year-round stations in the community. A one-year minimum should be included with each residential unit. Discussions with SoBi Hamilton will be required to determine costs. F4 BikeShare Membership Include a one-year Hamilton BikeShare membership in all new units Smart Commute Hamilton Membership Developer, SoBi Hamilton, City of Hamilton **** M Employers in the development should be required to join the Smart Commute Hamilton transportation management association. The program works with workplaces with over 50 employees to help monitor commuter trends and develop solutions for becoming greener workplaces. The association currently as 21 workplace members in Hamilton, representing over 94,000 commuters. Smart Commute Employers be required to join Smart Commute Hamilton Developer, City of F5 Membership transportation management association Hamilton, Employers **** H June 7,

37 F Community-Based Social Marketing Community-based social marketing (CBSM) is a form of social marketing that emphasizes direct contact among community members and the systematic removal of barriers to action. CBSM also uses a set of "tools" (like prompts or obtaining a commitment) which have been identified as particularly effective in bringing about change. York Region has introduced a development charge to support CBSM for thousands of new residential units each year. A CBSM campaign in the community campaign should include: Community transportation events, such as a Bike Month celebration that could include a bike rodeo and repairs, or a transportation expo that includes local transportation providers. An initial and follow-up survey to measure changes in traveller behaviour. Marketing and posters inside buildings. Feedback mechanisms to identify the obstacles that residents face. Individualized marketing component that can act as the mechanism to deliver the memberships identified in this section and act as a two-way. The City has experienced running these types of campaigns in Kirkendall, the North End and for the Queen Street Hill closure. Community-Based Social Marketing Targeted marketing and events for new residents to educate them about the available travel choices. Developer, City of Hamilton **** H June 7,

38 6 Monitoring and Evaluation Plan Performance monitoring and evaluation are important management tools for improving planning and decision-making for new developments. A strong framework for these two steps provides an opportunity to build consensus and ownership around the shared goals and objectives related to growth in Hamilton. While interconnected, monitoring and evaluating focus on distinct phases of the planning process (Exhibit 6-1). Monitoring focuses on tracking progress of the input activities, while the outcomes and impacts are used to evaluate its effectiveness. Based on the results of the evaluation, changes can be made within Piers 7 and 8 with respect to transportation offerings and help influence future developments in Hamilton, in both the West Harbour and along Rapid Transit corridors. Exhibit 6-1- Monitoring and evaluation as part of the planning process Generally speaking, the inputs are the transportation services offered on the site. The outcomes are the direct results of the input activities, such as mode shares, utilization of new infrastructure and services, and participation in events. Ultimately, these outcomes lead to travel behaviour changes which will help create a sustainable community. A proposed performance measurement framework is outlined in Exhibit 6-2. These indicators represent a desirable set of variables for monitoring the implementation of the TDM strategy and the ensuing sustainable travel habits. The majority of indicators have existing data sources available. Some data sources, such as the Transportation for Tomorrow Survey (TTS) and the Canadian Census, are only available once every five years. For the four-year periods when TTS data is unavailable, it is recommended that the data collected from outreach surveys can be used to inform modal splits data. Similarly, population and employment estimates from local planning departments can be used in a similar fashion. June 7,