MEDIA RELEASE: Friday, January 27, 2012, 4:30 p.m.
REGIONAL MUNICIPALITY OF WATERLOO PLANNING AND WORKS COMMITTEE AGENDA
Tuesday, January 31, 2012 Immediately following Planning and Works Committee - Public Meeting Approximately 9:15 a.m. Regional Council Chamber 150 Frederick Street, Kitchener, Ontario
1. DECLARATIONS OF PECUNIARY INTEREST UNDER THE MUNICIPAL CONFLICT OF INTEREST ACT
2. DELEGATIONS
a) E-12-006, Homer Watson Boulevard (Regional Road 28) and Block Line Road Review: i. Jennifer Urosevic, Regional Manager, Canadian National Institute for the Blind (CNIB), Waterloo ii. Gord Cummer, Co-chair, Grand River Accessibility Advisory Committee (GRAAC), Waterloo
b) Dwayne Wolfe, Kitchener, re: CR-RS-12-007, Authorization to Expropriate Lands (1st Report) for Weber Street West Grade Separation and Road Improvements (College Street to Guelph Street), in the City of Kitchener
c) Natalie Cockburn, Federation of Students, University of Waterloo re: P-12-013, Grand River Transit - Proposed 2011 – 2014 Business Plan
3. REPORTS – PLANNING, HOUSING AND COMMUNITY SERVICES
COMMUNITY PLANNING a) P-12-010, Monthly Report of Development Activity for December 2011 1 b) P-12-012, Region of Waterloo Central Transit Corridor Development Strategy 4 Consultant Selection
TRANSPORTATION PLANNING c) P-12-013, Grand River Transit - Proposed 2011 – 2014 Business Plan 10 (staff presentation) d) P-12-014, Highway 401 (Hespeler Road to Halton) Environmental Assessment – 68 Region of Waterloo Comments on Preliminary Preferred Plan e) P-12-015, Waterloo Spur Line Multi-Use Trail Feasibility and Design Study 78
PW Agenda - 2 - 12/01/31
INTER-DEPARTMENTAL REPORTS f) E-12-016/P-12-008, 2012 Planning and Works Project Team Membership 106
REPORTS – TRANSPORTATION AND ENVIRONMENTAL SERVICES
DESIGN AND CONSTRUCTION g) Manitou Drive Class Environmental Assessment Fairway Road to Bleams Road, City 123 of Kitchener - Information Package in advance of Public Consultation Centre h) CR-RS-12-007, Authorization to Expropriate Lands (1st Report) for Weber Street 146 West Grade Separation and Road Improvements (College Street to Guelph Street), in the City of Kitchener
TRANSPORTATION i) E-12-006, Homer Watson Boulevard (Regional Road 28) and Block Line Road 153 Review (staff presentation) j) E-12-013, Lane Designation By-law for Approach Lanes at Roundabouts, in Cities of 166 Kitchener and Cambridge k) E-12-014, 2010 Collision Report on Roundabouts in the Region of Waterloo 169
WASTE MANAGEMENT l) E-12-021, Shingle Diversion - Pilot Program 175
WATER m) E-12-002, 2011 Annual Water Quality Report for the Region of Waterloo Rural and 177 Integrated Water Systems
4. INFORMATION/CORRESPONDENCE
5. OTHER BUSINESS a) Council Enquiries and Requests for Information Tracking List 180
6. NEXT MEETING – February 28, 2012
7. ADJOURN
1076526 PW Agenda - 3 - 12/01/31
NEXT MEETINGS
Date Time Description Location Planning and Works Committee February 7, 2012 6:00 P.M. Planning and Works Council Chamber Committee - 2nd Floor, Regional Recommended Procurement Administration Building and Delivery Option for Stage 150 Frederick Street 1 Light Rail Transit Kitchener, Ontario February 28, 2012 9:00 A.M. Planning and Works Council Chamber Committee 2nd Floor, Regional Administration Building 150 Frederick Street Kitchener, Ontario March 20, 2012 9:00 A.M. Planning and Works Council Chamber Committee 2nd Floor, Regional Administration Building 150 Frederick Street Kitchener, Ontario Planning, Housing and Community Services January 31, 2012 9:00 A.M. Proposed Modifications to Council Chamber Regional Implementation 2nd Floor, Regional Guideline For Road Allowance Administration Building Dedications on and Adjacent to 150 Frederick Street Known and Potentially Kitchener, Ontario Contaminated Sites - Public Meeting
Transportation and Environmental Services February 2, 2012 5:00 P.M. Manitou Drive Class Conestoga Place, Environmental Assessment 110 Manitou Drive, Fairway Road to Bleams Road, Kitchener ON N2C 1L3 City of Kitchener
1076526 Report: P-12-010 REGION OF WATERLOO
PLANNING, HOUSING AND COMMUNITY SERVICES Community Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: D18-01
SUBJECT: MONTHLY REPORT OF DEVELOPMENT ACTIVITY FOR DECEMBER 2011
RECOMMENDATION:
THAT the Region of Waterloo accept P-12-010, Monthly Report of Development Activity for December 2011, dated January 31, 2012.
SUMMARY:
In accordance with the Regional By-law 01-028, as amended, the Commissioner of Planning, Housing and Community Services has:
1. Accepted the following plan of condominium; 2. Draft approved the following plans of condominium; and 3. Released for registration the following plans of subdivision and plan of condominium.
REPORT:
City of Cambridge 1. Registration of Draft Plan of Subdivision 30T-87023 Draft Approval Date: September 14, 1989 Phase: Phase 2 Applicant: Grand Ridge Estates Location: Salisbury Avenue Proposal: To permit the development of 30 single detached units. Processing Fee: Paid December 12, 2011 Commissioner’s Release: December 22, 2011
2. Registration of Draft Plan of Subdivision 30T-97003 Draft Approval Date: December 9, 1997 Phase: Phase 2 Applicant: Grand Ridge Estates Location: Hardcastle Drive Proposal: To permit the development of 23 single detached units. Processing Fee: Paid December 12, 2011 Commissioner’s Release: December 22, 2011
City of Waterloo 1. Plan of Condominium Application 30CDM-11408 Date Accepted: December 22, 2011 Applicant: 2273837 Ontario Inc. Location: 15 Devitt Avenue South Proposal: To permit the development of 15 apartment condominium units. Processing Fee: Paid December 20, 2011
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2. Draft Approval of Plan of Condominium 30CDM-10405 Applicant: The INCC Corp. Location: Ira Needles Boulevard and University Avenue Proposal: To permit the development of 7 commercial condominium units. Processing Fee: Paid December 8, 2011 Commissioner’s Approval: December 9, 2011 Came Into Effect: December 30, 2011
3. Draft Approval of Plan of Condominium 30CDM-10408 Applicant: Jameshill Developments Ltd. Location: 221 to 223 Erb Street West Proposal: To permit the development of 77 apartment condominium units. Processing Fee: Paid December 6, 2011 Commissioner’s Approval: December 28, 2011 Came Into Effect: January 18, 2012
4. Registration of Draft Plan of Condominium 30CDM-09404 Draft Approval Date: July 8, 2010 Phase: Phase 5 Applicant: Kenmore Developments Inc. Location: 555 Chablis Drive Proposal: To permit the development of 12 townhouse condominium units. Processing Fee: Paid December 8, 2011 Commissioner’s Release: December 9, 2011
Township of Woolwich
1. Registration of Draft Plan of Subdivision 30T-05701 Draft Approval Date: February 8, 2007 Phase: Entire Plan Applicant: Thomasfield Homes Limited Location: Fountain Street North and Victoria Street North Proposal: To permit the development of 69 single detached units. Processing Fee: Paid November 24, 2011 Commissioner’s Release: December 2, 2011
Residential Subdivision Activity January 1, 2011 to December 31, 2011 Area Municipality Units in Residential Residential Units Draft Pending Registered Plans Approved Plans (Units Submitted) *Kitchener 367 N/A N/A Waterloo 16 31 10 Cambridge 204 56 0 Woolwich 237 1253 885 Wilmot 0 0 0 North Dumfries 133 0 59 Wellesley 0 0 0 Region of Waterloo 835 1340 944
*The acceptance and/or draft approval of plans of subdivision and condominium processed by the City of Kitchener under delegated approval authority are not included in this table.
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For comparison, the following table has also been included:
Residential Subdivision Activity January 1, 2010 to December 31, 2010 Area Municipality Units in Residential Residential Units Draft Pending Registered Plans Approved Plans (Units Submitted) *Kitchener 728 N/A N/A Waterloo 317 807 0 Cambridge 449 47 119 Woolwich 308 37 0 Wilmot 74 0 0 North Dumfries 0 0 0 Wellesley 0 0 0 Region of Waterloo 1,876 891 119 *The acceptance and/or draft approval of plans of subdivision and condominium processed by the City of Kitchener under delegated approval authority are not included in this table.
Area Municipal Consultation/Coordination
These planning approvals, including consultation with Area Municipalities, have been completed in accordance with the Planning Act. All approvals contained in this report were supported by the Area Municipal councils and/or staff.
CORPORATE STRATEGIC PLAN:
This report reflects actions taken by the Commissioner in accordance with the Delegation By-law adopted by Council. The activities described in this report are operational activities with the objective of Focus Area 2: Growth Management and Prosperity.
FINANCIAL IMPLICATIONS:
NIL
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS:
NIL
PREPARED BY: Andrea Banks, Program Assistant
APPROVED BY: Rob Horne, Commissioner, Planning, Housing and Community Services
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REGION OF WATERLOO
PLANNING, HOUSING AND COMMUNITY SERVICES Community Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: D10-20
SUBJECT: REGION OF WATERLOO CENTRAL TRANSIT CORRIDOR DEVELOPMENT STRATEGY CONSULTANT SELECTION
RECOMMENDATION:
THAT the Regional Municipality of Waterloo accept the proposal of Urban Strategies, for the Central Transit Corridor Development Strategy at an upset limit of $643,450.25 including all applicable taxes, as described in Report No. P-12-012, dated January 31, 2012.
SUMMARY:
The rapid transit project has the dual objective of moving people efficiently and shaping the community by providing opportunity for greater development and investment in the rapid transit corridor. The Corridor Development Strategy is the next step in the process of planning for development along the corridor and within rapid transit station areas and is intended to assist in laying the foundation necessary for Area Municipalities to move forward with station area planning.
The Corridor Development Strategy will specifically meet the following objectives:
Identify a collective vision for the corridor highlighting the development direction for each station area and relationships between the station areas to ensure they complement one another, not compete, as they develop over time.
Successfully engage the public and stakeholders in a conversation about how the different areas of the corridor may look and function in the future, emphasizing the unique opportunity for shaping growth and change.
Develop an implementation strategy for realizing the collective vision and identify where public and private investment should be prioritized and how this investment can optimally shape the development of each area.
Regional staff issued a Request for Proposals for the completion of a Corridor Development Strategy in December 2011 advertised in The Record, and on the Region’s website, Biddingo, and Ontario Public Buyers Association website. Consultants were short-listed based on quality factors as defined in the Region’s Consultant Selection Policy and Purchasing By-Law and then interviewed and evaluated equally on understanding and scope of the project and design approach; demonstrated ability to deliver innovative and quality results; and strength of presentation. Staff recommend the contract be awarded to Urban Strategies at an upset limit of $643,450.25 including all applicable taxes.
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January 31, 2012 Report: P-12-012
REPORT:
Project Description
To successfully implement the Rapid Transit Initiative and achieve reurbanization goals as established in the Provincial Places to Grow Growth Plan and the Regional Official Plan (ROP), a Corridor Development Strategy will be undertaken as another step in the process of planning for development along the corridor and within rapid transit station areas and is intended to lay the foundation necessary for Area Municipalities to move forward with station area planning.
The completion of a Corridor Development Strategy will help the Region and the Area Municipalities to work collaboratively to establish a high level vision and strategy for the rapid transit corridor that will include the private sector and the general public. This strategy will inform future planning for development within the station areas, investments along the corridor, and design of the rapid transit system itself. It will also help to ensure that development opportunities associated with rapid transit will achieve the Region’s goals to foster a strong economy and build vibrant urban places.
The Corridor Development Strategy is to establish a shared vision for the corridor by establishing a workplan necessary to take advantage of the opportunities associated with the development of the rapid transit system that will arise over the next several decades. It is a first step in placemaking for the rapid transit system and should strive to make transit a good experience for the community. Further, it represents a critical next step, whereby the partnerships between all those involved in planning for rapid transit and the corridor can be strengthened, allowing for the continued coordination and communication as each partner moves forward. This includes the Region’s partner Area Municipalities, the public (including residents and business owners), the development industry, post-secondary institutions, financial institutions, utility providers and other key stakeholders.
The Corridor Development Strategy will specifically meet the following objectives, fulfilled through related deliverables shown:
CENTRAL TRANSIT CORRIDOR DEVELOPMENT STRATEGY Study Objective Related Deliverable 1. To further plan for the development of the Complete study report, presentation, and rapid transit corridor, building on initiatives visuals, containing content described below. already completed by the Province (P2G), Region and Cities, to both support and build transit ridership. 2. To understand the current Area Municipal A collaborative vision for the corridor with vision for each station area, including their defined principles and objectives to ensure expected forms and functions and identify station areas will complement one another. opportunities to modifying the current vision, if appropriate, to take advantage of rapid transit synergies, and to characterize the forms and functions of stations relative to each other. 3. To identify key linkages between rapid transit Identify consistent typologies for station areas in and adjacent land uses and neighbourhoods. similar settings (such as Urban, Neighbourhood, Community, and Regional stations), describing typology roles and how they relate to each other and will integrate into the broader community transportation and land use framework.
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January 31, 2012 Report: P-12-012
4. To develop an implementation strategy for Provide an implementation strategy realizing the collective vision and identify where workplan in the final report. This will include public and private investment should be identifying targeted public investment and prioritized and how this investment can optimally infrastructure opportunities/priorities in shape the development of each area. station areas and along the corridor that will support growth and development. 5. To inform the prioritization of station area plans. Provide a list of station area plans in priority order in the work plan. 6. To raise the profile of corridor development in the Successfully engage the public and broader community through community stakeholders through the completion of the engagement and consultation, particularly consultation process. Complete the study including effective graphic representations. report, presentation, and visual tools that effectively engage stakeholders in a conversation about how the different areas of the corridor may look and function in the future, emphasizing the unique opportunity we have for shaping growth and change.
Consultant Selection
Regional staff issued a Request for Proposals for the completion of a Corridor Development Strategy in December 2011 (advertised in The Record, and on the Region’s website, Biddingo, and Ontario Public Buyers Association website).
A working group was established to develop and finalize the terms of reference and request for proposal for the Corridor Development Strategy. The working group met several times and consisted of staff from the Region and Cities of Cambridge, Kitchener and Waterloo, including:
Janet Babcock, Commissioner of Planning Services, City of Cambridge Elaine Brunn Shaw, Director of Policy Planning, City of Cambridge Jeff Wilmer, Deputy CAO, Community Services, City of Kitchener Alain Pinard, Director of Planning, City of Kitchener Cam Rapp, Development Services General Manager, City of Waterloo Scott Nevin, Director Policy Development, City of Waterloo Cameron Salisbury, Policy Planner, City of Waterloo Rob Horne, Commissioner, Planning, Housing and Community Services, Region of Waterloo Amanda Kutler, Acting Director of Community Planning, Region of Waterloo Brooke Lambert, Acting Manager of Reurbanization, Region of Waterloo Becky Schlenvogt, Principal Planner, Region of Waterloo
Proposals were opened in the presence of J. McCarty, B. Schlenvogt, and D. Almaraz. Eight consulting firms responded to the advertisement by submitting proposals. Four firms were short listed based on quality factors as defined in the Region’s Consultant Selection Policy and Purchasing By-Law as follows:
Urban Strategies Inc. with Nelson/Nygaard Associates, Inc., and Colliers International Dialog with Steer Davies Gleave Brook McIlroy with Planning Alliance, AECOM, N. Barry Lyons Consultants Limited, and Delvinia Planning Partnership with URS Canada Inc., Cushman Wakefield Ltd., Crowdbrite, and Kramer Design Associates
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January 31, 2012 Report: P-12-012
The selection committee consisted of members from the Region and Cities of Cambridge, Kitchener, and Waterloo:
Becky Schlenvogt, Principal Planner, Region of Waterloo Brooke Lambert, Acting Manager of Reurbanization, Region of Waterloo John Hill, Principal Planner, Region of Waterloo Elaine Brunn Shaw, Director of Policy Planning, City of Cambridge Alain Pinard, Director of Planning, City of Kitchener Scott Nevin, Director Policy Development, City of Waterloo
The evaluation criteria used for selecting the successful consultant were consistent with the Region’s Consultant Selection Policy and Purchasing By-Law. The evaluation criteria and their respective weightings were as follows:
Quality Factors (85%) Understanding/Approach 25% Project Manager 25% Project Support Staff 15% Similar Projects 20%
Price Factor (15%) Price 15%
Short-listed consultants were interviewed and evaluated equally on understanding and scope of the project and design approach; demonstrated ability to deliver innovative and quality results; and strength of presentation. Urban Strategies had the highest overall score, the second lowest cost estimate and was below the mean cost. Based on this evaluation, the selection committee recommends that Urban Strategies be retained to undertake this assignment at an upset limit of $643,450.25 including applicable taxes.
