Mobility Hubs Opportunities and Constraints Study

City of Burlington Ofﬁ cial Plan Review: Mobility Hubs Opportunities and Constraints Study

Final Report, May 2014 Prepared By: Brook McIlroy/ ARUP

Contents/

01 Introduction & Context 1 1.1 Study Purpose 2 1.2 Study Objectives 2 1.3 A Two-Staged Policy Approach 3 1.4 Mobility Hub Context 5 1.5 Study Overview 10 1.6 Key Stakeholders 12

02 Policy/Planning Framework 15 2.1 Places to Grow: Growth Plan for the Greater Golden Horseshoe (2006) 16 2.2 The Big Move (2008) 16 2.3 Metrolinx’ Mobility Hub Design Guidelines (2011) 17 2.4 Region of Halton Transportation Master Plan (2011) 17 2.5 Region of Halton Active Transportation Master Plan 18 2.6 The City of Burlington Offi cial Plan 18 2.7 City of Burlington Offi cial Plan Review (underway) 18 2.8 City of Burlington GO Station Lands Intensifi cation Opportunity Study (2006) 19 2.9 City of Burlington Cycling Master Plan (2009) 19 2.10 Ongoing Studies/Initiatives 20

03 Precedent Review 21 3.1 Completed/Ongoing Mobility Hub Studies 23 3.2 Local and Provincial Transit-Oriented Developments 31 3.3 International Transit-Oriented Developments 34

04 Mobility Hub Elements 35 4.1 Walking, Cycling and Transit Connections 36 4.2 Street-Oriented Development 37 4.3 Attractive Public Realm 37 4.4 Rail-Oriented Development 38 4.5 Highway-Oriented Development 38 4.6 Nodes/Entryways 39 4.7 Key Destinations 39 4.8 Landmark Buildings 39 4.9 Opportunity Sites 40 4.10 Sustainability/Environment 40 4.11 Transit-Oriented Development 41

05 The Mobility Hubs 43 5.1 Overview 44 5.2 Burlington GO Station 49 5.3 Downtown Burlington 55 5.4 Aldershot GO Station 61 5.5 Appleby GO Station 67 5.6 General Ofﬁ cial Plan Directions 73

06 Mobility Hub Connectors 79 6.1 Primary Connectors 81 6.2 Secondary Connectors 84 6.3 Tertiary Connectors 86

07 Recommendations 89 7.1 Short-Term Recommendations (By 2016) 93 7.2 Medium-Term Recommendations (2016-2019) 101 7.3 Long-Term Recommendations (Beyond 2020) 105 7.4 Mobility Hub Study Funding 109 Introduction & Context

1 1.1 Study Purpose The City of Burlington is currently undergoing and constraints related to the development a review of it’s Offi cial Plan. As part of this of Burlington’s mobility hubs. The fi ndings review, the City recognized the importance and recommenda ons of this study will be of considering its role in implemen ng The used to inform the integra on of mobility hub Big Move, and has ini ated the Mobility Hub objec ves and policies into the updated Offi cial Opportunity and Constraints Study. This is one Plan, as well as other City projects, including of a number of City-wide studies ini ated to the Transporta on Master Plan Update, and inform the Offi cial Plan Review. The purpose the Zoning By-law Review. of this study is to iden fy the opportuni es

1.2 Study Objectives The objec ves of the Mobility Hubs 7. Provide mobility hub language and input Opportuni es and Constraints Study are to: to inform the City’s policies and adjoining 1. Recommend mobility hub language, studies, including, but not limited to, the concepts, key objec ves, and design Transporta on Master Plan. considera ons into the City of Burlington’s 8. Consider the implica ons of municipal, Oﬃ cial Plan. regional, and provincial planning and 2. Delineate mobility hubs and major transporta on plans and ini a ves. transit sta on areas and determine the 9. Outline the requirements, poten al opportuni es and constraints at each, delivery mechanisms, best prac ces, including land use and site development, policies and tools for implemen ng the transporta on, public realm, green desired development at each mobility hub infrastructure and the environment. area into the Oﬃ cial Plan, Transporta on 3. Explore the role and vision of each mobility Master Plan, and other policy documents hub area in rela on to each other, and in as required. the greater City context. 10. Understand the ra onale, objec ves, and 4. Iden fy infrastructure constraints and considera ons for developing a capital func onal design requirements and plan budget for future mobility hubs and considera ons. major transit sta on areas work (e.g. func onal design studies, master plans, 5. Determine and provide guidance on design guidelines). poten al “connectors” or suppor ng corridors within or adjacent to the mobility 11. Provide recommenda ons on an hubs. implementa on strategy for Burlington’s mobility hubs and major transit sta on 6. Iden fy key urban design principles for the areas including considera on of policies, mobility hubs to provide guidance to the tools (e.g. incen ves, design guidelines), City for the review of current development interim measures, programs, partnerships, applica ons and to set the framework for phasing, priori es and next steps. future detailed design guidelines and/or master plan work.

2 1.3 A Two-Staged Policy Approach The diagram below demonstrates a two-staged detailed master plans (Stage 2), interim direc ons approach to establishing clear policies for the will allow for new development within the mobility development of the mobility hubs. In Stage 1, the hubs and along the connectors, while ensuring it is mobility hubs are considered as a system, and high consistent with the vision for each hub, and the vision level policy direc ons are provided for integra on for the hubs as a connected system. into the Offi cial Plan as part of the City’s Offi cial Plan City staff will bring forward policy direc ons based Review. In Stage 2 (beyond the scope of the Offi cial on the fi ndings of this study for Council approval for Plan Review), mobility hub studies are undertaken for integra on into the Offi cial Plan. each hub, including a detailed master plan to guide future development. In Stage 2, the policies derived from Stage 1 will be used to inform the development of detailed This study represents the fi rst step in Stage 1, and master plans and site-specifi c design guidelines and iden fi es the opportuni es and constraints that recommenda ons for each hub. The master plans will characterize each mobility hub. General guiding be supported by detailed urban design and planning principles are provided to direct placemaking, land direc ons, transporta on and traffi c analysis, and use, built form, open space and circula on. Building market research and value upli analysis. The fi ndings on these general direc ons, a vision and guiding of these studies may result in further, site-specifi c principles are provided for each hub. revisions to the City’s zoning bylaw. A key element of the study is the development of Throughout the build-out of the mobility hubs, interim policies and recommenda ons. Given the opportuni es for public engagement will be ongoing. poten al long-term meline for the development of

STAGE 1: MOBILITY HUBS IN THE CITY-WIDE SYSTEM (Within the Scope of the Ofﬁ cial Plan Review) Strategic policy regarding mobility hubs integrated into the Ofﬁ cial Plan and complementary directions in the Transportation Master Plan.

Burlington OP Review: Mobility Hub Opportuni es and Constraints Study

Deliverables: Policies Added to City Staff OPR - Mobility Hub Visions Offi cial Plan and Direc ons - Guiding Principles Transporta on Report - Dra Offi cial Plan Policies Master Plan

This Study

Ongoing Public Consulta on Opportuni es (including residents, landowners and local developers)

3 STAGE 2: AREA SPECIFIC DEVELOPMENT DIRECTIONS (Beyond the Scope of the Ofﬁ cial Plan Review) Detailed master plans and supporting studies to guide the development of the mobility hubs.

Mobility Hub Study

Key Deliverables: - Detailed Master Plan Poten al Suppor ng Studies: Oﬃ cial Plan Urban Design and Public Realm Plan Development Amendments, Zoning - Servicing & Infrastructure Study Applica ons By-law Amendments, - Transporta on Study etc. - Market Upli Analysis

Ongoing Public Consulta on Opportuni es (including residents, landowners and local developers)

4 As the mobility hubs redevelop, new residen al and commercial buildings will frame adjacent streets and create a rac ve, vital pedestrian areas.

1.4 Mobility Hub Context Burlington is growing in place, which means that designated, the major transit sta on areas have been new growth in the City must be within the urban included to ensure the City’s transporta on network limits. To grow in a sustainable way, the City must is considered as an integrated system. For the purpose make strategic decisions about growth and use land of this study, all four areas are referred to as ‘mobility and infrastructure effi ciently. As determined through hubs,’ and encompass an approximately 800m radius the City’s Intensifi ca on Study, new growth will be of area around sta on. focused in areas such as Urban Growth Centres and 1.4.1 What is a Mobility Hub? Urban Growth Corridors - planned areas iden fi ed The Big Move, the regional transporta on plan for in the Growth Plan as centres for investment in the Greater Toronto and Hamilton Area (GTHA) ins tu onal and region-wide public services that (2008), establishes a long-term strategic plan for an accommodate major transit infrastructure and high integrated, mul -modal, regional transporta on density employment and popula on. Burlington’s system. To ensure the system evolves to meet the four mobility hubs are found within the Urban Growth needs of a consistently growing popula on, Metrolinx Centres and urban growth corridors iden fi ed in the has outlined The Nine Big Moves, a set of priority 2008 intensifi ca on study. ac ons that will have the most transforma onal As required by the Province’s transporta on master impact on the GTHA’s transporta on system. plan (The Big Move, Policies 7.10, 7.14, 7.15, 7.16, Big Move # 7 advocates a system of 51 connected 7.18), this study sets a high level vision and guiding mobility hubs: design principles for the City’s two Provincially- designated mobility hubs (Burlington GO and “Create a system of connected mobility hubs, including Downtown Burlington), the other two major transit Anchor Hubs and Gateway Hubs, at key intersec ons sta on areas (Appleby GO and Aldershot GO) as in the regional rapid transit network that provide defi ned by the provincial growth plan, and the travellers with access to the system, support high corridors that connect them. Though not provincially density development, and demonstrate excellence in customer service.”

5 Burlington’s iden fi ed Intensifi ca on Areas (Burlington Intensifi ca on Study, 2008).

The Big Move defi nes mobility hubs as transit sta ons achieve or have the poten al to achieve a minimum with signifi cant levels of planned transit service density target of approximately 50 P+J/Ha, though (the intersec on of two or more current or planned greater densi es are an cipated at the Burlington GO regional rapid transit lines) and high residen al and Mobility Hub based on planned transit service. employment development poten al within an 800m Mobility hubs serve a cri cal func on in the regional radius of the transit sta on. transporta on system as the origin, des na on, Mobility hubs can be further categorized as Anchor or transfer point for a signifi cant por on of trips. Hubs or Gateway Hubs. The Big Move iden fi es 18 With a signifi cant amount of exis ng or planned Anchor Hubs (including the Downtown Burlington transit service, and a high development poten al, Mobility Hub) and 33 Gateway Hubs (including mobility hubs must seamlessly integrate all modes Burlington GO Sta on). of transporta on and promote an a rac ve, mixed- Anchor Hubs have the poten al to transform the use community around the sta on. Mobility hubs regional urban structure and act as anchors in the must e together transporta on planning, land regional transporta on system. They include the use planning and strong urban design principles by Major Transit Sta on Area and the surrounding area in focusing on the broader civic nature of transit and its Urban Growth Centres. Anchor hubs can accommodate connec on to its users and city fabric. In addi on to densi es up to 400 people and jobs per hectare (P+J/ serving as places to arrive, depart and wait for transit, Ha), subject to the predominant mode of transit. successful mobility hubs have the poten al to become vibrant neighbourhoods and mixed-use pedestrian Gateway Hubs are key nodes in the regional des na ons in themselves. transporta on system where there is expected to be signifi cant passenger ac vity (4,500 or more forecasted combined boardings and aligh ngs in the 2031 peak period). Gateway Hubs are generally forecasted to

6 RSHO DE T G AL O 407 HWY 403 HWY

RLING BU TO

PLAINS RD

WATERDOWN RD

MAPLE AVE

QEW NORTH SHORE BLVD

BRANT ST

N DO N WNTOW

1.4.2 Burlington’s Mobility Hubs The City’s four mobility hubs are iden fi ed on the As a Gateway Hub, Burlington GO is located at the map above, and include Burlington GO, Downtown interchange of two or more planned regional rapid Burlington, Aldershot GO, and Appleby GO. The transit lines where signifi cant ridership and densi es following sec ons outline the loca on and key are to be achieved within the 800 meters by 2031. characteris cs of each hub. The mobility hub is home to 3,000 people, with a Note: Sta s cs based on Metrolinx’ Mobility Hub popula on density of 16.4 residents per hectare. It Profi les (2012): employs 2,400 people, with a density of 11.9 jobs per http://www.metrolinx.com/mobilityhubs/en/map/ hectare. maps.aspx). Each morning, 3,390 people end their trip at the Burlington GO - Burlington GO Sta on is located mobility hub, with the majority (81%) arriving by car. between Aldershot and Appleby GO Sta ons, north of The remaining people reach the sta on by regional or the City’s urban growth centre. It includes Burlington local transit (2%), walking (12%), and cycling or other GO sta on on the Lakeshore West Line, Fairview Street means (4%). In contrast, 2,660 people begin their as a main arterial, the Queensway, Brant Street, and a trip at the mobility hub each morning, though with por on of the QEW. Fairview Street is the City’s longest a similar breakdown of modes, including car (84%), east-west arterial road south of the QEW, while Brant regional or local transit (5%), walking (8%), and cycling Street is the historic main street running north-south, or other means (3%). ending at Lakeshore Boulevard. As determined in The Burlington GO Sta on contains 2,273 parking spaces, Big Move, Burlington GO has the poten al to integrate a Kiss-and-Ride program, a taxi stand, retail uses express rail, rapid transit, and local transit in the long- located near the sta on, and outside bicycle racks and term. storage shelters. The majority of GO customers (58%) live within 5km of the sta on. The sta on catchment area is 21km. 7 ON G O QEW LEBY PP GO A

FAIRVIEW ST

GUELPH LINE NEW ST

MOBILITY HUB

Plan illustra ng Burlington’s four mobility hubs.

With future express rail planned along the Lakeshore The mobility hub is home to 6,500 people, with a Line from Hamilton to Oshawa (as iden ﬁ ed in The Big popula on density of 44.3 residents per hectare. It Move), Metrolinx’s Mobility Hub Guidelines advocate employs 3,300 people, with a density of 22.5 jobs per a density of 200-400 P+J/Ha. Future LRT supports hectare. a desired transit mode share of 30-50% for trips Each morning, 2,800 people end their trip at the origina ng from the mobility hub. mobility hub, with the majority (89%) arriving by car. Downtown Burlington - Downtown Burlington The remaining people reach the sta on by regional or includes a vibrant mix of residen al neighbourhoods, local transit (3%), walking (7%), and cycling or other shops, services, and restaurants, adjacent to the means (2%). In contrast, 2,170 people begin their waterfront. The Downtown Burlington Mobility trip at the mobility hub each morning, though with Hub is located near the intersec on of Brant Street a similar breakdown of modes, including car (81%), and Lakeshore Road, focused around the Burlington regional or local transit (7%), walking (7%), and cycling Transit Terminal on John Street. As an Anchor Hub, or other means (4%). Downtown Burlington has strategic importance as As an urban growth centre, the Downtown Mobility an urban growth centre which according the Growth Hub is subject to the density targets of Places to Grow, Plan for the Greater Golden Horseshoe, is to be which directs that Downtown Burlington should a focal area for high residen al and employment accommodate a minimum of 200 P+J/Ha on or before density, major transit infrastructure, and a mix of land 2031. uses. Downtown Burlington includes some regional des na ons and has the poten al to see new growth and development. According to The Big Move, the mobility hub has the poten al to integrate rapid transit, regional rail and local transit in the long term.

8 Aldershot GO - As the only mobility hub that integrates With local transit as the future predominant transit VIA rail, Aldershot GO Sta on plays a signifi cant mode serving the mobility hub, Metrolinx’s Mobility regional rail func on. Aldershot GO sta on is situated Hub Guidelines an cipated that Appleby GO can between Highway 403 to the north and Plains Road accommodate 50-150 P+J/Ha. The desired transit mode to the south, just east of Waterdown Road. It also share is for 10-25% of trips beginning in the mobility provides regional rail service to the Waterdown hub. Assuming express rail service is provided at community. Appleby GO Sta on, as part of the extension iden fi ed Each morning, 1,488 people begin their trip at the for Burlington GO Sta on, an cipated density will be mobility hub, with the majority (67%) arriving by 150-300 P+J/Ha, with a desired transit mode share of car (including 3% carpooling). The remaining people 30-60% for trips beginning in the mobility hub reach the sta on through the Kiss-and-Ride program Summary (11%), local and regional transit (18%), walking (1%), At each of the four mobility hubs, a signifi cant increase and cycling or other means (1%). in density will be required to achieve the targets Aldershot GO Sta on contains 1,619 parking spots, recommended through Places to Grow and Metrolinx’s two vehicular access points, bike racks, a pedestrian Mobility Hub Guidelines. Specifi c opportunity sites bridge/tunnel, a bus loop, 3 bus shelters, and that can accommodate greater density are iden fi ed connec ons to Burlington Transit and GO Transit. in Sec on 5.0, and should be explored in greater detail (at a later stage) through comprehensive With regional rail as the future predominant transit master plan studies at each hub. With the excep on mode serving the mobility hub, Metrolinx’s Mobility of Appleby GO Sta on, which is near the lower end of Hub Guidelines an cipate that Aldershot GO can the recommended transit mode share target, all four accommodate 50-200 P+J/Ha. The desired transit mobility hubs fall signifi cantly short of the desired mode share is for 10-25% of trips beginning in the transit mode share targets, and will require a major mobility hub. Assuming express rail service is provided shi in the exis ng car-dominant character of the hub at Aldershot GO Sta on, as part of the extension to a more transit, pedestrian, and cycling-oriented iden fi ed for Burlington GO Sta on, an cipated hub. density will be 150-300 P+J/Ha, with a desired transit mode share of 30-60% for trips beginning in the mobility hub. Appleby GO - Appleby GO Sta on is situated furthest east of all the mobility hubs. It is located between Fairview Street and Harvester Road, just east of Appleby Line. Each morning, 3,361 people begin their trip at the mobility hub, with the majority (71%) arriving by car (including 2% carpooling). The remaining people reach the sta on through the Kiss-and-Ride program (14%), local and regional transit (9%), and walking (5%). Appleby GO Sta on contains 3,007 parking spots, 4 vehicular access points, bike racks, a pedestrian tunnel, a bus loop, 2 bus shelters, and connec ons to Burlington Transit.

The mobility hubs will include greater densi es in close proximity to the transit sta ons.

9 1.4.4 How will the Mobility Hubs be affected? As outlined in Sec on 1.4.2, Burlington’s mobility Each mobility hub will explore opportuni es for hubs will see a signiﬁ cant increase in density, consolidated sta on facili es that are easily accessed accommodated primarily through the shi to more by pedestrians. The sta ons will incorporate highly intensive, mixed-use development, including a mix of visible landmark buildings that frame and promote uses within individual buildings, and/or within a site. places of arrival and departure and lead travellers to New development will facilitate various modes local main streets and neighbourhoods around the of alterna ve transporta on, including walking, sta on, and to broader City des na ons. cycling and transit. Through redevelopment and improvements to the public realm, safe and direct 1.5 Study Overview connec ons will be established between the transit The study was undertaken as a three phase process, sta ons, the adjacent neighbourhoods, and the City. including: To augment this enhanced connec vity, a large › Phase I (A): Case Study Review and (B) Site and amount of revitaliza on is envisioned throughout the Context Review four mobility hubs. This revitaliza on includes a mix › Phase II: Mobility Hub Visioning and Urban Design of uses that support vital neighbourhoods including Principles pedestrian-oriented streetscapes, new buildings, and improved employment and retail opportuni es. › Phase III: Recommenda ons 1.4.5 What will the Mobility Hubs look A high-level overview of each of these phases are outlined below: like? The mobility hubs will be compact, complete transit- 1.5.1 Phase 1 Summary oriented communi es where people of all ages can live The objec ve of Phase 1 was to gain a comprehensive close to work, schools, parks, retail areas, and cultural/ understanding of each of the mobility hubs, and their recrea onal facili es. They will promote eﬃ cient use role in the greater city structure through site visits, of available land while minimizing the environmental background research, and stakeholder discussions. impacts of development. These communi es will be Building on this background research, the Consultant characterized by urban design excellence that includes Team worked with the City, Metrolinx, and key well designed and integrated buildings, streets and stakeholders at a Stakeholder Workshop (March 22, civic spaces. 2013) to iden fy the opportuni es and constraints at each mobility hub.

New open spaces and pedestrian trails within larger developments will create a well-connected pedestrian environment, and provide direct links to tranist modes.

10 The fi ndings of Phase 1 were presented to the public for review and comment at Public Workshop # 1 (September 10, 2013). A detailed summary of Public Workshop # 1, including Priority Direc ons, can be found in the Appendix. 1.5.2 Phase 2 Summary The objec ve of Phase II was to build on the opportuni es and constraints iden fi ed in Phase I, to determine a vision and suppor ng guiding design principles for each mobility hub, as well as the mobility hubs as an integrated system. 1.5.3 Phase 3 Summary The objec ve of Phase III was to consolidate the background research and analysis, the opportuni es and constraints mapping and detailed direc ons, and the vision and guiding principles into a comprehensive package. A detailed Implementa on Strategy was prepared to outline the key studies and ini a ves required for the complete build-out of the mobility hubs. The fi ndings of Phase III were presented to the public for review and comment at Public Workshop # 2 (February 12, 2014). The input received was used to refi ne the recommenda ons of the study as necessary. A detailed summary of Public Workshop # 2 can be found in the Appendix.

Unique mid-block connec ons between buildings will support a highly walkable environment.

