Appendix C: MTSA Best Practices

Bronte GO MTSA: Area Specific Plan

Best Practices: Mobility Hubs and Major Transit Station Areas Bronte GO Major Transit Station Area Study April 24, 2019

Introduction

As the Greater Toronto and Hamilton Area (GTHA) continues to undergo significant population and employment growth, Major Transit Station Areas (MTSAs) have been strategically identified through provincial and municipal policy for the development of compact, pedestrian-oriented mixed-use communities. Metrolinx’s Regional Transportation Plan for the GTHA envisions a network of well- connected and accessible transit stations that support and integrate various transportation modes such as rapid and local transit, cycling and pedestrian networks, as well as private vehicles while being coordinated with transit supportive densities. Mobility Hubs and MTSAs

Mobility Hubs denote major transit stations and their surrounding areas, within 500 and 800 metres of the transit station, generally equivalent to a ten-minute walk. Aside from their primary function as transit stations, mobility hubs play a critical role as mixed use destinations, where people can live, work, and play.

As defined in Halton Region’s Official Plan (2009):

“Mobility Hubs means Major Transit Station Areas (MTSAs) that are designated by Metrolinx as regionally significant given the level of transit service that is planned for them and the development potential around them. They are places of connectivity between rapid transit services, and also places where different modes of transportation, from walking to high-speed rail, come together. They have, or are planned to have a concentration of mixed use development around a major transit station.” Purpose

Metrolinx has developed three objectives to inform the creation and growth of mobility hubs: Seamless Mobility, Placemaking, and Successful Implementation. Each objective is accompanied by a set of area- specific principles. While mobility hubs vary in size and scope, their objectives and supporting principles outline many overarching goals such as facilitating multimodal transportation, creating a strong sense of place, prioritizing active transportation, as well as generating residential and employment density that apply to most MTSAs .

Seamless mobility

1. Seamless integration of modes at the rapid transit station 2. Safe and efficient movement of people with high levels of pedestrian priority 3. A well-designed transit station for high quality user experience 4. Strategic parking management

Placemaking

5. A vibrant, mixed-use environment with higher land use intensity 6. An attractive public realm 7. A minimized ecological footprint Successful Implementation

8. Flexible planning to accommodate growth and change 9. Effective partnerships and incentives for increased public and private investment

Figure 1: Mobility Hub Objectives - Metrolinx’ Mobility Hub Guidelines

Case Studies

The following section provides an overview of recent mobility hub and MTSA studies in various North American municipalities including Niagara, Midtown Oakville, Hamilton, Newmarket, Burlington, as well as Denver, Colorado. While the case studies differ in context and scope, all examples illustrate key components of mobility hubs and MTSAs that are intended to facilitate the development of mixed use, pedestrian friendly and transit supportive complete communities. Each case study includes an accompanying demonstration plan(s).

A. Niagara GO Hub and Transit Stations Study, Ontario1 Date Initiated in 2015

Purpose The Secondary Plans/Transit Station Areas are projected to be mixed use, walkable, transit oriented neighbourhoods.

Context The Study was initiated in response to plans to potentially extend GO Transit rail service to Grimsby, St. Catharines and Niagara Falls.).

The Niagara GO Hub and Transit Stations Study include the following four stations: Niagara, Grimsby, St. Catharines, and the recommended potential station in Beamsville (Town of Lincoln).

Challenges and Seamless Mobility Opportunities - A need for mixed use developments in proximity to station to support transit ridership - No active transportation connections

Placemaking - A need for streetscape improvements - Lack of wayfinding, especially important for tourism in the area - Incomplete sidewalk networks

Implementation - Study area has a fine grain grid pattern, providing a good foundation for improving the street network, public realm, and wayfinding

Conclusions Informed by the findings, a series of action-oriented objectives were developed to guide growth within the study area(s):

 Implement a public realm improvement strategy that identifies improvement areas based on various criteria, potential street grid refinement and new public spaces, active transportation connections, etc.  Strengthen stable residential neighbourhoods while addressing land use compatibility through built forms that transition down in heights to stable residential neighbourhoods and address privacy, wind and shadow concerns  Preserve the historic and cultural assets of downtown

1 Grimsby GO Transit Station Secondary Plan (August 2017); Downtown Niagara Falls GO Transit Station Secondary Plan; St Catharines GO Transit Station Secondary Plan (August 2017); Prepared for the City of Niagara Falls in association with the Region of Niagara by Dillon Consulting Limited, Brook Mcllroy, ARUP and Cushman & Wakefield. Beamsville GO Transit Station Secondary Plan, Final Recommendation Report (May 2018), Town of Lincoln Planning and Development Department.