Schedule
Subject to Council’s approval of this assignment, the proposed schedule for the assignment is ten (10) months, commencing in February 2012 and ending in December 2012.
Consultant Upset Limit
The upset limit for consulting fees and disbursements for the Central Transit Corridor Development Strategy is $643,450.25 including applicable taxes.
Consultant’s cost by task: 1. Identify key redevelopment sites and opportunities for investment; Develop $95,809.00 station area typologies and roles Related stakeholder outreach, including establishing project website, 76,148.00 multi-media tools, and speaker series 2. Development of collaborative vision for the corridor 88,588.00 Related stakeholder outreach, including workshops, open houses, 174,000.00 events, and development of physical models 3. Development of implementation strategy workplan and priority list to 59,188.00 complete station area planning Related stakeholder outreach, including workshops 44,595.00
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January 31, 2012 Report: P-12-012
4. Completion of report, public outreach, and presentation to Councils 31,097.00 Total, not including tax 569,425.00 Tax 74,025.25 TOTAL, including applicable taxes $643,450.25
Future Community Stakeholder Consultation Group
A Community Stakeholder Consultation Group will also be established for the purpose of offering ideas and representing the perspectives of various sectors of the community on this and possibly other initiatives related to the rapid transit project. The consultation group is planned to be consulted at key milestones in the study. The process of establishing the consultation group will be determined under the advice of the selected consultant team, to ensure the working group’s mandate and membership meets the needs of this specific study. Members with knowledge and experience in areas such as heritage, development, financing, housing, education, health, environment, social service, and accessibility will be invited to participate. It is intended this group will also act as a broader consultation group for future phases of the Rapid Transit Project. A report will be brought forward to Council in the near future, detailing the proposed mandate and membership of the consultation group.
Area Municipal Consultation/Coordination
Staff from the Cities of Cambridge, Kitchener, and Waterloo have been consulted with regard to this initiative, have participated on the consultant selection committee, and will continue with participation on the study’s project team.
CORPORATE STRATEGIC PLAN:
Actions from the Corporate Strategic Plan that the Central Transit Corridor Development Strategy will address are:
3.1.1 Develop an implementation plan for Light Rail Transit including corridor and station area planning.
2.1.2 Work with area municipalities to develop and implement a comprehensive strategy to promote intensification and reurbanization within existing urban areas.
FINANCIAL IMPLICATIONS:
Funding for the corridor development Strategy is provided from the RGMS budget and the Council-approved $25,000,000 budget for project development expenditures for the RT project.
Itemized costs of the Corridor Development Strategy contract are included below.
Contract Cost $569,425.00 HST (13%) $74,025.25 Sub-total $643,450.25 Less: Municipal Rebate of 86.46% of HST (11.24%) (72,323.80) Total $571,126.45
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January 31, 2012 Report: P-12-012
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff from Transportation Planning and Rapid Transit, Transportation and Environmental Services has been consulted in preparation of the terms of reference for this study.
ATTACHMENTS:
NIL
PREPARED BY: Becky Schlenvogt, Principal Planner
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
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Report: P-12-013 REGION OF WATERLOO
Planning, Housing and Community Services Transportation Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: D09-90(A)
SUBJECT: GRAND RIVER TRANSIT - PROPOSED 2011 – 2014 BUSINESS PLAN
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the 2011 – 2014 Grand River Transit Business Plan, as described in Report P-12-013, dated January 31, 2012, including:
the proposed service plan, based on developing a network of express routes to streamline integration with adapted Bus Rapid Transit and Light Rail Transit services, supported by redesigned local routes;
the fare strategy, based on annual fare increases of between 5% and 9%, until transit revenue and the municipal contribution to transit operating costs are equal;
setting universal pass (U-Pass) prices based on achieving equal cost recovery between U-Pass programs and other customers, with annual increases thereafter equal to the average annual increase to general fares and as additionally described in this report;
providing service to the Townships at the request of, and developed in collaboration with, each respective Township, the full costs of which to be assumed by the Township requesting the service;
developing and implementing a multi-year marketing plan consistent with the marketing strategy detailed in this report;
working with Metrolinx and the Province to develop expanded rail services to the Region of Waterloo; and
implementation of the new Business Plan subject to annual Regional Council budget deliberations.
SUMMARY:
The 2011 – 2014 Grand River Transit (GRT) Business Plan is intended to guide the implementation of transit service improvements and fare strategies to help achieve the goals of the Regional Transportation Master Plan (RTMP). The commitment to rapid transit and accelerated ridership goals in the RTMP requires strong action from GRT to realign the conventional network to be integrated with and support the rapid transit system through seamless connections between bus and rail services. The RTMP was approved in 2010 and places a greater emphasis on the role of public transit to provide a sustainable transportation system that is required to achieve the compact urban form as prescribed by Ontario‟s Places to Grow Growth Plan and the Regional Official Plan.
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The proposed GRT Business Plan was developed under the guidance of a Steering Committee composed of Councillors Jim Wideman and Sean Strickland, staff from Transportation Planning and Transit Services and a consulting team led by Dillon Consulting Limited.
The Business Plan includes six major focus areas:
1. Develop a service improvement plan and ridership growth strategy; 2. Update service standards; 3. Develop a financial plan; 4. Develop a strategy to address AODA requirements; 5. Develop a Customer Service Strategy and Strategic Marketing Plan; 6. Develop a strategy to integrate GRT and inter-city transit services.
Proposed service improvements focus on the implementation of a new express route every second year that connects residential areas and employment destinations with LRT and aBRT stations. Alternating with the implementation of these key express routes will be revisions to the local route structure to improve access to service by providing more frequency, increased service coverage or longer hours of operation.
The key recommendations of the new plan are noted below and detailed in Table 1 Projected Ridership and Financial Performance:
An annual ridership target of 23.3 million in 2014, based on an average annual ridership increase of 5.8%; Annual service improvements based on an average annual service increase of 5.5%. Begin to implement a network of express routes to connect aBRT and LRT stations with key destinations outside the Central Transit Corridor; Redesign the local route network to connect with the new express services while ensuring that most of the Region‟s urban area is within a five minutes walk of transit service; Review all service annually and recommend reallocating service that has very low usage as part of each year‟s annual service plan; Implement service to Township Urban Areas, at the request of, and developed in collaboration with, each respective Township; Increase fares annually until transit revenue equals the municipal operating contribution Increase fares on July 1st, 2012 by an average of 9%; Increase U-Pass fees to ensure the average cost recovery of U-Pass programs equals the system average, and increase fees each year by the average of any increase to the general fare structure; Implement an automated driver dispatching and transit timekeeping system, to be coordinated/integrated with the Regional timekeeping and payroll system; Develop guidelines and a deployment plan for the use of transit priority measures along express corridors and other possible routes and locations; Expand the availability of Real Time Passenger Information; Continue to automate operating and service performance analysis using Automatic Passenger Counter (APC) and Automatic Vehicle Location (AVL) data; Review the results from the pilot project on the bus control system, and based on the business case, determine whether to deploy to the entire fleet; Ensure multi-modal integration of AVL, traveler information, and communications systems for the conventional and rapid transit systems; Initiate planning for implementation of a smart card fare system including consultations with other transit systems about experience and lessons learned; Ensure that newly implemented and existing retrofitted stops, shelters and terminals are accessible;
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Ensure that customer information and feedback opportunities are available in accessible formats; Continue to train drivers and staff on needs of customers with disabilities; Develop a strategy to manage social media; Carry out a complete review of the existing safety/security program, to identify improvements for current facilities and services and further improvements which will be required, to offer continued protection in light of the planned system wide growth.
The projected ridership and financial performance of the business plan is detailed in the following table: Projected Ridership and Financial Performance Annual Statistics 2010* 2011 2012 2013 2014 Proposed Total 584,367 612,346 657,278 679,284 713,973 Service Hours Ridership Forecast 18,055,000 19,500,000 20,744,000 21,975,000 23,297,000 Operating Cost 61,014,000 64,832,760 71,320,000 75,546,000 81,338,000 Passenger Revenue 22,783,000 23,957,000 27,216,000 30,280,000 33,357,000 Net Cost of Service $38,231,000 $40,297,760 $44,104,000 $45,266,000 $47,981,000 Revenue / Cost Ratio 37.34% 36.95% 38.28% 40.08% 41.01% Note: Based on 7% average annual fare increase *Actual values for 2010 The above recommendations and supporting rationale are detailed in the main report. Some of the recommendations will require further Council consideration and are proposed to be included in annual budget deliberations.
Subject to Council approval, the new GRT Business Plan would be in effect until 2014. This horizon provides an effective transition to the completion of the Rapid Transit Environmental Assessment and the new Regional Transportation Master Plan. Both these transportation studies will provide strategic direction to subsequent GRT Business Plans.
REPORT:
Since Grand River Transit (GRT) was established in January 2000, the initial business plans have guided significant operating and capital investments in public transit. As a result of these investments, the bus fleet, bus and passenger facilities have been expanded and modernized; and the expansion of the regional transit network including improved route and service levels has more than doubled annual transit ridership from 9.4 million in 1999 to 19.7 million in 2011.
The 2011-2014 Grand River Transit Business Plan (GRT Business Plan) will guide the improvement and expansion of the GRT network and services through the next 4 years while adhering to the long term vision set forth by the Regional Official Plan (ROP) and the Regional Transportation Master Plan (RTMP) and ensuring integration with Rapid Transit (RT) and inter-city transit services. An Executive Summary of the Business Plan is included as Appendix A. This Business Plan corresponds to the current term of this Council.
The Business Plan includes six major focus areas:
1) Develop service improvement plan and ridership growth strategy; 2) Update service standards
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3) Develop financial plan; 4) Develop strategy to address the requirements of the Accessibility for Ontarians with Disabilities Act; 5) Develop Customer Service Strategy and Strategic Marketing Plan; 6) Develop strategy to integrate GRT and inter-city transit services;
On June 15, 2011 Regional Council approved, subject to annual budget deliberations, an annual tax rate increase of 0.3% per year for the years 2012 to 2018 to fund the capital, operating and maintenance costs of improvements to Grand River Transit service related to implementation of the Rapid Transit project. This approval follows the 2010 approval of the Regional Transportation Master Plan (RTMP) which places a greater emphasis on the role of public transit to provide a sustainable transportation system that is required to achieve the compact urban form as prescribed by Ontario‟s Places to Grow Growth Plan and the Regional Official Plan.
Accordingly, the 2011 – 2014 GRT Business Plan recommends a series of annual transit service improvements and fare strategies that help GRT meet the goals of the RTMP and integrate services with Rapid Transit within the approved funding envelope.
The GRT Business Plan, including proposed recommendations and information presented at public consultation centres, was guided by a Steering Committee composed of Councillors Jim Wideman and Sean Strickland, staff from Transportation Planning and Transit Services and a consulting team led by Dillon Consulting Limited.
Service Plan
Network Redesign to Integrate with aBRT and LRT
To effectively integrate with aBRT and LRT service, the GRT route network must be redesigned to provide seamless connections between bus and rail service and improve overall travel options for transit riders. The long term vision for the GRT network is based on express routes serving major corridors to connect LRT and aBRT stations with key destinations outside the Central Transit Corridor. Local routes will be redesigned to ensure most of the urban area is within five minutes‟ walk of transit service, and to provide connections with express service at key area destinations.
The Business Plan identifies and prioritizes express routes and local service improvements for the years 2011 – 2014, and identifies improvements through 2018 that can be sustainably funded by the 0.3% annual tax rate increase approved in 2011. The overall strategy, as described below, is to alternate between implementing express routes with related local route improvements and addressing other service issues in the existing network. By 2018, five express corridors will have been implemented, providing key links to support the LRT and aBRT systems.
The 2011 service plan included the first express, Route 201 iXpress, serving the Fischer-Hallman corridor. In addition, the 2011 service plan included significant capacity improvements to the Route 200 iXpress service and to Route 52 Fairview/ Ainslie in the Central Transit Corridor.
The University Avenue Express is recommended to be the next express route to be implemented, in 2013 because this service:
best addresses short-term capacity issues and provides service to major destinations including the University of Waterloo and Wilfrid Laurier University; provides an attractive east-west travel option by connecting The Boardwalk commercial area in west Kitchener-Waterloo with the employment node at University Avenue and Northfield Drive in east Waterloo; and
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is projected to have high ridership growth potential and greater ability to address transit mode share targets immediately.
Following implementation of the University Avenue express, the Business Plan proposes the following implementation strategy for the express routes through 2018:
aBRT along Hespeler Road in 2014; Victoria-Highland Express corridor in 2015; Mid-Region Express and Ottawa Street Express in 2017; and Coronation Express, South East Express, South West Express corridors in 2019.
While the evaluation of the Express network extended beyond the term of this Business Plan, the structure and prioritization of the network beyond 2015 will be re-evaluated during development of the 2015-2018 Business Plan, taking into account updated travel patterns, public feedback and funding availability.
2012 Service Plan
Since the Fischer-Hallman express service was implemented in fall of 2011 along with associated major route restructuring, the focus in 2012 would be on local service improvements that increase hours of operation, frequency, service coverage and directness of travel. Extend Sunday morning and evening hours of operation in the Cambridge service area Extend operation of iXpress on Saturdays to 11 p.m. Extend operation of iXpress on Sundays to 8 p.m. Improve service to northeast Galt residential areas, and to L.G. Lovell Industrial Park Extend operation of Route 13 Laurelwood on Saturdays to 10 p.m. Implement BusPLUS service in the Doon South area of Kitchener, during weekday peak periods
2013 Service Plan
The next express route is planned for 2013 along with the associated local route restructuring. Implement a new express route along Erb Street and University Avenue, connecting Ira Needles Boulevard with Bridge Street Provide a new route connecting west Waterloo with the Universities area via Keats Way Streamline Route 5 Erb West to reduce travel times Modify Route 12 Fairview/ Conestoga in east Waterloo to provide improved access to central Waterloo Extend Route 201 iXpress to Conestoga Mall and the employment node at University Avenue and Northfield Drive in east Waterloo
2014 Service Plan
In 2014, the focus will be on implementing the Region‟s new aBRT service in Cambridge, and on local service improvements that increase hours of operation, frequency, and service coverage. Implement aBRT service connecting Ainslie Street Terminal with Fairview Park Terminal via Hespeler Road Increase frequency of service in Cambridge on Sundays to every 30 minutes from the current 60, between 10am and 6pm Extend Route 31 Lexington weekday evening service Extend Route 23 Idlewood weekday and evening service to Fairview Mall Terminal Provide Sunday service on Route 6 Bridgeport
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2015 – 2018 Service Plans
Beyond the years in this Business Plan, service expansions each year will continue to alternate between additional express service and local service improvements. Implement Mid-Region express connecting Cambridge with Sportsworld via Maple Grove Road during weekday peak periods Provide two-way service in the Cambridge L.G. Lovell Industrial Park, connecting to two RT stations Implement a new express route connecting Ira Needles Boulevard with Lackner Boulevard via Highland Road, downtown Kitchener and Victoria Street Modify Route 24 Highland and Route 25 Queen South to improve service in Highland West area of Kitchener and connect to commercial destinations on Ira Needles Boulevard. Extend Route 201 iXpress to Block Line Rapid Transit Station Implement Ottawa Street Express with east Kitchener local service improvements Provide Saturday service on Route 31 Lexington Provide Sunday service on Route 22 Laurentian West Provide Sunday service on Route 35 Eastbridge Provide service to east Kitchener industrial areas along Shirley Ave
Performance Monitoring and Efficiency Improvements
The Customer Service strategy in the Business Plan recommends that staff implement an annual review program to ensure service quality and improve efficiency. Staff will monitor and analyze Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC) data to improve schedule adherence, operational efficiency, route planning and scheduling. AVL data is able to indicate where schedule adjustments could improve service reliability or increase available resources without affecting customer service quality. APC data indicates when and where service is underutilized or overcrowded so that it can be reallocated more effectively within the system.
The process of reviewing this data to identify improvements will be ongoing and resulting service changes will be included with each annual service plan. It is expected that between 2,000 and 5,000 existing service hours will be able to be reallocated each year through 2018. The number of hours per year that can be reallocated is expected to decrease gradually as the continuous improvement process should raise overall system efficiency. By 2018, it is expected that 19,000 hours and six buses will be reallocated, which represents an efficiency of approximately $2.3 million annually.
Township Transit Service Strategy
There are several potential service options that have been identified for the Townships. These include the extension of a conventional transit route like the Route 21 Elmira, the use of a BusPLUS type vehicle for some peak period trips between township centres and a GRT transfer location, a demand responsive zone bus one or two days a week and park and ride at LRT and GO rail stations.
The potential service option and timing of implementation would be determined in collaboration with the Townships. The proposed funding model would be similar to the Route 21 Elmira where net operating costs and capital financing costs would be area rated to the townships. Based on preliminary discussions with the Townships, there is general support for this proposed approach to the Township Transit Service Strategy.