11 1.6 Key Stakeholders This study, and the ongoing development of the parking facili es. In 2013, Metrolinx completed a GO mobility hubs, is informed by a variety of stakeholders Transit Rail Parking and Sta on Ac on Plan to balance with varying levels of investment and input. These parking requirements at sta ons, while enhancing stakeholders will con nue to be involved, and the customer experience. The parking forecasts for will be integral in achieving the implementa on Aldershot GO Sta on are high, with expansion plans recommenda ons outlined in Sec on 7.0. for an addi onal 200-600 spaces by 2032. Both To-date, stakeholder involvement has included: Burlington GO Sta on and Appleby GO Sta on have low parking forecasts and no plans for expansion of 1.6.1 City of Burlington facili es. This study was ini ated by the City of Burlington, and Recognizing the development poten al at mobility they have been involved throughout the study process. hubs, the study notes that parking expansion should Regular mee ngs were held with a Technical Advisory not preclude future development, and encourages Commi ee to receive feedback on key deliverables. the integra on of structured parking within new The commi ee was comprised of representa ves development. This is further supported through from a number of departments, including Planning high-level opportuni es and constraints analysis and Building, Transporta on, Transit, Engineering, and completed at each sta on, which iden fi es poten al Burlington Economic Development Corpora on. redevelopment op ons at both Aldershot GO Sta on At the conclusion of the study, the City is responsible and Burlington GO Sta on. for making key recommenda ons on the Offi cial As detailed master plans for the hubs are developed, Plan Review, as well as the Transporta on Master ongoing collabora on and long-term partnerships Plan Update. As the body in charge of development with Metrolinx will be required to ensure prac cal applica ons, the City is integral in ensuring the solu ons that balance the mobility hub vision with the mobility hub objec ves are achieved. func onal requirements of a regional transit hub. 1.6.2 Metrolinx 1.6.3 Halton Region As the provincial transit and transporta on Halton Region was involved at key intervals throughout authority, Metrolinx is a signifi cant stakeholder in the process, and were in a endance at an internal the development of mobility hubs throughout the staff workshop, and two public consulta on sessions. GTHA - o en responsible for ini a ng and leading Key deliverables, including dra documents, were studies. While not responsible for ini a ng this study, circulated to the Region for review and comment. Metrolinx has been a key stakeholder throughout the Representa ves from the Region were available as process, a ending a detailed driving tour, an internal needed throughout the study to provide clarifi ca on staff workshop, and two public consulta on sessions. on regional policies and processes. Key deliverables, including dra documents, were circulated to Metrolinx for review and comment at key As detailed master plans are prepared for each stages. mobility hub, further engagement with the Region will be required to ensure the alignment and integra on In addi on to their liaison role, Metrolinx is a signifi cant of key modes between neighbouring municipali es. landowner within three of the four hubs, including the GO Transit sta ons and their large suppor ng

12 1.6.4 Community Members 1.6.5 Various Agencies A signifi cant area of each mobility hub is iden fi ed as In addi on to the abovemen oned stakeholders, a the Ter ary Zone, or the stable areas that will benefi t variety of agencies provided input at key stages of the from mobility hub development but will see minimal process, including adjacent municipali es (Oakville, change. The residents who live in these areas, within Milton, Halton Hills), Conserva on Halton, etc. These walking distance of the Primary Zone, will be some of agencies par cipated in an internal Stakeholder the key benefactors of mobility hub development - Visioning Workshop on March 22, 2013 and a using new transit facili es, suppor ng new businesses, consultant presenta on and feedback session on April occupying streets and open spaces, and in some cases, 1, 2014. living in new developments. Members of the community provided input at two *Note: Please refer to Sec on 7.0 to see the an cipated well-a ended public consulta on sessions, and involvement of these stakeholders as the mobility hubs the feedback received greatly informed the fi nal con nue to evolve. recommenda ons of this study. In addi on, landowners and members of the local development commi ee were in a endance at each of the public workshops and provided feedback on the recommenda ons of this report. Engagement with the public, landowners, and the development community will con nue in the long- term planning and build out of the hub. This includes input at future public sessions, as well as a variety of partnership opportuni es with local community groups.

Stakeholder par cipate in a March 22 Stakeholder Visioning Workshop.

13 KEY STAKEHOLDERS

City of Burlington

Consultant Team

Other Halton Agencies/ Metrolinx Region Neighbouring Municipali es

Community Members

Ongoing Public Consulta on (Residents, Landowners, Local Developers)

14 Policy/Planning Framework The founda ons of mobility hub development 2.2 The Big Move (2008) lie at the provincial level, with Places to Grow The Big Move, the regional transporta on direc ng new growth towards Urban Growth master plan prepared by Metrolinx, establishes Centres and Major Transit Sta on Areas, and a long-term strategic plan for an integrated, the Big Move designa ng specifi c Major Transit mul -modal, regional transporta on system. Sta on Areas as mobility hubs. At the municipal To ensure that the transporta on system within level, the onus is on each municipality to further the GTHA evolves to meet the needs of a defi ne the development of the mobility hubs consistently growing popula on, Metrolinx has through local policies, including Offi cial Plans, outlined The Nine Big Moves, a set of Priority Zoning Bylaws, Transporta on Master Plans, Ac ons that will have the most transforma onal and other suppor ng studies and strategies. impact on the GTHA’s transporta on system. The policy documents that guide mobility Big Move # 7 proposes a system of connected hub development in the City of Burlington are mobility hubs: summarized in the following sec ons. “Create a system of connected mobility hubs, 2.1 Places to Grow: Growth including Anchor Hubs and Gateway Hubs, at key intersec ons in the regional rapid transit Plan for the Greater Golden network that provide travellers with access to Horseshoe (2006) the system, support high density development, According to the updated forecasts released and demonstrate excellence in customer by the Province of Ontario in June 2013, the service.” popula on of the GTHA will grow by 3.02 The Plan iden fi es Downtown Burlington as million people and 980,000 jobs by 2041. Of an anchor hub, and Burlington GO Sta on as this growth, 440,000 people and 160,000 jobs a gateway hub (refer to Sec on 1.4.1 of this will be located in the Halton Region. document). The suppor ng policies aim to The Plan directs the majority of this popula on reinforce provincial intensifi ca on targets, and employment growth to the Urban Growth while direc ng growth to the Urban Growth Centres in Downtown Milton, Midtown Oakville, Centre in a manner that supports pedestrian, and Downtown Burlington. cycling and transit-friendly communi es. The Plan does not specifi cally address mobility The Big Move requires municipali es to hubs, but requires that urban growth centres incorporate the designated mobility hubs into (the Downtown Burlington Mobility Hub): their Offi cial Plans and Transporta on Master Plans (Policy 7.14), and to prepare detailed › Be a focal area for a mix of uses, including master plans (Policy 7.15) for each mobility hub commercial, recrea onal, cultural, and (and major transit sta on areas as appropriate) entertainment uses; that: › Accommodate and support major transit Set out policies to implement the Growth infrastructure; › Plan; › Serve as high density employment centres; Establish minimum density targets; and, › › Op mize transit-oriented development › Achieve 200 People + Jobs/Hectare (P+J/Ha) poten al; by 2031. Provide a range of traveller ameni es; Much of the City’s remaining growth is › directed towards the major transit sta on › Op mize trip genera on; areas (Burlington, Aldershot, and Appleby GO › Set target modal splits; Sta ons) and along intensifi ca on corridors. › Establish a surface parking reduc on This growth should support and ensure the strategy; viability of exis ng and planned transit services. 16 › Promote sustainability; › land use and urban design surrounding rapid transit › Improve the public realm; sta ons; and, › Priori ze ac ve transporta on, including walking, › funding and implementa on. cycling, and transit; Based on nine key objec ves, the Mobility Hub › Establish a pedestrian-focused movement plan; Guidelines provide a series of guidelines, examples and best prac ce precedents to guide infi ll and › Provide secure and weather-protected bicycle intensifi ca on at the mobility hubs. The opportuni es parking; and, and constraints iden fi ed in Sec on 5.0 were informed › Enhance comfort and convenience for transit users. by the guidelines. The Big Move includes a detailed phasing strategy, including 15 Top Transit Priori es to be completed 2.4 Region of Halton Transportation within the fi rst 15 years of the plan’s implementa on. Master Plan (2011) Key projects related to Burlington include: The Halton Region Transporta on Master Plan provides › Extension of express rail on the Lakeshore Line the strategies, policies and tools for the development between Hamilton and Oshawa will stop at of a balanced and sustainable transporta on system Burlington GO (and presumably Aldershot GO and that will support the objec ves of Sustainable Appleby GO). This will result in a signifi cant increase Halton and meet the Region’s transporta on needs in development pressure at these hubs, and is a safely, eff ec vely, and cost effi ciently to 2031. It will major impetus for the early considera on of the guide and support the development of the regional opportuni es and constraints at these hub. To be transporta on system and help to defi ne the Region’s completed in the fi rst 15 years (by 2023). role in the establishment of the broader transporta on › Bus Rapid Transit will be provided on Dundas Street system serving Halton Region. from Brant Street in Burlington to Kipling Sta on in To meet the objec ves of the plan, it is es mated Toronto. Background studies underway, project to that 15-20% of all peak period trips in the region be completed in the fi rst 15 years (by 2023). must be accommodated by public transit by 2031 › Addi onal rapid transit services will be added on (generally lower than the sta on-specifi c es mates in the mountain along Mohawk Road in Hamilton the Mobility Hub Guidelines - see Sec on 1.4.2). To and in Halton connec ng both Burlington and accommodate this modal shi , a conceptual Transit downtown Milton to the rapid transit service on Strategy was prepared (Sec on 7) in collabora on Dundas Street. To be completed between years 16- with the local municipali es, including the City of 25 (2024-2033). Burlington. The strategy focuses on the Regional Roads, and includes: 2.3 Metrolinx’ Mobility Hub Design › Transit in Reserved Right-of-Way (Bus Rapid Transit) Guidelines (2011) on Dundas Street, from Brant Street. Metrolinx’ Mobility Hub Guidelines build on the › Transit in Semi-Exclusive/Exclusive Right of Way on policies of The Big Move, direc ng the design of Brant Street and Appleby Line (generally located mobility hubs throughout the GTHA, and can be north of Fairview Street, with direct access to each applied to other transit-related developments. The GO Sta on). guidelines advocate for seamless mobility, enhanced › Transit in Semi-Exclusive/Exclusive Right of Way placemaking and successful implementa on, focusing on Harvester Road, from Burlington GO Sta on to on the factors that create successful mobility hubs, beyond Appleby GO Sta on. including: › BRT/HOV on the Queen Elizabeth Way. › transit sta on design; These ini a ves will facilitate more convenient › sta on circula on and access; access to the mobility hubs for a variety of modes › transit customer informa on and wayfi nding; of transporta on, and will compliment the broader transit strategies of Metrolinx’s The Big Move.

17 2.5 Region of Halton Active the major transit sta on areas (Burlington, Aldershot, Transportation Master Plan and Appleby GO Sta ons), and along key corridors. Intensifi ca on will achieve a scale and density that (underway) supports exis ng and planned transit, and decreases Halton Region is undertaking an Ac ve Transporta on dependence on the automobile. Master Plan to facilitate con nuous, safe, and The Offi cial Plan encourages many elements of transit- convenient walking, cycling, and other modes oriented development to address long-term growth, throughout the Region. This project will look at the and iden fi es specifi c objec ves and policies related Region’s exis ng infrastructure, iden fy areas for to all forms of transporta on (Sec on 3). However, the improvement, look at diff erent opportuni es and Plan was prepared and approved prior to the Province demonstrate the op mum ac ve transporta on designa ng mobility hubs in the The Big Move system for the Region up to the year 2031. and therefore does not provide explicit direc ons Key recommenda ons that relate to Burlington related to mobility hub development. As part of the include: City’s mandatory fi ve-year review, a key objec ve › Sidewalks on all Regional Roads into the City, of this study is to recommend policy and process including Brant Street, Guelph Line, Appleby Line, amendments that will integrate mobility hub design and Appleby Line. and development into the new Offi cial Plan (which has a me horizon to 2031) in response to direc on › Buff ered Bike Lanes and Bike Lanes on Brant Street, from The Big Move. north of the QEW, to connect to the exis ng Bike Lanes south of the QEW. 2.7 City of Burlington Offi cial Plan › Buff ered Bike Lanes on Guelph Line. Review (underway) › Buff ered Bike Lanes on Appleby Line. The Planning Act requires every city to update its The study is in it’s fi nal phase (Implementa on Offi cial Plan at least every fi ve years. The City of Strategy) and is scheduled for comple on by Spring, Burlington’s last Offi cial Plan review began in 2002 2014. and the revised document was approved by Halton Region in 2008. 2.6 The City of Burlington Offi cial The City of Burlington is currently undergoing its fi ve- Plan (currently under mandatory year review to ensure that their City-building eff orts fi ve-year review) are realizing the City’s collec ve vision and responding to the community’s needs. A comprehensive work An Offi cial Plan is a statutory document required by plan for the review was approved by Council. the Province that describes a city’s land-use strategy over the next 20 years. It addresses the loca on and As part of the City’s Offi cial Plan review, three City- form of new housing, industry, offi ces and shops as wide studies have been undertaken and will inform well as an cipated needs for infrastructure. the direc ons of the plan. In addi on to this study, the studies are: The City of Burlington Offi cial Plan, which is currently undertaking a mandatory fi ve-year review process, The City of Burlington Transporta on Master Plan manages and directs the development and planning of (underway) - The City of Burlington is preparing a land uses for a period extending to the year 2021. The Transporta on Master Plan – the fi rst for the City that Plan an cipates that, by 2021, the popula on of the focuses on all modes of transporta on. The TMP will City will grow to 182,000 people, with an employment create a 20 year shared vision and strategy to achieve popula on of 108,000. a complete transporta on network in Burlington. Policies will align with the outcome of the Offi cial Plan Responding to the Region’s growth plan, the City’s review. It has a me horizon to 2031 and will respond Offi cial Plan seeks to intensify at appropriate loca ons, to the Region’s transporta on master plan and the Big including the Downtown (an urban growth centre),

18 Move. The TMP recognizes that the automobile is not 2.8 City of Burlington GO Station the only way to travel. The goal is to create a complete Lands Intensifi cation Opportunity transporta on system that is reliable, integrated and that allows people to travel more effi ciently in Study (2006) whatever way they choose. As part of the City of Burlington’s last Offi cial Plan review, a study of Appleby, Aldershot, and Burlington The City of Burlington Employment Lands Study GO Sta ons was undertaken. The study concluded (2011 & 2012) - The City of Burlington’s two-phase that intensifi ca on should be considered within Employment Lands Study presents a comprehensive 500 metres of all three GO sta ons. At Appleby and review of the City’s designated employment lands. Aldershot GO Sta on, the study recommended the Key elements of the study include: protec on of lands that are currently designated as › An analysis of the trends in employment uses in employment. southern Ontario and the implica ons for demand The study led to a number of policy changes. Within for employment land; the Burlington GO Sta on area, policy revisions › Upda ng the City’s supply of vacant, developable included dele ng non transit-suppor ve uses, limi ng employment land; fl oor area for individual uses to encourage mixed- › Calcula on of the demand for employment land to use, and introducing mixed-use residen al policies the planning horizon of 2031; and, to encourage higher density, transit-suppor ve › Iden fi ca on of strategies and op ons for the City uses and built form. For Aldershot and Appleby GO to meet growth objec ves. Sta ons, uses were intensifi ed through the dele on of maximum fl oor space index and maximum building The study found that the City’s economy is shi ing from heights to enable design fl exibility and consistency tradi onal industrial and manufacturing to service and with provincial policy. New defi ni ons were also offi ce-based employment. It was an cipated that the included in the Offi cial Plan, including “higher order City will grow by 17,574 jobs by the year 2031, which transit” and “major transit sta on areas”. will require 175-225ha of designated employment land. The GO intensifi ca on study and accompanying transporta on analysis recognized that transporta on It was concluded that the City currently has a infrastructure constraints would delay full suffi cient supply of land to accommodate this growth, intensifi ca on of the areas around the GO sta ons, but that there will be signifi cant pressure to convert and in par cular, the Burlington GO Sta on. The designated employment lands to non-employment current Offi cial Plan notes that the City may prohibit uses. As the supply of employment lands is fi nite, addi onal intensifi ca on unless suffi cient municipal the study discourages conversion but recognizes that services are available to service the land, building or conversion may be appropriate to achieve other City structure. objec ves - while not iden fi ed as a specifi c example, it is recognized that the Downtown and mobility hubs present an opportunity to diversify the City’s 2.9 City of Burlington Cycling Master employment base, through mixed-use development. Plan (2009) The Burlington Cycling Master Plan guides the Where conversion is being considered, employment development of a network of cycling facili es, along lands should be subject to detailed criteria to ensure with other ini a ves and suppor ve policies to conversion is appropriate, and should explore encourage cycling within Burlington. It provides an opportuni es to maintain employment uses within a updated plan for the Burlington cycling network, greater mix of uses. proposing a total of 373 kilometres of cycling facili es. The network consists of cycle tracks, mul -use pathways, bike lanes, bicycle priority streets, paved shoulders, grade-separated crossings and signage and wayfi nding.

19 Suppor ve policies and programs include end of trip Waterdown Road EA - The City of Burlington has facili es, land use policies, integra on of cycling within recently completed an Environmental Assessment transporta on plans, services and prac ces, and study for Waterdown Road. The study considered awareness and educa on programs. A key focus is on op ons to improve transporta on, including vehicle integra on of cycling with regional transit, including traffi c, pedestrians, and cyclists, between Plains Road improved access and connec ons to sta ons, bicycle and Masonry court. Key elements of the preferred parking at sta ons and transport of bicycles on transit design concept include: vehicles. › Four 3.3 metre through lanes; The Master Plan iden fi es bicycle infrastructure › 1.5 metre bike lanes; and, within all four mobility hubs, connec ng directly to the sta ons or enhancing access to sta ons through › A 3.5 metre boulevard (including 2 metre sidewalks). nearby neighbourhoods. Key exis ng connec ons City-owned Proper es Within the Downtown Urban include bike lanes on Brant Street, Fairview Street, Growth Centre/Mobility Hub - The City is in the Maple Avenue, the Centennial Bike Trail and Plains process of exploring op ons for City-owned sites that Road. Enhancements to the network within the will op mize land use, while providing the best use Mobility Hubs include new or extended bike lanes within the Downtown Mobility Hub and Urban Growth on Fairview Street, Plains Road, Prospect Street, Centre context. Lakeshore Road, Elgin Street, James Street, New Street, Downtown Core Commitment - The City has recently Waterdown Road, Harvester Road and Appleby Line. completed the Core Commitment, Burlington’s Further extensions to the network through Bicycle Downtown Vision and Ac on Plan. The study presents Priority Streets are proposed along Drury Lane, Brant a strategic plan for the Downtown, refl ec ng Council’s Street, Caroline Street, Clearview Avenue, Gallagher commitment to the core and se ng out key strategic Road and Mullin Way. ini a ves to ensure its ongoing health. The Core Commitment reinforces the City’s investment 2.10 Ongoing Studies/Initiatives in the Downtown Mobility Hub, including con nued In addi on to the studies outlined in the previous advancement of the recommenda ons of the sec ons, the City of Burlington has ini ated a number Transporta on Master Plan the Cycling Master Plan, of ongoing and or recent strategies that have a direct the Downtown Parking Study, and this and subsequent impact on the mobility hubs, including: mobility hub studies. Plains Road Improvements - A signifi cant amount of work has been undertaken to spur development and enhance the character along Plains Road. This began with the Plains Road Village Vision, prepared by a group of ci zens in the late 1990’s, to convert Plains Road from a highway to an a rac ve main street. The vision gained support from the City, the Region, the local BIA, and the development community, leading to the crea on of the Plains Road Corridor Urban Design Guidelines (2006). Building on the recommenda ons of the design guidelines, and the general vision for the corridor, the Plains Road Corridor Func onal Design and Implementa on Study is currently underway, aiming to develop a recommended roadway design that accommodates all users (i.e. pedestrians, cyclists, transit-users, and drivers) safely and effi ciently.

Mobility hubs development will support complete streets for all users.

20 Precedent Review

21 This study precedes and prepares the City’s Offi cial Plan for the next stage of mobility hub development, including detailed master plans at each mobility hub area. The fi ndings of this study build on our previous experience in the planning and design of mobility hubs, as well as a variety of other provincial and interna onal precedents to iden fy current best prac ces in the design and implementa on of mobility hub development. Key precedents include: Completed/Ongoing Mobility Hub Studies › The Dundas West-Bloor Mobility Hub Study › The Kennedy Sta on Mobility Hub Study › The City of Brampton Mobility Hub Study Local and Provincial Transit-Oriented Developments › Midtown Oakville, Oakville GO Sta on › Mount Pleasant Village, Brampton › Port Credit GO Sta on, Mississauga Interna onal Transit-Oriented Developments › Derby Sta on, East Midlands, England › Pennbrook Sta on, Philadelphia, Pennsylvania These projects are generally master plans, but the lessons learned can be applied at a higher level to refl ect the scope of this study. Each of these precedents are discussed on the following pages, including their relevance to the study and the lessons learned for Burlington’s mobility hubs.

22 3.1 Completed/Ongoing Mobility Hub Studies

Mount Dennis Mobility Hub Study Study Relevancy The Mount Dennis Mobility Hub Study was ini ated The Mount Dennis Mobility Hub is iden fi ed as a and led by Metrolinx. Iden fi ed as the western Gateway Hub in The Big Move. The mobility hub study terminus for phase one of the Eglinton Crosstown is intended to be used by a variety of stakeholders LRT study (EGLINTONconnects), and as the loca on including Metrolinx, the City of Toronto, the TTC, for a future GO train sta on and 15 bay bus terminal, community groups and other organiza ons to help Mount Dennis was selected as an early candidate for them coordinate their ac vi es to create a more a mobility hub study to ensure there is a vision for the transit suppor ve area. sta on, and surrounding area, in an cipa on of new Within the primary zone the study establishes a long- development in the near-term. term vision, along with specifi c recommenda ons, for The study, which has recently been completed, how the design of the sta on can support broader comprises the former Kodak lands east of Black Creek community building objec ves. For lands outside of Drive and north of Eglinton Avenue. It iden fi es the primary zone the study provides guidance to the private transit-oriented development op ons and City of Toronto on upda ng the zoning and land use public realm improvements within the 800 metre policy framework and responding to development mobility hub radius and outlines how the new sta on proposals with concrete recommenda ons. can provide seamless connec ons between LRT, regional rail, local bus services and the surrounding community.

23 Opposite page: An axonometric view of the Mount Dennis Mobility Hub Plan (Urban Strategies Inc.).

Lessons Learned › Exis ng streets form important neighbourhood › Connec vity is about more than simply physical connec ons leading to and from the sta on. Over connec ons. An opportunity exists in Mount Dennis me, as the streets are repaired or resurfaced, to create a consistent language for the sta on lands considera on should be given for improvements by ensuring that the landscape strategy developed such as increased sidewalk widths, pedestrian for the publicly accessible lands surrounding the ligh ng and street trees that can help support Kodak Building is used to inform the public realm pedestrians walking to and from the sta on. treatment for other sta on facili es such as the bus › Weston Road is designated an Avenue north of terminal and PPUDO. Eglinton Avenue. This designa on encourages mid- › Long term phasing strategies should be put in rise buildings of 5 to 6-storeys that are designed place to ensure that infrastructure built today does to integrate with adjacent housing. Ensuring that not preclude future development. Establishing exis ng site and area speciﬁ c polices encourage a connec on between the sta on and the Black development of mid-rise buildings will help to Creek Business Park is an important goal of the increase ac vity, support main street retail and Mobility Hub Plan. While requirements for the enhance safety. In Burlington, outside of the Eglinton Crosstown Maintenance Storage Facility key nodes/gateways, a similar scale should be (MSF) and bus facili es make this diﬃ cult in the encouraged on streets such as Fairview Street, short term, the MSF has been designed to facilitate Plains Road, and (parts of) Brant Street. a street connec on over the long term when the Crosstown is extended west and the bus facility can be reduced in size.