 Minimize large surface parking lots by dividing parking into smaller “parking courts”  Bicycle parking and facilities (including sheltered bike areas) should be located along major roads and near building entrances  Locate major gateways at major intersections and minor gateways within the study area, to be supported through signage and wayfinding

Specific:

 Downtown Niagara Falls GO Transit Station: Support tourist uses along River Road (e.g. medium density commercial uses, plazas and open spaces)  Adopt mixed use intensification. As the Grimsby and Beamsville GO Stations are most comparable to the Bronte MTSA context, heights and land uses for both stations are outlined below (refer to pages 6-7 for Plans): • Grimsby i. Land Use: Mixed Use High Density, Employment – Office; Mixed Use Medium Density (lands to the north of Station) ii. Heights: 10-18 storeys on lands near the GO Station (with tallest heights concentrated adjacent to the Station); 18 storeys north of Station • Beamsville i. Land Use: Office Commercial (lands to the north and east of Station); Mixed Use (lands south of Station, along the rail corridor); Medium to High Density Residential (south of Mixed Use lands, along Ontario Street) ii. Heights: Max 6 storeys (lands to the north and east of Station); Max 10 storeys (lands south of Station, along the rail corridor)

Grimsby GO Transit Station Secondary Plan (April 2018)

Schedule G: Land Use

Schedule H: Building Heights

Beamsville GO Transit Station Secondary Plan (February 2018)

Proposed Land Use Plan

Proposed Building Heights Plan

B. Midtown Oakville Mobility Hub Study, Ontario2 Date October 2012

Purpose The Midtown Oakville Mobility Hub Study was initiated to identify ways in which Metrolinx can support Oakville’s continued growth while serving as a mobility hub for the GTHA.

The mobility hub study intends to ensure that new development aligns with complete community objectives.

Context Due to increased demand on the regional transit system and Metrolinx’s Lakeshore West GO Transit Line, the Oakville GO Station has become among the busiest stations within the GO transit network (commuter demographic).

The existing conditions are characterized by large surface parking lots and generally auto-oriented land uses.

The planning horizon for the Mobility Hub Study is 2031.

Challenges and Seamless Mobility Opportunities - A need for improved access in and out of the station - Limited active transportation facilities (e.g. cyclist and pedestrian amenities, covered path)

Placemaking - Opportunities to incorporate sustainable practices to make efficient use of energy and manage waste (e.g. green roofs, bioswales, solar power) - Utilize the Sixteen Mile Creek valley as a key natural feature

Implementation - Adopt a parking replacement strategy - Pedestrian-oriented green corridor along Cross Avenue - Built form to integrate mid-rise offices, low-rise row houses, high rise residential, mid-rise retail at grade and residential above

Conclusions Two concepts were developed for the MTSA - the bus terminal is located south of Cross Ave in Concept 1, and north of Cross Ave in Concept 2. Both concepts meet the provincial growth targets for residential and office space.

Both concepts were evaluated against the nine objectives in Metrolinx’s Mobility Hub Guidelines. Concept 1 (south of Cross) better satisfies the objectives.

Informed by the findings, the Study recommends three (3) phases to realize the vision for Midtown Oakville. Objectives include (among others):

2 Metrolinx, Urban Strategies Inc., McCormick Rankin Corporation, Cushman & Wakefield. (2012). Midtown Oakville Mobility Hub Study.

Phase 1 (short term)  New residential and mixed-use developments near Sixteen Mile Creek and north of Cross Avenue (west of Trafalgar)

Phase 2 (medium-long term)  New road infrastructure and office developments (David Road)  New bus loop and “kiss ‘n’ ride” (Passenger Pick Up and Drop Off)  Redevelopment of remaining underdeveloped land in west Midtown

Phase 3 (long term)  Build out the rest of the office district to complete development in the east  New residential, mixed use, commercial, and civic developments to complete development in the west

C. James Street North Mobility Hub Study, Hamilton Ontario3 Date June 2014

Purpose The new James Street North GO Station (West Harbour GO Station) was completed by the summer of 2015 in time for the Pan-Am Games.