Financial Plan and Fare Strategy
The Financial Plan identifies how the operating and capital costs required to implement the above service plan from 2011 through 2018 can be sustainably funded by the 0.3% annual tax rate increase approved in 2011. Implementation of the service improvement plan outlined above will require
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242,460 hours and 73 buses from 2011 - 2018. The RT/RTMP Reserve fund would support, subject to annual budget deliberations, approximately 57% of this expansion with the remainder coming from reallocation of existing service as illustrated below:
Hours Buses Total Service Plan: 2011 - 2018 242,460 73 Less: reallocation of existing service in the (85,460) (26) Central Transit Corridor as LRT/ aBRT is implemented Less: efficiency improvements (19,000) (6) Total funded through RT/ RTMP Reserve Fund 138,000 41
The implementation of high capacity LRT and aBRT along the Central Transit Corridor will allow the reallocation of Route 7 and iXpress service. As a result, 26 vehicles and 85,000 service hours are planned to be redeployed throughout the GRT network.
Capital Investments
Implementing the above service plan will require additional buses, new stations for express routes, new and upgraded terminal facilities and advanced transit technology improvements. Between 2011 and 2014 this will include:
33 expansion buses, 18 of which were purchased in support of the 2011 service plan; improvements to the Cambridge Centre terminal to support integration with aBRT service, and; 40 express route stations for the University Avenue express and extension of the Fischer- Hallman express, including large shelters and real time schedule displays.
Staff has also identified the resource requirements tentatively required through the 2018 period, though this will be reviewed and finalized in the 2015 – 2018 Business Plan. The preliminary requirements for 2015 – 2018 include:
a net increase of 8 expansion buses (38 required buses less 30 buses reallocated from iXpress and Route 7 and from efficiency improvements) to implement three express corridors; the potential for two satellite terminals where express routes connect with local service. The locations for these facilities and the space required are to be determined following more detailed design, improvements to terminal facilities in the Central Transit Corridor, and; 91 additional express stations to support the proposed Highland/ Victoria express, Ottawa Street express and Mid-Region express.
Adequate storage and maintenance of the bus fleet is an important component of GRT‟s operation. Expansion of the Strasburg Road Transit Centre is currently underway and will be complete by 2014; increasing vehicle storage capacity to 292 conventional buses and 34 MobilityPLUS buses.
Advanced Transit Technology Capital
The 2010 RTMP has recommended that GRT develop an Intelligent Transportation System (ITS) strategic plan to include:
real time scheduling of buses and information for transit users; and implementation of transit priority measures to improve transit travel times, reliability and system productivity.
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To help identify and prioritize other transit technology improvements for GRT, the Business Plan includes a technology plan. Improvements were identified that have the potential to contribute to ridership increases by improving the customer experience, or that have the potential to contribute to efficiency improvements. Funding for continued ITS development is included in the financial plan and the capital plan. Key directions include:
development of an automated driver dispatching and transit timekeeping system, to be coordinated/integrated with the Regional timekeeping and payroll system; develop guidelines and a deployment plan for the use of transit priority measures along Express corridors and other possible routes and locations; expand the availability of Real Time Passenger Information; continue to automate operating and service performance analysis using Automatic Passenger Counter (APC) and Automatic Vehicle Location (AVL) data; review the results from the pilot project on the bus control system, and based on the business case, determine whether to deploy to the entire fleet; ensure multi-modal integration of AVL, traveler information, and communications systems for the conventional and rapid transit systems; initiate planning for implementation of a smart card fare system including consultations with other transit systems about experience and lessons learned;
The capital requirements discussed above can be sustainably funded by the approved RT/ RTMP reserve fund. The total utilization of the RT/ RTMP reserve fund for GRT operating and capital expansion would be $ 11.8 million by 2018. This fully uses the approved 0.3% annual increase to the Regional Levy. Continuing implementation of this strategy would be subject to annual budget deliberations and review of performance measures.
Fare Strategy
To ensure the service improvement strategy can be sustainably funded within the approved funding envelope, annual transit fare increases are proposed. Staff evaluated three fare strategies intended to improve the cost-recovery ratio. The Steering Committee discussed that an appropriate target would be to achieve a balance between transit system revenue and the municipal operating subsidy. Staff will review performance each year and recommend a fare strategy that will work towards achieving this balance in 2016. For 2012, an increase averaging 9% is recommended. Future fare increases will be between 5% and 9%. Once a balance is achieved, future fare increases will be designed to maintain it, based on reviews of annual performance measures.
With an average 9% fare increase in 2012, GRT fares would be as follows:
Current Preliminary Fares Proposed Fares Cash Fare $ 2.50 $ 2.75 Adult Tickets (strip of five) $ 9.75 $ 10.50 Reduced Tickets (strip of five)* $ 8.25 $ 9.00 Adult Monthly Pass $ 63.00 $ 69.00 Reduced Monthly Pass* $ 52.00 $ 57.00 Corporate Pass $ 54.05 $ 59.00 College Pass** $ 209.00 $ 235.00 Student Summer Pass** $ 92.00 $ 97.00 Day Pass $ 5.00 $ 6.50 *Valid for seniors and High School Students **Includes $5 Photo Fee
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In preparing the Business Plan, staff reviewed the performance of a peer group of transit systems. The reviewed systems were selected because they: have, or are planning to implement a rapid transit service; are Regional in nature, or; serve an area of similar size to GRT.
The peer group includes Mississauga, Brampton, York (YRT), Durham (DRT), Hamilton, London and Ottawa. In 2010, the average fare of the peer group including GRT was $1.78. Average fare measures the average amount of revenue generated for each trip provided. In 2010, GRTs average fare was $1.22, as shown in the chart below. By 2014, a 7% average annual fare increase would result in an average fare of $1.43.
The 2012 recommended fare structure will be finalized through public consultation and more detailed review of peer system fares. A final recommendation is expected to be presented to Regional Planning and Works Committee in spring 2012.
U-Pass Fees
The Region has Universal Pass (U-Pass) agreements with all full-time graduate and undergraduate students at Wilfrid Laurier University (WLU) and the University of Waterloo (UW). In 2011, U-Pass ridership was 26% of total ridership. Currently, fees for U-Pass contracts with student groups increase annually based on the Ontario All Items Consumer Price Index (CPI). In recent years, staff has negotiated additional fee increases with these partners to offset increased costs related to serving increased transportation demand from participants.
To ensure the financial sustainability of the U-Pass program, staff has proposed to the U_Pass partners that the U-Pass fees reflect the system average cost recovery by September 2012. Once this price adjustment is achieved, staff recommends that U-Pass fees would increase at the average rate of the general fare structure. Current and proposed fees are shown below. Proposed 2012 fees include the effect of the 9% fare increase adopted for 2012.
Current Price per Proposed Price per Student Group Student per Term Student per Term (effective fall 2011) (effective fall 2012) Undergraduate and Graduate students at UW $60.64 $ 74.48 Undergraduates at WLU Graduate students at WLU $54.26 $ 74.48
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Regional staff has been requested by Conestoga College student representatives to consider the implementation of a Conestoga College U-Pass program. Based on preliminary estimates of the additional service that would be required and applying the same pricing policy framework noted above, it is proposed that the starting price per semester for a Conestoga College U-Pass would be approximately $90. Staff would report back to Regional Council regarding the implementation and pricing of the U-Pass for Conestoga College.
It is proposed that the Conestoga College U-Pass be priced higher than the UW and WLU U-Pass because of the proportionately more dedicated service to this program and therefore higher costs to serve the peripheral location of the Doon and new Cambridge campuses in comparison to the more urbanized setting of the UW and WLU campuses.
Implementation of a U-Pass program would require student approval through a referendum that is scheduled to be undertaken January 30th, January 31st and February 1st . Implementation of a U-Pass program for Conestoga College would require funding in addition to what is proposed in this business plan or a reduction in proposed service improvements.
Transit Affordability Programs
To improve access to transit services for residents with limited means, the Region provides a number of programs that subsidize the purchase of transit passes. The Transit Affordability Pass Program (TAPP) provides passes to Ontario Works participants upgrading their education or attending English as a Second Language program. Approximately 500 people per month use this program.
The Transit for Reduced Incomes Program (TRIP) provides approximately 1,300 passes per month at a reduced rate of $35. The Region increased the capacity of this program to approximately 1,800 passes per month on January 18, 2012. Social Services, Transit Services and Transportation Planning staff continue to work with community partners to look at ways to expand transportation options for persons with low income.
Addressing Requirements of the Accessibility for Ontarians with Disabilities Act
The Accessibility for Ontarians with Disabilities Act (AODA) includes five standards, four of which are currently in effect, as outlined below:
Standard Effective Date Customer Service January 1, 2008 Transportation Service July 1, 2011 Information and Communications July 1, 2011 Employment July 1, 2011 Built Environment Currently in Draft Form
Requirements of each standard will be phased in between 2011 and 2025. Accordingly, the Business Plan outlines key actions for AODA compliance to guide planning and performance monitoring. When implementing transit service improvements, in order to comply with AODA legislation, the Region must consider how it:
plans for connections, transfers and road crossings between stops to accommodate all passengers; ensures that the corresponding stops, shelters and terminals are accessible; communicates and markets the service changes to its customers; ensures that customer information and feedback opportunities are available in accessible formats; and trains drivers and staff on the needs of customers with disabilities.
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Customer Service Strategy and Marketing Strategy
The Business Plan includes a high level Customer Service Strategy and Marketing Strategy which suggests new initiatives which may be implemented to improve the overall customer experience. These initiatives are included throughout this plan, as they affect service planning, revenue and ridership forecasts and operating and capital budgeting. In addition to those initiatives discussed above, the Customer Service Strategy recommends a complete review of the existing safety/security program, to identify improvements for current facilities and services and further improvements which will be required, to offer continued protection in light of the planned system wide growth.
The marketing strategy of the Business Plan recommends that: GRT marketing focus on commuters and on secondary and post-secondary students as the primary target markets for ridership growth; marketing efforts focus on the 43% of the Region‟s commuters who live within five kilometres of work as transit service is highly competitive in this area; marketing efforts be directed at improving the image of public transit as a viable alternative for the choice rider; marketing initiatives also be developed for seniors, new Canadians and interregional travellers; marketing staff continue to survey target markets on a regularly scheduled basis to measure effectiveness and to help plan for further transit growth and service improvements, and; that the Region work with GO Transit to develop joint information and marketing programs.
Based on this marketing strategy, a multi-year marketing plan will be developed that would guide the implementation of annual marketing programs in support of the key initiatives proposed by the business plan. Staff will present the Marketing Plan to the Regional Planning & Works Committee in fall 2012.
Transit Shelters
To help improve the customer experience and support ridership growth, the Business Plan recommends an increase to the proportion of transit stops with shelters. Currently, 410 of the Region‟s 2,955 transit stops are equipped with shelters. The Plan recommends increasing the number of shelters to 500.
The Business Plan also recommends the following warrants to identify locations where shelters should be installed:
All express route stations High customer boarding areas Areas with poor microclimatic conditions Stops with high senior‟s (or others with significant accessibility needs) usage
Interregional Service Coordination
On December 19, 2012, two GO train trips in the a.m. peak and two in the p.m. peak began operation between the existing VIA Station in downtown Kitchener and Union Station in downtown Toronto along with nine intermediate stops. Staff has implemented a fare integration program with GO Transit, and a GRT shuttle is in operation to connect GO customers to the Charles Street Terminal.
Discussions are on-going regarding potential future enhancements to interregional service including service integration, coordinated information systems and joint marketing. Examples include, the future multi-modal hub where regional and interregional services would be integrated, expanded hours and frequency of interregional service, improved two-way rail service and expanded service between
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Waterloo Region and surrounding urban centres such as Guelph, Brantford, Hamilton, Peel and Halton. For example, continue discussions with Metrolinx and the Province to initiate an Environmental Assessment Study for the extension of GO Train service from Milton to Cambridge and in the short term request Metrolinx to provide a „train-bus‟ connection between the Ainslie Street terminal and the Milton GO station to develop the market;
Consideration should be given to connecting GRT and GO Bus services to carpool lots and developing new Regional „park and ride‟ facilities in other areas. Locations include:
Sportsworld Drive where a planned MTO park and ride lot is being developed to be integrated with GO and GRT and future aBRT service., and; Conestoga Mall where an LRT station is planned.
Staff should also explore coordinated information and fare integration opportunities between GRT and VIA Rail, Greyhound, Coach Canada, and other interregional providers.
Public Consultation
To discuss these strategies, as well as the remaining elements of the Business Plan, with the community, two public consultation centres were held on Thursday October 20, 2011. Approximately 60 residents attended the consultation centres which were held at Regional Headquarters, 150 Frederick Street, Kitchener, and at the Cambridge Centre Mall. 37 separate comments were received by staff. Summaries of these comments are included as Appendix C.
In general, most respondents were supportive of the directions and initiatives included in the Plan, with many attendees appreciating the proposed service improvements. A large number of service improvement requests was also gathered. Staff will review this list on an ongoing basis as each year‟s service improvement plan is developed.
A key concern noted by some who attended was the level of annual fare increases proposed by the fare strategy. In response to these concerns, staff note that fare revenues help sustain annual service improvements and GRT fares are low in comparison to other transit systems. The transit affordability program helps mitigate the impact on fare increase for persons of low income.
Area Municipal Consultation/Coordination
A copy of this report has been sent to Area Municipal staff for information. Pending Council approval marketing information will be distributed to Area Municipal communications staff to be posted on City web pages.
Area Municipal staff was informed of the public consultation centres held in October 2011 and participate on project teams established for the implementation of annual service improvement plans.
CORPORATE STRATEGIC PLAN:
The proposed 2011 – 2014 GRT Business Plan supports Council‟s Strategic Action 3.1.2: “Expand the bus network (Conventional Transit) and begin to integrate it with the future Rapid Transit System” by directing and prioritizing projects that will expand the conventional transit network and prepare it for integration with Rapid Transit.
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FINANCIAL IMPLICATIONS:
The operating and capital costs required to implement the above service plan and related initiatives from 2011 through 2018 can be sustainably funded by the 0.3% annual tax rate increase approved in 2011. Actual implementation of the new business plan will be subject to annual budget deliberations.
GRT 2011 – 2018 Service Improvement Strategy
2011 2012 2013 2014 2015 - 2018 Total
Total Bus Hours 72,398 8,890 48,238 7,592 10,543 147,652 Incremental Debt Service – expansion buses, transit stations and terminals, advanced $ 1,660,000 $ 2,080,000 $ 2,590,000 $ 2,940,000 $ 9,270,000 transit technology and expansion of Strasburg Road Transit Centre New service net $ 1,700,000 $ 183,000 $ 1,000,000 $ 200,000 $ 200,000 $ 3,283,000 operating costs Annualization – Net $ - $ 2,500,000 $ 358,000 $ 2,000,000 $ 700,000 $ 5,558,000 Operating Costs Fare Change ($ 450,000) ($ 900,000) ($ 900,000) ($ 900,000) ($ 3,500,000) ($ 6,650,000) Revenue Total net Operating $ 1,250,000 $ 1,783,000 $ 458,000 $ 1,300,000 ($ 2,600,000) $ 2,191,000 Cost Increase Net RT/ RTMP $ 1,250,000 $ 3,443,000 $ 2,538,000 $ 3,890,000 $ 340,000 $ 11,461,000 Reserve Fund
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The proposed GRT 2011 – 2014 Business Plan was developed in collaboration with the Transit Services Division of Transportation and Environmental Services. Steering Committee representation for this project included staff from Planning, Housing and Community Services, Transportation and Environmental Services, Finance and two members of Regional Council (Councillors Wideman and Strickland). The Social Services Department was also consulted.
ATTACHMENTS:
Appendix A – GRT 2011 – 2014 Business Plan Executive Summary Appendix B – Summary of Feedback from Public Consultation Centres in October 2011
PREPARED BY: Gethyn Beniston, Principal Planner - Transit
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
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Appendix A GRAND RIVER TRANSIT BUSINESS PLAN TO 2014 EXECUTIVE SUMMARY
January 2012
Grand River Transit – Business Plan to 2014
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TABLE OF CONTENTS PAGE Introduction ...... 18
Milestones and Achievements ...... 21
Grand River Transit Business Plan Goals ...... 22
Factors Influencing GRT’s Growth ...... 24
GRT Service Plan and Strategies ...... 26
Technology and Capital Assets ...... 44
Customer Service and Marketing strategy ...... 47
Fare Strategies and Financial Plan ...... 50
Monitoring and Next Steps ...... 52
WORKING PAPERS
The following working papers provide support for the business plan and should be reviewed for more detailed analysis in the specific areas.
Working Paper 1: GRT Goals, Objectives and Service Standards Working Paper 2: AODA (Accessibility for Ontarians with Disabilities Act) Strategy Working Paper 3: Express Corridor Priority Phasing Working Paper 4: GRT Service to the Township Urban Areas Working Paper 5: Interregional Services Working Paper 6: Technology Review Working Paper 7: Marketing Strategy Working Paper 8: Customer Service Strategy Working Paper 9: Financial Plan
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INTRODUCTION
The Grand River Transit Business Plan to 2014 is intended to guide the implementation of transit service improvements and fare strategies from 2011 – 2014 to help achieve the goals of the 2010 Regional Transportation Master Plan (RTMP). The RTMP places a greater emphasis on the role of public transit to provide a sustainable transportation system required to achieve the compact urban form as prescribed by Ontario‟s Places to Grow Growth Plan and the Region of Waterloo‟s Official Plan.