24 The Dundas West-Bloor Mobility Hub Study From this enhanced transit connec vity, a signiﬁ cant The Dundas West-Bloor Mobility Hub Study was amount of revitaliza on is an cipated throughout ini ated and led by Metrolinx. Bloor GO Sta on is one the project area, including pedestrian-oriented of only two stops between Pearson Airport and Union streetscapes, new buildings, neighbourhoods and Sta on on the proposed Union Pearson Express, streets, and improved retail and employment and is a primary transfer-point to other regional opportuni es. des na ons. Planned for comple on by the 2015 Pan American Games, a mobility hub study was priori zed Study Relevancy to implement a vision for the sta on, and surrounding The Dundas West-Bloor (DWB) Mobility Hub is an area, prior to any major construc on projects related Gateway Hub in The Big Move. With mul ple transit to the Union Pearson Express. modes facilitated at the intersec on of two prominent streets in Downtown Toronto, this hub is most similar Brook McIlroy prepared a Mobility Hub Development in func on to the Burlington GO mobility hub area, Plan and Sta on Concept Plans for the Dundas West- but required planning and design solu ons that make Bloor Mobility Hub. The project aimed to seamlessly it a strong precedent for all of the mobility hubs. integrate various modes of transporta on, including Characteris cs that required considera on included: walking, cycling and public transit, at a major direct adjacency to stable residen al neighbourhoods; intersec on downtown Toronto. Through proposed an exis ng stand-alone sta on facility with minimal redevelopment ini a ves and improvements to the connec on to the street; streetcar tracks and public realm, the plan will facilitate safe and direct a rail corridor that bisect the site and disrupt connec ons between subway, Air Rail Link and rail pedestrian connec vity; large vacant/underu lized sta ons. 25 Opposite page: Rendering showing the proposed redevelopment of the Bloor Street West entrance to the GO Transit pla orms.

redevelopment sites, including large surface parking › AT DWB, where the GO rail corridor bisects the areas; and, an una rac ve pedestrian streetscape site, an underground tunnel has been proposed to with narrow sidewalks, limited landscaping, etc. provide direct east-west connec ons through the site, and to provide con nuous connec ons to the Lessons Learned West Toronto Rail Path. As connec ons are provided › The importance of a sta on presence at the street. at Burlington’s mobility hubs, their loca on should › At DWB, the primary entrance to GO Transit is from facilitate connec ons between key des na ons a stark, unwelcoming stairway under the rail bridge. and circula on routes. The study proposed a new entrance and sta on › At large opportunity sites, the study directs mid- at Bloor Street to the GO/Air Rail Link pla orms. rise building elements to be located at the street A secondary entrance from Dundas Street, where edge to frame the street, and addi onal setbacks there is limited space, is proposed through a direct, are required to facilitate wider, more pedestrian- landscaped and weather- protected pathway. suppor ve boulevards. These buildings transi on Similar sta on design and improved pedestrian to lower heights as they approach the stable connec ons could be explored to provide a sta on neighbourhoods. A similar approach should be presence at the street at Aldershot, Burlington considered at each of Burlington’s mobility hubs. GO, and Appleby, including short-term (direct, well-signed pathways) and long-term (new sta on facili es, connec ons through new development, etc.) solu ons.

26 Kennedy Station Mobility Hub Study Study Relevancy The Kennedy Sta on Mobility Hub Study was The Kennedy Sta on Mobility Hub is a Gateway Hub in ini ated and led by Metrolinx. Kennedy Sta on is The Big Move. It has many of the same characteris cs the eastern terminus of the Eglinton Crosstown LRT iden fi ed at Dundas West-Bloor, but is unique in (EGLINTONconnects), and was already under study that Kennedy Sta on is one of the busiest sta ons as part of the replacement of the Scarborough Rapid in Toronto, facilita ng bus, subway, Scarborough Transit line. A mobility hub study was priori zed to Rapid Transit, and the future Eglinton Crosstown LRT. implement a vision for the sta on, and surrounding Given this, the sta on requires signifi cant land area area, prior to any major construc on related to either to facilitate bus circula on and queuing. Currently, study. this circula on area is located within a large surface Brook McIlroy is currently preparing the mobility hub parking area, similar to Appleby, Burlington GO, and study for the Kennedy Sta on Mobility Hub. This study Aldershot Sta ons. Through consulta on with the builds on extensive work completed by the Toronto City, relevant transit agencies, and the community, Transit Commission, providing recommenda ons the plan for Kennedy Sta on (under prepara on) for the future development of the area based on looks at ways to op mize space around the sta on for Metrolinx’ Mobility Hub Guidelines. The study places new buildings, streets and open spaces that mi gate an emphasis on the crea on of great civic spaces that the visual impacts of the sta on and facili es, while seamlessly integrate diff erent modes of transit, from maintaining effi cient bus circula on and transfers walking and cycling to high speed rail, within a transit- between transporta on modes. oriented development.

27 Opposite page: Rendering showing the proposed redevelopment of Kennedy Sta on.

Lessons Learned › The long-term plan for Kennedy Sta on looks to › Even at full build-out, the reali es of transit locate the majority of sta on parking underground facili es (i.e. bus circula on, safety fencing, rail within new development. A similar approach will corridors, etc.) result in unsightly condi ons. be important for the long-term development of At Kennedy Sta on, a variety of unique op ons Burlington’s mobility hubs. have been considered to minimize these visual › Given the signiﬁ cant size of the area surrounding impacts, including roo op gardens on the sta on, Kennedy Sta on, new streets are required to create enhanced plaza areas for wai ng pedestrians, accessible development parcels. As proposed, loca ng buildings to screen the sta on area from these streets connect exis ng streets wherever view, etc. Similar solu ons should be considered at possible, and generally create a more con nuous, Burlington’s mobility hubs. grid-like street pa ern in the area. To ensure all transporta on modes are equally accommodated in the plan (including minimal disrup ons to bus circula on me), street loca on and design was determined through ongoing collabora on between all relevant stakeholders, and included strategically-located bus-only routes. A similar approach will be required at Burlington’s mobility hubs.

28 The City of Brampton Downtown Mobility The study area is iden fi ed as a Mobility Hub within Hub Study Metrolinx’s Mobility Hub Guidelines, and should The City of Brampton Downtown Mobility Hub Study become a key des na on within the City and the was ini ated and led by the City. Downtown Brampton Region. This will be accomplished through a Plan is a key stop on the Hurontario LRT, as well as rapid and Guidelines that create a seamless transi on transit on Queen Street, both of which are iden fi ed between the various modes of transporta on in the as top transit priori es within the fi rst 15 years of the area, including GO Transit, Züm buses, and ac ve implementa on of the Big Move. These ini a ves will transporta on (i.e. walking and cycling), and support change the role of the Downtown in the future, and the development of compact communi es that allow in an cipa on of this change, the City ini ated the residents and visitors to sa sfy their daily needs within Mobility Hub Study to consolidate a number of related a 500m radius from the train sta on. policies and studies in the Downtown while refl ec ng Based on an engaging, hands-on consulta on the new direc ons provided by The Big Move and the process, the Plan and Guidelines will address transit- Mobility Hub Guidelines. suppor ve development, sustainability, hub and nodal Brook McIlroy is currently preparing the Mobility development, open spaces, streetscapes, built form, Hub Study, which includes an Urban Design Plan and and parking. Downtown Design Guidelines. Building on the strong founda on of studies completed to-date, the Plan will result in a comprehensive Urban Design Vision for the Central Area and Downtown Core that will guide physical development.

29 Opposite page: A City of Brampton Züm bus moving through the Downtown Mobility Hub with a bicycle on the front.

Study Relevancy The Brampton Mobility Hub is an Anchor Hub in The Big Corners (Queen Street and Main Street intersec on) Move. At the broadest level, the hub can be considered was limited to protect the heritage scale in favour as two areas. The north area is the area immediately of greater height along adjacent streets (i.e. George surrounding the historic GO Sta on and has similar Street). A similar approach may be appropriate to characteris cs (and lessons learned) as the Dundas maintain the main-street character of Brant Street West-Bloor or Kennedy Mobility Hubs. The south area with adjacent sites (i.e. Lots 4 and 5) having lot however is located within Brampton’s Downtown, widths and depths to accommodate stepbacks and and is therefore more applicable to the Downtown building ar cula on that will mi gate their impacts Burlington mobility hub area. The study considers how on adjacent streetscapes and neighbourhoods. mobility hub development will impact an already well- › Brampton’s City Hall and main downtown plaza established area, and focuses on opportuni es for areas (Ken Whillans Square and Garden Square) inﬁ ll (where appropriate), streetscape enhancements, are also located within the mobility hub. Currently, pedestrian connec vity, and heritage preserva on. the streets that link these areas close on occasion to create a con nuous space for outside events, Lessons Learned including Brampton Day and weekend markets. › There are limited vacant sites within the Brampton These events support a vital, ac ve mobility Hub, with an overall fabric of generally well- hub area and the study aims to enhance the maintained heritage (or heritage-sympathe c) connec ons between key outdoor spaces through buildings. Where opportunity sites exist, including direct pedestrian connec ons (i.e. sidewalks and single-storey development at key corner sites, and laneways), as well as signage and streetscape adap ve re-use of exis ng buildings (i.e. Heritage materials. A similar approach could be considered Theatre), the study looks at opportuni es for inﬁ ll in Downtown Burlington to provide connec ons that balances the density pressures of a mobility between the mobility hub area, City Hall plaza, and hub, with the heritage character of the downtown. Spencer Smith Park along the waterfront. With a few excep ons, height within the Four

30 3.2 Local and Provincial Transit-Oriented Developments

Mount Pleasant Village, Brampton Study Relevancy Mount Pleasant Village is a transit-oriented Mount Pleasant GO Sta on is similar to Appleby and neighbourhood being planned just north of Mount Aldershot GO Sta ons in that it is not designated as a Pleasant GO Sta on on the Toronto-Kitchener line mobility hub by Metrolinx, though it plays a large role in Brampton. At 96 acres, the site will contain in the City of Brampton’s transporta on network. The approximately 1,300 dwelling units, an elementary character of Mount Pleasant Village should augment, school including kindergarten, cultural ameni es, a but not detract from the Downtown mobility hub. 20,000 sq. . library, a public square and a mul -modal transit connec on to Mount Pleasant GO sta on. Lessons Learned › Village-style development (i.e. walkable block The sta on has a daily ridership of 2,100 passengers sizes, ﬁ ne-grain street network, mixed-uses, etc.) and approximately 1,112 parking spaces. The sta on could be implemented at Appleby, Aldershot is also served by Brampton Transit and the GO bus and Burlington GO Sta ons with residen al uses service. located at a walkable distance from the sta ons. This will promote ac ve modes of transporta on to the sta on sites, including walking and cycling. › Providing a dis nct iden ty to the local community can further augment the deﬁ ning characteris cs of the sta on area plan.

31 Opposite page: Rendering showing year-round uses at Mount Pleasant Village in Brampton (credit - Cicada Design Inc, Toronto).

Midtown Oakville, Oakville GO Station Lessons Learned Midtown Oakville is an Anchor mobility hub designated › Provide direct access to sta ons with minimal by Metrolinx. The hub focuses on the GO sta on on interrup ons in fl ow for pedestrians. This could the Lakeshore West GO Rail line and an Oakville Transit include well-lit, weather-protected pathways, bus loop. The Big Move plans to integrate Express Rail, ramps to provide direct pla orm access from Regional Rail, Rapid Transit and local bus service at this sidewalks, etc. This is applicable for connec ons hub site in the future. Considerable planning work has from the bus loop area at the GO sta on, as well as been undertaken at this loca on including the Dra from the local pedestrian catchment area. Midtown Business and Development Plan (2008), the › Make the bus bay terminal at the GO sta on Livable Oakville Offi cial Plan (2011), and the Midtown func onally more accessible to improve traffi c Oakville Mobility Hub Study (2012). circula on by ensuring the future road network minimizes delays to buses accessing the terminal. Study Relevancy The Midtown Oakville Mobility Hub Study addresses › Development constraints due to hydro corridors, if how to accommodate growth by means of transit any in the vicinity, can be mi gated. In this study, improvements, provision of appropriate walking and alterna ve concepts were generated that were biking facili es, rail corridor development, and hub area used by Metrolinx in working with Hydro One on redesign. The hub study also aims to improve livability the general feasibility of sta on area plans. by minimizing ecological footprint and providing a › Explore opportuni es to incorporate sustainable vibrant mixed-use environment. Strategies such as prac ces into sta on area redevelopment, development charges, land development ‘request including smart building materials to conserve for proposals’, and partnership between municipal energy, reducing urban heat island eff ect through stakeholders have been iden fi ed as implementa on innova ve building design, and adop ng waste tools that could help realize the vision for this hub. management strategies that promote recycling and reuse. › The plan had a parking replacement strategy to relocate a parking lot to improve poten al for transit-oriented development along a corridor. › All mobility hub plans should be fl exible enough to accommodate changes in growth and development.

32 Mixed-use development within Port Credit Village - part of a new development in close proximity to the GO Sta on.

Port Credit GO Station, Mississauga Study Relevancy Metrolinx and the City of Mississauga ini ated a study The Port Credit Village development showcases the in 2011 for the Port Credit Gateway Mobility Hub to development of a brownfi eld/underu lized industrial obtain recommenda ons on improving connec vity site in the Greater Toronto and Hamilton Area which on the local, as well as regional, scale. Port Credit is is directly relevant to Aldershot and Appleby GO the southernmost stop on the proposed Hurontario Sta ons. LRT line, iden fi ed as a top transit priority within the fi rst 15 years of the implementa on of The Big Move. Lessons Learned This joint-venture study was ini ated to determine › Since Aldershot GO Sta on is currently the terminal a comprehensive vision for the mobility hub prior to sta on for the majority of GO services opera ng on new development in rela on to the LRT line. the Lakeshore line, providing commercial space for passengers transferring at this sta on could help Port Credit Village is a transit-oriented development regenerate the area. along the City of Mississauga’s waterfront, just south of the Port Credit GO Sta on and near the historic › Similar measures could be taken at Appleby GO local market area. Phase I of the development was Sta on, where there is a large amount of vacant completed in 2005 over an area of 26 acres that was land. previously an underused brownfi eld (industrial) site. › Port Credit’s loca on adjacent to Lake Ontario helps Site remedia on was performed and 410 residen al the marketability of commercial development, and units were constructed along with 15,000 sq. . of a similar strategy could be applied at Burlington offi ce and 40,000 sq. . of mixed retail space. Close Downtown. Similarly, the other mobility hubs to all of the residences in the development have been should capitalize on key features (i.e. Sherwood sold and the commercial space is completely leased at Forest Park, highway access, etc.). double the rental rates compared to when the project commenced.

33 Derby Sta on (credit - Harry Mitchell, Wikimedia Commons)

3.3 International Transit-Oriented Developments

Derby Station, East Midlands, England Pennbrook Station, Philadelphia, Derby Sta on is an example of ‘urban village’ style Pennsylvania mixed-use development that supports alterna ve Pennbrook Sta on is an example of how an industrial modes of transporta on (i.e. walking, cycling and area, similar to Appleby GO Sta on, can redevelop into a transit). Derby Sta on is a regional rail sta on on the transit-suppor ve neighbourhood. Pennbrook Sta on East Midlands Train Network in England. The annual is a suburban commuter sta on in Lansdale, 45km rail passenger usage is 3.26 million passengers. The from Philadelphia, on the Southeastern Pennsylvania sta on area is being developed as part of City Centre Transporta on Authority (SEPTA) Network. The daily Eastern Fringes Area Ac on Plan (2008), which focused ridership on the Lansdale/Doylestown Line (that on regenera on of the Eastern Fringes area. It includes includes Pennbrook Sta on) is 15,487 passengers. A the redevelopment of Derby Castleward as an ‘urban vacant industrial parcel of land in the vicinity of the village’ including 30 acres of land, 800 homes, 215,000 sta on area was redeveloped as ‘Sta on Square’ - a 35- sq. . of commercial, community and open spaces. acre transit-oriented development with 346 apartment The plan includes enhanced pedestrian and cycling units and 49,000 sq. . of commercial space. The links between Derby Sta on and Wes ield Shopping design plan highlighted transit-suppor ve street and Centre. The ﬁ rst phase of moderniza on at the Derby block networks, and pedestrian-friendly elements. It Sta on includes pedestrianized areas, a new bus was awarded the 2007 Land Development Award by interchange shelter, bike shelters and improvements the Montgomery County Planning Commission. to the taxi stand.

34 Mobility Hub Elements

35 The mobility hubs will be more than just a City staﬀ and regional agencies (i.e. Metrolinx, transfer point. They will be des na ons in the Halton Region Conserva on Authority) and City where people will want to live, work and two public consulta on sessions. Some of the play. New development in the mobility hubs will elements that enhance placemaking go beyond have a focus on placemaking and the crea on the tangible, and include programming of of a rac ve and vital streets and open spaces. spaces, community iden ty/ownership, etc. The following sec on introduces the elements These elements will be considered in greater that are required to promote mobility hub detail as part of the mobility hub studies (in development, and create a strong sense of Stage 2). place at each of the mobility hubs. They have The elements will form the lens through been established following detailed site visits which the opportuni es and constraints and and neighbourhood mapping analysis, a review subsequently the direc ons (Sec on 5.0) were of best prac ce precedents, and the feedback developed. Each element is described in greater gained from an ini al internal workshop with detail in the following sec ons.

4.1 Walking, Cycling and Transit and comfortable pedestrian experience, that Connections encourages walking and other modes of ac ve transporta on. New public spaces, including The Halton Region Transporta on Master streets, parks, plazas, etc. will conform to the Plan and Ac ve Transporta on Master Plan City’s Accessibility Design Standards (2011) provide strategies, policies and tools for the ensuring equal access for people of all ages and development of a balanced and sustainable abili es. transporta on system on Burlington’s regional arterial road network. Building on this, the City is in the process of upda ng their Transporta on Master Plan, which will update and integrate the exis ng Cycling Master Plan, as well as a new Community Trails Strategy. These documents will guide the City in crea ng a seamless walking, cycling and transit network throughout the City. A network of enhanced boulevards, cycling connec ons, mul -use trails, mid-block connec ons, and pedestrian pathways will provide con nuous connec vity throughout the mobility hubs. They will provide all users with a choice of routes throughout the Primary and Secondary Zones, while facilita ng direct access to/from the Ter ary Zone and beyond. High-quality urban design and street standards will result in a rac ve streetscapes and a safe

36 4.2 Street-Oriented Development Street-oriented development refers to buildings that frame the street, with high amounts of glazing at street- level, enhanced facade ar cula on, and street trees and landscaping within the boulevard. This creates a strong transi on between the public and private realm, resul ng in a more a rac ve, safe and comfortable environment that encourages pedestrians to walk to (and through) an area. Street-oriented development should be achieved on all streets to enhance walkability within the Primary and Secondary Zones. Built form will vary by land use in the mobility hubs, with mixed- use corridors and general employment areas requiring diﬀ erent interven ons. Opportuni es exist for street- oriented inﬁ ll development within the mobility hubs, which can help to create con nuous streetscapes and street walls. As detailed master plans are completed at each hub, the type and level of commercial ac vity should be determined in accordance with the City’s Commercial Strategy Study.

4.3 Attractive Public Realm Building on street-oriented development, all streets, parks, parke es, and plazas should be designed to create an a rac ve public realm and a memorable pedestrian experience. This will help to encourage people to live, work and play in the mobility hubs, while suppor ng the broader objec ves of mobility hub development (i.e. increased transit ridership, ac ve transporta on, etc.). Speciﬁ c considera ons should be context-speciﬁ c, but may include public art, street trees and landscaping, wide sidewalks, signage, high-quality materials at key loca ons, and an a rac ve pale e of street furniture.

37 4.4 Rail-Oriented Development Credit: Bidgee, Wikimedia Commons Aldershot, Burlington, and Appleby GO Sta ons are all situated within close distance to rail corridors. The vacant lands adjacent to these corridors are the ﬁ rst impression of many visitors to Burlington as they enter the City by train. Tradi onally, the areas adjacent to rail corridors are una rac ve and treated as “le over space”. Through careful design, these spaces should create opportuni es for rail-oriented development that announces arrival to the mobility hubs. Opportuni es for this type of development vary by loca on and the exis ng condi ons, and may take the form of secondary frontages and/or enhanced facade design and landscaping. Rail-oriented development will create and encourage both physical and visual connec ons across the rail corridors. In addi on to ensuring an a rac ve interface, buildings in close proximity to rail corridors will adhere to the Guidelines for New Development in Proximity to Railway Opera ons (2013) to ensure best prac ces in mi ga ng safety, noise, and vibra on concerns.

4.5 Highway-Oriented Development Opportuni es exist within the mobility hubs for development on sites that are visible from the highway, and refl ect the fi rst impression of the city for those arriving by vehicle. Development on these sites should be of a high standard that refl ects their visibility and landmark poten al. Generally, development on this land will be employment, as these uses are focused along the highway and rail corridors where they will have the least impact on the public realm. The built form and opportuni es associated with the development, including enhanced landscaping and facade design, will vary by loca on and mobility hub area, and will be subject to urban design guidelines as part of a future detailed master plan process.

38 4.6 Nodes/Entryways Special a en on should be given to the intersec ons of primary streets. These nodes provide drop-off points at the gateway to the mobility hubs, and facilitate transfers between diff erent modes of transit, and should be highly walkable pedestrian-oriented places. The nodes should announce arrival to the mobility hubs, with opportuni es to defi ne and contribute to the community image and iden ty of each mobility hub area. Special recogni on is encouraged through the incorpora on of landmark buildings and open spaces, urban plazas, public art, enhanced landscaping, facade design and a higher order of streetscaping. Entryways are also key loca ons for informa on and wayfi nding elements within the mobility hub area.

4.7 Key Destinations Through appropriate development, the opportunity exists for the mobility hubs to become pedestrian des na ons, rather than areas that commuters simply pass through. Transit-suppor ve ameni es, such as retail and restaurants, along with consolidated and updated sta on areas, will encourage users to travel to the mobility hubs for reasons in addi on to transit. Key des na ons that can be incorporated into or enhanced within the mobility hubs include parks and open spaces, cultural facili es, heritage areas, and the sta ons themselves.

4.8 Landmark Buildings Development in the mobility hubs should incorporate highly visible built form elements that act as landmarks and dis nguishing features of the area. Landmarks, such as buildings, public art, open spaces and feature ligh ng, are visual elements that help reinforce the iden ty of the mobility hub area and the sta on’s role in the City. Landmarks may be stand-alone features, or may be incorporated into nodes, gateways and/ or key des na on areas. Along with providing visual interest to the area, landmarks assist with wayﬁ nding and visitor orienta on.

39 4.9 Opportunity Sites Mobility hub policies build on the policy framework for Major Transit Sta on Areas established in the Growth Plan for the Greater Golden Horseshoe (2006), and aim to reinforce provincial intensiﬁ ca on targets, while direc ng growth to intensiﬁ ca on areas in a manner that supports pedestrian, cycling and transit-friendly communi es. As a result, an extensive amount of revitaliza on is likely to occur throughout the mobility hubs. This redevelopment should be directed to vacant and/or underdeveloped sites including large surface parking areas, single-use buildings along Mixed-Use Corridors, single-storey buildings in areas zoned for higher densi es, and areas with large setbacks used as front yard surface parking. Where opportunity sites are illustrated within each mobility hub (Sec on 5.0), the recommended land use represents the type of use that is most desirable given the context, and not necessarily the exis ng or future land-use designa on.

4.10 Sustainability/Environment Sustainability is inherent in the design and development of mobility hubs. To minimize adverse impacts on the environment, sustainable design strategies should be at the forefront of all new public and private development to promote energy effi ciency, reduce the urban heat island eff ect, encourage the re-use and re-adapta on of materials, and minimize the amount of run-off into the stormwater system. New buildings in the mobility hub should seek Leadership in Energy and Environmental Design (LEED) cer fi ca on, or an equivalent standard. Site design and landscaping should protect and integrate exis ng natural heritage features into the vision for the hub, while reducing non-porous spaces and maintenance requirements.