Context As the City of Hamilton will be accommodating growth over the next 30 years, significant planning transit investments, in addition to the West Harbour Station, include 5 new LRT lines and the Lakeshore West Line extension from Toronto.

Challenges and Seamless Mobility Opportunities - CN rail corridor acts as a barrier between the northern and southern portions of the study area

Placemaking - Large concentrations of heritage buildings and low-rise residential uses - Promote the area’s vibrant arts culture by creating spaces for entertainment and public activities

Implementation - 6 focus areas identified, including opportunities and constraints for each - 10 opportunity sites identified for redevelopment within each focus area

Conclusions To maintain the human scaled main street feel of James Street North building heights along the corridor were established between 5 to 11 storeys, with a maximum of 6 storeys along certain segments of the street.

Certain sites with lot depths greater than 50 metres were recommended for greater height permissions (10 to 12 storeys) if they were able to demonstrate that they could meet a series of performance objectives including:

 Angular plane (minimum of 5 hours of sunlight)  Pedestrian perception step-back  Rear transition between a deep property and neighbourhoods  Corner sites: heights and angular planes  Side property line: step-backs at upper storeys, existing side windows, side street setbacks  Building widths: the building frontage should be “broken up” if the building width is over 60 metres  Roofs and roofscapes: mechanical penthouses may exceed the maximum height limit by up to 5 metres (without penetrating angular planes)

Informed by the findings, a series of objectives and next steps (including specific roles and stakeholders) were developed to guide the mobility hub’s growth:

3 Brook Mcllroy. (2014). James Street North Mobility Hub Study.

 Public realm pilot projects such as streetscape improvements to James Street North (e.g. new paving, improved pedestrian crossings, extension of the City’s Urban Braille system), recreation amenities, new gateway/entrance features, public art installations, and boulevard planting  Downtown to waterfront parking strategy that considers the following: - Areas that require on-street parking and amount - Bicycle parking and storage (short and long-term) - Cash-in-lieu of parking policies to fund improvements to the public realm, parking lot design, etc. - Parking fees  City-wide green standard  Green corridor / trails connection study  Multi-modal transportation impact assessments that measure the effectiveness of all transportation modes rather than just the private automobile

D. Newmarket GO Station Mobility Hub Study, Ontario4 Date March 2018

Purpose The Newmarket GO Station Mobility Hub Study was initiated in response to the expected increase in commuter traffic travelling south towards Toronto from the Newmarket GO Station.

Context The Newmarket GO Station Mobility Hub is projected to be a vibrant and pedestrian friendly area for commuters and future residents.

Although the Station is served by two rapid transit lines, transit ridership remains low.

Challenges and Seamless Mobility Opportunities - Low density auto-oriented area - Limited east-west and north-south connections

Placemaking - Station is not integrated with its surroundings - Surrounding area lacks feeling of place / public realm - Abundance of residential and parkland land uses

Implementation - Existing fine grain blocks and street grid - Existing bike lanes along main street - Larger parcels can accommodate transit-oriented development (e.g. public plazas)

Conclusions The findings from the mobility hub study included the following key items:

 Introduction of a finer grain pedestrian network  Strategies to reduce private automobile use: - Provide on-street bus bays on David Drive for regional bus routes - Evaluate the potential to increase bus services for GO passengers - Improve cycling infrastructure along Main Street and other local roads - Repurpose or renaturalize part of the GO customer parking lot  Placemaking through pop-up retail and festivals on surface parking lots in non-peak hours and inside vacant buildings (all seasons)

4 IBI Group. (2018). Newmarket GO Station Mobility Hub Study.

Illustrative Vision for the Newmarket GO Station Mobility Hub

E. Appleby GO Mobility Hub Area, Ontario5 Date May 2018

Purpose The Appleby GO Mobility Hub study was initiated as part of Burlington’s Strategic Plan (2015-2040). As part of this larger initiative, draft Precinct Plans were developed for the Appleby, Aldershot, and Burlington GO Stations.