GRT provides an integrated public transit system for the approximately 450,000 residents living in Kitchener, Waterloo, Cambridge and since 2009, Elmira and St. Jacobs using 64 routes and a fleet of 218 conventional buses (203 are low-floor accessible). Grand River Transit (GRT) has grown significantly since its inception on January 1st, 2000; when the regional transit system was established through the merger of the former Cambridge and Kitchener conventional and specialized transit systems1. In over 10 years of operation, Grand River Transit has achieved considerable ridership growth and has become a key element in addressing the land use, economic, environmental and transportation objectives of the Region.
Transit ridership has been increasing at triple the rate of population growth. Annual ridership in 2011 was 19.7 million, a 110 percent increase from the 9.4 million annual rides at the end of 1999 when GRT was established, and an 9.1 percent increase over the 2010 ridership. In 2010, GRT carried an average of 62,000 revenue passengers and provided approximately 1,900 hours of service per weekday.
Business Plans have been used by GRT to define the necessary transit services, infrastructure assets, technology, marketing and customer services that are required to meet the Region‟s goals. Business Plans also identify the required level of investment, defining fares and setting performance measures. As illustrated below, the key to the success in ridership growth is the continued investment in transit service by the Region of Waterloo.
The first GRT business plan was approved in July 2001, and was a key document that identified transit services needed to serve growth and enhance the newly formed regional transit system. This was a pivotal document as it also recognized a paradigm shift for transit service in Waterloo Region; with a stronger focus on an integrated regional system and a need to significantly improve and expand service to meet ridership targets. That Business Plan recommended an average annual increase in service hours of 6 percent to generate an average annual ridership increase of 4.5 percent.
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GRT Growth in Hours of Service and Ridership
Today, GRT is embarking on a similar paradigm shift. The 2010 RTMP places an even stronger focus on transit as a means to address quality of life objectives in the Region. While ridership has grown by over 10 million annual rides over the past ten years, the 2010 RTMP has set a significantly higher target for ridership growth, with a goal of capturing 14.8 percent of the PM peak period travel market by 2031. The 2006 transit mode share was estimated to be 4 percent and this ridership growth target will require an increase of 35 million annual transit trips over the next 20 years.
To achieve this goal, transit must continue to grow and improve how service is delivered to meet the needs of existing customers and attract new users to transit. Changes will include an increase in express services; a strong focus on marketing, customer service and technology; and an expansion of GRT services to better address interregional and township-based trips while continuing to identify efficiencies within the existing service.
The big shift for this Business Plan is the introduction of Rapid Transit (RT) in the central north- south corridor with Light Rail Transit (LRT) and adapted Bus Rapid Transit (aBRT) services scheduled to commence operations by 2017. While these improvements fall outside of the timeline of this business plan, this commitment to Rapid Transit and accelerated ridership growth requires strong action from GRT to optimize the conventional network to be integrated with and support the Rapid Transit services through seamless connections between bus and rail services.
Transit service improvements introduced in September 2011 represented the first step in the implementation of the 2010 RTMP and the upgrading of GRT‟s network. The primary investment was an express route along the Fischer-Hallman corridor (iXpress 201) between Forest Glen Terminal and Wilfrid Laurier University; along with several base service improvements designed to simplify the bus network, reduce travel times, improve access and convenience, and ensure Dillon Consulting Limited In association with Bill Cunningham Consulting, Schmied Communications and Dr. Brendon Hemily Page 19 of 58 Grand River Transit – Business Plan to 2014
transit services are integrated. Seven other GRT express corridors have been planned and are scheduled for implementation starting in 2013 along with other improvements to the network.
On December 19th, 2011, GO Transit began operating rail services between Downtown Kitchener and Toronto. This initial service of two peak period trains will be upgraded in the coming years and interregional bus services will also be enhanced. GRT has an important role in connecting residents and employees with these long distance transit services and this forms an important component of this business plan.
There are also several settlement areas within the townships that do not have conventional transit access to the larger urban areas in Waterloo Region and there is an opportunity for GRT to provide such services. Improvements in customer service, adopting new technologies, responding to the requirements of legislation such as the Accessibility for Ontarians with Disabilities Act (AODA) and updating marketing strategies are also addressed in this Business Plan and are required for GRT to address the significant ridership targets identified in the 2010 RTMP and move the system to its next evolution.
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MILESTONES AND ACHIEVEMENTS
The 1999 Regional Transportation Master Plan outlined a target of doubling transit ridership by 2016 in an effort to produce a more balanced transportation system in the Region. Ridership by 2011 has already increased to over 19.5 million rides annually, representing an increase of 106 percent over 1999.
The Region, through GRT, has worked hard to implement the goals and objectives set out in the previous business plans. This includes a number of key initiatives that have led to this significant ridership increase. Before discussing where we go from here, it is important to celebrate GRT‟s recent successes relative to the goals set out in previous Business Plans. These are documented below:
Seamless transit connection among the major population, employment and activity centres in Cambridge, Kitchener and Waterloo; Improved service levels and coverage within the transit service area; Successful implementation of iXpress as a stage toward Rapid Transit services in the central north-south corridor; A region-wide fare strategy and targeted affordability programs; Provision of a specialized transit service (MobilityPLUS) which serves the entire Region (note: MobilityPLUS has its own Business Plan for 2011 to 2014); Universal Transit Pass (U-Pass) programs at the University of Waterloo and Wilfrid Laurier University; Modernization of the bus fleet (90 percent now accessible) and transit facilities; Adoption of new technologies and systems including transit signal priority to speed up bus operations, trip planning through the internet and real time customer information systems; and Extension of conventional transit service to Elmira and St. Jacobs.
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GRAND RIVER TRANSIT BUSINESS PLAN GOALS
In order to accomplish the objectives of the 2010 RTMP and the Region‟s 2011 Strategic Plan, a number of goals were established for GRT, to be implemented during the 2011 to 2014 Business Plan. The goals flow from the Vision and Mission statements of GRT, with particular reference to achieving the 14.8 percent transit mode share target.
Goal 1 Provide a level and quality of service to accelerate ridership growth Goal 2 Improve productivity and financial performance Goal 3 Support and promote a sustainable, equitable and environmentally responsible community Goal 4 Ensure fiscal responsibility and long-term sustainable financing of transit Goal 5 Move towards seamless integration of GRT bus, rapid transit and interregional services Goal 6 Achieve a high level of employee satisfaction and workplace excellence
The first goal is based on the understanding that ridership will need to triple to reach the PM peak period transit mode share target by 2031. To meet the 2031 target, service improvements over the life of this Plan should strive for an annual ridership of 23.3 million by 2014. This Grand River Transit will increase goal will be achieved with the planning and delivery of a transit service ridership and provide an integrated that is competitive with the private automobile and provides an attractive choice for residents, employees and visitors. transportation system that is supported by our community and The second goal recognizes that service improvement and ridership delivered by a strong team of highly growth will require a significant investment in resources. The need is trained professionals. to be both functionally effective and fiscally prudent, to ensure that GRT Vision resources are effectively being allocated and utilized. The goal is to Statement maximize the efficient use of resources, vehicles, facilities, technology and systems. Grand River Transit is a team of Goals 3 and 4 recognize that transit forms a key component to dedicated professionals who take achieving quality of life objectives in the community. Decisions on pride in delivering safe, efficient GRT service levels must be tied to other strategic goals in the Region. Investment in transit provides multiple benefits for the individual and progressive transportation that customer, the homeowner, businesses and the overall health of the strives to improve the quality of life community. To meet the ridership growth targets, increased revenue for everyone in the Region. and sustainable funding sources will also need to be secured. GRT Mission Statement Goal 5 addresses the need to further promote seamless integration of GRT bus, rapid transit and interregional services. Interregional transit services should be encouraged and GRT can be an effective feeder to these services. Investment in Rapid Transit and the introduction of GO Train services are two significant advances, and GRT Dillon Consulting Limited In association with Bill Cunningham Consulting, Schmied Communications and Dr. Brendon Hemily Page 22 of 58 Grand River Transit – Business Plan to 2014
conventional services must be integrated with them to reach the Region‟s transit mode share target. The growth in travel demand to and from township urban areas must also be addressed by GRT.
The final goal recognizes that employees form the backbone of the transit system and a direct link to service quality. GRT must ensure a workplace that encourages employee commitment, professional pride and excellent work performance along with a willingness to be accountable and innovative. This is an essential component to achieving the next level of ridership growth.
Each of these goals is tied to a set of objectives and supporting strategies that identify the „means‟ to achieve the goals, targets for performance and a monitoring strategy to measure success. A key component of this Business Plan is the establishment of an updated Service Standards and Performance Measures document, to be adopted by Council and used as a tool for the planning and delivery of GRT services.
The detailed goals and objectives of GRT, and the service standards and Performance Measures document is contained under separate cover (Working Paper 1: GRT Goals, Objectives and Service Standards).
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FACTORS INFLUENCING GRT’S GROWTH
The 2011 to 2014 Business Plan must ensure the successful integration of GRT local and express services with the LRT and adapted Bus Rapid Transit (aBRT) services being implemented in the central north-south corridor. Specific plans related to the Region‟s Rapid Transit program are contained in Regional Report E-11-072 presented to Council on June 15th, 2011.
The successful iXpress service strategy, first introduced in 2005, has resulted in a significant ridership increase in the central corridor. A second iXpress service was implemented in the Fall of 2011 along the Fischer- Hallman corridor and express service strategies will now be applied to seven additional corridors. This will transform transit services in the Region of Waterloo to a spine network of high frequency, semi-express, competitive travel corridors for an increasing number of regional residents and employees; supported by a redesigned base network.
There are two „drivers‟ that provide strong guidance for the activities of GRT during this Business Plan and beyond. The first is the goal of significantly increasing transit ridership to capture 14.8 percent of the peak period travel market by 2031. The current mode share is estimated to be 4 percent and this ridership growth target will require an increase of approximately 35 million transit trips over the next 20 years.
The second key „driver‟ is the clear financial target established by Regional Council for GRT funding over the next seven years. All expansion costs for GRT services, both capital and operating, must be able to be sustainably funded by the approved RT/ RTMP Reserve Fund. This Business Plan establishes a Financial Model that can be readily updated with prior year actual results and used to demonstrate how GRT will stay within its financial envelope while improving service and accelerating ridership growth.
Accelerating ridership growth and achieving the RTMP mode share target requires greater use of transit for local, regional and interregional trips. Having developed a successful transit service in the densely urbanized area of the Region, GRT is now called upon to provide appropriate transit links to the settlement areas of the townships. There is also a growing emphasis on GRT‟s role in ensuring that all residents and employees in Waterloo Region have strong local transit connections to GO Rail, GO Bus, VIA Rail and intercity bus operations.
Technology advances for transit continue to accelerate and GRT has been at the forefront. Located in the heart of Canada‟s high tech sector, and with industry partnerships and the assistance of
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students and faculty in local Universities and Colleges, GRT must continue its leadership role. Whether in fare collection or passenger information systems, users‟ expectations of service providers will drive the need for major commitments to technology that will also provide system efficiency and productivity improvements. Collectively described as Intelligent Transportation Systems (ITS), the continuous evolution of ITS at GRT will be necessary to support the Region‟s ridership growth strategy.
Another major influence arises from demographic changes within the Region of Waterloo. Since its formation in 1973, the Region has consistently ranked as one of the fastest growing communities in Canada. In the past 5 years, the Region‟s population has increased by about 8 percent or 7,900 people per year. By 2031 the Region‟s population is expected to reach 729,000 residents. This growth combined with intensified development will provide a strong market for GRT services.
Discussions are ongoing with Conestoga College students concerning implementation of a Universal Pass program. If an agreement is reached, it will have major impacts on the Business Plan given the current enrollment of 9,000 students at three Conestoga campus locations in Waterloo Region and significant planned growth. Additional equipment and service hours will be needed to address the increased student transit demand.
Legislative and regulatory impacts must always be considered by service providers. In particular, the AODA will continue to shape how GRT delivers transit services. This legislation will affect all areas including Customer Service, Transportation Service, Information and Communications, Employment and the Built Environment. GRT staff are well prepared to ensure compliance with both the specifics and the spirit of the legislation and details are provided in Working Paper 2: AODA Strategy.
Other external factors that will influence GRT services and ridership include the cost of auto ownership and operation, employment levels in the Region, post-secondary enrollment at Universities and Colleges, environmental programs and policies, parking supply and pricing, the success of intensification strategies and the availability of funding incentives from senior levels of government. The financial model developed in this Business Plan will help GRT and regional decision makers adapt quickly to the impact of such internal and external influences.
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GRT SERVICE PLAN AND STRATEGIES
Service Expansion Plan within the Transit Service Area
2021 Express Corridors Strategy With the introduction of LRT and aBRT service, GRT‟s network must be redesigned to provide seamless connections between bus and rail service and improve overall travel options for transit riders. The 2021 long-term plan will see a spine service that includes Rapid Transit in the central north-south corridor between Cambridge and Waterloo and a network of up to eight Express corridors that provide connectivity to the Rapid Transit corridor and key destinations in the Region.
Proposed 2021 Rapid Transit and Express Corridor Network
With the Rapid Transit corridor scheduled to be operational in 2017, a key objective of this Business Plan was to prioritize the implementation of the Express Corridors and identify key service improvements that will be implemented by 2014.
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2011 GRT Service Plan In 2010, GRT operated 549,928 annual bus hours of conventional transit service with the 200 iXpress route in the central north-south corridor between Cambridge and Waterloo. In September 2011 another express service (201 iXpress) was launched in the Fischer-Hallman corridor, along with many enhancements to the 200 iXpress route and other local services. The 2011 service plan included 72,398 hours of service and 17 additional peak period buses. This represents the largest increase in annual service hours in GRT history. The 2011 service improvement plan is detailed below.
2011 Service Plan – Expansion Service Hours and Buses Implemented Service Expansio Service Proposed Service Improvement Hours n Buses Fischer- Implement Fischer-Hallman Express with 15 minute 24,641 4 Hallman frequency weekday peak service and 30 minute frequency Express weekday off peak and weekend service. Route 61 Enhance weekday early morning, evening service. 975 Enhance midday summer service. 290 - Route 52 Provide weekday all day 15 minute frequency service (split 7,688 4 leg Preston Parkway/ Fountain Street). Route 7 Increase weekday evening service and move University of 5,300 Waterloo bound 7E buses from Regina Street to King Street. 200 Increase weekday peak and midday service frequency, with 20,862 6 iXpress some additional evening trips. Increase Saturday frequency to 15 minutes between 1,678 - Fairview and Ainslie. Route 12 Adjust the route to Westmount Road. Increase weekday -2,744 - summer frequency to 15 minute directional peaks and 30 minute off-peak. Provide additional weekend evening service. 783 Route 29 Extend service to The Boardwalk and King and University. 12,030 3 Improve to 10 to 15 minute frequency weekday peak service, plus the addition of evening service. Improve Saturday service to 30 minute frequency / extend 468 - service hours. Improve Sunday service to 30 minute frequency / extend 427 - service hours. Route 32 Extend service to the end of Kumpf Drive. - - Route 4 Extend service to The Boardwalk on Ira Needles Blvd - - during evenings and Saturdays. Route Extend service to Conestoga College South Campus. - - 61/ 111 Hespeler Restructure routes to improve efficiency, expand service - - Routes coverage and reduce travel times. Route 72 Restructure route to improve efficiency. - - Dillon Consulting Limited In association with Bill Cunningham Consulting, Schmied Communications and Dr. Brendon Hemily Page 27 of 58 Grand River Transit – Business Plan to 2014
Service Expansio Service Proposed Service Improvement Hours n Buses Net 2011 System Expansion 72,398 17 (+1 spare)
2011 Service Plan
Evaluation of Express Corridors The financial model indicated that the level of municipal investment approved by Regional Council in June 2011 would be sufficient to support the implementation of one new Express service every second year starting in the Fall of 2013. Seven proposed express routes were evaluated and prioritized based on the need to address existing system issues and pressures, connectivity to Rapid Transit, support for Regional land use planning objectives, potential for advancement towards the RTMP mode share targets, financial impacts and revenue performance, and ease of implementation.
Based on an evaluation of these express corridors (detailed in Working Paper 3: Express Corridor Priority Phasing), the priority for future service expansion was established as the: Dillon Consulting Limited In association with Bill Cunningham Consulting, Schmied Communications and Dr. Brendon Hemily Page 28 of 58 Grand River Transit – Business Plan to 2014
University Express corridor in 2013; Victoria-Highland Express corridor in 2015; Mid-Region Express and Ottawa Street Express in 2017; and Coronation Express, South East Express, South West Express corridors starting in 2019.
The University Express was prioritized for implementation in 2013 for a number of reasons. The corridor best addresses short-term capacity issues and provides service to major destinations including the University of Waterloo and Wilfrid Laurier University. Even with the recent implementation of the Fischer-Hallman Express (201 iXpress), more service is required to meet the travel demand and it is important to address level of service issues experienced by existing customers. The corridor provides an attractive east-west travel option in the north, connecting to growing residential and employment areas. The University Express corridor was also projected to have high ridership growth potential and greater ability to address transit mode share targets immediately.
The Victoria-Highland Express also addresses short-term capacity issues and provides service to newly developing areas. It provides an attractive east-west travel option which supports growth in downtown Kitchener (an urban growth centre and large employment area). The corridor connects to the GO Rail service and to the Fischer-Hallman Express route which will help support ridership growth. Based on ridership forecasts, this corridor has the second highest forecasted ridership of the seven Express corridors evaluated. It will attract new ridership in the short-term, help address transit mode share targets and build ridership as a feeder to the Rapid Transit services. This corridor was selected as the second priority and scheduled for implementation in 2015.