40 4.11 Transit-Oriented Development Integra ng all of the elements discussed in Sec ons 3.1-3.8, each of the mobility hubs will be a model example of transit-oriented development. A transit- oriented development is a mixed-use residen al and commercial area designed to encourage and maximize the use of public transit. Transit-oriented developments typically radiate from a centrally- located major transit facility, and are surrounded by medium- to high-density development, transi oning to lower densi es moving further from the sta on. Transit-oriented developments are generally within 800 metres of the sta on to ensure a walkable neighbourhood. 9 The key elements of transit-oriented development are demonstrated on the following image: 1. Medium- to high-density development in close proximity to the sta on. 3 1 2. A mix of uses, including residen al(r), employment(e), and offi ce(o). 3. Neighbourhood ameni es, including retail(r), restaurants, open spaces, etc. 4. Enhanced sta ons and surrounding areas. 5. A strong presence at primary streets, including entrances and/or direct weather-protected 2r connec ons to the sta on. 4 6. Effi cient transit circula on through dedicated right-of-ways (as appropriate). 7. Safe and direct connec ons through the site, 8 and to adjacent neighbourhoods. 2o 8. Seamless transfers between diff erent transporta on modes (including waking, cycling, transit, and vehicles). 6 9. Gradual transi on to adjacent stable residen al neighbourhoods.

*Note: Image is for demonstra on purposes only, and does not represent development at any of Burlington’s mobility hubs.

41 9

1 o 2e 1

2r 3o

3r 5

42 The Mobility Hubs

43 5.1 Overview The following sec on provides an overview of incorporated into the Offi cial Plan, and used to each of the mobility hubs, including: guide development at the mobility hubs. General Descrip on - Outlines the policy A set of dra direc ons are provided for future standing of each mobility hub area as either adop on into the Offi cial Plan to help achieve a designated mobility hub or a major transit the vision and shape future development at sta on area. The exis ng land uses and defi ning each mobility hub area. characteris cs are described. Opportuni es and Constraints - Illustrates and describes the opportuni es and constraints at each mobility hub area, determined through detailed site and neighbourhood mapping

5$3,'75$16,7 analysis, a review of best prac ce precedents, 67$7,21 and the feedback gained from a workshop with City staff and regional agencies. The opportuni es and constraints are organized by the key elements described in Sec on 4.0. Based on the opportuni es and constraints, and the applica on of Metrolinx’ Mobility Hub Guidelines, the boundaries for each mobility 5$3,'75$16,7 hub area have been defi ned, including: 67$7,21 › The Primary Zone - The area within a 250m radius having the greatest poten al for change through redevelopment. › The Secondary Zone - Area within a 400m radius that is indirectly impacted by development through enhanced connec ons, facade improvements, etc. › The Ter ary Zone - An 800m transi on zone 5$3,'75$16,7 between the mobility hub and adjacent 67$7,21 neighbourhoods where li le impact is an cipated. For each mobility hub area, the above boundaries have been adjusted to account for exis ng land uses, physical and poli cal barriers 5$3,'75$16,7 (i.e. Highway 403, urban boundary limits), etc. 67$7,21 It is recommended that these boundaries be carried through should a full mobility hub study be undertaken. Vision and Dra Offi cial Plan Direc ons - Provides a preliminary vision for each mobility hub area, building on background research, The above diagrams illustrate how the Primary, Secondary and Ter ary Zones are determined at a and the fi ndings of the City staff and regional mobility hub (credit: Metrolinx Mobility Hub Guidelines) agency workshop. The vision statement will be 44 Overview of Opportunities and Constraints The table below provides an overview of the opportuni es and constraints at each Mobility Hub, organized by the Mobility Hub Elements outlined in Sec on 4.0. Each of these elements are described in greater detail throughout this chapter.

Transporta on, Transit Walking and Cycling Opportunity Sites and Circula on General (All Hubs) » Align connec ons between » A rac ve streetscapes to » Redevelopment of vacant/ diff erent modes of support pedestrian ac vity. underu lized sites with a transporta on to reduce » New cycling facili es as mix of uses. travel me and eliminate prescribed in the Cycling » Infi ll front-yard parking barriers. Master Plan. on Mixed Use Corridors » Transit priority measures » Pedestrian and cyclist to create con nuous as iden fi ed in the connec ons over the GO streetscapes. Transporta on Master Plan. Rail corridor and HWY 403. » All new development » Addi onal pedestrian and has high-quality, street- cycling connec ons within oriented development. new developments. » Promote sustainability » Addi onal cycling parking at in all public and private the GO sta ons. realm projects. Burlington GO Sta on » Centralize regional/ » Bicycle Priority Street on » Redevelopment sites provincial transit modes. Drury Lane. north of Fairview Street » Dedicated transit lanes on » Extend Fairview Street and south of Plains Road. Fairview Street. cycling facili es east. » Protect Employment areas » Transit priority measures in » HWY 403 pedestrian and north of the rail corridor. the short-term. cyclist crossing at Brant Street hydro corridor. » Explore renaturalizing drainage channels for pedestrians. Burlington » Dedicated transit lanes on » Bike Lanes on Elgin Street, » Redevelop surface lots Brant Street. James Street and Lakeshore at Brock Avenue/Ontario Downtown » Connect the Centennial Road limits. Street, Martha Street and Bike Trail to the Downtown, » Bicycle Priority Streets on on City-owned land. including John Street and Caroline Street and Brant » Redevelopment sites on Brant Street. Street. Lakeshore Road (east of » Crea on of the Elgin Brant Street) and Brant Street Promenade, linking Street (north of Caroline pedestrians and cyclists Street). from Elgin Street to the Centennial Bike Trail. Aldershot GO » Extend South Service Road » Bike Lanes on Waterdown » Sites on Plains and to King Street. Road. Waterdown Road for Sta on » Transit priority measures at » Bicycle Priority Street on mixed-use buildings. Plains Road and Waterdown Clearview Avenue. » Protect Employment areas Road. » Addi onal connec ons on between Masonry Court » Increased transit service to Gallagher Road, Masonry and rail corridor. Aldershot GO sta on. Court, Emery Avenue, North » Sensi ve planning near Service Road and along the the GO Sta on woodlot. rail corridor. » Reestablish creek riparian zone within Woodlot. Appleby GO » Appleby Line and Fairview » Bike Lanes and Mul -Use » Redevelopment sites on Street are Primary Bus Paths on Harvester Road. north of Fairview Street. Sta on Service routes in long-term » Bicycle Priority Streets » Redevelopment sites network as iden fi ed in the throughout the southern south of Harvester Road. Transporta on Master Plan. residen al neighbourhood. » Redevelopment sites along » Bus priority signals to » Explore renaturalizing Appleby Line. sta on from Fairview Road drainage channels as » Enhancements to improve and Harvester Road. pedestrian paths. creek at GO Sta on. » New Street as a transit connec on between Appleby GO and Downtown Burlington. Highway Oriented Rail Oriented Key Des na ons Nodes/Entryways Development Development » Integrated sta ons to » Nodes as vital areas that » High-quality facades and » A rac ve development create safe, a rac ve announce arrival through landscaping on all sites facing rail corridors, des na ons. landmark buildings, plazas, visible from HWY 403. including buff ered parking, » Locate complementary public art, landscaping, landscaping, secondary uses near sta ons. enhanced streetscaping and entrances, a rac ve » Protect exis ng wayfi nding. facades, public art, etc. des na ons (i.e. parks » All new development and open spaces, civic adheres to Guidelines buildings, community for New Development facili es, etc.). in Proximity to Railway » Provide semi-private open Opera ons. spaces within new large developments. » Support a mixed-use » Node at Brant Street/Plains » See general » See general Regional Commercial Road. recommenda ons. recommenda ons. des na on that does not » Node at Brant Street/ detract from Downtown. Fairview Street. » Poten al node at Fairview Street/Drury Lane.

» Addi onal des na ons » Enhance node at Brant » See general » See general on City-owned land in the Street and Victoria Avenue/ recommenda ons. recommenda ons. Downtown, and along the Baldwin Street. waterfront. » East and western entryways on Lakeshore Road.

» Focus ini al » Node at Waterdown Road/ » See general » See general redevelopment at Plains Plains Road. recommenda ons. recommenda ons. Road and Waterdown » Node at Waterdown Road/ Road to create Village Masonry Court. Node. » Node at Waterdown Road/ » Protect employment uses GO entrance. on Cooke Boulevard.

» Protect and enhance » Node at Appleby Line/ » See general » See general Sherwood Forest Park. Fairview Street. recommenda ons. recommenda ons. » Node at Appleby Line/ Harvester Road. » Poten al node at Harvester Road/Fairview Street. Overview of Guiding Principles The table below provides an overview of the guiding principles that should direct future development at each Mobility Hub. Each of these elements are outlined on the diagrams provided throughout this sec on, and addi onal detail provided.

Land Use

General (All Hubs) » Focus mixed-use development along key transit corridors. » Focus mixed-use inﬁ ll on vacant and underu lized lots. » Where above-grade parking is required, locate it adjacent to the rail corridor. » Where employment targets are achieved, consider addi onal uses to create a vibrant hub.

Burlington GO Sta on » Concentrate oﬃ ce uses north of the rail corridor. » Explore partnership opportuni es for large-format commercial uses.

Burlington Downtown » New development on John and James street should reinforce a strong transit presence. » Concentrate the greatest densi es around transit services. » Provide appropriate transi ons to adjacent stable residen al neighbourhoods. » Maintain and promote a transit presence in the Downtown Core. » The Brant Plaza commercial development should include pedestrian suppor ve streets and height limita ons to adjacent proper es. Aldershot GO » Protect exis ng stable employment uses on Cooke Boulevard. Sta on » Concentrate tall offi ce uses north of the rail corridor and single-use offi ce/light industrial building to the south. » Low-rise and townhouse built form provides an appropriate transi on to the stable residen al neighbourhood. » Consider redeveloping the King Paving site to support pedestrian uses. » Explore opportuni es for a grocery store in the Primary Zone. Appleby GO » Promote the Appleby mobility hub area as an employment area. Sta on » Where appropriate in the long-term, replace heavy industrial uses with light industrial and offi ce uses. » Locate pres ge offi ce uses along Fairview Street, Appleby Line and Harvester Road. » Locate light industrial uses internal to the mobility hub and adjacent to the rail corridor. Built Form Open Space & Circula on

» Mid-rise and tall buildings should be subject to front and » Consolidate access and servicing to new development. rear-yard angular planes to reduce perceived mass and » Design ‘complete streets on’ Fairview Street, Brant Street minimize shadows and privacy impacts. and Plains Road. » New development should support improved transit » On large development blocks, design buildings to frame func ons. outdoor spaces (parks, courtyards, gardens, parke es), » Ensure visual and physical connec ons to the exis ng sta on to provide views to the sta on, and to create con nuous as new development occurs. access between sites. » Replace surface parking with underground parking » Create new open spaces within large developments. » Concentrate the greatest height and density adjacent to the » Pedestrian and cyclist connec ons over Highway 403 at the rail corridor. Brant Street hydro corridor. » Transi on to lower heights towards Fairview Street. » Explore the poten al to re-naturalize the drainage channels » Provide mid-rise buildings (6 to 10-storeys) adjacent to at Burlington GO to provide unique pedestrian and cyclist Fairview Street. links. » Create landmarks and enhance wayﬁ nding with tall buildings » Create new cycling facili es on Plains Road and Fairview (greater than 10-storeys) in close proximity to Brant Street Street. and Fairview Road. » Provide direct links to Op mist Park through bike lanes on » Create a human-scaled podium (2- to 4-storeys) on the north Prospect Street and mul -use trails through the residen al side of Fairview Street. neighbourhood. » Reinforce nodes at Baldwin Street/Victoria Avenue and » Promote Brant Street as the primary connec on between Brant Street and on Lakeshore Road at the key Downtown the Burlington GO Mobility Hub and the waterfront. entryways. » Promote pedestrian-focused street design on Brant Street » Tall buildings (greater than 10-storeys) on Brant Street and and John Street. Lakeshore Road should be designed and massed to protect » Create a linked network of cycling connec ons to and and frame views of Lake Ontario. throughout downtown. » New buildings at Brant Plaza should be mid-rise (6- to » Extend the Centennial Bike Trail to connect to Brant Street. 10-storeys) and should transi on at the rear of the site toward the residen al dwellings.

» Concentrate taller mid-rise buildings (6- to 10-storeys) at » Enhance connec vity through the extension and connec on Waterdown and Plains Road and near the sta on. of local streets (i.e. Masonry Court, Emery Avenue, » Create a mid-rise character (3- to 6-storeys) along Plains Clearview Avenue, St Ma hews Avenue). Road. » Provide safe and direct connec ons across the rail corridor » Create a pedestrian-scaled podium on Plains Road (2- to (near the sta on and Grove and Aldershot Parks). 4-storeys). » Create new cycling facili es on Waterdown Road, Gallagher Road and Clearview Avenue. » Provide direct links to Grove and Aldershot Parks through bike lanes on Gallagher Road, connec ons over the rail corridor and cycling facili es on Masonry Court. » Buildings around the sta on should be mid-rise (6- to » Provide direct connec ons on Appleby Link to Highway 5 10-storeys). and North Burlington for all modes of transporta on. » The greatest heights should be at the Appleby Line/Fairview » Explore the poten al to re-naturalize the drainage channels Road node and along the rail corridor. at Appleby GO to provide unique pedestrian and cyclist links. » Create a mid-rise character (6- to 10-storeys) on Harvester » Create new cycling facili es on Harvester Road, Appleby Road. Line, along the drainage channel and through the southern » Above-grade parking should be well-screened, located at the neighbourhood. rear of buildings, and in structures near the rail corridor. » Cycling facili es on Appleby Line should connect to the » Buildings on Fairview Street should have a 2- to 4-storey Centennial Bike Trail. podium. » Provide direct links between Sherwood Forest Park and » Integrate sta on facili es on both sides of the rail corridor Sheldon Park through Bicycle Priority Streets throughout the to create a walkable environment, with direct, weather- southern neighbourhood. protected access. BURLINGTON GO STATION

Primary Zone Boundary

Secondary Zone Boundary

Tertiary Zone Boundary Highway 403

Drury Lane

Optimist Park

Plains Road

Prospect Street

Brant Street Continues To Downtown Mobility Hub N (~10-12 Minute Walk) 0 50 100 200 300 400 Brant Street

Fairview Street

Burlington GO Mobility Hub Boundaries.

5.2 Burlington GO Station Burlington GO Sta on is designated as a Gateway New development will have a strong focus on Mobility Hub in The Big Move which will include express placemaking, a mix of uses, and the reinforcement rail, rapid transit and local transit. The Burlington GO of walkable, pedestrian-scale blocks. Interim uses are Sta on Hub is ideally located to help link Downtown encouraged where the redevelopment of the hub will Burlington with the regional GO Transit network and occur incrementally over many years. is planned to have the Burlington Connector (15-year The area is designated a Mixed-Use Corridor along plan) and rapid transit on Brant Street (25-year plan, Brant Street, Mixed Use Corridor (Commercial) south subject to review). of the rail corridor, and General Employment north It would be classifi ed as an Urban Transit Node (category of the rail corridor and along Plains Road. There is u2) by the Metrolinx Mobility Hub Guidelines. This signifi cant underu lized land throughout the study classifi ca on includes: area and residen al neighbourhoods to the south and northeast. › Major and local centres with a mix of uses and moderate to high densi es. › Some developable land availability. › Development opportuni es primarily through infi ll.

49 BURLINGTONBURLINGTON GOGO STATIONSTATION

EmploEmploymentyment

MixedMixed UUsese

ExistinExistingg ParParksks SStationtation FaciFacilitieslities Highway 403 NoNodes/Entrywaysdes/Entryways

Rail-Oriented Development Canal/LandscCanal/Landscapeape BuBufferffer

Bike LanLaneses

PotentiPotentialaal BiBikeke LLanesanes

PotentiPotentialaal BicBicycleycle PrioritPriorityy StreetStreet Drury Lane PotentiPotentialaal RaiRaill CrossinCrossingg

Improved Pedestrian Crossing

Potential Street Extension

Multi-Use Trail

Potential Multi-Use Trail

Optimist Park

Prospect Street Plains Road

Brant Street Continues To Downtown Mobility Hub (~10-12 Minute N Walk) 0 50 100 200 300 4000 Brant Street

Fairview Street

Burlington GO Opportuni es and Constraints.

5.2.1 Opportunities and Constraints Transportation, Transit, and Circulation › Evaluate the poten al to centralize regional/ › Both Fairview Street and Brant Street should provincial links (GO Bus, Greyhound Canada, Coach be considered as ‘complete streets’ with equal Canada, Via Rail) at this site. considera on given to all modes of transporta on, › As a major bus transfer point, explore opportuni es including transit, pedestrians, cyclists, and vehicles. to improve transfer safety, effi ciency and comfort. › Priority signaling, as indicated by the Transporta on › Explore opportuni es for dedicated transit lanes Master Plan, will be implemented and will improve on Brant Street, between the Downtown and the service effi ciency. Burlington GO Mobility Hub. › Exis ng transit routes to Burlington GO run on a 30 › The Transporta on Master Plan Update aims to minute schedule (with increased 15 minute service make transit circula on more effi cient. As the at peak mes). Opportuni es to increase frequency mobility hub develops, an increase in traffi c may should be explored to provide more effi cient cause delays for exis ng bus circula on routes, and connec ons to the hub, and between modes. access points. At 30m (or wider), the TMP indicates › Priority transit measures on Fairview Street and provisions for dedicated transit lanes on Brant Plains Road East will allow buses on these routes to Street and Fairview Street. access the GO Sta on more effi ciently. 01 02

01 Bicycle parking at the entrance to Burlington GO Sta on. 02 Structured parking at the Burlington GO Sta on. 03 Large surface parking areas at the Burlington GO Sta on. 03

Walking and Cycling › The GO rail corridor creates a barrier for pedestrian › As part of the Cycling Master Plan, opportuni es and bicycle movement between the north and for a bicycle connec on across Highway 403 were south side of the site. Bridges and/or tunnels considered within the hydro corridor, just east of should be provided in close proximity to the sta on Brant Street. This connec on should be explored in to facilitate pedestrian and cyclist access. greater detail (including opportuni es for a mul - › Dedicated cycling routes through the mobility hub use trail that also accommodates pedestrians) as area are currently limited. New connec ons should part of the Community Trails Strategy (underway) be provided in accordance with the City’s Cycling as it could link to the cycling lanes on Brant Street Master Plan, including extending cycling lanes (south of Highway 403) and provide a direct on Brant street north of the QEW, extending the connec on to the Burlington GO Sta on. exis ng cycling connec ons on Fairview Street to › Addi onal bike parking (including storage facili es) the east, and providing a Bicycle Priority Street on should be added at the GO Sta on to further Drury Lane to enhance connec vity and provide encourage seamless integra on between cycling another op on for cyclists travelling north/south. and transit. › Explore opportuni es for addi onal mul -use connec ons throughout the mobility hub area to promote alterna ve modes of transporta on. › Explore opportuni es for a mul -use trail to most exis ng uses are characterized by front-yard facilitate pedestrian and cyclists connec ons surface parking (including the GO and Wal-Mart between Fairview Street and Op mist Park. The lots), single-storey buildings, and vacant sites. As exis ng lane near the end of Maplewood Drive infi ll occurs, new mixed-use buildings should be could facilitate a possible connec on, and/or the provided at the street edge to create a consistent lane between Maplewood Drive and Argon Court. and a rac ve streetscape within the mobility hub › A series of canals and drainage channels exist within area. the mobility hub area, crea ng a physical barrier › There is currently a lack of pedestrian des na ons and/or una rac ve feature in the landscape. within the mobility hub area. Exis ng des na ons, Opportuni es to improve these areas should be including Op mist Park, should be preserved explored, including naturaliza on, the addi on of and enhanced, and new open spaces should be mul -use trails, etc. considered where feasible, including an enhanced plaza at the GO Sta on, and semi-private open Opportunity Sites spaces rela ng to new developments. › The land on the north side of Fairview Street has a number of low-rise “big box” stores, strip malls, Nodes/Entryways large parking areas and vacant lots, which off er the › Establish nodes and entryways along Brant Street poten al for transit-oriented redevelopment. at Plains Road East and Fairview Street. These › Vacant land, and underdeveloped lots along the nodes should be high ac vity areas that announce south side of Queensway Drive are also poten al arrival into the mobility hub area. They should be development sites, along with large parking areas characterized by landmark buildings, urban plazas, and underu lized industrial sites along Plains Road. public art, enhanced landscaping, facade design, a higher order of streetscaping, and informa on and › These areas should redevelop into pedestrian- wayfi nding elements. friendly, mixed-use areas, while protec ng the Employment Areas north of the rail corridor as › Explore the poten al for an addi onal node/ designated in the City’s Offi cial Plan. entryway on Fairview Street at Drury Lane, as this is a major entryway to the site for those approaching Key Destinations from the east. › The area immediately surrounding the mobility hub area is designated a Regional Commercial Highway Oriented Development des na on in the City’s Offi cial Plan. This area › Ensure high-quality development on development should develop as a strong, mixed-use des na on sites that are visible from Highway 403 (i.e. north that is safe and ac ve at all mes of the day. of Plains Road). This should include a rac ve Careful considera on should be given to the types frontages and landscaping. of commercial uses provided to ensure they do not Rail Oriented Development detract from Brant Street and the Downtown. › Development along the rail corridor should be › Burlington GO Sta on, on both the north and south a rac ve, and should not be thought of as “le side of the tracks, should be a key des na on for over space”. a mix of uses, including employment, commercial, › Opportuni es may include buff ered parking areas, and residen al, including mixed-use buildings. It enhanced landscaping, secondary entrances and should be integrated into a cohesive development, facade design, public art, etc. with opportuni es for new pedestrian spaces (i.e. plazas, cafes, etc.). › New development will adhere to the Guidelines for New Development in Proximity to Railway › Fairview Street and Brant Street are both generally Opera ons (2013). designated as Mixed Use Corridors (with the excep on of the Wal-Mart property), however,

52 5.2.2 Vision Statement 5.2.3 Draft Offi cial Plan Directions Burlington GO Sta on is the central gateway to the City of Burlington, the predominant Land Use access point to the Downtown, and the City’s › Focus mixed-use development (retail, offi ce, most connected transporta on hub, linking residen al) along Fairview Street. BRT, GO Transit, and cycling networks. The › Concentrate offi ce uses on the north side of the area will serve a dual role as an employment rail corridor where they will have high visibility and des na on in the City, as well as a regional access from Highway 403. and city-wide commercial des na on. › North of the rail corridor, where the employment Commercial uses will be carefully considered func on of employment lands is ensured, addi onal to complement and strengthen the character uses may be considered through future master of the Downtown. planning and informed by appropriate studies to New pres ge employment buildings on the assist in crea ng a vibrant hub consistent with the north side of the rail corridor will create a vision. vital employment village, with pedestrian- › Where above-grade parking is required, it should suppor ve streets and an integrated open be located adjacent to the rail corridor to minimize space network. visual impacts on the public realm, provide a noise Along Fairview Street, new, higher density buff er for adjacent buildings, and to minimize mixed-use development will promote setback requirements through ver cal buff ering. intensifi ca on, provide the cri cal mass › Explore partnership opportuni es and/or incen ves required to support transit use, and ensure for large-format commercial uses to support more a safe, ac ve neighbourhood. At-grade retail urban site plans (i.e. building at the street edge uses will augment the regional shopping with parking hidden at the rear) or to be integrated des na on. into the ground fl oor of new mixed-use buildings. This could be a pilot project for future mobility hub developments.

53 New development along Fairview Street and Brant Street will result in high quality streetscapes where people gather and socialize.

