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Appendix C: MTSA Best Practices

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Appendix C: MTSA Best Practices Bronte GO MTSA: Area Specific Plan Appendix C: MTSA Best Practices 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 1 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). 2 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. 3 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) 4 Grimsby GO Transit Station Secondary Plan (April 2018) Schedule G: Land Use Schedule H: Building Heights 5 Beamsville GO Transit Station Secondary Plan (February 2018) Proposed Land Use Plan Proposed Building Heights Plan 6 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. 7 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
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