While the evaluation of the Express network extended beyond the term of this Business Plan, the structure and prioritization of the network beyond 2015 will be re-evaluated during development of the 2015-2019 Business Plan, taking into account updated travel patterns, public feedback and funding availability.
In addition to the Express corridor services, a number of GRT service enhancements to the base network are planned through 2014 and some initial service strategies have been identified for the period 2015 to 2018. These are illustrated in the tables and figures below.
2012 GRT Service Plan In 2012, 10,890 annual hours of service are proposed to be added to the GRT network with a focus of increasing weekend service on the central 200 iXpress corridor and improving services in Cambridge. Two-thousand (2,000) hours of the new service and one expansion vehicle can be offset through efficiency improvements and reallocation of service elsewhere in the system.
2012 Service Plan – Expansion Service Hours and Buses Required Service Expansio Service Proposed Service Improvement Hours n Buses
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Cambridge Extend Cambridge Sunday morning and evening service 3,281 - Service 200 iXpress Extend Saturday evening iXpress service to 11:00pm 1,234 - Extend Sunday evening iXpress service to 8:00pm 1,903 - Route 13 Extend hours of operation on Route 13 Laurelwood on 440 - Saturdays to 10 p.m. Northeast Improve service to northeast Galt residential areas, and to 4,032 1 Galt and L.G. L.G. Lovell Industrial Park Lovell Industrial area Route 75 Relocate Route 75 BusPLUS service to Doon South - - New Service Subtotal 1 10,890 Less Reallocation of existing service - - 1 2,000 Net 2012 System Expansion - 8,890
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2012 Service Plan
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2013 GRT Service Plan The 2013 service plan will implement the University Express corridor and modify local routes in the area. This will add 53,238 annual service hours to the GRT network and require an additional 16 peak period buses. The service improvement will increase coverage to Ira Needles Boulevard and the employment area at University Avenue and Northfield Drive. Local service adjustments are also required to accommodate the express corridor and improve coverage and directness of local routes. Five-thousand (5,000) hours of the new service and one expansion vehicle can be offset through efficiency improvements and reallocation of service elsewhere in the system.
2013 Service Plan – Expansion Service Hours and Buses Required # of Hours of Service Proposed Service Improvement Buses Service Allocated University Implement University Express connecting Ira Needles 23,018 8 Express Boulevard to Bridge Street via University Avenue. The Corridor service will operate with 15 minute weekday peak period frequencies and 30 minute off-peak and weekend frequencies. Route 5 and Modify Waterloo local service including Route 5 Erb 18,600 6 12 West and Route 12 Fairview/ Conestoga, and implement new service connecting Westvale to the University area via Keats Way Route 201 Extend Route 201 iXpress to Research In Motion 11,620 2 iXpress Campus in east Waterloo via Conestoga Mall New Service Subtotal 53,238 16 Less Reallocation of existing service - 5,000 - 1 Net 2013 System Expansion 48,238 15
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2013 Service Plan
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2014 GRT Service Plan The 2014 service plan focuses on local service improvements that increase hours of operation and frequency of certain weekday evening routes and improves Sunday service frequency in Cambridge. In total, 7,592 annual hours of service will be added to the GRT network. Two-thousand (2,000) hours of the new service and one expansion vehicle can be offset through efficiency improvements and reallocation of service elsewhere in the system. 2014 Service Plan – Expansion Service Hours and Buses Required Service Proposed Service Improvement Hours Expansio of n Buses Service Route 31 Extend Route 31 Lexington weekday evening service - 2,016 Route 23 Extend Route 23 Idlewood weekday and evening service to - Fairview Mall Terminal 2,520 Route 6 Provide Sunday service on Route 6 Bridgeport - 1,054 Cambridge Increase frequency of service in Cambridge on Sundays to - Service every 30 minutes from the current 60, between 10:00am and 2,080 6:00pm New Service Subtotal - 7,670 Less Reallocation of existing service - - 2,000 Net 2014 System Expansion - 5,670
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2014 Service Plan
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2015 – 2018 Service Strategies Beyond the term of this Business Plan, it is expected that service expansions each year will continue to alternate between additional express corridors and local service improvements. It is important to note that these proposed plans will be continuously reviewed and updated as more detailed service design and public consultation are undertaken for the 2015 to 2019 Business Plan.
2015 to 2018 Service Strategy – Expansion Service Hours and Buses Required Year Proposed Service Improvement Service Expansio Hours n Buses 2015 Implement Highland-Victoria Express corridor. The service will 26,855 10 operate with 15 minute weekday peak period frequencies and 30 minute off-peak and weekend frequencies. Modify Route 24 Highland and Route 25 Queen South to improve 5,422 2 service in Highland West area of Kitchener and connect to commercial destinations on Ira Needles Boulevard. 2016 Provide Saturday service on Route 31 Lexington 1,248 Provide Sunday service on Route 22 Laurentian West 488 Provide Sunday service on Route 35 Eastbridge 1,364 Provide service to east Kitchener industrial areas along Shirley 1,008 Avenue Provide two-way service in L.G. Lovell Industrial Park, 2,896 2 connecting two Rapid Transit Stations 2017 Implement Mid-Region Express connecting Cambridge with 14,742 9 Sportsworld via Maple Grove Road during weekday peak periods. Implement Ottawa Street Express with east Kitchener local service 40,312 14 improvements Extend Route 201 iXpress to Block Line Rapid Transit Station 4,530 1 2018 Local route restructuring in Central Transit Corridor New Service Subtotal 98,865 38 Less Reallocation of existing service - - 4 10,000 Less Reallocation of existing services within the Central Transit - - 26 Corridor as Rapid 85,460 Transit services begin operation Net 2015-2018 System Expansion 8 3,405
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Summary of GRT Service Improvements A summary of the total service hours being added to the system and expansion buses required between 2011 and 2018 is illustrated in the table below. Annual expansion hours and buses include new services and improvement of existing services. During each year, efficiency improvements will reduce the number of new service hours and buses required. This is also illustrated in the table below.
Summary of Service Improvements (2011 to 2018) Less reallocation Annual of existing Expansion service hours Net Expansion Year Hours (buses) (buses) Hours (buses) 2011* 72,398 (18) 0 (0) 72,398 (18) 2012 10,890 (1) 2,000 (1) 8,890 (0) 2013 53,238 (16) 5,000 (1) 48,238 (15) 2014 7,670 (0) 2,000 (0) 5,670 (0) 2015 - 2018 98,264 (38) 95,460 (30) 2,804 (8) Total 242,460 (73) 104,460 (32) 138,000 (41) *Already in Place
The following table illustrates how the service improvements will be funded. Between 2011 and 2018, a total of 138,000 new service hours and 41 expansion vehicles will be funded through the Council approved reserve fund. The remaining 104,460 expansion hours and 32 expansion vehicles will be delivered through existing resources, including efficiency improvements and the reallocation of the 200 iXpress corridor and Route 7D/E when the Rapid Transit corridor is implemented.
2011 to 2018 Funding Summary Service Expansio Year Source of Funds Hours n Buses 2011 - Reserve Fund* 138,000 41 2018 2012 - Efficiency Improvements 19,000 6 2018 2015/ 2017 Reallocated from Central Transit Corridor (200 71,732 17 iXpress) 2017 Reallocated from Route 7D/E 13,728 9 Total Service Plan 242,460 73 Total Service Expansion (net of reallocation of existing 138,000 41 service) Percentage Increase to GRT service, 2011 - 2018 25%
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GRT Service to Township Urban Areas With the success of the Route 21 extension to St. Jacobs and Elmira, the opportunities to provide conventional transit service to other urbanized areas of the townships was assessed and results are contained in Working Paper 4: Service to the Township Urban Areas. While Route 21 services the largest population concentration in the Region‟s townships (Elmira) and a key attractor in the St. Jacob‟s Farmers Market, there are still a number of potential markets in the Township urban areas with sufficient population and/or employment to be able to accommodate some form of service offering.
Population and Employment in Township Settlement Areas Population Employment Township Settlement (2009) (2009) Wilmot New Hamburg 7,310 2,938 Baden 4,112 815 New Dundee 1,210 313 Mannheim 1,041 24 St. Agatha 610 91 North Ayr 4,249 1,150 Dumfries Woolwich Elmira* 9,891 4,373 St. Jacobs* 1,832 2,290 Breslau 1,416 391 Conestoga 1,359 221 Maryhill 632 114 Wellesley Wellesley 2,700 299 St. Clements 1,421 220 Heidelberg 1,164 129 Linwood 831 198 *Service already provided
The Breslau area is adjacent to the existing GRT service area and lends itself to consideration of a route extension. Residential growth is significant and may accelerate with implementation of GO Train service, including a new train station in Breslau. The service design should focus on regular commuters from Breslau destined to work and school locations in GRT‟s network and would also address some existing coverage issues along Victoria Street in Kitchener. GO Transit commuters would benefit from this service and the route might generate ridership in both directions by targeting employees travelling to businesses located in Breslau industrial areas, including near the airport.
Another opportunity is a transit service for „home to work‟ and „home to school‟ commuters from New Hamburg, Baden and Petersburg that links with existing GRT services at the Boardwalk. A third opportunity is a similar commuter service from Ayr linking either to the Ainslie Street Terminal in Cambridge or Sportsworld in Kitchener. Given the travel distances involved, these
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two service applications are suggested as dedicated, semi-express routes linking residents directly to key transfer points in the GRT network.
The primary transit market for township urban areas (with populations of 5,000 or greater), is „home to work‟ and „home to school‟ trips during weekday peak periods. Off peak and weekend services could be considered as demand warrants, subject to achieving specified ridership and financial targets.
For urban areas in Wellesley, the populations are too low for conventional transit to efficiently provide regular „home to work‟ commuter service and the suggestion is for the Region to develop „park and ride GRT‟ lots at strategic locations to accommodate some portion of long distance commuter trips on transit. A transit service, operating perhaps one or two days per week and targeting occasional travellers making shopping, visiting or personal services trips, should also be considered for Wellesley residents.
A preliminary service concept, including ridership, revenue and cost projections, was developed for each of the above opportunities and the next stage would be to circulate the information to township councils. If a supportive response is received, a joint public consultation process will be developed for each township. As plans are further developed, specific service strategies for township urban areas will be added to GRT‟s service strategy.
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Preliminary Service Concept for Township Urban Area Transit Service
Existing Elmira Demand / St. Jacobs responsive Service (all zone bus to/ day, six days a from week) Conestoga Mall one to
two days a week Park and Ride Semi-express facilities weekday peak service between Breslau and Downtown Kitchener Semi-express weekday peak service between New Hamburg, Baden, Petersburg and new Boardwalk Terminal Semi-express weekday peak service between Ayr and Ainslie or Sportsworld Terminal
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Grand River Transit and Interregional Trips There are a significant number of interregional trips between the Region of Waterloo and neighbouring municipalities but very few are on public transit. By providing a local feeder service and seamless integration for long distance travelers, GRT is in a position to help develop the interregional transit market, increase its own ridership and contribute to reduced road congestion in the Region. Rapid Transit in the central transit corridor and GRT Express services are logical connection points to interregional transit services and there are also opportunities to coordinate marketing, fare collection and passenger information systems among GRT and all interregional service providers.
GO Train service started in December 2011 and is based at the existing VIA Station on Weber Street. Currently, GRT is providing shuttle services from the Charles Street Terminal and Route 18 also provides a local transit connection. Fare integration for GRT users accessing the GO Trains is in place and the program can be extended to residents using GRT to access GO Bus services. The development of a multi-modal transportation terminal and Mobility Hub at Victoria and King is underway and will include a new GO Train/VIA Rail Station, an interregional bus station, a Rapid Transit station and GRT bus terminal. This will be a significant interchange opportunity for GRT service connection to interregional trips. The multi-modal terminal is to be operational in 2017, outside of the timeframe of this Business Plan.
There are 325,400 trips by all travel modes being made internally within the Region or to/from the Region in the PM peak period according to the 2006 Transportation Tomorrow Survey. Of these trips about 15 percent are between the Region and external municipalities. The potential transit demand and the role of GRT relative to all interregional transit service providers operating in the Region of Waterloo is assessed in Working Paper 5: Interregional Services. PM Peak Travel Demand Inter-regional Trips Destination PM Peak Period Waterloo Region Guelph 8,664 Peel 3,380 Wellington 2,301 Hamilton 2,098
Toronto 2,067 Halton 2,041 Brantford 976 Origin Brant 782 York 750 Niagara 373 Other 4,430 Total 27,862
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Region. As planned interregional services are implemented (as illustrated in the figure below), improving GRT coordination with interregional transit providers will be an important component to improving local travel options and meeting the 14.8 percent transit mode share target in the RTMP.
Existing, Planned and Potential Interregional Rail Services
Existing, Planned and Potential Interregional Bus Services
Cooperation will be required between Metrolinx/GO Transit, Region of Waterloo/GRT and various other service providers to achieve common goals and permit Regional residents and
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employees to move easily between systems. The following actions will be taken by the Region and/or GRT to help improve the transit mode share for interregional travel:
Begin discussions with Metrolinx and advocate to reduce the „in train‟ travel time of GO Transit commuters (through track and signaling improvements, semi-express schedules); Work with Metrolinx and the Province to finalize arrangements and implement the Breslau GO Station as soon as possible; Advocate to Metrolinx to provide additional peak period train service by increasing the number of GO Trains and/or by arrangement between Metrolinx and VIA Rail that would permit commuters to use the existing VIA trains for the equivalent GO Transit fare; Advocate to Metrolinx to extend the GO Train-Bus services beyond the VIA station to also serve local transit users at the Charles Street Transit terminal; Explore a „reverse-commute‟ train service to address workforce needs of employers in the Region (a study is currently being conducted in partnership with the technology sector industries in Waterloo); Request Metrolinx to extend a new branch of the Route 25 GO Bus to serve the Ainslie Street Terminal in Cambridge; Work with Metrolinx and surrounding municipalities to develop a business case for GO Bus services between Cambridge and Hamilton and between Cambridge and Brantford); Continue discussions with Metrolinx and the Province to initiate an Environmental Assessment Study for the extension of GO Train service from Milton to Cambridge and in the short term request Metrolinx to provide a „train-bus‟ connection to develop the market; Work with Metrolinx to develop coordinated marketing programs, special event services, passenger information systems and service advisories; Begin discussions with Metrolinx, the Province and surrounding municipalities to initiate a feasibility study for interregional transit services between Kitchener/Waterloo and Guelph and between Cambridge and Guelph; Review the feasibility for a GO Premium Service shuttle; and Pursue fare and service coordination opportunities with VIA Rail and intercity bus operators.
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TECHNOLOGY AND CAPITAL ASSETS
In addition to expansion buses, a number of other capital projects will be required with the implementation of the service plan and other strategies identified in this Business Plan. Capital Assets and estimated costs required between 2012 and 2018 are detailed in the table below. It should be noted that any costs beyond 2014 will need to be confirmed during the 2015-2019 Business Plan update and are subject to further review.
The 2013 service plan will require 15 expansion vehicles with most allocated to the new University Express corridor. Implementation of the Highland/ Victoria express, tentatively proposed for 2015 would require another 8 expansion buses.
The continued implementation of Express corridors will require new stations spaced approximately at one kilometre intervals. All stations should have shelters and concrete pads that provide a flat and paved surface to accommodate persons with mobility devices or families with strollers. The University Express corridor planned for 2013 will require 32 stations along its length. Between 2015 and 2018, capital budget has been set aside to implement an additional 91 stations along the Victoria-Highland Express corridor (2015) and the Ottawa Street and Mid- Region Express (2017) corridors (subject to confirmation from the 2015 Business Plan and available funding).
New satellite terminals and upgrades to existing terminals will be required as GRT expands service to new areas and as the route structure is modified to better meet the needs of travellers. New terminals will continue to be fully accessible, be located close to major destinations and allow seamless transfers between GRT conventional services, MobilityPLUS, Rapid Transit and interregional services.
In 2013, a new terminal will be built at the Boardwalk on Ira Needles Boulevard. This will be a terminus for the University Express (2013), the planned Victoria-Highland Express (2015) and other local routes. By 2014, the Cambridge Centre Terminal will be improved to integrate conventional transit with the upcoming aBRT service.
Between 2015 and 2018, a new satellite terminal will be required at Lackner Boulevard and Ottawa Street (2015). This facility will service as the eastern terminus and transfer facility for both the Victoria-Highland Express and Ottawa Street Express, along with a number of local routes. Upgrades will also be required to the University of Waterloo Intermodal Terminal in 2016 and the Fairview Mall Intermodal Terminal in 2017.
Adequate storage and maintenance of the bus fleet is an important component of GRT‟s operation, and this will require expansion of the Strasburg Road Transit Facility to accommodate existing and future capital needs. The expansion is currently underway and will be complete by 2014; increasing vehicle storage capacity to 292 conventional buses and 34 MobilityPLUS buses.