Built Form Open Space & Circulation › Concentrate the greatest height and density › Design Fairview Street and Brant Street as ‘complete adjacent to the rail corridor, transi oning to lower streets’ with equal considera on given to all modes building heights towards Fairview Street. of transporta on, including transit, pedestrians, › Provide Mid-Rise buildings (6 to 10-storeys) cyclists, and vehicles. immediately adjacent to Fairview Street to create a › Explore opportuni es to provide pedestrian and main street scale rather than tall buildings. cyclist connec ons over/below Highway 403 at the › Provide tall buildings (greater than 10-storeys) and Brant Street hydro corridor. prominent architecture in close proximity to Brant › On large blocks along Fairview Street, break-up new Street and Fairview Street to create landmarks and buildings to provide opportuni es for courtyards enhance wayﬁ nding. and parke es, views to the sta on, and to provide › Mid-Rise and Tall buildings should be subject to con nuous access between the sites. front and rear-yard angular planes to reduce their › Ensure pedestrian safety at Plains Road and perceived mass and minimize shadow and privacy Queensway Drive through enhanced crossings, impacts. designated pedestrian areas, and clear signage. › Ensure buildings on the north side of Fairview Street › Consolidate access and servicing to buildings have a human-scaled podium (2- to 4-storeys) on Fairview Street to minimize curb-cuts and to frame the street and create transi ons to the disrup on to the public realm. residen al neighbourhood to the south. › Explore the poten al to re-naturalize the drainage › As new development occurs on the south side of channels at Burlington GO to provide unique the rail corridor, the design and loca on of buildings pedestrian and cyclists links. should ensure visual and physical connec ons to › Create new cycling facili es on Plains Road and the exis ng sta on from Fairview Street. Fairview Street to provide a con nuous ac ve › New development should support improved transit transporta on network. func ons through route connec ons, dedicated › Provide direct links to Op mist Park through Bike wai ng areas, etc. Lanes on Prospect Street and Mul -Use Trails through the residen al neighbourhood.

54 DOWNTOWN BURLINGTON

Primary Zone Boundary

Secondary Zone Boundary

James Street Tertiary Zone Boundary Caroline Street Lakeshore Road

Brant Street

Maple Avenue

N Elgin Street 0 50 100 200 300 400

Downtown Burlington Mobility Hub Boundaries.

5.3 Downtown Burlington Downtown Burlington is classifi ed as an Anchor Hub Metrolinx’s planned routes in this hub site include in the GTHA and is located near Brant Street and Rapid Transit on Brant Street (25-year plan). Lakeshore Road in Burlington. It is also designated The downtown area has a mix of land use designa ons as an Urban Growth Centre. The area includes a and is generally designated by precincts, including the convergence of many key transit routes, including Downtown Core Precinct. The City’s most prominent Burlington Transit, the Hamilton Street Railway and civic/cultural buildings are located in the downtown, Greyhound Canada. including City Hall, the Burlington Art Centre, and the Downtown Burlington is classifi ed as a Historic Burlington Performing Arts Centre. Within walking Suburban Town Centre (category u4) by the Metrolinx distance of the downtown transit services is the Brant Mobility Hub Guidelines. This classifi ca on includes: Street Pier, a large waterfront park (Spencer Smith › Smaller city centres with low-medium density Park) and residen al neighbourhoods to the east and development; west. › A mix of uses with some des na ons; and, › A walkable street network with smaller block sizes.

55 Brant Street Continues To DOWNTOWNDOWNTOWN BURLINGTONBURRLINGTON DowDowntoDowntown StreetMobility Hub (~10-12nue Minute ub (~10-12ntontown Minute Mobility Walk)W es To t EmpEmploymentloymentt

MixedMixed UUsese

ExistingExisting ParParksks

StationStation FFacilitiesacilities CarolineCa StrStreet Lakeshore Road Nodes/EntrywaysNodes/Entryways BikeBike LaneLaness LotLot 3 LionsLiLions ParParkk PotentialPotential BiBikekee LLanesanes

PotentialPotential BiBicyclecyycle Priority Street

Multi-UseMulti-Use TrailTrail LotLoLot 8 Brant Street PotentialPotential MuMulti-Uselti-Use TrailTrail LotL 5 LoLott 7 StStre UrbanUrban GrowthGrowtth Centre LotLLt4 4 eete

ElginElgin ParkParkark

Maple Avenue BrockBrocB k ParkPark eet treetreet

Elgin Street

Downtown Burlington Opportuni es and Constraints.

Brant Street is the main spine through the downtown, and has an evolving main street character that is strengthened through recent development. The greatest densi es in the downtown are focused on Lakeshore Road, which provides the primary connec on to the waterfront. The greatest development poten al exists on Lots 3,4,5, 7 and 8, where new inﬁ ll will result in a rac ve streetscapes and a con nuous ac ve frontage on Brant Street.

56 01 02

01 The Downtown Burlington Transit Terminal. 02 Vacant lots provide the opportunity for large scale redevelopment. 03 Busses queue at the transit terminal. 03

5.3.1 Opportunities and Constraints Walking and Cycling › Provide a safe and direct east-west connec on › New cycling connec ons should be provided in through the Downtown with the crea on of the accordance with the City’s Cycling Master Plan, proposed Elgin Promenade, a pedestrian and including Bike Lanes on James Street and Lakeshore cyclist connec on that links Elgin Street with the Road, and Bicycle Priority Streets on Caroline Street Centennial Bike Trail. and Brant Street. This will enhance connec ons to › Extend exis ng mul -use trails within the hydro exis ng Bike Lanes on Brant Street (north of Caroline corridor to facilitate con nuous pedestrian and Street) Maple Avenue, and the Centennial Bike cyclist connec on to the Waterfront Trail. Trail, crea ng an integrated network throughout the Downtown.

57 Opportunity Sites › The historic character of the downtown is defi ned › New development should provide uses that by a fi ne grain street network, varia on in building complement Spencer Smith Park, reinforcing it as scale, and proximity to adjacent stable residen al the primary open space within the Downtown. neighbourhoods. The design and massing of all New connec ons and streetscape enhancements new development should respect this character, should link Spencer Smith Park to smaller parks in while integra ng opportuni es for greater densi es the downtown (i.e. Corona on Park, Lions Park, where appropriate. Elgin Park, Brock Park) to create an integrated › Surface parking areas at Martha Street and on Lots framework of open spaces. 3, 4, 5, 7 and 8 (which are currently under study) › This framework of open spaces and connec ons are opportunity sites for redevelopment. Addi onal should facilitate safe, direct access between key surface parking areas at Brock Avenue and Ontario cultural facili es, including Burlington City Hall, Street may be development opportuni es, but the Burlington Performing Arts Centre, and the require solu ons that recognize the exis ng high Burlington Art Centre. capacity hydro lines. › Provide safe and con nuous access across Lakeshore › One- and two-storey buildings at the northeast Road to Spencer Smith Park and the waterfront. Key corner of Lakeshore Road and Brant Street have waterfront des na ons, including the Burlington the opportunity for greater density, crea ng an Art Centre, Brant Street Pier, the Art Gallery and anchor building that complements the mixed-use Waterfront Centre, should be connected through condominium on the adjacent corner. a rac ve streets and boulevards, mid-block › Single-storey large-format retail development on crossings, and mul -use trails. Brant Street (i.e. Brant Plaza) have the poten al to Nodes/Entryways redevelop to street-oriented mixed-use buildings. › Enhance the entryway at Baldwin Street/Victoria Key Destinations/Landmarks Avenue and Brant Street. This node should be a › Protect and enhance exis ng des na ons within high ac vity area that announces arrival into the the Downtown. Downtown. The node should be characterized by landmark buildings, urban plazas, public art, › Brant Street is the primary des na on within the enhanced landscaping, facade design, a higher downtown. New development should frame the order of streetscaping, and informa on and street, and be designed and massed to reinforce wayfi nding elements. the historic scale through a human-scaled podium, facade ar cula on, signifi cant glazing, and spill-out › Similar treatments should be considered on retail opportuni es. New mixed-use development Lakeshore Road, for those entering the Downtown on secondary main streets, such as Locust Street from the east and west. and John Street, should complement, and not detract from, uses on Brant Street.

58 5.3.2 Vision Statement 5.3.3 Draft Offi cial Plan Directions As a mobility hub, Downtown Burlington will con nue to develop as an Urban Growth Land Use Centre and the primary des na on within › Encourage mixed-use (retail, offi ce, residen al) the City of Burlington. Appropriately- infi ll with transit-suppor ve infrastructure on scaled mixed-use infi ll development will be vacant and underu lized lots. encouraged on vacant and underu lized › Along John and James Streets, new development sites to create vital, pedestrian-suppor ve should reinforce a strong transit presence through streetscapes. On John Street and James grade-level building design, including weather Street, new development will reinforce a protected wai ng areas, cke ng func ons, and strong transit presence in the Downtown where appropriate, suppor ng retail. where all modes are seamlessly integrated, › Concentrate the greatest densi es in close and include a rac ve wai ng areas, cket proximity to the transit services along the key func ons, suppor ng retail uses, etc. transit corridors to protect adjacent residen al On Brant Street, a mix of retail uses will create neighbourhoods and heritage buildings. a unique main street shopping des na on › At the edge of the Primary Zone, the height, mass within the urban growth centre. New mixed- and design of buildings should be controlled to uses north of the urban growth centre will provide appropriate transi ons to adjacent stable provide a con nuous, pedestrian-suppor ve residen al neighbourhoods (i.e. Martha Street, link to the Burlington GO Mobility Hub. Hurd Avenue). Short block lengths, enhanced boulevard › Maintain and promote a transit presence in design and a mix of uses will support the Downtown Core. Explore opportuni es to walkability, while new bicycle connec ons to redevelop the area as a mixed-use area, with key des na ons, including the waterfront, transit-suppor ve uses at grade (i.e. cafes, plazas, will facilitate cycling throughout the retail, etc.) while retaining part of the site for Downtown. complementary transit ameni es. › Develop the large-format Brant Plaza commercial development comprehensively to ensure new buildings support the mobility hub vision, including pedestrian suppor ve streets and height limita ons to adjacent proper es. 59 Large surface parking areas, such as Lot 4 and 5, provide the opportunity for large-scale redevelopment within the Downtown, including new buildings that frame a rac ve, pedestrian- suppor ve streetscapes.

Built Form Open Space & Circulation › Create built form to reinforce nodes at Baldwin › Reinforce Brant Street as the primary Downtown Street/Victoria Avenue and Brant Street and on main street leading to the waterfront. It should be Lakeshore Road at the key Downtown intersec ons. a ‘complete street’ with equal considera on given › Tall buildings (greater than 10-storeys) on Brant to all modes of transporta on, including transit, Street and Lakeshore Road should be designed and pedestrian, cyclists, and vehicles. massed to protect and frame sky views and views › Promote Brant Street as the primary connec on of Lake Ontario through the design of the building between the Burlington GO Mobility Hub and the base, middle and top. waterfront. Support this role through streetscape › At Brant Plaza, new buildings should create a mid- ini a ves, ac ve ground fl oor uses and street- rise (6 to 10-storey) built form along Brant Street related infi ll that builds on the con nuous that complements the main street character south pedestrian-suppor ve main street. of Caroline Street. At the rear of the site, height › Promote pedestrian-focused street design on Brant limita ons are encouraged to provide a transi on Street and John Street to balance the mul ple roles to the residen al dwellings along Wellington of the street as a vibrant place and connector. Avenue and Emerald Crescent. › Create new open spaces within large development › Mid-Rise and Tall buildings should be subject to sites to provide new public amenity space to front and rear-yard angular planes to reduce their support increased densi es. perceived mass and minimize shadow and privacy › Create a linked network of cycling connec ons to impacts. promote ac ve transporta on to and throughout › Provide more effi cient alterna ves to surface the Downtown. New Bicycle Priority Streets are parking, including above- and below-ground encouraged on local streets to provide con nuous structured parking where feasible, and on-street connec ons. parking. › Extend the Centennial Bike Trail to connect to Brant Street as part of the Downtown Core Commitment.

60 ALDERSHOT GO STATION to Natural Study Area Subject Primary Zone Boundary Heritage Review

Secondary Zone Boundary

Tertiary Zone Boundary Highway 403

South Service Road Ext.

Waterdown Road Aldershot Grove Park Park Gallagher Rd.

Plains Road

Area

Subject to OP Review St. Matthews Ave.

Clearview Ave.

Cook Blvd.

Hidden Valley Park

N 0 50 100 200 300 400

Aldershot GO Mobility Hub Boundaries.

5.4 Aldershot GO Station Aldershot GO Sta on is not iden fi ed as a mobility hub vacant area on the south side of the rail corridor, in The Big Move, although it is a Major Transit Sta on large surface parking lots for GO parking, the King Area in the Province’s Growth Plan. It has a mix of land Paving site, etc. Exis ng employment uses on Cooke use designa ons, including Mixed Use Corridor along Boulevard are stable and should be maintained. Plains and Waterdown Roads, General Employment It would be classifi ed as a Suburban Transit Node west of Waterdown Road and south of the rail corridor, (category u5) by the Metrolinx Mobility Hub and predominantly Business Corridor north of the rail Guidelines. This classifi ca on includes: corridor. This mobility hub area is adjacent to Plains Road Mixed-Use Corridor, and is bordered by a stable › Some des na ons with auto-oriented form; residen al neighbourhood to the south and a large › Good land availability for development; and, wooded area to the north that is currently subject to a › A growing market for mixed use development. Natural Heritage Review. New development will have a strong focus on On Plains Road, exis ng commercial uses are improving the character of the hub through enhanced generally set back from the street with surface parking placemaking, and improved transit connec ons to the located in front, crea ng a disconnect with adjacent site. Interim uses (i.e. surface parking) are encouraged streetscapes. There are a number of large opportunity where the redevelopment of the hub will occur sites that could be redeveloped, including a large incrementally over many years.

61 ALDERSHOTALDERSHOT GO STATIONSTATION to Natural Study Area Subject EmploymentEmployment Heritage Review MixedMixed UUsese

Existing ParParksks

StationStation FFacilitiesacilities Highway 403 Nodes/EntrywaysNodes/Entryways

Highway-OrientedHighway-Oriented DeveDevelopmentlopment

Rail-OrientedRail-Oriented DeveDevelopmentlopment

ExistingExisting BiBikeke Lanes Waterdown Road Grove Aldershot Park Park PotentialPotential BiBikeke LLanesanes Gallagher Rd. PotentialPotential BicBicycleycle PrioritPriorityy StreetStreet

PotentialPotential RaiRaill CrossCrossinging

PotentialPotential Street ExtensiExtensionon Plains Road t Waterdown Road Enhancements P Recent HWY 403 Connections ea Subject to OP eew AreaAr Subject vi evi St.St MattMatthews Ave. Urban Planning Area ReviReview Boundary ClearviewClearvie Ave. hews ws A Ave w ve. Cook Blvd.Blv Ave.Ave

lvdlv vdvd. Hidden VValleyalley PaParkrk

N 0 50 100 200 300 400

Aldershot GO Opportuni es and Constraints.

5.4.1 Opportunities and Constraints Transportation, Transit, and Circulation › Extend the exis ng South Service Road to the east › Transit service should ensure frequent trips to provide a connec on to King Road. between Burlington GO Sta on and Aldershot › Extend local streets to enhance permeability GO Sta on, allowing users to take advantage of throughout the mobility hub, and provide more regional connec ons (i.e. Via Rail). direct pedestrian and cyclist connec ons. Walking and Cycling › Redevelopment and intensiﬁ ca on within › The GO rail corridor provides a physical barrier for the Aldershot mobility hub area will generate pedestrian and bicycle movement between the addi onal traﬃ c, which may cause delays under north and south side of the site. Bridges and/or the exis ng transit program. Transit priority signals tunnels should be provided at key intervals (i.e. at at Plains Road East and Waterdown Road should be the sta on, to Grove and Aldershot Park) to facilitate considered to reduce exis ng/future delays. seamless integra on of ac ve transporta on modes.

62 01 02

01 Aldershot GO Sta on. 02 Large surface parking lots surrounding the sta on. 03 Large vacant lands on the south side of the rail corridor. 03

› Provide dedicated cycling routes through the Opportunity Sites mobility hub. New connec ons should be provided › The large wooded area north of the rail corridor is in accordance with the City’s Cycling Master Plan, subject to further review to determine if there is including bike lanes on Waterdown Road (north any development poten al. of Plains Road), and a Bicycle Priority Street on › Any development in close proximity to the Clearview Avenue. abovemen oned wooded area (if appropriate) › Addi onal cycling connec ons should be provided should be sensi ve to any features deemed to have on Gallagher Road, Masonry Court, Emery Avenue, natural heritage value. and along the rail corridor and North Service Road › Where water courses exist, they should be to enhance connec ons throughout the mobility consolidated (if appropriate) through future hub area. development to op mize stormwater management.

63 › Opportuni es to reestablish/restore the riparian › Aldershot GO Sta on should be redeveloped as a habitat around the exis ng creek should be explored key des na on, including plaza areas, ancillary retail to help protect the creek from future development, uses such as cafes, wayfi nding, etc. Opportuni es and to assist with natural stormwater management. to integrate the sta on into a new development › The majority of the poten al redevelopment sites, should be explored. including those along Plains Road and Waterdown › The development poten al within the large wooded Road, should support an ac ve, mixed-use area north of the rail corridor is subject to a natural des na on. heritage review to determine the extent of natural › The property located between Masonry Court heritage features and required buff ers. and the rail corridor, as well as the area north of › The exis ng employment uses on Cooke Boulevard the rail corridor (where the exis ng sta on is are stable, and should be protected. located) should be protected for employment uses as designated in the Offi cial Plan - however, Nodes/Entryways opportuni es to accommodate this through mixed- › Establish nodes and entryways along Waterdown use buildings should be considered. Road at Plains Road, Masonry Court, and at the access road to the GO Sta on. These should be › New development on Waterdown Road should characterized by landmark buildings, urban plazas, create a strong, mixed-use frontage. public art, enhanced landscaping, facade design, a Key Destinations higher order of streetscaping, and informa on and › Plains Road is designated as a Mixed Use Corridor, wayfi nding elements. but many exis ng uses are characterized by front- Highway Oriented Development yard surface parking, single-storey buildings, and › Ensure high-quality development on opportunity vacant sites. As infi ll occurs, new mixed-use buildings sites that are visible from Highway 403. This should in the mobility hub area should be provided at the include a rac ve frontages and landscaping. street edge to create a strong retail des na on within the mobility hub area. Recognizing that › The extension of the South Service Road should Plains Road will redevelop incrementally over a ensure an a rac ve streetscape to minimize visual number of years, ini al development should be impacts from the Highway. focused at Waterdown Road to create an intensifi ed Village Node for the Aldershot neighbourhood as Rail Oriented Development recommended in the Plains Road Corridor Urban › Development along the rail corridor should be Design Guidelines (2006). a rac ve, and should not be thought of as “le over space”. › As Waterdown Road is widened and cycling lanes are added as determined through a recent EA process, › Opportuni es may include buff ered parking areas, new development should support Waterdown enhanced landscaping, secondary entrances and Road as a strong, pedestrian-suppor ve street facade design, public art, etc. through mixed-use development on both sides of › New development will adhere to the Guidelines the street. for New Development in Proximity to Railway › Protect and enhance exis ng open spaces, including Opera ons (2013). Hidden Valley, Aldershot and Grove parks.

64 5.4.2 Vision Statement 5.4.3 Draft Offi cial Plan Directions Aldershot GO Sta on is the western gateway into the City of Burlington, and will become Land Use a mixed-use and employment des na on › Focus mixed-use infi ll (retail, offi ce, residen al) within the city. on Plains Road (east to Clearview Avenue) and Waterdown Road. New employment uses, on both sides of the rail corridor, will be of the highest quality, with › Protect the exis ng stable employment uses on buildings that frame the street, a rac ve Cooke Boulevard. boulevards, landscaping, strategically › Concentrate Tall offi ce uses north of the rail corridor located parking areas and careful transi ons and single-use offi ce/light industrial buildings to to adjacent neighbourhoods. Accessory retail the south (east of Clearview Avenue) to provide a uses will create ameni es for employees and transi on to adjacent residen al uses. local residents. › Support the reten on of exis ng employment A range of mid to tall mixed-use buildings on, neighbourhoods. Where the employment func on or adjacent to, Waterdown Road will provide of employment lands within the hub is ensured, addi onal density to support a vibrant, safe addi onal uses may be considered through the and ac ve area. The mix of uses will support Master Plan and informed by appropriate studies uses between the mobility hub area and the to assist in crea ng a vibrant hub consistent with Plains Road Mixed-Use Corridor. the vision. › Near the stable residen al neighbourhood, low-rise and townhouse built form provides an appropriate transi on. › Where above-grade parking is required, it should be located adjacent to the rail corridor to minimize visual impacts on the public realm, provide a noise buff er for adjacent buildings, and to minimize setback requirements through ver cal buff ering. › Consider the redevelopment poten al of the King Paving site to support more pedestrian-suppor ve uses along Waterdown Road. › Explore opportuni es to provide a grocery store in the Primary Zone of the mobility hub.

65 As new development occurs, there will be opportuni es for new streets through the mobility hub. These streets should accommodate all modes of transporta on.

Built Form Open Space & Circulation › Concentrate taller Mid-Rise buildings (6 to › Design Plains Road as a ‘complete street’ with equal 10-storeys) at the Waterdown Road and Plains considera on given to all modes of transporta on, Road intersec on, as well as near the sta on. including transit, pedestrians, cyclists, and vehicles. › Mid-Rise and Tall buildings should be subject to › Enhance connec vity through the extension and front and rear-yard angular planes to reduce their connec on of local streets, including Masonry perceived mass and minimize shadow and privacy Court, Emery Avenue, Clearview Avenue and St impacts. Ma hews Avenue. › Establish a predominantly mid-rise character (up › Provide safe and direct connec ons across the rail to 6-storeys) along Plains Road to support a ‘village corridor in close proximity to the sta on, and Grove character.’ A minimum 3-storey height should be and Aldershot Parks. achieved. › On large blocks, design buildings to frame outdoor › Design buildings on Plains Road to include a space, including courtyards, gardens, new public pedestrian-scaled podium (i.e. 2- to 4-storeys). parks, and con nuous access between sites. › As new development occurs on Masonry Court and › Consolidate access and servicing, par cularly on the South Service Road, the design and loca on Plains and Waterdown Road, to minimize curb-cuts of buildings should ensure visual and physical and disrup on to the public realm. connec ons to the exis ng sta on. › Create new cycling facili es on Waterdown Road, › New development should support improved transit Gallagher Road and Clearview Avenue to provide a func ons through route connec ons, dedicated con nuous cycling network. wai ng areas, etc. › Provide direct links to Grove and Aldershot Parks through Bike Lanes on Gallagher Road, connec ons over the rail corridor, and cycling facili es on Masonry Court.

66 APPLEBY GO STATION

Primary Zone Boundary

Secondary Zone Boundary Highway 403 Tertiary Zone Boundary

Appleby Line

Fairview Street

Harvester Road

N 0 50 100 200 300 400

Appleby GO Mobility Hub Boundaries.

5.5 Appleby GO Station Appleby GO Sta on is not iden fi ed as a mobility hub It would be classifi ed as a Suburban Transit Node in The Big Move, although it is a major transit sta on (category u5) by the Metrolinx Mobility Hub area. The area contains a mix of land use designa ons Guidelines. This classifi ca on includes: including General Employment north of rail corridor, › Some des na ons with auto-oriented form; Mixed-Use Corridor (Employment and General) along › Good land availability for development; and, Fairview Street, and Business Corridor adjacent to Highway 403. Sherwood Forest Park is a large park on › A growing market for mixed use development. the east side of the mobility hub area, and a residen al New development will have a strong focus on neighbourhood to the south. There is signifi cant improving the character of the hub through enhanced underu lized land throughout the en re area. placemaking, and improved feeder transit connec ons to the site. Interim uses (i.e. surface parking) are encouraged where the redevelopment of the hub will occur incrementally over many years.