The draft Precinct Plans for each Station will inform the Area Specific Plans for the Mobility Hubs.

Context The Appleby GO Mobility Hub is projected to transition from an auto- dependent employment area to a pedestrian-friendly mixed use hub.

Challenges and Seamless Mobility Opportunities - Low density auto-oriented area - Poor connectivity throughout study area (north and south of station)

Placemaking - Adjacent to a large park (Sherwood Forest Park) and access to Centennial Multi-Use Pathway, serving as a direct connection to Downtown - Poor connections and lack of character between the employment lands to the north and the low / mid-rise residential developments to the south of the rail corridor

Implementation - Large parcels north of the rail corridor - Vacant or undeveloped lands around the Appleby and Fairview intersection - Preliminary target of 2:1 ratio of residents to jobs (greater densities are correlated with greater employment floor space required)

Conclusions The findings from the study included the following key objectives for the Appleby GO Mobility Hub:

 Provide new parks and open spaces to serve the employment lands  Locate highest densities on employment lands in order to establish the area as a major employment destination - Locate employment uses and heights north of the rail corridor, adjacent to the GO Station, and along the rail and QEW corridors  Enhance permeability and mitigate traffic by creating new streets and connections, while prioritizing active transportation connections (e.g. pedestrians and cyclists)

5 City of Burlington. (July 2018). Staff Report: Aldershot GO, Burlington GO and Appleby GO Mobility hub draft precinct plans and policy framework. City of Burlington. (July 2018). PowerPoint Presentation: GO Station Mobility Hubs: Draft Precinct Plans

 Promote Appleby Line (north-south), Fairview Street (east-west), and Harvester Road (east-west) as “green streets”  Encourage compact urban residential communities (low to mid-rise buildings)

Specific directions:  Concentrate mixed use developments (residential, retail and commercial) along the planned frequent transit corridor (mid-rise to tall buildings) and adjacent to the GO Station - Required podium (minimum of two uses)  Locate office, retail and affordable housing adjacent to the GO Station (tallest buildings) - Required retail, office and other commercial use at grade (minimum of two uses)  The Urban Employment Precinct is to include prestige employment uses, retail and service commercial to serve employees (small scale retail/commercial at grade)  The General Employment Precinct is to include a broad range of employment uses (light industrial, offices)

The Appleby GO Mobility Hub will consist of the following precincts and maximum heights: - Mid-Rise Residential Precinct (max 11 storeys); - Fairview Frequent Transit Corridor Precinct (max 19 storeys); - Appleby GO Central Precinct (max 30 storeys); - Urban Employment Precinct; and, - General Employment Precinct.

F. University and Colorado Station – Multi-Station Plan and Mobility Study, Denver Colorado6 Date September 2017

Purpose The University and Colorado Station – Multi-Station Plan and Mobility Study was initiated to explore strategies to improve connections to/from the University and Colorado subway stations with the surrounding area.

Context The study intends to transform the University and Colorado subway stations from backdoor stations into active mobility hubs.

The stations are surrounded by single family residential land uses, with commercial and office uses near Colorado station and civic and public uses around University station. The study area demographics generally consists of students, residents, and employees.

Challenges and Seamless Mobility Opportunities - Limited bike and pedestrian connectivity and first/last mile connections - Auto-oriented intersections - Dangerous pedestrian and vehicular connections at both stations (i.e. no clear separation, congested platforms)

Placemaking - Lack of wayfinding and street furniture - A need for more diverse and integrated housing around both stations

Implementation - The stations receive high traffic, providing a good justification for vibrant transit-oriented development (e.g. mixed use built form, public plazas, streetscape activation)

Conclusions The study findings highlighted the important of the “4 P’s”: site specific and area wide physical improvements; programmatic opportunities; policy recommendations; and partnerships.

The following objectives were established for the study area:

 Mobility framework strategy (e.g. block and land use pattern, mobility barriers, etc.)  Active transportation facilities (e.g. secure bike parking, car/ride share, shelter seating, etc.)  Wayfinding network  Replace parking lots with plazas

6 OV Consulting. (2017). Multi-Station Plan & Mobility Study – University & Colorado Stations.