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GRT Expansion Capital Requirements Between 2012 and 2018 Capital Costs Description and Timing Capital (Millions) Requirement 2012- 2015- 2012 2013 2014 2015-2018 2014 2018 Expansion 0 15 buses 0 8 buses $7.8M $4.4M buses Stations for University Victoria- $1.6M $4.6M Express routes Express (30 Highland; stations) Ottawa and Mid-Region Express (129 stations) New satellite New Cambridge New terminal $3.0M $2.0M terminals and terminal at Centre and at Lackner and expansion of the Victoria Ottawa (2015) existing Boardwalk Hub facilities UW $5.0M Intermodal Terminal (2016) $5.0M
Fairview Mall Intermodal Terminal (2017) Expansion of Estimated $38.5M Strasburg Road completion Transit Facility date Advanced $10.6M $0.7* transit technology Total $61.5M $21.7M *Note: Capital costs for technology are only calculated until 2015 for this Business Plan
Transit has been benefiting from advances in information and communications technologies, particularly in the areas of customer information, fare systems, and service control. Access to the internet has enabled personalized trip planning to be offered, increasing customer convenience and reducing operating costs. Access to real-time information through mobile devices has also made the use of transit more convenient (CUTA Transit Vision 2040). Accordingly, the 2010 RTMP has recommended that GRT develop an Intelligent Transportation System (ITS) strategic plan to include:
„Real time‟ scheduling of buses and information for transit users; and
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Implementation of transit priority measures to improve transit travel times and system productivity.
A technology plan for GRT was developed and is summarized in Working Paper 6: Technology Review. Funding for continued ITS development is included in the financial plan and the capital plan as noted above. Key directions include: Complete planning, identification of requirements, and development of a transit timekeeping system, to be coordinated/integrated with the Regional timekeeping and payroll system;
Explore the use of transit priority measures along Express corridors and other possible routes and locations, and develop related guidelines and deployment plan;
Develop a performance monitoring system that monitors the requesting and granting of priority to transit vehicles (to measure effectiveness and enable deployment of new strategies), and then explore enhancing the level of priority being provided to GRT buses;
Complete as soon as possible the planning and design that is already underway of Real Time Passenger Information (RTPI), and then deploy in all of GRT's traveler information systems;
Develop a strategy for the use of the new available data and performance monitoring system, including developing standard reports and procedures and joint approaches with GRT Operations to benefit from new analyses available;
Review the results from the pilot project on the bus control system, and based on the business case, determine whether to deploy to the entire fleet;
Develop an inter-departmental (Rapid Transit, Transportation Planning, GRT Operations) task force for the planning of the Rapid Transit technology systems to ensure multi-modal integration of AVL, traveler information, and communications systems; and
Initiate preliminary planning for a future smart card system such as PRESTO, including extensive consultations with other transit systems about experience and lessons learned.
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CUSTOMER SERVICE AND MARKETING STRATEGY
GRT management understands the importance of customer service and the need to attract and retain transit customers. This Business Plan includes an overall Customer Service Strategy which enhances programs already in place and suggests new initiatives which may be implemented to improve the overall customer experience. This renewed focus on customer service is crucial in light of the significant service improvements planned over the next several years and the transition to being a Rapid Transit provider.
Many more customers will be welcomed on-board and it is essential that GRT has the right people doing the right things with the right equipment, programs and systems to deliver customer service excellence. The major elements of the proposed customer service strategy are as follows:
Service Quality; Service Reliability; Service Recovery; Customer Engagement; Safety and Security; Customer Service Technology; and Employee Recruitment and Training.
The strategy also emphasizes the importance of organizational and individual accountability for service delivery. Therefore a series of performance measures and objectives for each strategy element are presented, which will entrench continuous improvement and customer service excellence in the way GRT does business.
Each of these elements is described more fully in Working Paper 8: Customer Service Strategy and the following are key recommendations:
Operations and service planning staff should continue to monitor and analyze Automatic Vehicle Location (AVL) data to improve schedule adherence, operational efficiency, route planning and scheduling; Establish an annual service review process, prior to the annual budget cycle, to address known system deficiencies; Together with the Region, develop a strategy to manage social media; integrate with the corporate Customer Relationship Management system; and,
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Carry out a complete review of the existing safety/security program, to identify improvements for current facilities and services and further improvements which will be required, to offer continued protection in light of the planned system wide growth.
Transit users should be treated as GRT‟s “customers” and customers are people who are making a choice to use public transit. If GRT services do not satisfy their needs, people will find alternative transportation or change their living/working arrangements. As in any business, by placing customers first in all priorities and recognizing that they are making a choice to use the service, the business is better able to achieve success.
GRT has an active marketing program targeted at informing and educating the community about its transit services. The annual Marketing Work Plan has been effective in serving both GRT and its customers as evidenced by the ridership growth rate. However, as the system is being transformed to a rapid transit network, the time has come to initiate a Strategic Marketing Plan to set the direction for highly targeted annual work plans. This Strategic Marketing Plan will address GRT‟s need to:
Keep existing transit users well informed of changes; Adapt to new communications technologies and customer preferences for receiving information; Attract new discretionary riders who are seeking an effective, economical travel choice; and Establish marketing partnerships with businesses, community groups, transportation associations and other service providers who share similar objectives.
The active promotion of Rapid Transit will incent more residents to make an economic choice to use public transit. There is the opportunity for many families to increase their transit use and down-size to one less car per household. The considerable money saved on the cost of auto ownership can be utilized to invest in other priorities to improve overall quality of life.
Recommendations for marketing and customer service are detailed in Working Paper 7: Marketing Strategy and in Working Paper 8: Customer Service Strategy. They include:
That GRT focus on commuters, students and GRT employees as the primary target markets for ridership growth; marketing efforts be directed at improving the image of public transit as a viable alternative for the choice rider; That marketing programs be developed to generate ridership growth from seniors, new Canadians and interregional travellers;
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That marketing programs include information about reducing car ownership per household and looking at transit as part of a healthy lifestyle and as an economic and an environmental solution; That all programs describe transit as a component of active transportation, compatible with other elements such as biking, walking, rideshare, auto-share, etc. That all GRT employees receive information to help them fully understand service strategies; That GRT efficiently capture, report on and use all employee and customer feedback; That GRT work with businesses and educational organizations to pursue opportunities for new partnerships (bus pass programs, smart commute initiatives); That GRT work with GO Transit to develop joint information and marketing programs; and That GRT continue to survey its target markets on a regularly scheduled basis to measure effectiveness and to help plan for further transit growth and service improvements.
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FARE STRATEGIES AND FINANCIAL PLAN
This Business Plan is based on and consistent with the funding envelope approved by Regional Council in June 2011 to create a Regional Transportation Master Plan Reserve Fund to support the implementation of the Rapid Transit initiative (LRT and aBRT) as well as the necessary enhancements to the GRT network of conventional bus and MobilityPLUS services.
A financial model has been developed and tested as part of the Business Plan update. Key inputs to the model are the 2010 actual statistics for GRT financial performance and ridership, annual Transit Reserve Funds available for GRT service expansion, all capital and one-time costs for service expansion, additional bus hours required each year and the marginal operating cost per bus hour, ridership forecasts, population and assessment growth rates and the average fare. Key outputs are the Revenue/Cost ratio and annual growth in transit ridership.
Different fare scenarios were examined as part of the business plan process; recognizing that GRT fares are, on average, lower than those of peer transit systems, particularly those that have or are moving into the provision of Rapid Transit services. Currently, GRT recovers 37 percent of operating cost through customer fares; with the balance provided through municipal taxes and provincial gas tax funding. With significant service improvements to be implemented over the next several years, it is important that an appropriate balance be achieved in how operating costs are funded. A Regional goal is to achieve a balance between the municipal operating contribution and transit system revenue.
Sensitivity analyses were conducted, particularly related to fare strategies and three scenarios were developed to address the goals of staying within the Reserve Fund allocations for GRT expansion while making significant progress toward both a 50 percent R/C ratio and the 14.8 percent transit mode share target.
The table below is for a fare strategy with an annual increase of 7 percent in the average fare over the life of this business plan. This fare increase will help move GRT in the direction of achieving the desired distribution in funding sources for the operation of the service and is in line with the goals of this plan for ridership growth. Traditionally fares are set annually at Regional Council and changes implemented on July 1st. To ensure transit service remains affordable for all members of the community, subsidy programs that provide discount fares to those in financial need should continue to be provided in conjunction with Regional Social Service agencies.
The financial model can be used each year to demonstrate the impact of alternative fare scenarios that Council may wish to consider. As the year‟s progress and ridership growth occurs at a greater or lesser rate than used in the current financial plan, there will be an opportunity to adjust fares to the appropriate level.
The financial model recognizes that the cost impacts of service enhancements are immediate while the associated new ridership (and revenue) takes up to three years to fully develop. There is also a recognition that GRT fares have been historically at a lower level than many peer group systems and the difference is especially large when comparing GRT to systems that offer express and rapid
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transit services. The proposed increases will assist GRT in moving to fare levels more comparable with peer group systems that offer express and rapid transit services. Transit riders are generally supportive of higher fares if significant service level improvements are being provided.
Details of the GRT Financial plan are contained in Working Paper 9: Financial Plan. Key parameters for the period of this Business Plan and a summary of forecasted ridership and financial performance are summarized in the table below.
Projected Ridership and Financial Performance
Annual Statistics 2010* 2011 2012 2013 2014 Proposed Total 584,367 612,346 657,278 679,284 713,973 Service Hours Ridership 18,055,000 19,500,000 20,744,000 21,975,000 23,297,000 Forecast Operating Cost 61,014,000 64,832,760 71,320,000 75,546,000 81,338,000
Passenger 22,783,000 23,957,000 27,216,000 30,280,000 33,357,000 Revenue Net Cost of $38,231,000 $40,297,760 $44,104,000 $45,266,000 $47,981,000 Service Revenue / Cost 37.34% 36.95% 38.28% 40.08% 41.01% Ratio Note: Based on 7% average annual fare increase *Actual values for 2010
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MONITORING AND NEXT STEPS
This Business Plan outlines a service strategy that includes the largest single year investment in additional service hours in GRT history (2011); the expansion of the Express corridor network; improvements in local services including frequency, service hours and route structure, addressing inter-regional travel demands and preparing for the introduction of Rapid Transit service connecting Cambridge, Kitchener and Waterloo.
The plan embraces the need for continuous customer service improvements, including how the GRT brand is communicated and marketed to the public; accommodating persons with disabilities and being at the forefront of advances in transit technology.
The 2010 RTMP sets an ambitious target for ridership growth. Achieving a 14.8 percent transit mode share by 2031 will require annual ridership to double within the next 10 years and interim targets are set for each year of the Business Plan. The plan includes performance measures and a monitoring strategy, with key targets and indicators that allow GRT staff to track performance and make modifications. This is documented in Working Paper 1: GRT Goals, Objectives and Service Standards.
Service plans will be updated annually based on the review of performance measures and subject to annual budget deliberations. The fare strategy will also be reviewed annually and adjusted based on the achievement of ridership and financial performance targets.
The Region has made a significant investment in public transit which will improve the quality of life of residents and contribute to a strong local economy. This Business Plan to 2014 sets out the direction that GRT will take to achieve the goals of the RTMP including integration with Rapid Transit.
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Appendix B: GRT Business Plan Public Comments Summary
General Comments Comment Count Staff Response Generally liked the Business Plan 12 Liked the proposed express network 3 Very happy with recent service improvements 1 The plan does not include frequency improvements on 3 Existing service will be existing routes reviewed annually and compared Would like to see more changes/ faster changes to the system 2 with service standards. The needs of the existing system will be considered in development of The plan does not provide enough improvements to service 2 final annual service plans. for MobilityPLUS customers. It does not include strategic planning for increasing aging population which will put huge In conjunction with LRT pressures on Mobility PLUS services. and aBRT, this represents a Plan does not implement enough of the RTMP to make a 2 considerable improvement to the meaningful change in mode share Region‟s transit infrastructure. The plan does not address the needs of Cambridge customers 1 Attainment of RTMP goals will be monitored and future plans Concern about the cost of implementing the plan 1 may be adjusted accordingly.
Express Corridor Prioritization Feedback Comment Count Staff Response Erb/ University Express is highest priority 3 Recommend Erb/ University Highland/ Victoria express is highest priority 3 express for 2013 and Highland/ Victoria Express in 2015 Highland/ Victoria express should be implemented in 2014 2 Express services are recommended Coronation express should be implemented earlier 2 based on ridership potential and Ottawa express is high priority 1 resource availability aBwill necessitate a review of Like proposed extension of 201 iXpress to east Waterloo 1 express route priorities for 2015 - Cambridge area express routes should have a higher priority 1 2018 Creating the complete express network should be a priority 1
General Comments Plan is too focused on Kitchener-Waterloo 1 Cambridge and K-W need express routes earlier than 1 currently proposed Creating East-west service should be a priority. 1 There should be an express through Preston 1 Improve the express connections at Conestoga College to 2 make a faster connection between Galt and west Kitchener
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Express Routes/ Network Redesign Feedback Comment Count Staff Response Generally like the proposed network redesign & Express 5 network Looking forward to aBRT in Cambridge. 1
Network Design Feedback Would prefer to see changes happen more quickly 3 The recommended pace of change Create more of a grid type network 2 reflects resource availability balanced with the need to integrate Would prefer gradual, incremental rate of change, with time 1 with aBRT and LRT. to review and adjust. The revised network will use Would prefer greater degree of change, to create a structure 1 Express routes to create a grid-type entirely oriented to LRT framework with local routes to Service connecting to LRT should have a minimum 1 ensure adherence to service frequency of every 15 minutes coverage standards.
Station Location Feedback Express routes should share station locations with LRT 2 Transit Planning staff will provide There should be an LRT station at the train station by C2G2 1 information to the RT team to define standards for service integration. Wherever possible, Express routes will share station locations with aBRT and LRT
Suggested Express Routings Create express service on Ottawa Street from Fischer- 1 Ottawa Street Express tentatively Hallman to Lackner planned for implementation in 2017 Modify iXpress to cross Maple Grove and serve Sportsworld 1 iXpress will transition to aBRT instead of operating on the 401. service using Hwy 401 by 2014
General Comments Local routes should be realigned to be more direct 1 Would like to see more key routes redesigned by 2018 1 Local routes will be adjusted to Like the network, but would forgo it to keep fares the same. 1 balance access with directness. Express routes will emphasize proposed changes do not improve the efficiency of the 1 directness over access network
The long routes should be split into shorter ones with their 1 own numbers to help avoid confusion
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Funding Strategy Feedback Comment Count Staff Response
System Efficiency Suggestions Put new service only where demand warrants it and remove 1 Business Plan includes a underused service recommended continuous Reducing the number of „milk runs‟ to help fund additional 1 improvement process of frequency of service on more direct express routes reallocating service to fully leverage investment in transit
Fares and Municipal Subsidy Comments Concerned about the cost-recovery target and its effect on 11 ridership growth Concerned that financial constraints will result in delayed 1 local service improvements Improving service and establishing LRT should be higher 1 priority than achieving a Cost-Recovery target. Focus should be on maintaining lower fares 1 Focus should be on service quality 1
Fare Strategy Feedback Comment Count Staff Response 5% increases are preferred/ acceptable provided the system 7 continues to improve Staff recommends a fare strategy Raising fares as proposed will decrease ridership growth 6 that balances municipal investment Fund expansion through increased municipal taxes 5 and transit revenue to help support ongoing service improvements Would like fare increases kept to a minimum 9 The cash fare should be $3 1 Cash fare will be determined based on fare strategy goals 7% increases provide the best value 1 Affordability is more important than service improvements 1 Implement larger increases to fund expansion, and do it 1 quickly Public transit should be free 1 Create fixed rates for those in financial hardship (and 1 Staff will continue to work to families on fixed incomes such as disability, unemployment) improve and expand existing affordability programs in partnership with Social Services Consider reduced rate possibilities for users of Mobility Plus 1 There isn‟t enough service improvement to justify the 1 proposed fares. Increase U-Pass fees 1
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Service Strategy for Township Urban Areas Feedback Comment Count Staff Response
General Comments General support 3 If demand warrants, extension is OK 1 Township service should be implemented as soon as feasible 1 Encourage GO to establish a layover in New Hamburg/ 1 Baden and include a GO/GRT Park and Ride station there Expand rural service 1 Service connecting the Township urban areas to the Cities is 1 important to promote transit ridership Consider a premium fare for rural service 2
Potential Service Option Comments Transit service in townships will be Smaller accessible bus is more efficient use in township/rural 1 developed and funded jointly. areas Consider Zone Bus for Conestoga, Maryhill, St. Agatha, 1 Service plans will include public New Dundee consultation that will review service Maybe car pooling and car sharing are the best ideas for 1 strategies, operating hours, service smaller rural areas design and funding BusPLUS is the appropriate method of extending service to 1 townships Service should connect to park and ride and to horse barn 1 facilities At least one daily round trip to urban areas should be a goal 1 Service should run 7 days a week, for most of the day 1 Low frequency is acceptable 1
Requests for Service to Township Urban Areas Request for service to Breslau and area 3 Would like to see service to New Hamburg/Baden 2
Service Suggestions Extend the hours of operation of Route 21 2 Extend iXpress to replace the current Route 21 1 Replicate Elmira‟s success in areas like Mannheim 1 Consider Dial-a-Ride service within Elmira to expand reach 1 of transit
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Interregional Service Strategy Comments Comment Count Staff Response
Connectivity Support integration at the Victoria and King transit 3 hub Will require good connections with the rest of 1 GRTs network Will require good connections with interregional 2 service
Fares Pursue PRESTO fare card integration with GO and 2 other transit services
Other comments/ Suggestions Work with Guelph to create shared intercity 5 service Consider providing intercity DMU/EMU service 2 Would like to see Greyhound selling tickets at 2 Charles Street Terminal Concerned that the first GO train will leave before 2 GRT buses are in operation Would like to see better GO transit service options 1 Continue to advocate for improved GO service 1 Need GO route to Aldershot/Hamilton. 1 Need track upgrades to increase GO/VIA service to 1 Kitchener. Try pursuing a link between Guelph, Cambridge 1 and Brantford Try pursuing a link between Kitchener or 1 Cambridge and Guelph, especially for those times when GO does not operate work to reconnect towns like Cambridge, Guelph, 1 Paris, KW and Brantford Consider a premium fare for intercity service 1 Consider merging with Guelph Transit 1
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Technology Strategy Feedback Comment Count Staff Response
General Comments Traditional information channels will still be 2 required Google maps integration is very convenient 2 Advanced information technology will help 2 customers use the system, especially when delays happen Service improvements are a better use of 1 investment The text message system for schedules is great 1
Fare Technology Comments Provide smart card system, integrated with Presto 5 A smartcard fare system tied with interregional 1 service would make transit a lot more attractive Extend smart cards to other services like parking 1 or bike sharing Implement a proof of purchase strategy on heavier 1 routes in peak periods
Real Time Schedule Information Comments Would like more real time displays at stops 2 All terminals should have real-time information. 1 Provide real time location information 1 Use NextBus as the TTC does to provide real time 1 information to customers
Requests for Improvements to Existing Systems EasyGO web planner needs to be improved. 2 Improve updates for detour routings 1 Review in detail the on-bus announcement system 1 for stop naming accuracy Develop standards for location/ landmark/ station 1 naming
a Page 58 Report: P-12-014 REGION OF WATERLOO
PLANNING, HOUSING AND COMMUNITY SERVICES Transportation Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: T04-40/401
SUBJECT: HIGHWAY 401 (HESPELER ROAD TO HALTON) ENVIRONMENTAL ASSESSMENT – REGION OF WATERLOO COMMENTS ON PRELIMINARY PREFERRED PLAN
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the following with regard to Highway 401 (Hespeler Road to Halton), as described in Report No. P-12-014, dated January 31, 2012:
a) Endorse the protection of the Highway 401 corridor to accommodate eight lanes and two high-occupancy vehicle lanes, and the provision of sufficient width to accommodate these lanes when replacing all structures;
b) Encourage the Province of Ontario to consider increased passenger rail service, including extension of GO Rail service along the Milton Line to Cambridge and enhanced GO Rail service along the Georgetown Line to Kitchener, prior to the physical widening of Highway 401;
c) Continue to work with the Ontario Ministry of Transportation and the City of Cambridge to identify appropriate pedestrian and cyclist crossing provisions for the Hespeler Road and Franklin Boulevard interchanges, and develop cost sharing agreements to implement these measures as soon as possible; and
d) Encourage the Ontario Ministry of Transportation to consider modifications to the Townline Road interchange and carpool lot to accommodate inter-regional bus operators.