67 APPLEBY GOGO STATIONSTATION

EmpEmploymentloyment

MixedMixed UUsese Highway 403 ExistingExisting ParParksks

StationStation FFacilitiesacilities Park

Nodes/EntrywaysNodes/Entryways Sherwood Forest Canal/Landscape BufferBuffer

Rail-OrientedRail-Oriented DeveDevelopmentlopment

BikeBike LLanesanes

PotentialPotential BiBikeke LLanesanes

PotentialPotential BicycBicyclele PPriorityriority StreeStreett

PotentialPotential RaiRaill CroCrossingssing

Improved Pedestrian Crossing

Multi-Use Trail

Potential Multi-Use Trail

Appleby Line

Fairview Street

Harvester Road

N 0 50 100 200 300 400 SheldonPark

Appleby GO Opportuni es and Constraints.

5.5.1 Opportunities and Constraints Transportation, Transit, and Circulation › Both Appleby Line and Fairview Street are iden ﬁ ed this intersec on in the future depending on as Primary Bus Service routes in Burlington’s Long vehicular trips generated because of future growth Term Transit Service Network. and development (and the poten al extension of › With future poten al development along Fairview Fairview Street). Similar considera on should be Street and Appleby Line, it will be important to given to Route 80 and 81 which access the sta on provide appropriate priority to buses that access from Harvester Road. the transit loop at the Appleby GO Sta on. › Due to the high volume of traﬃ c on Harvester Road, › Currently, there is a bus only le turn lane on transit service requires provisions of transit priority Fairview Street with un-signalized access to the where necessary, as indicated in the Transporta on Appleby GO Sta on. It may be required to signalize Master Plan.

68 01 02

› Transit priority, and other improvements to 01 Large surface parking lot at Appleby GO Sta on. Harvester Road and the Harvester Road/Appleby 02 Bicycle parking adjacent to Line intersec on will be considered as part of the sta on entrance. 03 Sherwood Forest Park, the ongoing Appleby Line and Harvester Road the eastern anchor of the Environmental Assessment to improve traﬃ c mobility hub. circula on and eﬃ ciency. › Route 10 (along New Street) provides a direct transit link between Appleby GO Sta on and the Downtown Burlington Transit Terminal. With increased trips related to future growth, this link should be viewed as a strategic connec on between two important hubs in the City and addi onal transit-priority measures should be considered as necessary.

69 Walking and Cycling › Dedicated on-road cycling routes through the › New employment development should support mobility hub area are currently limited, with the and promote the City’s ‘Prosperity Corridor,’ an excep on of Fairview Street (east of Appleby Line). ongoing investment in a rac ng businesses in close New connec ons should be provided in accordance proximity to Highway 403 (including Harvester with the City’s Cycling Master Plan, including new Road). Unique signage, as well as a rac ve cycling lanes on Harvester Road, and crea ng a employee amenity spaces, will help to achieve the network of Bicycle Priority Streets through the objec ves of the strategy. residen al neighbourhood to the south. › Protect and enhance Sherwood Forest Park and › Explore opportuni es for a mul -use trail to Community Centre as a key des na on (a Master facilitate pedestrian and cyclists connec ons Plan is currently underway). between Sherwood Forest Park and Sheldon Park, › Fairview Street, and Appleby Line are characterized and between the mobility hub and Centennial Bike by front-yard surface parking (including GO Trail and New Street, which provide direct links parking), single-storey buildings, and vacant sites. to Downtown Burlington. The exis ng drainage As infi ll occurs, new buildings should be located channel east of Riverside Drive could facilitate a at the street edge to frame the street and create con nuous connec on. a strong pedestrian realm throughout the mobility hub area. Opportunity Sites › The lands north of Fairview Street and south of Nodes/Entryways Harvester Road are dominated by vacant land and › Establish nodes and entryways on Appleby Line, at large parking areas and have the poten al to be Fairview Street and Harvester Road. These should be redeveloped. characterized by landmark buildings, urban plazas, › The en re stretch of Appleby Line is dominated public art, enhanced landscaping, facade design, a by underu lized low-rise, single use industrial higher order of streetscaping, and informa on and buildings, with front parking and large expanses wayfi nding elements. of open space between proper es, and is also a › Explore the poten al for a node/entryway where poten al redevelopment area. Harvester Road meets Fairview Street, for those › Redevelopment of these areas should promote entering the mobility hub area from the east. a generally mixed-use, pedestrian-suppor ve environment, while protec ng Employment Areas Rail Oriented Development located north of the rail corridor as designated in › Development along the rail corridor should be the City’s Offi cial Plan. a rac ve, and should not be thought of as “le over space”. › New development adjacent to the exis ng creek should explore opportuni es to enhance the › Opportuni es may include buff ered parking areas, func on of the creek, including aqua c habitat, enhanced landscaping, secondary entrances and water quality, and hydrogeological condi ons. facade design, public art, etc. › New development will adhere to the Guidelines Key Destinations for New Development in Proximity to Railway › Appleby GO Sta on should be redeveloped as a key Opera ons (2013). des na on, including plaza areas, ancillary retail uses (i.e. café), wayfi nding, etc. Opportuni es to integrate the sta on into a new development should be explored.

70 5.5.2 Vision Statement 5.5.3 Draft Offi cial Plan Directions Appleby GO Sta on is the eastern gateway to the City of Burlington and will be an industrial Land Use and employment des na on in the City. › Con nue to promote the Appleby mobility hub area as an employment area within the city. Pres ge employment buildings will be located along Harvester Road and Fairview Street, › Replace, where appropriate over the long-term, to create a dis nct mobility hub area with heavy industrial uses with light industrial and offi ce a rac ve streetscapes and to strengthen uses that can be well-integrated into the adjacent built form and open space transi ons to the neighbourhood. newer residen al uses on the south side of › Locate pres ge offi ce uses along Fairview Street, Fairview Street. Where appropriate, light Appleby Line and Harvester Road. Light industrial industrial uses may be located in less publicly uses should be located internal to the mobility hub, visible blocks. adjacent to the rail corridor, and should not include The neighbourhood will have a generally mid- outside storage areas or other incompa ble uses. rise built form character (6 to 10-storeys). › Explore opportuni es in the long-term to provide It will be anchored to the east by a small higher-density mixed-uses adjacent to Sherwood amount of mixed-use development, taking Forest Park to promote ac ve use of this primary advantage of connec ons and views to park resource. Sherwood Forest Park. To the west, the › Where above-grade parking is required, it should neighbourhood will be anchored by pres ge be located adjacent to the rail corridor to minimize employment uses, providing an a rac ve visual impacts on the public realm, provide a noise gateway that encompasses the vision for the buff er for adjacent buildings, and to minimize hub. setback requirements through ver cal buff ering.

71 New development should provide opportuni es to move safely and eﬃ ciently between adjacent buildings.

Built Form Open Space & Circulation › Buildings around Appleby GO Sta on should › Provide direct connec ons on Appleby Line to generally be Mid-Rise in height (6 to 10-storeys), Highway 5 and North Burlington for all modes with the greatest heights at the Appleby Line/ of transporta on, including frequent transit Fairview Street node and along the rail corridor. connec ons and con nuous cycling facili es. › On Harvester Road, buildings should have a mid-rise › Explore the poten al to re-naturalize the drainage height (6 to 10-storeys) with the greatest heights in channels at Appleby GO Sta on to provide unique close proximity to Appleby Line. pedestrian and cyclists links. › Where parking is not provided underground, it › On large blocks, design buildings to frame outdoor should be well-screened, located at the rear of space, including courtyards, gardens, and, parks, buildings, and in structured lots adjacent to the rail and con nuous access between sites. corridor. › Consolidate access and servicing to buildings, › Buildings on Fairview Street should have a 2- to par cularly on Fairview Street, Appleby Line 4-storey podium to provide appropriate transi ons and Harvester Road, to minimize curb-cuts and to the townhouses to the south. disrup on to the public realm. › Sta on facili es on the north and south side › Create new cycling facili es on Harvester Road, of the rail corridor should be integrated into a Appleby Line, along the drainage channel and comprehensive development to create a walkable through the southern neighbourhood to provide a environment, and to provide direct, weather- con nuous ac ve transporta on network. protected access from adjacent streets. › New cycling facili es on Appleby Line should provide connec ons to the Centennial Bike Trail and to future facili es on New Street. › Provide direct links between Sherwood Forest Park and Sheldon Park through Bicycle Priority Streets throughout the southern neighbourhood.

72 5.6 General Offi cial Plan Directions Building on the dra direc ons that have been provided for each mobility hub, a series of over-arching direc ons have been dis lled. These direc ons will be integrated into the Offi cial Plan, and will provide the founda on for the hub-specifi c direc ons.

New development at mobility hubs should demonstrate a strong commitment to urban design in both the public and private realm.

73 Placemaking › New development in the mobility hubs should › All at-grade uses should provide a strong demonstrate exemplary urban design in all public connec on to the street and a posi ve pedestrian and private realm elements, including built form, experience. In retail buildings, this includes spill- streetscapes, and open spaces. out display areas, café sea ng, and large windows. › Municipal investment should demonstrate a strong In employment buildings, ac ve uses (i.e. kitchens, public commitment to enhancements within the mee ng rooms, etc.) should be oriented toward mobility hubs, including both hard (i.e. buildings, the street. Residen al uses should have individual open spaces, streets, etc.) and so (i.e. funding, entrances with well-landscaped front-yards. social support, industry, etc.) infrastructure. › Ensure that all public spaces (i.e. streets, parks, › Ini ate a higher level of public engagement plazas) have the physical elements required to for all new development in the mobility hubs, make the place welcoming and func onal, including including both public and private projects. Explore sea ng, washrooms, landscaping, signage, etc. partnership opportuni es with local schools, › Where appropriate, encourage public spaces to businesses, community groups, etc. who already evolve incrementally and organically. Small design have a strong connec on to the neighbourhood. interven ons (i.e. community gardens, public art, › Create and reinforce a strong brand and iden ty at new pedestrian trails, etc.) can help to provide an each mobility hub that celebrates the character of understanding of how a space is used prior to full the neighbourhood. redevelopment. › Encourage unique and impromptu experiences within the mobility hubs (i.e. buskers, temporary public art, etc.) to ensure an ever-changing pedestrian experience and encourage repeat visits.

74 New employment uses should demonstrate high quality urban design and should be designed to reinforce the vision for the mobility hub, including open spaces, pedestrian connec ons, and buildings that frame the street with ac ve internal uses.

Land Use › Encourage intensifi ca on and redevelopment › Support the reten on of exis ng employment through appropriately-scaled infi ll on vacant and neighbourhoods. Where the employment func on underu lized sites. of employment lands within the hub is ensured, › Provide a variety of uses within mixed-use addi onal uses may be considered to assist in opportunity sites, including commercial, residen al, crea ng a vibrant hub area consistent with the and offi ce. This can include diff erent uses side-by- vision for each hub. side, or within the same building, based on the › Promote new, compa ble employment uses (e.g. long-term vision for the mobility hub. offi ce) that can further the mobility hub objec ves › At mixed-use opportunity sites, concentrate mixed- (i.e. a rac ve, walkable streets, etc.). use buildings (retail at grade with residen al/offi ce › Locate more intensive employment uses (e.g. above) around the key nodes to create a strong light industrial) adjacent to the rail corridors and retail base. Beyond the nodes, where retail may not Highway 403. be viable, allow residen al or offi ce uses at grade › Ensure that community infrastructure (i.e. that can transi on to retail as the market permits. community uses, cycling facili es, open spaces, › New employment uses should demonstrate high etc.) is provided in concert with new development. quality urban design and should be designed to reinforce the vision for the mobility hub, including open spaces, pedestrian connec ons, and buildings that frame the street with ac ve internal uses.

75 A variety of building forms are encouraged in the mobility hubs. Where opportunity sites are located adjacent to stable residen al neighbourhoods (in the Ter ary Zone), lower-density buildings are recommended, including townhouses.

Built Form › Built form should support a rac ve, pedestrian- › Provide a mid-rise height along primary streets oriented streets and open spaces. Building design with stepbacks to adjacent neighbourhoods where at grade, including glazing, ac ve uses, pa os, etc. applicable. should create a posi ve interface between the › Create a clearly deﬁ ned (2- to 3-storey) building public and private realm, and ensure safety through base to reinforce a pedestrian-scaled streetscape. casual surveillance. › Locate all buildings to provide direct street frontage. › Provide a range of building heights and densi es to Parking and loading areas should be located at the support local retail and other public uses. Height rear of the building. ranges should include Low-Rise (2 to 5-storeys), Mid-Rise (6 to 10-storeys) and Tall (greater than › Encourage LEED standard development, or a similar 10-storeys). standard. › Locate the tallest buildings closest to the rail › Integrate sta ons into a cohesive development corridor where they will have the least impact on to provide a presence at the street and direct, adjacent stable residen al neighbourhoods. weather-protected access to the sta on. › Mid-Rise and Tall buildings should be subject to › Support the immediate sta on area as a key front and rear-yard angular planes to reduce their des na on through the inclusion of community perceived mass and minimize shadow and privacy facili es, open space, community retail, etc. impacts. › Provide dual-facades and high-quality site design on the rear of buildings fron ng onto the rail corridor and Highway 403.

76 A variety of public open spaces should be provided at the mobility hubs, including formal and informal spaces for people to gather and socialize.

Open Space › Protect and enhance exis ng open spaces. Provide streetscaping, new pedestrian trails, and cycling new semi-private open spaces within large-scale facili es (as iden fi ed in the Transporta on Master developments. Plan and Community Trails Strategy). › Provide a variety of public open spaces, including › Incorporate the principles of low-impact a mix of hard (i.e. plaza) and so (i.e. parke es) development throughout the mobility hubs, to landscaping. reinforce the importance of sustainability. › Program open spaces to ensure all-season use › Provide a rac ve and though ul landscaping that and to ensure the mobility hubs remain ac ve and refl ects the site-specifi c context, while suppor ng engaging year-round. the sustainability goals of the hub. Local and/or › Design all open spaces with a clear vision and non-invasive species should be selected, focusing purpose. Open spaces should not be an a erthought on those that are drought-resistant. of new development. › U lize landscaping and natural drainage features › Facilitate con nuous connec ons, both visual and (i.e. bioswales) wherever possible to fi lter physical, between open spaces through enhanced stormwater on-site.

77 Transit should be a key focus of all new development in the mobility hubs. Opportuni es to enhance connec vity, provide a rac ve wai ng areas, and enhance sta ons should be explored.

Circulation and Parking › Implement enhanced design standards for all › Explore the renaturaliza on of the exis ng drainage streets and streetscapes within the mobility hubs to channels and support their use as unique and shi from a Transporta on Demand Management a rac ve pedestrian and cyclist connec ons. (TDM) model to a model that balances all modes of › Provide opportuni es to easily/safely cross the rail transporta on, and the vision for a safe, a rac ve corridor. The loca ons should be convenient, and pedestrian des na on. should support direct, con nuous circula on. › Facilitate and support enhanced transit circula on › Consolidate site access wherever possible to throughout the mobility hubs through transit- minimize curb cuts and maintain a con nuous priority measures (i.e. advance signaling at streetscape. intersec ons, dedicated lanes, etc.), improved wai ng areas, sta on access improvements, etc. › Minimize surface parking lots throughout the mobility hubs by integra ng underground parking › Provide seamless integra on between all modes of in new developments. In the short-term, locate all local and regional transporta on, including walking, new surface parking at the rear of buildings, which cycling, transit, and private vehicles. can be phased into development. › Provide new streets and extend exis ng streets › Explore opportuni es for reduced parking to create a con nuous and highly-permeable standards on a site-by-site basis, par cularly within transporta on network throughout the hubs. the Primary and Secondary Zones. › Create an integrated network of cycling facili es › Explore opportuni es to share parking facili es that provide direct connec ons between all hubs, between adjacent proper es, including diﬀ erent and for all types of users (i.e. commuters, casual mes of day and/or days of the week. riders, etc.). Provide new facili es where gaps in the exis ng network are iden ﬁ ed. › Protect and maintain exis ng on-street parking in the Primary and Secondary Zones, as well as › Provide ample bicycle parking and storage at the residen al parking in the Ter ary Zone. sta ons and at key des na ons in the mobility hubs. 78 Mobility Hub Connectors

79 Burlington is the only municipality in the Halton poten al to become strong pedestrian, Region with two provincially iden fi ed mobility cyclist, and transit corridors in the future. hubs - Burlington GO Sta on and Downtown Examples include New Street (Appleby GO Burlington. The two other hubs, Aldershot and Sta on - Downtown Burlington) and Maple Appleby GO Sta ons, although not provincially Avenue (Downtown Burlington - Burlington designated, are equally important for the future GO Sta on) growth of Burlington. 3. Ter ary Connectors - pedestrian trails and Hub connectors that link each of these hub sites bike paths in the City that connect hub will be as integral as the hub sites themselves sites, for example, the Burlington Bike Trail. in achieving the objec ves of mobility hub These connec ons are part of a City-wide development. These connectors could be community trails network (currently being streets, or corridors, that have the poten al iden fi ed through the Community Trails to provide direct, convenient connec ons Strategy). between the mobility hubs for all users, Along the connectors, enhanced design including pedestrians, cyclists, transit users, standards should be implemented for all streets and drivers. Due to the availability of several and streetscapes to shi from a Transporta on op ons for developing integrated connec vity Demand Management (TDM) model to a model between the hub areas, a hierarchy of hub that balances all modes of transporta on, connectors is envisioned, classifi ed as follows: and the vision for a safe, a rac ve pedestrian 1. Primary Connectors - major thoroughfares des na on. that have the ability to provide direct The following sec ons outline seven poten al connec ons between hub sites, as well as connectors, including a general descrip on being strong pedestrian des na ons on of their exis ng classifi ca on and land uses, their own. Examples include Brant Street their opportuni es and constraints, and their (Downtown Burlington - Burlington GO poten al role related to the development of Sta on) and Plains Road/Fairview Street the mobility hubs. In addi on, the General (Aldershot GO Sta on - Burlington GO Direc ons outlined in Sec on 5.6 will apply Sta on - Appleby GO Sta on) along the connectors, including placemaking, 2. Secondary Connectors - other important land use, built form, open space, circula on roadways in the City that provide a viable and parking. alterna ve for linking hubs and have the

80 RSHO DE T G AL O 407 HWY 403 HWY

RLING BU TO

PLAINS RD

WATERDOWN RD

MAPLE AVE

QEW NORTH SHORE BLVD

BRANT ST

N DO N WNTOW

6.1 Primary Connectors 6.1.1 Brant Street Brant Street is a north-south street that runs from › The route already supports alterna ve Lakeshore Road in the Downtown, to beyond Highway transporta on, including: 403 in the north. It is a connector because it provides a - Exis ng 15-minute transit service that links direct connec on between the Burlington GO Sta on the Burlington GO Sta on with the Downtown and the Downtown (and nearby mobility hub area). At Transit Terminal. the early public workshops, discussions occurred about - merging Burlington GO and Downtown Burlington as Bike lanes from Fairview Street (Burlington GO a single mobility hub, but it was determined that they Sta on) to Caroline Street. The City’s Cycling should remain dis nct, with Brant Street ac ng as a Master Plan proposes Bicycle Priority Streets strong and walkable link between the two. south of Caroline Street to provide a direct cycling link between the two mobility hubs. Brant Street is a Minor Arterial (Caroline Street to Plains Road) and a Mul -Purpose Arterial (Plains Road › Enhanced transit facili es on Brant Street will help to Highway 403) in the City’s Offi cial Plan. facilitate safe, comfortable connec ons to, and between, the hubs. Opportunities and Constraints › The corridor is currently lacking a unifi ed and › Brant Street provides a direct connec on between con nuous public realm. Extensive surface the Burlington GO Sta on and the Downtown parking areas associated with large-format retail, (and nearby mobility hub area). Enhanced design underu lized buildings, and frequent curb-cuts standards should reinforce Brant Street as a special result in an undesirable pedestrian experience. des na on and pedestrian link between these two Opportuni es for street-related infi ll on these sites hubs. is encouraged to provide a rac ve buildings that frame the street. Boulevard improvements (i.e. street trees, wide sidewalks, public art, etc.) should be considered as part of this redevelopment. 81 ON G O QEW LEBY PP GO A

FAIRVIEW ST

GUELPH LINE CENTENNIAL BIKE TRAIL NEW ST

PRIMARY CONNECTOR WATERFRONT TRAIL MOBILITY HUB SECONDARY CONNECTOR TERTIARY CONNECTOR

Plan illustra ng Burlington’s mobility hub connectors.

› The proper es along this corridor are recognized in the City’s Oﬃ cial Plan as Mixed Use Corridor (General) north of Baldwin Street, and Downtown Core Precinct south of Baldwin Street. Should the market support it, this could allow for a con nuous retail frontage between the regional commercial des na on at the Burlington GO Sta on, and the Downtown. › Where mixed-use is not viable, higher density forms of residen al development (i.e. townhouses) can be accommodated to increase density and create a con nuous streetscape. Mobility Hub Role - Brant Street is a Primary Connector. It will serve as a direct pedestrian, cyclist, transit, and vehicle link between Brant Street should provide an a rac ve pedestrian experience the Downtown, and the future mixed-use that draws people to the Downtown and encourages safe, des na on at Burlington GO. More than convenient access to retail uses. simply a transporta on link, Brant Street will be an a rac ve pedestrian des na on in itself, extending the character of the Downtown through mixed-use development, and a rac ve pedestrian-suppor ve streetscapes. 82 Where Plains Road/Fairview Street enters the mobility hubs, there are opportuni es for mid-rise mixed-use development.