SUMMARY:
The Ontario Ministry of Transportation (MTO) has been conducting an Environmental Assessment to evaluate the widening of Highway 401 between Hespeler Road and the west boundary of the Region of Halton. MTO has identified many concerns along this highway section, such as current and projected traffic congestion, pavement conditions, and the condition and size of structures across the highway. At a Public Information Centre in December 2011, MTO presented its Preliminary Preferred Plan for the highway, which involves widening to ten lanes (including two high occupancy vehicle (HOV) lanes), and reconstruction of the interchanges and structures at Hespeler Road and Franklin Boulevard.
Highway 401 is a critical connection for the Region to the Greater Toronto Area (GTA), and it is important to plan future capacity and operational improvements. However, since it is essentially the only connection, it is also important to begin planning for alternative connections. The GTA West Corridor Transportation Development Strategy will improve the overall Provincial transportation network but will still leave the Region largely dependent on Highway 401, and the recently started GO Rail service to Kitchener along the Georgetown Line is only the first step in improved rail service to the Region.
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Highway 401 has been identified as a major barrier to active transportation (e.g. cycling and walking) in the City of Cambridge. MTO recognizes the importance of active transportation and is currently working on a new Active Transportation Policy and design guidelines. MTO has committed to reinstate any existing pedestrian and cycling provisions, but has stated that any new facilities will need to be funded by the Region and/or the City of Cambridge. The Region’s Active Transportation Master Plan (ATMP) process is ongoing and will consider active transportation highway crossing provisions in the area of Hespeler Road and Franklin Boulevard, taking into account the completed Highway 401 Pedestrian/Cyclist Bridge Feasibility Study.
The City of Cambridge supports the findings of this report, and has participated in both the Environmental Assessment and the September 2011 Value Engineering workshop for this study.
This study is directly related to Strategic Objective 3.4 (Encourage improvements to intercity transportation services to and from Waterloo Region) and Action 3.4.2 (Actively participate in the Ministry of Transportation’s long term strategic plan for South Central Ontario). Additionally, the inclusion of HOV lanes along Highway 401 and provision for active transportation at Highway 401 interchanges will help advance the following Strategic Plan objectives: 1.2: Reduce greenhouse gas emissions and work to improve air quality; 2.2: Develop, optimize and maintain infrastructure to meet current and projected needs; 3.2: Develop, promote and integrate active forms of transportation (cycling and walking).
REPORT:
Since June 2009, the Ontario Ministry of Transportation (MTO) has been conducting a Class Environmental Assessment to evaluate the widening of Highway 401, from Hespeler Road (Regional Road 24) to the west boundary of the Region of Halton. This 26 km section of Highway 401 is currently three lanes in each direction, and within the Region has full interchanges at Hespeler Road and Townline Road and a partial interchange at Franklin Boulevard. In 2008, Highway 401 between Hespeler Road and Townline Road carried about 95,000 vehicles per day. For comparison, a six lane freeway has a capacity range of 100,000 – 120,000 vehicles per day.
MTO has identified many concerns along this section of Highway 401, as follows: Existing Traffic: Peak hour operations are approaching the capacity of a six lane freeway, and truck volumes range from 21% to 30%; Future Traffic: Travel demand forecasting has identified a need for an eight lane freeway by 2016 and a ten lane freeway by 2031; Pavement: The existing pavement structure is nearing the end of its service life; Structures: With the exception of the Townline Road overpass, all bridges and culverts in the study area require extensive rehabilitation and/or are not long enough to accommodate a widened highway.
Consequently, MTO initiated the study to: Identify future operational and safety improvements; Address future capacity needs, including the accommodation of high truck volumes; Evaluate widening and interchange alternatives; Recommend a plan to address the needs of the highway to 2031; Identify recommendations for the rehabilitation/replacement of structures; Identify opportunities for high occupancy vehicle (HOV) lanes; Update the designation limits of Highway 401 (MTO limit of permit control); Identify future property requirements.
MTO has hosted two Public Information Centres (PICs) for this study, the most recent of which was in December 2011. After reviewing the alternatives developed earlier in the study and hosting a
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Value Engineering workshop in consultation with municipal staff in September 2011, MTO has selected the preliminary preferred alternatives for the highway and the interchanges, as follows:
Mainline Highway 401: Widen to four general-purpose lanes in each direction (i.e. eight lanes total) and one HOV lane in each direction throughout the study area; Hespeler Road Interchange: Reconstruction of structure with a partial shift to the east, and other minor improvements; Franklin Boulevard Interchange: Replacement of structure at existing location, and other minor improvements; Townline Road Interchange: Minor improvements to existing interchange.
MTO’s analysis indicates that widening of Highway 401 to ten total lanes will provide sufficient traffic capacity beyond 2031. The addition of HOV lanes will provide more capacity on essentially the same highway footprint, encourage more efficient use of the highway and improve travel time reliability for inter-regional buses and carpoolers.
At the Hespeler Road interchange (Attachment 1), the proposed partial shift to the east would improve traffic operations, avoid property impacts along Hespeler Road, and improve constructability of the interchange since the existing bridge could remain open during construction. There are no pedestrian and cyclist facilities on the proposed new Hespeler Road structure. MTO proposes working with the Region and the City of Cambridge to assess the feasibility of accommodating active transportation on a separate structure to the east.
At the Franklin Boulevard interchange (Attachment 2), MTO notes that constructing the new bridge at the current location would result in the lowest overall construction cost. The proposed structure would include a sidewalk on the east side. MTO is proposing full closure of the structure during construction, which would close most movements at the interchange but would reduce the construction to a single construction season and reduce construction costs. By comparison, a partial closure would permit most of the interchange to remain open during construction, but would extend the duration of the project to two construction seasons and increase construction costs.
At the Townline Road interchange (Attachment 3), MTO is proposing minor changes to the existing interchange, the most significant of which is the expansion of the existing carpool parking lot.
MTO recognizes the importance of walking and cycling, and has committed to ensuring that pedestrians and cyclists can safely cross Provincial highways. MTO is currently working on a new Active Transportation Policy and design guidelines. MTO has stated that they will reinstate any existing pedestrian and bicycle provisions, but that new facilities, either on the main structure or a separate bridge, will need to be funded by the Region and/or the City of Cambridge.
Regional Comments
Highway 401 and the Inter-Regional Transportation System Highway 401 is a critical connection for the Region to the GTA, and this link directly or indirectly affects many residents who commute to the Greater Toronto Area (GTA), as well as businesses moving goods by truck. Traffic congestion imposes economic costs and reduces quality of life, and it is important to plan and protect for future capacity, safety and operational improvements. MTO’s proposal to widen Highway 401 will improve capacity and traffic operations, and the addition of HOV lanes will increase the overall capacity of the highway for the same footprint, make carpooling to the GTA a more attractive option, and help improve the travel time reliability of inter-regional buses. MTO should design the structures and identify the property required to ultimately widen Highway 401 to ten lanes as proposed.
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Since Highway 401 is the only transportation corridor that directly connects the Region to the GTA, it is also important to consider alternatives that will improve transportation system reliability and provide choice to travellers. MTO recently completed the draft Transportation Development Strategy for the GTA West Corridor, which proposes the following measures (Attachment 4), among others: Extension of the COMPASS Transportation System Management program to Guelph; Public transit improvements proposed by Metrolinx (i.e. The Big Move); Potential transit connections among western urban growth centres; Inclusion of HOV lanes on Highway 401 from Halton Region to Highway 410; Widening of Highway 401 from 6 lanes to 10-12 lanes to Highway 410; and, Construction of a new 4-lane highway from Halton Region to Highway 400 north of Vaughan.
Even with these measures, the Region will still be almost completely dependent on Highway 401. Regional Council had previously requested consideration of a different alignment for the new freeway that would cross the Niagara Escarpment and provide an alternative to Highway 401. MTO’s response has been that such a connection does not provide additional transportation benefits to the planning horizon of 2031. Given the long term nature of highway projects, a 20-year planning horizon is too short for a decision of this scope.
The recently completed extension of GO Rail service along the Georgetown Line to Kitchener is an important first step that will help to establish rail as a viable commuter option. Additional trains and track improvements are now needed to improve the service. Additionally, the extension of GO Rail service along the Milton Line to Cambridge is a Regional priority that could reduce demand on Highway 401. Implementing rail service in advance of highway expansions will help to establish ridership patterns, improve the viability of rail services and delay future highway expansions.
The proposed HOV lanes and transit expansions will only be effective if they connect to an integrated Provincial system. MTO should continue to examine opportunities to expand the Provincial HOV lane network, and Regional staff should continue to work on the inter-regional transportation planning initiative with MTO and neighbouring municipalities. This will improve the understanding of travel patterns and help plan future expansions of the overall regional transportation network.
Active Transportation on Hespeler Road and Franklin Boulevard across Highway 401 The Region is currently working on the Active Transportation Master Plan (ATMP), called Walk Cycle Waterloo Region. Travellers must cross Highway 401 to travel from north Cambridge to south Cambridge, and in ATMP public meetings the highway was identified as a major barrier for walking and cycling. The lack of active transportation facilities across the highway on Hespeler Road and Franklin Boulevard makes it more difficult and more dangerous for pedestrians and cyclists to cross the highway. Designing for pedestrians and cyclists will encourage greater use and improve safety.
The Region and the City of Cambridge, with MTO participation, initiated the Highway 401 Pedestrian/Cyclist Bridge Feasibility Study in June 2009 to examine the feasibility of improving active transportation over Highway 401 at Franklin Boulevard. The study recommended that pedestrian and cyclist provisions be integrated into the interchange if construction were to proceed by 2015. In the event that MTO’s project does not proceed by then, the study recommended that a separate pedestrian and cyclist bridge be constructed adjacent to the Franklin Boulevard bridge. MTO has also proposed to work with the Region and the City of Cambridge to assess the feasibility of accommodating active transportation on a separate structure to the east of the Hespeler Road interchange, and the Region will continue to work with MTO and the City of Cambridge to determine the nature and timing of active transportation crossings of Highway 401.
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Townline Road Interchange MTO is proposing to expand the existing carpool parking lot on the southeast quadrant of the interchange (Attachment 3). The parking lot driveway is on Lake Road (Wellington Road 32), and Regional residents using the lot access it via Pinebush Road. GO Transit representatives have noted that the lot is not a convenient location for a park and ride station due to the indirect access to the lot. The proposed expansion of the parking lot would bring it closer to the W-N/S off-ramp, and it may be feasible to modify the S-E on-ramp to allow more direct access. This could potentially benefit Regional carpoolers and inter-regional bus operators, should they wish to establish a park and ride station. MTO should consider involving stakeholders such as Greyhound and GO Transit in the detail design of this portion of the interchange.
Next Steps for the Highway 401 (Hespeler Road to Halton) Environmental Assessment
MTO is accepting comments about the Preliminary Preferred Plan and is aiming to conclude the study by filing the Transportation Environmental Study Report in Spring/Summer 2012. The project team for the Highway 401 Pedestrian/Cyclist Bridge Feasibility Study consulted with the Cambridge Trail Advisory Committee (CTAC) and the Regional Cyclist Advisory Committee (RCAC), and these groups should be consulted as part of ongoing discussions with MTO regarding active transportation across Highway 401.
Area Municipal Consultation/Coordination
The City of Cambridge supports the findings of this report, and has participated in both the Environmental Assessment and the September 2011 Value Engineering workshop for this study.
CORPORATE STRATEGIC PLAN:
This study is directly related to Strategic Objective 3.4 (Encourage improvements to intercity transportation services to and from Waterloo Region) and Action 3.4.2 (Actively participate in the Ministry of Transportation’s long term strategic plan for South Central Ontario). Additionally, the inclusion of HOV lanes along Highway 401 and provision for active transportation at Highway 401 interchanges will help advance the following Strategic Plan objectives: 1.2: Reduce greenhouse gas emissions and work to improve air quality; 2.2: Develop, optimize and maintain infrastructure to meet current and projected needs; 3.2: Develop, promote and integrate active forms of transportation (cycling and walking).
FINANCIAL IMPLICATIONS:
There is currently no funding identified for the widening of Highway 401 in MTO’s Southern Highways Program to 2015, but MTO is open to trying to accelerate the Franklin Boulevard interchange reconstruction funding if cost sharing is available. MTO has provided preliminary cost estimates of integrating sidewalks on both sides of the Hespeler Road bridge, and an additional sidewalk on the west side of the Franklin Boulevard bridge, of $655,000 and $300,000, respectively. MTO has stated that any new walking and cycling facilities will need to be funded by the Region and/or the City of Cambridge.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Transportation and Environmental Services were consulted in the preparation of this report.
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ATTACHMENTS:
Attachment 1 – Hespeler Road and Highway 401 Interchange Attachment 2 – Franklin Boulevard and Highway 401 Interchange Attachment 3 – Townline Road and Highway 401 Interchange Attachment 4 – GTA West Corridor Draft Transportation Development Strategy
PREPARED BY: Geoffrey Keyworth, Senior Transportation Planning Engineer
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
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ATTACHMENT 1 – HESPELER ROAD AND HIGHWAY 401 INTERCHANGE
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ATTACHMENT 2 – FRANKLIN BOULEVARD AND HIGHWAY 401 INTERCHANGE
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ATTACHMENT 3 – TOWNLINE ROAD AND HIGHWAY 401 INTERCHANGE
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ATTACHMENT 4 – GTA WEST CORRIDOR DRAFT TRANSPORTATION DEVELOPMENT STRATEGY
1089937 Page 10 of 10 Report: P-12-015 REGION OF WATERLOO
PLANNING, HOUSING AND COMMUNITY SERVICES Transportation Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: T13-50
SUBJECT: WATERLOO SPUR LINE MULTI-USE TRAIL FEASIBILITY AND DESIGN STUDY
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the preferred alignment detailed in the Waterloo Spur Line Multi-Use Trail Feasibility and Design Study, with construction subject to finalizing funding as described in Report No. P-12-015, dated January 31, 2012.
SUMMARY:
The Region of Waterloo, in collaboration with the City of Kitchener and the City of Waterloo, initiated the “Waterloo Spur Line Multi-Use Trail Feasibility and Design Study” in December 2010 to examine the feasibility of creating a formal trail along the Waterloo Spur Line between Ahrens Street in the City of Kitchener and King Street in the City of Waterloo.