6.1.2 Plains Road/Fairview Street Plains Road/Fairview Street is an east-west street that - Proposed Bike Lanes between Burlington and runs from Sherwood Forest Park in the east to beyond Appleby GO Sta ons. Aldershot in the west. It is a connector because it › The corridor has a variety of uses along its length provides a direct connec on between three of the (approximately 11km), but is predominantly City’s mobility hubs, including Aldershot GO Sta on, designated some form of Mixed Use or Commercial Burlington GO Sta on, and Appleby GO Sta on. It is in the City’s Offi cial Plan. While there are a large recognized as a Mul -Purpose Arterial in the City’s amount of infi ll opportuni es on vacant and Offi cial Plan. underu lized sites, a con nuous streetscape would be diffi cult to achieve due to the length of Opportunities and Constraints the corridor. It is recommended that street-related › Plains Road/Fairview Street provides a direct infi ll be focused within the mobility hubs, though connec on between Aldershot GO Sta on, a higher standard for streets, streetscapes, and Burlington GO Sta on, and Appleby GO Sta on. buildings should be implemented for the length of Opportuni es for transit priority lanes or bus rapid the corridor (both Plains Road and Fairview Street). transit should be explored. › There are a number of exis ng and future › The opportunity to relocate Via Rail service to des na ons (i.e. Burlington Mall, Mixed Use Burlington GO is important, as this will provide a Corridors, mobility hubs, etc.). Opportuni es to regional connec on at a central loca on, extending provide visual and physical links to these sites the reach of the network far beyond the City of should be an important considera on. Burlington. › The route supports alterna ve modes of Mobility Hub Role - Plains Road/Fairview transporta on, including: Street is a Primary Connector. It will serve - as a link between all three mobility hubs, Exis ng transit services, including an express facilita ng direct access to regional rail and regular route linking Hamilton and a route services at Aldershot GO Sta on by a variety connec ng to Appleby GO. of transporta on modes. Street-related - Exis ng Bike Lanes for the majority of the infi ll should be strategically concentrated to route between Aldershot and Burlington GO provide incremental retail des na ons along Sta ons, with the gaps iden fi ed in the City’s the corridor, in close proximity to residen al Cycling Master Plan for Future Bike Lanes. neighbourhoods. 83 New dwellings on New Street should address the street and provide an ac ve, a rac ve streetscape. 6.2 Secondary Connectors 6.2.1 New Street New Street is an east-west street that runs from corridor with a window road or berm sterilizing the beyond Appleby Line in the east to Brant Street in streetscape. the west. It is a connector because it provides a direct › There are a number of infi ll opportuni es within the link between the Appleby GO Mobility Hub Area and exis ng commercial proper es, which are generally Burlington Downtown. It is recognized as an Arterial in set back from the street with large amounts of the City’s Offi cial Plan. underu lized surface parking. Opportunities and Constraints › Given the length of the corridor, new infi ll uses › New Street provides a direct connec on between should be focused at nodes, including Guelph Line, the Appleby GO Mobility Hub Area and the Walkers Line, and Appleby Line. These nodes should Downtown. provide street-related Neighbourhood Commercial and Community Commercial uses as designated in › New Street has frequent public transit service in the Offi cial Plan. both direc ons. › Where infi ll opportuni es exist between the nodes, › Bicycle Lanes have been proposed on New Street a mix of Low- and Medium-Density Residen al uses in the City’s Cycling Master Plan. These facili es are encouraged, transi oning in height from the will provide an alterna ve east-west route for node. These uses should address New Street to commuters travelling by bicycle to the Downtown. support an ac ve, a rac ve streetscape. › The corridor has a varying character along its almost 6km length. From Brant Street to Guelph Line, the Mobility Hub Role - New Street is a street has a predominantly single-family residen al Secondary Connector. It will serve a dual character with narrow sidewalks and a strong tree role as the primary east-west link, providing canopy. Beyond Guelph Line, the pavement width quick direct access between the Appleby widens and the character switches to a mix of GO Mobility Hub Area and the Downtown. higher-density residen al apartment buildings and For residents who live on New Street, it will vehicle-oriented commercial uses. Where lower- become an a rac ve street to walk along, density residen al uses exist beyond this point, with vital, a rac ve streetscapes leading they frequently backlot onto New Street or line the to neighbourhood des na ons at the key nodes.

84 All new buildings on Maple Avenue should have ac ve uses at grade, and may include retail, oﬃ ce uses, or ac ve rooms in residen al buildings.

6.2.2 Maple Avenue Maple Avenue is a north-south street that runs from with proper es having direct access to Maple Plains Road in the north to North Shore Boulevard/ Avenue. Beyond Maple Park, Maple Avenue has Lakeshore Road in the south. Though it is located a vehicle-oriented character, with the Mapleview outside of the mobility hubs, it is a connector because Shopping Centre and its associated parking lot, and it provides a direct link between two key mobility newer medium-density residen al development hub streets. It is recognized as an Arterial in the City’s backlo ng on Maple Avenue. New street-related Offi cial Plan. infi ll development on the mall site will reinforce an a rac ve, pedestrian-suppor ve streetscape. Opportunities and Constraints › There are limited opportuni es for infi ll along the › Maple Avenue provides a direct north-south corridor, though the Mapleview Shopping Centre connec on in close proximity to both the Burlington could be a long-term opportunity to accommodate GO Mobility Hub/Aldershot GO Mobility Hub and a large, mixed-use redevelopment with frontage on Burlington Downtown. both Maple Avenue and Fairview Street. Given the › Maple Avenue has frequent transit service in both close proximity to the QEW, should this site ever direc ons. redevelop, it should include commercial uses that › Maple Avenue accommodates con nuous ac ve will draw from the regional catchment area without transporta on between Lakeshore Road and detrac ng from Downtown businesses. Fairview Street, with Bike Lanes on both sides of Mobility Hub Role - Maple Avenue is a the road. The facili es connect to cycling facili es Secondary Connector. As Brant Street on Fairview Street, providing safe, direct cycling becomes more pedestrianized between access to Burlington GO Sta on. Burlington GO and Downtown Burlington, › The corridor has a varying character along its Maple Avenue will provide an alterna ve 2.3km length. North of North Shore Boulevard/ route between the hubs that bypasses the Lakeshore Road, there is a high-density residen al Downtown, accommoda ng all modes character. Buildings are typically set back from of transporta on, including pedestrians, the street with large, landscaped front yards. cyclists, transit users, and private vehicles. Beyond Maple Crossing Boulevard, the character This will help to alleviate traffi c conges on changes to a single-family residen al character within the Downtown.

85 Addi onal connec ons to the Centennial Bike Trail, as well as an extension through the Downtown, will provide convenient cycling connec ons between all hubs. 6.3 Tertiary Connectors 6.3.1 Centennial Bike Trail The Centennial Bike Trail is an extensive Mul -Use Path › Enhanced ligh ng and security features (i.e. distress that provides a direct pedestrian/cycling connec on call sta ons) should be provided along the trail to between Appleby GO Sta on and the Downtown. facilitate safe pedestrian movement at all mes of the day. Opportunities and Constraints › The length and alignment of the Centennial Bike Trail Mobility Hub Role - The Centennial Bike Trail provides direct connec ons to Appleby GO Sta on is a Ter ary Connector. It will be the spine from a number of Burlington neighbourhoods, of the cycling network within the City of as well as a con nuous connec on to Downtown Burlington, providing safe, con nuous access Burlington. between Appleby Sta on, the Downtown and Burlington GO Sta on (via Drury Lane). › The trail provides a link between a number of City parks (i.e. Sherwood Forest Park, Nelson Park, Iroquois Park, Ryerson Park, etc.), facilita ng a con nuous open space network. › Should Drury Lane become a Bicycle Priority Street (as designated in the City’s Cycling Master Plan), the Centennial Bike Trail would also provide a direct cycling link to Burlington GO Sta on. › Opportuni es to brand the Centennial Bike Trail in associa on with the mobility hubs should be explored as the City implements a branding strategy and updates their wayfi nding strategy (see Sec on 7.0, Recommenda ons 9 & 16). This should include wayfi nding signage that iden fi es all the key connec ons that extend from the trail.

86 The Waterfront Trail provides a unique leisure trail for cycling, which combines with on-street connec ons and hydro corridors to create a con nuous cycling link to the Aldershot mobility hub.

6.3.2 Waterfront Trail The Waterfront Trail is a 1400km cycling and mul - › The Waterfront Trail is a unique cycling experience, use trail that extends along Lake Ontario through a characterized by great views, narrow streets, network of on- and off -road bike lanes, priority streets, wooded areas, and waterfront access. Considering etc. In Burlington, part of the Waterfront Trail can be this, the trail might be an appropriate (and more used to defi ne a direct path between Aldershot Go passive) alterna ve to the Plains Road/Brant Street Sta on and the Downtown (via the exis ng bike lanes cycling connec on to Downtown. on Lasalle Park Road) › Partnership opportuni es (i.e. Waterfront Trust, events, etc.) could be used to help promote the Opportunities and Constraints Waterfront Trail, including its role in the City of › The Waterfront Trail provides a connec on Burlington’s mobility hubs. between Aldershot GO Sta on and the Downtown. As part of a much greater provincial trail network, Mobility Hub Role - The Waterfront Trail the Waterfront Trail extends far beyond the City is a Ter ary Connector. It will provide a of Burlington. Opportuni es should be explored leisurely alterna ve to the Centennial Bike to promote Aldershot GO Sta on as an a rac ve Trail, providing direct connec ons between star ng point for transit-using cyclists. Aldershot GO Sta on, the Downtown, and › The Waterfront Trail is made up off a network of beyond. linked, cyclist-friendly connec ons, including Bike Paths, Bicycle Priority Streets, and Signed Routes. There are currently some gaps in this connec on, but they have all been iden fi ed within the City’s Cycling Master Plan.

87 Upgrades to hydro corridors throughout the City can provide addi onal and extensive links throughout the cycling network.

6.3.3 Hydro Corridors/Canals In addi on to the Connectors discussed previously, the City of Burlington has an extensive network of hydro corridors and canals. While these do not provide direct links between the mobility hubs, they provide the opportunity to act as links between the other key Connectors (i.e. Centennial Bike Trail, Waterfront Trail, etc.), extending the coverage of the City’s cycling network. In addi on, there are a number of smaller drainage canals located within the mobility hubs (Burlington GO Sta on and Appleby GO Sta on) that could double as pedestrian connectors (subject to regenera on and enhancements). As the mobility hubs are studied in greater detail, an inventory of all these corridors should be undertaken to determine the full extent of this system, and where poten al extensions would provide a signiﬁ cant beneﬁ t.

88 Recommendations

89 Sec ons 4 and 5 outline the key opportuni es and constraints to ensure that as Burlington’s mobility hubs evolve, they support the vision established in The Big Move and the City of Burlington’s city-building objec ves. A high-level vision was established for each hub, including direc ons related to land use, built form, circula on and open space. To ensure the successful implementa on of these visions, seventeen recommenda ons have been iden fi ed to guide the redevelopment of the mobility hubs over the next decade, including: › General Offi cial Plan Direc ons; › Offi cial Plan Amendments; › Related and Ongoing Studies; › Future Studies and Projects; and, › Development Incen ves. The following sec on outlines each recommenda on in greater detail.

90 Timeline Overview of Recommendations The full build out of the mobility hubs will occur incrementally over many years, and will involve mul ple developers, stakeholders and suppor ng studies. The illustra on below presents a recommended meline of short, medium, and long-term recommenda ons that will help to ensure successful build out of the hubs. For detailed descrip ons of each recommenda on, including the proposed lead and key stakeholders, please refer to the sec ons that follow.

Mobility Hub Oﬃ cial Plan Communication Update Plan

Burlington OP Review: Mobility Hub Transporta on Oﬃ ce Community Public Works Opportuni es Master Plan A rac on Trails Strategy Priority List and Update Study Constraints Study

2013 2014 2015 2016

SHORT-TERM (By 2016)

Public Public Public Consulta on Consulta on Consulta on

Mobility Hub Speciﬁ c Project City-Wide Project Public Consulta on Opportuni es Aldershot GO and Appleby GO Mobility Hub Guidelines & CIP

Mobility Hub Canal Wayﬁ nding Branding Regenera on Strategy Strategy Study (Pilot) Update

RFP for Burlington GO Downtown City-Wide Public-Private Canal Mobility Hub Public Realm Mobility Hub Parking Partnership Regenera on Study & CIP Project (Pilot) Guidelines & Strategy Opportuni es Study (Pilot) CIP (Pilot)

2017 2018 2019 2020

MEDIUM-TERM LONG-TERM (By 2019) (Beyond 2020)

Public Public Public Public Consulta on Consulta on Consulta on Consulta on

Note: The meline below reﬂ ects one way in which the process may be undertaken. The City will need to assess the direc ons and priori es for mobility hub work moving forward, based on the recommenda ons of this study, including further scoping and internal discussions to conﬁ rm the implementa on meline. 7.1 Short-Term Recommendations (By 2016)

Recommendation # 1: Recommendation # 2: Finalize the Mobility Hub Opportunities Establish a Mobility Hub Communication Plan and Constraints Study (Underway)

Lead: City Staff (Planning)/Private Consultant (Brook Lead: City Staff (Communication/Planning) McIlroy) Key Stakeholders: N/A Key Stakeholders: Metrolinx, Halton Region, Public Consultation: No Landowners, Development Community Public Consultation: Completed

As part of the Offi cial Plan Review, the Mobility Hub The City’s Offi cial Plan Review website provides a Opportuni es and Constraints Study will inform the single des na on for all informa on related to the integra on of mobility hub objec ves and policies into study, including a number of sub-studies that are the updated Offi cial Plan, as well as other City projects, currently underway (Mobility Hub Opportuni es and including the Transporta on Master Plan Update, and Constraints Study, Character Area Study, etc.). the Zoning By-law Review. A similar website should be created to track the The public consulta on held throughout this long-term development of the mobility hubs, and process introduces the public, and the development all the various studies and ini a ves introduced in community, to the concept of a mobility hub. The the recommenda ons that follow. This will provide a fi ndings set the stage for future studies, establishing consolidated place for the public to fi nd informa on a preliminary vision and high-level policy direc ons and provide feedback, while presen ng the long- for each hub. It is recognized that these policies term build-out of the hubs as an ongoing process, and direc ons may change as more detailed work is comprised of many stages. undertaken at each hub. As part of this website, it is recommended that a ‘live meline’ be provided, similar to the one found on Page 91 and 92. The meline could be frequently updated to illustrate the current stage(s), as well as the next opportunity for public input. Grouping the individual studies and ini a ves under the larger umbrella of mobility hub development provides a unique branding opportunity that can be carried throughout the process, helping to increase recogni on and encourage long-term investment. As appropriate, this recommenda on may be undertaken outside of the Offi cial Plan Review.

93 Recommendation # 3: Recommendation # 4: Prepare a Community Trails Strategy Create a Public Works Priority List (Underway)

Lead: City Staff (Parks and Open Space/Planning/ Lead: City Staff (Planning/BDEC/Engineering/ Transportation/Roads and Park Maintenance) Transportation/Parks and Open Space) Key Stakeholders: N/A Key Stakeholders: N/A Public Consultation: Yes Public Consultation: As Needed

To augment the Transporta on Master Plan and In Sec on 5.0 of this report, a number of public realm the Cycling Master Plan, the City is preparing a opportuni es were iden fi ed at each mobility hub Community Trails Strategy that iden fi es off -road area, including new public open space, streetscape trails throughout the City, including mul -use trails, improvements, new trail connec ons, public art hydro corridors, woodlot trails, etc. The plan should opportuni es, etc. As funding becomes available, it include short, medium and long-term connec ons, as is important that these ini a ves are undertaken in a well as detailed recommenda ons and strategies for way that has the greatest impact on the build-out of their implementa on. the mobility hubs. Trails that are iden fi ed in this study, as well as A public works priority list should be created, outlining new trails that provide access to, or throughout the the top public works projects in each of the mobility mobility hubs, should be given priority in the short to hubs. Priori zing this list, combined with the Mobility medium-term, adhering to the mobility hub hierarchy Hub Hierarchy (see Recommenda on # 5), will provide (see Recommenda on # 5). the City with a clear path for investment. Providing a well-connected and con nuous network While larger, more expensive projects (i.e. new cycling of community trails will further promote alterna ve facili es, streetscape improvements) are some of the and ac ve forms of transporta on in the mobility more important investments, the priority list should hubs and the city. also focus on a series of ‘quick wins’ which can be achieved cheaply and easily, ac ng as a catalyst for future development while demonstra ng to the community that change is underway. A public works priority list could also be used, in conjunc on with exis ng City policies (Part VI - Implementa on, 2.3.2 a) iv & xiv) to allocate Sec on 37 funds, ensuring that addi onal height permi ed within the mobility hubs results in improvements to the public realm that directly support the long-term vision for the hub.

94 Recommendation # 5: Update the Ofﬁ cial Plan

Lead: City Staff (Planning) Key Stakeholders: Varies Public Consultation: Yes

The City is currently in the process of upda ng their under “Site Plan Applica on Requirements,” requiring Offi cial Plan, with the goal of comple on in late 2015. applicants to submit a le er demonstra ng how their This presents an opportunity for the City to incorporate proposed development is consistent with the vision its own service standards and design/evalua on and guiding principles. policies as they relate to mobility hubs, including both Preliminary Massing Strategy - The City could prepare the current and planned network. A key objec ve of a preliminary massing strategy for each of the mobility this report is to inform the integra on of mobility hub hubs. This would be based on the recommenda ons objec ves and policies into the updated Offi cial Plan. of this study, and could be used to help illustrate the This could be achieved in a number of ways: key built form recommenda ons, including height, building loca on and orienta on, general massing, Explore interim policies and strategies to direct etc. It is recommended that an addi onal public and encourage short-term development consulta on session be held, though it could focus Following the meline presented on Page 91-92, it on the presenta on and refi nement of up to three will be beyond 2020 before a detailed master plan op ons, as the public has already been introduced to (and suppor ng policies) is completed for each of the recommended heights as part of this study. the mobility hubs. If the opportunity arises, it is important that development of the opportunity sites High-level traffi c and infrastructure analysis should be (or uniden fi ed development sites) is not deferred undertaken to ensure the strategy can be achieved subject to the comple on of the master plan, but (to avoid the sale of land infl ated by a plan that is not that instead, the City has appropriate policies and feasible). strategies to ensure development that is consistent The massing strategy should represent a range with the vision and objec ves of each hub. of appropriate heights, and should illustrate the Key considera ons include: middle of this range (i.e. a range of 12 to 15-storeys, with the massing model showing 13-storeys). It is Vision and Guiding Principles - Sec on 5.6 provides recommended that the following caveat be provided general guiding principles for all mobility hubs, as with the model: well as a detailed vision and guiding principles for each hub. Once the vision and guiding principles are The following heights are not as-of-right. The integrated into the Offi cial Plan (as outlined later in model demonstrates an appropriate range of this sec on), they can be used in the evalua on of a heights based on mobility hub best prac ces and proposal under the requirements of Site Plan Control. the principles of good urban design. Applica ons For applica ons within the mobility hubs, or along must s ll comply with all Offi cial Plan and Zoning the connectors, It is recommended that an addi onal regula ons, and it is an cipated that the model criterion be added on the site plan applica on form, will be refi ned as part of the applica on process to refl ect detailed transporta on and servicing studies.

95 This massing strategy will provide landowners and building as a catalyst for future development, and how developers with an increased clarity of the City’s the hub would evolve based on the vision and guiding expecta ons for the mobility hubs, while providing principles. the public with a degree of certainty about the level When the next applicant undertakes this process, the of intensifi ca on that is envisioned. As individual previous building would be considered as part of the development applica ons are submi ed, they will site context, and so on. As new development occurs be required to demonstrate that they conform to the incrementally, this approach ensures the mobility hub general intent of the City’s massing strategy. vision is updated accordingly and remains consistent Any interim development approved or constructed with the objec ves of mobility hub development. would then become part of the site context at the Following the comple on of a master plan, this process detailed master plan stage, and would be carefully would no longer be required. integrated to further the vision and objec ves of the mobility hub. Demonstra on Projects - The City should iden fy the demonstra on sites that will play a defi ning role in the As part of a mobility hub study, a more detailed evolu on of the mobility hub, and/or in exemplifying master plan will be prepared, supported by addi onal key recommenda ons of this study. Recommended studies, including a traffi c and transporta on analysis, sites may include: servicing studies, and a market and value upli analysis. The master plan will build on the massing › Sites within the Primary Zone (i.e. closest to the strategy to provide more refi ned recommenda ons transit sta on); related to building height and massing, new street › Large sites with single landowners that can alignments, park loca ons, pedestrian connec ons, accommodate mul ple buildings and/or open etc. At this stage, the master plan should replace the spaces; City’s massing strategy. › Corner sites within the iden fi ed nodes; Area Contextual Plan - As an alterna ve to the above, › Sites that include an important transi on between the City could require that applicants submit an area uses (i.e. industrial to employment, employment to contextual plan as part of the applica on process. residen al, etc.); This would require applicants to not only illustrate Sites adjacent to open spaces; and, how a proposed building fi ts on their site, but also to › illustrate (renderings, 3D model, etc.) adjacent sites › Sites adjacent to the rail corridor. and explain how their proposal fi ts within the ul mate At these sites, a dedicated steering commi ee build-out of the hub. This would require the applicant should be created to work directly with developers (or their consultant) to predict the impact of their at key stages (i.e. design development, community outreach) to ensure excellent, and precedent-se ng

96 developments that reinforce the mobility hub smaller infi ll sites, and that the downtown is vision and guiding principles. This increased level of currently healthy, there is an opportunity to shi collabora on will result in a proposal that is well- some larger investment to Burlington GO Sta on supported by City staff , expedi ng the approvals and Brant Street which will provide an a rac ve process. and vibrant entry to the Downtown. The steering commi ee should meet regularly, and › Aldershot GO Sta on - A signifi cant amount of should include a representa ve from all required investment has already been directed toward par es (based on site context), including City and Aldershot, and the redevelopment of Plains Road. regional staff , Metrolinx, VIA rail, local BIAs, etc. to Through this, much of the framework has been put ensure all issues are iden fi ed and resolved quickly. in place to realize the key direc ons of this report The goal of the demonstra on projects is to encourage (i.e. Waterdown Road improvements, infi ll on Plains development at key sites through a clear and expedited Road, streetscape improvements, etc.). In addi on, approvals process that achieves the highest and best with new development on Plains Road and the use for the developer, while minimizing onerous tasks stable employment uses on Cooke Boulevard, a and setbacks within the approvals process. strong founda on for the long-term build-out of the hub is already in place. Defi ne a Mobility Hub Hierarchy › Appleby GO Sta on - The long-term vision for A strong investment, both public and private, will Appleby GO Sta on is for a light industrial and be required to ensure the op mal build-out of the employment des na on. There is currently a stable mobility hubs. As opportuni es arise, it is important mix of these uses in the area, though they are not in that a hierarchy is established to determine the priority the desired form to promote walkability and a vital, for major investments and City-led mobility hub healthy pedestrian environment. As opportuni es studies. This hierarchy should be established through arise, large sites should be redeveloped to refl ect consulta on with the community, and approved the direc ons outlined in this report, as well as by Council, as part of the Offi cial Plan Review. The the land use and transporta on objec ves of the hierarchy is to guide the alloca on of public resources Offi cial Plan Review and Transporta on Master only, and should not preclude opportuni es for private Plan. development or other investment at any of the hubs. The recommended hierarchy is: Create a new ‘Mobility Hub’ overlay in the Offi cial Plan Update Schedule A and Schedule B, as well as all › Burlington GO - Burlington GO Sta on is the suppor ng text, to include a new ‘Mobility Hub’ central gateway to the City and the downtown, overlay that applies to the areas iden fi ed on the and is a provincially designated mobility hub. diagrams in Sec on 5.0. This overlay will: There are currently a number of large opportunity sites. As a regional commercial des na on, the › Provide a defi ni on of mobility hubs and major redevelopment of this area has the poten al to transit sta on areas within the Offi cial Plan, a ract a large number of visitors to the City while including their signifi cance within the regional extending the market poten al along Brant Street transporta on network. toward the downtown. As new development › Outline each of the four mobility hubs, and their has already begun near the sta on, there is an individual role within the City’s land use and opportunity to capitalize on this momentum. transporta on network. The hierarchy of the › Burlington Downtown - Burlington Downtown is hubs in rela on to each other will be described to the most important des na on in the City, and ensure that new development is priori zed (see should receive some ini al and early investment. Recommenda on # 4). However, given that the opportunity sites are

97 › Provide the high level principles and policies (i.e. hubs prior to redevelopment. The policy should site plan, built form, open space, growth targets, outline the minimum elements required in these etc.) that apply to all hubs (see Sec on 5.6 for dra plans as detailed in Recommenda on # 10. direc ons). › Interim Parking - Allow for surface parking to be an › Provide a subsec on for each mobility hub that interim use within the zoning bylaw to help phase outlines the vision and guiding principles iden fi ed development in a feasible manner. It should be the in this study, as well as any policies that are specifi c responsibility of the applicant to demonstrate how to the individual hubs (see Sec on 5.0 for dra surface parking areas will be intensifi ed in future direc ons). phases. Addi onal policies should ensure that any surface parking (including interim) is located at the Create a new ‘Mobility Hub Connectors’ street rear of the site and away from public view. classifi cation › Reduced Parking Standards - Burlington’s mobility Update Schedule J and Table 1 to include a new hubs will see a long-term shi toward alterna ve ‘Mobility Hub Connectors’ street classifi ca on that transporta on modes, including walking, cycling applies to those streets iden fi ed in Sec on 6.0. This and transit. The Offi cial Plan should allow for new classifi ca on will: reduced surface parking requirements within the › Provide a general defi ni on of the mobility hub mobility hubs (as defi ned on the ‘Mobility Hub connectors and how they relate to the mobility hubs Area’ overlays on Schedule A and Schedule B). as well as the remainder of the street hierarchy. This will be subject to a City-wide parking strategy › Provide high level principles and policies that apply (see Recommenda on # 8). Parking standards for to all connectors (i.e. built form, streetscape design specifi c developments could be reviewed as part standards, land-uses, etc.). of the Zoning Bylaw review, and may be subject to › Provide a subsec on for each connector that parking reduc ons on a case-by-case basis in the outlines their role within the City’s land use and interim. transporta on network, as well as any policies that › Development Incen ves - A number of development are specifi c to the connector. This sec on should incen ves are recommended in this sec on (see support the fi ndings of the updated Transporta on Recommenda on # 10) to spur growth in the Master Plan once completed. mobility hubs. The Offi cial Plan should provide the As some of the iden fi ed connectors are Regional required language to ensure that these incen ves Roads (Brant Street, north of Fairview Street), the City can be implemented as appropriate. should work with Halton Region to ensure consistency Provide new defi nitions within the Offi cial Plan with (or amendments to) the regional transporta on related to Mobility Hubs. master plan. As new language is introduced into the Offi cial Plan to refl ect The Big Move and the mobility hubs, a Incorporate enabling policies to support mobility hub development number of new terms and concepts will be presented. Many of the direc ons iden fi ed in this report, These terms should be added to Part VIII: Defi ni ons. including the recommenda ons that follow, require Poten al terms may include, but are not limited to: enabling policies within the City’s Offi cial Plan. As › Ac ve Transporta on the Offi cial Plan is reviewed, the following enabling › Alterna ve Transporta on policies should be added: › Anchor Hub › Mobility Hub Master Plan - Require a detailed › Complete Streets Mobility Hub Master Plan for each of the mobility › Context-Sensi ve Design

98 › Gateway Hub should be updated frequently as new stakeholders › Mobility Hub show interest. › Mul -Modal Streets Outreach to these stakeholders should be frequent, and could involve one-on-one or group interviews, › Passenger Pick-Up and Drop-Off (PPUDO) workshop sessions, charre es, etc. The objec ve is to › Placemaking involve stakeholders early and o en to generate trust › Public-Private Partnerships and develop long-term investment in the build-out of the hubs where the City, the development community Public Ameni es › and the residents can all benefi t. Transit-Oriented Development › Sample outreach sessions may include: › Transit-Suppor ve Development › An early session with the development › Wayfi nding community to gage the ini al interest in public- private partnerships, helping to refi ne a ‘made in Stakeholder Outreach Sessions/Developer Burlington’ approach prior to an ini al pilot project Education Sessions (see Recommenda on # 10). Much of the redevelopment within the mobility hubs will rely on private investment and ensuring ‘buy-in’ › A workshop session with the local development of the vision from the local development community. community to present and discuss ‘lessons learned’ Local developers and poten al stakeholders have been from mixed-use development in Burlington, and involved in the process to-date, and should con nue throughout Ontario, to ensure new mixed-use to be heavily involved throughout. buildings support viable retail uses. The City should prepare a list of all poten al developers, › A number of policy changes may result from the local and non-local who may be interested in building Offi cial Plan review, this report, and ongoing studies. in Burlington. Local BIAs, community groups, and Educa on sessions could help the development residents organiza ons should also be included on community to understand how this impacts this list. Having a physical list allows the City to ensure their proper es, and how they can maximize the that key par es are no fi ed of all important events poten al through new development. and given the opportunity to provide input. This list

99 Recommendation # 6: Incorporate Recommendations into the Updated Transportation Master Plan

Lead: City Staff (Transportation/Engineering/Transit/ Planning)/Private Consultant Key Stakeholders: Metrolinx, Halton Region Public Consultation: Yes

The City is currently upda ng the Transporta on › The recommenda ons in this report are generally Master Plan. The Cycling Master Plan was approved in consistent with the Cycling Master Plan. However, 2009. As the Transporta on Master Plan is updated, the where addi onal cycling connec ons are provided recommenda ons of this study and the implica ons to facilitate greater circula on within the mobility of mobility hub development will form an integral hubs, they should be added to the appropriate part of the plan. Similarly, amendments to the Cycling Schedules in the Cycling Master Plan. Addi onal Master Plan are recommended to respond to the study will be required to determine the most recommenda ons of this report. Key considera ons appropriate type of facility. should include: › This report suggests a number of new trails within › Incorporate the no on of the mobility hub the mobility hubs, including along the exis ng connectors into each document. This will have a drainage channels. These areas should be iden fi ed greater role in the Transporta on Master Plan, as key connec ons in the Cycling Master Plan, and which should clearly outline the transporta on and aligned with the Community Trails Master Plan. circula on func on of each connector, as well as a › Where the Transporta on Master Plan and the preferred cross-sec on that balances the needs of Cycling Master Plan provide recommenda ons that all users. impact the mobility hubs, they should be iden fi ed › The Transporta on Master Plan is being completed as priority projects to be carried out in the short- to in the context of broader provincial and regional medium-term. ini a ves, as outlined in The Big Move, including › This report suggests that addi onal rail crossings rapid transit on Dundas Street in Halton and and opportuni es to cross Highway 403 are Peel Region and poten al express rail along the essen al to con nuous connec vity in the mobility Lakeshore West line. These projects are both hubs. While some preliminary loca ons have been iden fi ed as priority project in the fi rst 15 years of suggested, the Transporta on Master Plan and The Big Move’s implementa on. The Transporta on future amendments to the Cycling Master Plan Master Plan should integrate these projects, and and Community Trails Master Plan, should further ensure fl exibility in phasing, coordina on, etc. to consider where these connec ons are best located. respond to provincial and regional investment. › Develop new street design and engineering standards that respond to and support the role and objec ves of the mobility hub connectors.

100 7.2 Medium-Term Recommendations (2016-2019)

Recommendation # 7: Recommendation # 8: Undertake an Ofﬁ ce Attraction Study Prepare a City-Wide Parking Strategy

Lead: City Staff (Planning/BDEC)/Private Consultant Lead: City Staff (Transportation/Transit/Planning)/ Key Stakeholders: Halton Region, Landowners, Private Consultant Development Community Key Stakeholders: Metrolinx, Halton Region, Public Consultation: Yes Landowners, Development Community Public Consultation: Yes

Phase 2 of the City’s Employment Lands Study Many of the opportunity sites iden fi ed through this concludes that: study are currently occupied by large amounts of “there are limited employment lands with proximity to surface parking. This is par cularly true immediately mobility hubs ... and none within the downtown. In surrounding the GO sta ons. As intensifi ca on and order to stay compe ve within the broader market, infi ll occurs at the mobility hubs, and throughout it is important that the City consider op ons for the city, a city-wide parking strategy is required to promo ng and a rac ng offi ce development in the ensure that parking policies support appropriate and mobility hubs and in the downtown.” sustainable development. The study recommends that the City prepare an Offi ce Key considera ons of a parking strategy may include: A rac on Study for the mobility hubs to examine › A close partnership with Metrolinx, building on the what the implica ons are at each hub, including fi ndings of the GO Rail Parking Strategy, to address market demand, parking requirements, design parking at the GO Sta ons in the context of the considera ons, etc. As part of this study, mechanisms mobility hub objec ves. should be considered to a ract desirable employment › A reduc on in parking requirements within the uses to the mobility hubs that will further support mobility hubs to refl ect the proximity to a variety of their vision. modes of transporta on. › Iden fi ca on of areas that require on-street parking, and the amount required. › Considera on of parking fees where there is currently free parking (i.e. GO lots, Downtown). › Cash-in-lieu of parking policies to fund mobility hub improvements (i.e. public realm, parking lot design, etc.). › Parking lot design requirements (i.e. minimum dimensions, landscaping requirements, stormwater, etc.). › Bicycle parking and storage for short and long-term users. The fi ndings of the parking strategy will be used to inform amendments to the Zoning By-law during the Zoning By-law Review.

101 Recommendation # 9: Recommendation # 10: Prepare a Mobility Hub Branding Strategy Undertake the Burlington GO Mobility Hub Study and Community Improvement Plan (CIP) - Pilot Project Lead: City Staff (Planning/Communications)/Private Lead: City Staff (Planning/Transportation)/Private Consultant Consultant/Other City Departments (as required) Key Stakeholders: Metrolinx Key Stakeholders: Metrolinx, Halton Region, Public Consultation: As Needed Landowners, Development Community, Various Agencies Public Consultation: Yes The successful redevelopment of the mobility hubs With the excep on of the Downtown (see will require a signifi cant amount of ‘buy-in’ from the Recommenda on # 14), each of the mobility hubs surrounding communi es, and residents across the should undergo a detailed Mobility Hub Study to build city. Branding each of the mobility hubs will help on the fi ndings of this report and determine a detailed residents to iden fy with, and get excited about the vision and plan prior to redevelopment. For feasibility long-term vision for each hub. and effi ciency, it is recommended that the City focuses The strategy should provide a brand that celebrates on one hub at a me. This also allows the project to the place-specifi c quality of the area while recognizing be considered as a pilot project, allowing the lessons the long-term vision. learned to be applied to future mobility hub studies. Ini ally, the results of the branding strategy should be As iden fi ed in Recommenda on # 5, Burlington GO applied to all marke ng and project materials related should be the fi rst hub to undergo a full study. Key to each hub, including consultant reports, workshop elements of the study should include, but not be materials, presenta ons, etc. Where a broader study limited to: is required (i.e. City-wide parking strategy), a common › Iden fy Opportunity Sites - All vacant and branding element should be developed to refl ect the underu lized sites should be iden fi ed, including mobility hubs as a system. This will help people to their key characteris cs (i.e. lot depth and width, understand that the individual studies are part of the exis ng use, etc.). overall redevelopment of the hubs. › Illustrate the Op mal Build Out - The op mal Following the branding strategy, as new development development of each opportunity site should begins to occur, including the associated public realm be clearly illustrated, as well as the overall plan investments, this branding strategy can carry through for the mobility hub (including open spaces, to wayfi nding signage, public art, streetscape designs, transporta on and circula on considera ons, etc. etc.). The recommended built form should support the minimum density targets established in the Offi cial Plan while suppor ng the urban design objec ves for an a rac ve, pedestrian-suppor ve streetscape. › Provide Urban Design Guidelines - Urban design guidelines should be provided to ensure that new development adheres to the vision for the mobility hub area. The guidelines should be clear and concise, and fl exible enough to accommodate unique and interes ng buildings. A quick-reference checklist should be provided for easy evalua on. › Address Transporta on and Parking Issues - A › Tax Incremental-Based Financing (TIF) - Capitalizing detailed transporta on and parking study should on the projected upli in tax revenue (tax be undertaken to support the recommenda ons increments) related to mobility hub development, and op mal build out of the mobility hub area while municipali es can use future tax increments to responding to the Offi cial Plan and Transporta on fund grants for current development and public Master Plan. realm improvements - which will in turn, lead to › Analyze Value Upli - Based on the op mal build the upli that generates the tax increment. out, a Value Upli Analysis should be undertaken to › Municipal Grants and Loans - Under Sec on 28 of determine the poten al increase in property values the Planning Act, municipali es are permi ed to that would result from new land uses, enhanced distribute grants and loans to spur new projects connec vity, improved transit, streetscape that conform to the CIP. Specifi cally, the Mobility improvements, etc. This will help to provide an Hub Guidelines recommend: es mate of the addi onal tax revenue that may be - Property tax grants for non-residen al generated for the City. buildings, which can help to protect exis ng › Implementa on Recommenda ons - Based on the (and encourage new) employment uses where op mal build out, the Mobility Hub Study should appropriate. iden fy all relevant phasing considera ons, policy - Municipal Bonds to fund new community amendments, partnership opportuni es and facili es (i.e. parks, community centres, etc.) development incen ves, to ensure the plan can be that are required to support high density seamlessly implemented. redevelopment. As part of the Mobility Hub Study, and under Part › Façade Improvement Programs - Grants to provide II Func onal Policies - Sec on 10.0 of the City of assistance for business owners who wish to Burlington Offi cial Plan, it is recommended that improve the appearance of their building. A Façade the mobility hub areas be iden fi ed as Community Improvement Program currently exists in the Improvement Project Areas, and that an accompanying Downtown, but could also be useful in an area such CIP be prepared to establish clear priori es for future as Plains Road (within the Aldershot GO mobility municipal investment. Once a CIP is prepared, the City hub area). is able to direct funds and ini ate a variety of planning tools to spur growth and investment, including (as › Planning Act: Sec on 37 Benefi ts - Part Vi (2.3 recommended in Metrolinx’ Mobility Hub Guidelines): Community Benefi ts Provisions) iden fi es improved access to transit and other local improvements as targets of Sec on 37 funds, which would be further strengthened by iden fying these areas as CIPs.

103 Recommendation # 11: Recommendation # 12: Undertake a Burlington GO Canal Undertake a Public Realm Project (Pilot Regeneration Study (Pilot Project) Project)

Lead: City Staff (Parks and Open Space/Planning)/ Lead: City Staff (Planning/Engineering/ Halton Region/Private Consultant Transportation/Parks and Open Space)/Private Key Stakeholders: Metrolinx, Landowners, Various Consultant Agencies Key Stakeholders: Varies by Project Public Consultation: Yes Public Consultation: As Needed

At both Burlington GO and Appleby GO Sta ons, With a Mobility Hub Study complete at Burlington GO drainage canals were recognized as a physical barrier. Sta on, the City should select and fund an item from These formal drainage channels are una rac ve and the Public Works Priority List (see Recommenda on # bisect the site, limi ng pedestrian circula on. It was 4). Ideally, this would be one or two ‘quick win’ items recommended that these channels be renaturalized that would not cost a signiﬁ cant amount of money, and enhanced with pedestrian and/or mul -use but would demonstrate to residents that things are trails to create a unique addi on to the pedestrian star ng to happen. Some possibili es may include a circula on network. Prior to this, a detailed study public art installa on, new gateway/entrance features, would be required to determine the prac cality and boulevard plan ng, etc. feasibility of undertaking such a project. This ini al investment in the public realm, combined With a detailed Mobility Hub Study completed at with any streetscape improvements related to ongoing Burlington GO Sta on, and a clear understanding of development, should become a catalyst for future the future development poten al, an ini al study investment in the public realm within the mobility should focus on this hub. Key considera ons of the hubs. study may include func on (i.e. walking, cycling), alignment, plan ng and landscaping materials, funding strategies, etc.

104 7.3 Long-Term Recommendations (Beyond 2020)

Recommendation # 13: Release an RFP for Public-Private Partmnership (PPP) Opportunities - Pilot Project) Lead: City Staff (Planning)/Private Developer Key Stakeholders: Varies by Project Public Consultation: Yes

Building on earlier consulta on with the development › Opportuni es to relocate surface parking in community (see Recommenda on # 5), the City underground lots associated with new buildings. should facilitate the prepara on of an RFP for a PPP This would op mize the land for development opportunity. This would help to expedite development while minimizing the visual impact of large surface at the mobility hubs through City ini a on. parking areas. Ideally, as a pilot project, this redevelopment would › Opportuni es to integrate the exis ng sta on focus on a larger site that could achieve a number facili es as part of a comprehensive development, of mobility hub objec ves (i.e. mixed-use infi ll, new including public open spaces, and con nuous public spaces, etc.). As an example, a City/Metrolinx weather-protected connec ons from adjacent team could work with a private developer to redevelop streets. the large surface parking lot at Burlington GO Sta on › Private developers assume the risk of fi nancing which is recognized as an opportunity for Mixed-Use and construc ng new development in exchange for development in Sec on 5.0. the opportunity to develop on valuable land at the The benefi ts of redevelopment through a PPP include: heart of the mobility hub area. › Poten al for new development within the mobility › Metrolinx retains a long-term lease on property as hub area, including a mix of residen al, retail and an income investment. employment uses. This ini al development would give the City a strong understanding of the PPP process, and any lessons learned could be applied for future PPP opportuni es.

105 Recommendation # 14: Downtown Mobility Hub Guidelines and CIP

Lead: City Staff (Planning/Transportation)/Private Consultant/Other City Departments (as required) Key Stakeholders: Metrolinx, Halton Region, Landowners, Development Community, Various Agencies Public Consultation: Yes Urban design guidelines were prepared for the › A sec on on Brant Street, and how it’s design can Downtown in 2006. These guidelines are very detailed, knit together the Downtown and Burlington GO iden fying opportunity sites and poten al building mobility hubs. envelopes, as well as detailed streetscape and open › Increase in separa on distances between towers space recommenda ons. Given the signifi cant amount from 10m to 25m to preserve views and sunlight of work that has already been undertaken, much of access. which would be duplicated in a full mobility hub study, it is recommended that the exis ng guidelines be › Opportuni es for addi onal density on larger sites amended to refl ect the fi ndings of this study and more within the Downtown (e.g. Lot 4 and 5). recent best prac ces in mobility hub development. › Those elements iden fi ed in Recommenda on # 10 Amendments may include, but not be limited to: that will help to support the proposed development plans, including a Transporta on Analysis and a › The addi on of mobility hub terminology and Value Upli Analysis. concepts at relevant loca ons throughout the document (i.e. seamless transfers between modes, complete streets, etc.). › Discussion of Downtown Burlington’s designa on as a mobility hub, and the implica ons of this throughout the document. › Updates to the study area maps to refl ect the Primary, Secondary and Ter ary Zones.

106 Recommendation # 15: Recommendation # 16: Aldershot GO and Appleby GO Mobility Update the City’s Wayﬁ nding Strategy Hub Studies and CIP

Lead: City Staff (Planning/Transportation)/Private Lead: City Staff (Planning/Parks and Open Space)/ Consultant/Other City Departments (as required) Private Consultant Key Stakeholders: Metrolinx, Halton Region, Key Stakeholders: Metrolinx Landowners, Development Community, Various Public Consultation: As Needed Agencies Public Consultation: Yes With a strong investment underway at Burlington Once all others studies are complete, including the GO Sta on, and amendments to the Downtown Transporta on Master Plan Update, the Cycling Master Design Guidelines, focus should shi to the build- Plan, the Community Trails Master Plan, and detailed out of Aldershot GO Sta on and Appleby GO Sta on mobility hub studies, the City should update their through detailed mobility hub studies. As discussed exis ng wayfi nding strategy to refl ect the integrated in Recommenda on # 3, the Aldershot GO Mobility transporta on network. The strategy should include Hub Study should be undertaken fi rst, followed by a direc onal and des na on signage, landmark study at Appleby GO Sta on. The format and content elements, online and printed maps, etc. A key focus of of these studies should refl ect the same level of detail the strategy should be to clearly illustrate the seamless required during the ini al study at Burlington GO integra on between all modes of transporta on, from Sta on (see Recommenda on # 10). walking to cycling to transit. Where possible, the wayfi nding strategy should refl ect and build on the previously completed branding strategy to con nue to support each mobility hub as a unique des na on.

107 Recommendation # 17: Undertake a Canal Regeneration Study

Lead: City Staff (Parks and Open Space/Planning)/ Halton Region/Private Consultant Key Stakeholders: Metrolinx, Landowners, Various Agencies Public Consultation: Yes

If it is determined through a detailed mobility hub study that the exis ng canals at Appleby GO Sta on could become pedestrian connec ons, a Canal Regenera on Study should be undertaken. This study should generally follow the process used in Recommenda on # 11, adjus ng to respond to any lessons learned. 7.4 Mobility Hub Study Funding

The meline provided in Sec on 7.0 assumes that › Given that express rail on the Lakeshore West line the City will fund each mobility hub study as funds between Hamilton and Oshawa is an iden fi ed become available. An cipa ng that this may take priority (with stops at Burlington GO, and several years before a master plan is implemented presumably Aldershot and Appleby GO) within at each hub, Recommenda on # 5 outlines a series the fi rst 15 years, the City could make a case for of interim policies to guide development prior to Metrolinx leading and funding a study and/or the comple on of a mobility hub study. As a more explore opportuni es for a joint-venture. ambi ous approach, it is recommended that the City › Developer Funded Studies - If appropriate, the City explore alterna ve funding strategies to complete should explore opportuni es to transfer funding of all the mobility hub studies prior to the an cipated the mobility hub studies to the landowners and/or meline. Recommenda ons include: development community. › City Funding - The City should be prepared to fund This would require the City to clearly communicate studies at each of the mobility hubs in the event the fi ndings of this study with the development that alterna ve funding can not be obtained. This community, and poten al upli and density should involve the prepara on of a more detailed increases associated with the an cipated mobility strategy for Council approval, including dedicated hub development. If developer interest is shown, funding in the shortest me period possible. the City could require the comple on of a mobility › Metrolinx Partnership - Currently, as demonstrated hub study prior to redevelopment - pu ng the through the precedent review (Sec on 3.0), the onus on the landowners to ini ate such a study. funding for mobility hub studies is provided by In an cipa on, the City should create a land either Metrolinx, or the local municipality (or a ownership plan to iden fy the number/breadth of partnership between the two). Where Metrolinx landowners at each hub to determine which (if not has funded mobility hub studies, they have all) landowners should be included in discussions. generally been associated with the Big Move’s list of “Top Transit Priori es within the First 15 Years,” For individual studies, funding could come from and have been areas with signifi cant development the landowners within that specifi c hub. For a pressure. consolidated study, opportuni es to split the costs amongst all (or key) landowners could be explored.

109 › A Consolidated Study for All Hubs - Regardless It is recommended that the City use one, or a of the funding strategy applied, comple ng each combina on of a number of these strategies, in order hub individually will result in addi onal costs at all to secure funding for Stage 2 of the mobility hub stages of the project, par cularly in the amount of study, including detailed master plans and suppor ng City and agency staff me required. A signifi cant studies. amount of savings (both fi nancial and me) could be achieved by commissioning a single consultant to undertake one study that comprises all four mobility hubs. On the City’s end, this would allow for a single RFP and interview process prior to the selec on of a consultant team. Once the study has commenced, addi onal savings could be incurred through the consolida on of mee ngs, public sessions (as appropriate), circula on and review periods, etc. Signifi cant savings are also an cipated on the consultant side, including mee ng consolida on, project management, background review (where not hub specifi c), and the comple on of one document (which could share background informa on, study descrip on, general design guidelines, etc.). This approach also eliminates the me and fi nancial commitment that would be required by both the City and the consultant team(s) to integrate key elements of the studies and ensure each hub study supports a comprehensive system.