Two public consultation events were held to gain public and stakeholders feedback. The initial public consultation event was a workshop, held on June 9, 2011 to introduce the project and seek feedback on opportunities and challenges. The input gathered from this workshop was considered in developing trail material options and alignments. The second public meeting was held on October 27, 2011 to present alternative surface types, different ways to separate the trail from the railway tracks, options for lighting, as well as the project team’s preliminary preferred option for the trail alignment. There were many public comments regarding the landscaping, trail crossings of roads and the rail tracks, desired lighting, and potential trail connections to local streets and attractions. The comments received from this meeting can also help the project team in the next phase of detailed design.
From the two alternative alignment options that were developed, the project team selected a preferred alignment based on several factors, including public input, space availability, grade, property encroachments and avoidance of rail equipment. The study explored alternatives for trail surfacing, track/trail separation, lighting, security, and signage/way finding. Consideration was given to alternatives for the trailhead locations other than at King Street and Ahrens Street where there are conflicts and safety concerns (i.e. lack of space between King Street and Regina Street).
Based on evaluating the trail alignment and material alternatives and taking into account the public comments received during the public consultation meetings, the study concluded that:
Creating a trail along the Waterloo Spur Line from Ahrens Street to King Street is feasible; A designated multi-use trail could be implemented between Regina Street in Waterloo and Wilhelm Street (near Weber Street) in Kitchener. The study recommends stopping the multi-use trail at Regina Street then continuing with on-street bike facilities and sidewalks along Willis Way to Caroline Street to connect to the Trans Canada/Iron Horse Trail. It is also recommended that the official multi-use trail stop at Wilhelm Street in Kitchener until the Weber Street widening is completed. The Weber Street project includes a multi-use
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trail on the west side of Weber Street for both cyclists and pedestrians, and a pedestrian refuge island near the Waterloo Spur corridor; The multi-use trail preferred alignment runs along the north side of the corridor except at Laurel Creek Bridge (behind City of Waterloo City Hall) to Regina Street where it is recommended to run on the south side; Asphalt is recommended for the surface; Fences between the trail and railway are to be considered in the detailed design phase; and, Lighting the entire trail is recommended, subject to the availability of funding.
Staff from the City of Waterloo and the City of Kitchener participated on the project team for this project and are supportive of the preferred alignment for the trail. Potential funding partners are being investigated to help implement the proposed multi-use trail as described in this report.
REPORT:
The Waterloo Spur Line Multi-Use Trail Feasibility and Design Study was initiated to assess the feasibility of creating a formal multi-use trail along the Waterloo Spur line between Ahrens Street in the City of Kitchener, and King Street in the City of Waterloo.
The Waterloo Spur Line is identified in the Regional Cycling Master Plan as a core off-road route. Core routes are the highest priority cycling links as they connect major nodes. This route is centrally located and provides a direct off-road route for travel between Uptown Waterloo and Downtown Kitchener. The trail will promote more active living by providing a key link in the network connecting established residential neighbourhoods, employment nodes and future rapid transit station areas in Kitchener and Waterloo.
The project team for this study consists of staff from the Region of Waterloo, the City of Waterloo, the City of Kitchener and Victor Ford and Associates Landscape Architects Inc, the consulting firm that has been retained by the Region to help in undertaking the study.
Background and Objectives The study area from King Street South to Ahrens Street West was divided into 14 study sections to determine the opportunities and constraints and possible trail alignment options. The study sections were inventoried to confirm conditions and possible conflicts.
The main objectives of this study are: Examine how a trail can be physically accommodated within the rail right-of-way, Identify issues and constraints that need to be addressed, Develop and evaluate the alternative design concepts, Determine which amenities are appropriate; and Estimate the trail construction and maintenance costs.
Design Criteria Design criteria were developed and used to assess the opportunities, alignment options, and trail material options. The design criteria include spatial requirements (i.e. rail envelope, trail surface width, clear zone, multi-use trail envelope), design requirements in accordance with the City of Kitchener Development Manual, public and stakeholder input, as well as cost. Based on the developed design criteria, the proposed typical trail section would consist of a 3 metre multi-use trail; 1 metre clear zone, 4 metre track bed, and 1 metre drainage swale (refer to Attachment 1- Typical Section and Plan).
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Alternative Alignments Two alternative trail alignments were developed on either side of the rail tracks for each study section. The preliminary preferred alternative was chosen based on the physical space availability, existing swale and culverts, existing utilities, existing rail equipment, steep slopes, existing trees or tree root zones, and existing encroachments from private properties. Avoiding rail control cabinets was a high priority in determining the preferred alignment as relocating the cabinets has significant cost and schedule implications.
Through evaluating the alignment options, it was concluded that the preferred alignment option is to install the trail on the north side of the rail track (considering the corridor is running east/west). There is one exception, from Laurel Creek Bridge to Regina Street where the preferred alignment would run on the south side of the rail track (refer to Attachment 2 - Overall Alignment). The City of Waterloo is upgrading the trail crossing behind the City Hall (City Centre Trail Link project) to make it accessible for all trail users (pedestrians, cyclists, and wheelchair users).
Transportation Association of Canada (TAC) standards and rail guidelines along with best practices were examined to design the typical trail crossings with intersecting streets. The proposed design of the intersecting street crossings aims to maximize safety and make the trail and vehicle users aware of each other’s path of travel (refer to Attachments 3 - Typical Midblock Crossing of Roadway).
Public Consultation The initial workshop was held on June 9, 2011 to introduce the project and seek feedback on opportunities and challenges. Most of the comments received were in support of the project. The key messages that emerged from this public workshop include:
Safety was the number one issue for participants in relation to lighting, security, and sharing usage of the trail; Maintenance of natural elements and connections with other trails; Appropriate way-finding and traffic signage; Safe crossings at intersections; and Concerns about potential impacts on adjacent properties.
The results of the public workshop were important factors in the consideration of the different options of the trail including preferences for material, trail alignments, fencing, and lighting.
The second public meeting held on October 27, 2011, presented opportunities, constraints, a benefit/cost analysis of each design alternative and the preliminary preferred trail alignment to the public. The key messages that emerged include: The public generally supports the project; Support for Willis Way as an alternative route between Regina Street and King Street; Concerns about the crossing at Weber Street; Clear preferences for material options, as follows: o No physical barrier, or a soft planting barrier only, between the railway and the trail; o Asphalt surface; o Lighting for the trail; o Need for additional security measures.
Additionally, the trail and its relationship with the community is still a concern, including issues such as backyard privacy, community engagement, and sense of ownership. Attachment 4 provides the project team’s detailed responses to the questions raised by the public. The most common questions along with staff responses are summarized below:
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Weber Street Crossing and Angle of Trail Crossing with Railway o This will be addressed as part of the Weber Street widening project. The project will realign the Weber Street bend in the area of the Waterloo Spur, include a pedestrian refuge island in the vicinity of the Waterloo Spur corridor and include a multi-use path on the west side of Weber Street from Wilhelm Street to Water Street. General Security Concerns o Several comments were received regarding security. The most effective security for the trail is for more users to be present. There is currently usage of this trail and with a formalised trail, it is expected there will be higher usage which will discourage illicit activities. In addition, homeowners would be encouraged to report suspicious activity immediately. Lighting the Trail o Many comments supporting lighting the trail were received. Lighting the entire trail has been recommended subject to availability of funding. During detailed design, additions will be considered that will allow easy future implementation, such as conduit for wire placement. Landscaping and Backyard Fences o A few questions regarding the landscaping plan and providing fences to protect backyards were received. Depending on budget resources, development of a landscaping plan including trees within the trail corridor will be considered. Regarding the protection of backyards, owners may install fences or other planting materials in accordance with applicable laws.
The input received from the second PCC will also help the project team should this project proceed to the next phase of detailed design.
Railway Consultation The Region owns the Waterloo Spur line. Regional staff has met with managerial representatives of both Canadian National Railway (CN) and Goderich-Exeter Railway (GEXR). GEXR operates freight trains on the Waterloo Spur in accordance with an agreement with the Region. Regional staff has met with Transport Canada (TC) representatives as well.
The CN, GEXR, and TC representatives requested that a physical barrier be installed between the tracks and the proposed trail to eliminate any trespassing on the track to improve safety. The project team will consider this request in the detailed design phase of this study.
Conclusions and Recommendations The study concludes that a designated multi-use trail can be implemented between Regina Street in Waterloo and Wilhelm Street at Weber Street in Kitchener. The multi-use trail preferred alignment runs along the north side of the corridor except from Laurel Creek Bridge to Regina Street where it is recommended to run on the south side.
The section of the corridor between Regina Street and King Street cannot accommodate a multi- use trail due to insufficient space. The project team preferred alternative ends the official multi- use trail at Regina Street and connects to the Trans Canada/Iron Horse Trail via Regina Street, Willis Way and Caroline Street with on-street cycling and sidewalks (Attachment 5).
The section of the spur line corridor between Wilhelm Street to Weber Street is not feasible because there is currently no ability to provide a controlled crossing for cyclists and pedestrians on Weber Street at the multi-use trail location (Attachment 6). As an interim measure, the multi- use trail will end at Wilhelm Street. As part of the Weber Street widening, a 3-metre multi-use trail will be included on the west side from Wilhelm Street to Water Street. In the future, users will be able to:
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continue on the Weber Street multi-use trail to Wellington Street, then by on street bike route and sidewalk to Ahrens Street; or continue on the Waterloo Spur Line trail using the future Weber Street pedestrian refuge island to continue to Ahrens Street (the official end of Waterloo Spur line). The spur line trail would be signed for pedestrians only from Weber Street to Ahrens Street in the interim.
Alternatives for trail materials were evaluated. For the trail surface, several types of materials such as asphalt, compacted granular, wood, rubber, and concrete were investigated. Asphalt has been identified as the preferred surface for the trail. Several options for the track/trail separation such as, no physical separation, low rail, curb, and fence were also explored. The physical separation for track/trail is to be considered in the detailed design phase of this study. Lighting the entire trail is recommended subject to availability of funding.
Next Steps
If the preferred trail alignment detailed in this report is approved by Regional Council, the following next steps would be taken:
Initiate the detailed design phase of the Waterloo Spur Line Multi-Use Trail Study; and Continue to investigate opportunities for funding partners.
Area Municipal Consultation/Coordination
The City of Waterloo and the City of Kitchener are actively participating in the study as project team members. The cities are both supportive of the implementation of the Waterloo Spur trail. A copy of this report has been distributed to all Area Municipalities.
CORPORATE STRATEGIC PLAN:
The Waterloo Spur Line Multi-Use Trail Feasibility and Design Study supports the Region’s Strategic Focus Area 2 (Growth Management and Prosperity), that relates to developing, optimizing and maintaining infrastructure to meet current and projected needs. Strategic Focus Area 3 (Sustainable Transportation) is also supported by this project. This focus area relates to developing, promoting and integrating active forms of transportation (cycling and walking).
FINANCIAL IMPLICATIONS:
The 2012 Transportation Capital Program includes funding allocation of $160,000 for the Waterloo Spur Line Multi-Use Trail Feasibility and Design Study. The costs of the feasibility and design study have been budgeted within this allocation. The cost of constructing the preferred alignment with the preferred material is initially estimated at $2,500,000 (including $100,000 for storm water management and $500,000 for amenities and landscaping), with a potential additional $1,000,000 for lighting the trail. The cost of the trail’s maintenance is estimated at $150,000 per year (including landscaping, snow clearing, hydro costs). To date, maintenance on the Spur line has been undertaken by Regional staff; however, ongoing maintenance costs would need to be reviewed by the Region with the Cities of Kitchener and Waterloo. External funding opportunities and partnerships including grants are being investigated for the capital construction costs. The potential construction date would depend on funding arrangements.
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OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Transportation and Environmental Services has representatives on the project team.
ATTACHMENTS:
Attachment 1 - Typical Section and Plan Attachment 2 - Overall Alignment Attachment 3 - Typical Midblock Crossing of Roadway Attachment 4 - Project Team’s Response to Questions received from the October 27, 2011 Public Consultation Centre Attachment 5 - Uptown Waterloo Start/End - Preferred Option Attachment 6 - Kitchener (Weber Street) - Start/End – Preferred Option
PREPARED BY: Hanan Wahib, Transportation Planning Engineer
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
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ATTACHMENT 1- TYPICAL SECTION AND PLAN
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ATTACHMENT 2- OVERALL ALIGNMENT
Enlargement Plan 3 Plan Enlargement
See Attachment 2.3: 2.3: See Attachment
See Attachment 2.2: Enlargement Plan 2 Plan Enlargement 2.2: See Attachment
See Attachment 2.1: Enlargement Plan 1 Plan Enlargement 2.1: See Attachment
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ATTACHMENT 2.1- ENLARGEMENT PLAN 1
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ATTACHMENT 2.2- ENLARGEMENT PLAN 2
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ATTACHMENT 2.3- ENLARGEMENT PLAN 3
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Attachment 3: Typical Midblock Crossing of Roadway
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ATTACHMENT 4 - PROJECT TEAM’S RESPONSE TO QUESTIONS RECEIVED FROM THE OCTOBER 27, 2011 PUBLIC CONSULTATION CENTRE
Waterloo Spur Line Multi-Use Trail Feasibility and Design Study October 27, 2011 - Public Info Session Concerns and Responses The following concerns were provided by the public regarding the information presented at the Public Consultation Centre. The Project Team developed responses are also listed below. General comments that do not present a concern or issue are not listed here. General comments that support the trail and plan in general are not included.
Commenter / Concern Project Team's Response Comment
1 • Suggests political review of the •The Regional staff reports study progress to options, not just by staff. Regional Council at key milestone. The final recommendations/ including the options will be presented to Regional Council for approval.
2 a • Perhaps to identify security • The most effective security for the trail is for needs if/when problems arises in more users to be present. There is currently order to find the most appropriate usage of this trail and with a formalised trail it is security measures. expected there will be higher usage which will discourage illicit activity. In addition, homeowners would be encouraged to report suspicious activity immediately.
2 b • Crossings should be clear and • The proposed dots-marking at the trail/road obvious, and painted at crossings will delineate the trail.. The project team crossings. in consultation with Transportation Managers from both City of Kitchener and City of Waterloo recommends this type of crossing solution.
3 a • Currently accesses backyard •The Multi-use Trail will be for active modes for maintenance using truck (walking and cycling) with the ability of vehicles to driven into Spur Line. Please access for maintenance purposes only. Allowing leave room for this access. private vehicular access into the rail corridor would compromise the safety of trail users. Currently, driving onto the corridor to access the rear of a house is technically not permitted. A private property owner can request special permission from the Region prior to driving a vehicle onto the railway property for maintenance purposes. In terms of future access, this can still be accommodated if the access does not damage the trailway and is not prohibited by any fencing that may need to be erected to accommodate the trail. Permission is required to enter upon the railway property each time a property owner intends to utilize it for access.
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3 b • No dumping signs should be • Detailed signage will be developed further in the posted and enforced. design stage of the project.
3 c • Arrows, centre line, and speed • Trail markings such as these will be developed limit markings on the trail. further in the detailed design stage of the project. • Speed limit signs would have limited effectiveness as cyclists generally do not have speedometers.
4 a • Lighting could be done later or • Lighting the entire trail has been recommended in phased construction. by the study consultant, subject to available funding. During detailed design, additions will be considered that will allow easy future implementation, such as conduit for wire placement.
4 b • There will need to be serious • Some trail users will continue to use the Spur impediment at the narrow section Line at their own risk, as there is no way to block it of the rail line at King Street if we without disrupting the trains. There will be want people to use Willis Way. guidance at the trail end to encourage trail users to use the alternative route along Regina. The goal is to provide a safe route for all users.
5 a • House 127 (Ahrens Street) • Survey plans and photos regarding 127 Ahrens shed not in right-of-way? Street shed show that the shed appears to be on the Region's property in the rail. Regional staff has sent a letter to the owner regarding this issue.
5 b • Refuge at Wilhelm - curb cuts • The detailed design for Weber Street will include through refuge so that cyclists a pedestrian refuge island designed to Regional are on grade the whole way to standards, which includes curb cuts. Victoria.
5 c • Protect backyards where • Depending on budget resources, the Region of necessary by trees. Waterloo will consider developing a landscaping plan including trees within the trail corridor. the owners may install fences or other material plantings in accordance with applicable laws .
5 d • Punch trail through from Regina • The space between the buildings is Street to King Street between the approximately 6m wide. Any publicly used facility buildings. is not permitted in the track envelope because there is not adequate space to accommodate the multi-use trail at this location.
5 e • Can the south end of the trail be • The study area for this project ends at Ahrens created to end at a Regional Street at this time and there are no Regional Building? Buildings in the vicinity. Future trail connections are being considered as part of the Walk Cycle Waterloo Region (Active Transportation Master Plan).
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6 a • Investigate access between • Future trail connections are being considered as 508/496 Duke Street. part of the ongoing study, Walk Cycle Waterloo Region (Active Transportation Master Plan). (This option will involve buying properties).
6 b • Tunnel access under Weber • The Weber Street Environmental Study is Street to keep continuity of trail. complete and has recommended a future pedestrian refuge island on Weber Street in the vicinity of the Waterloo Spur Line multi-use trail to allow trail users to cross.
6 c • Provide reflective strips on hard • Reflective strips are among the options surfaces or edge so the trail is presented for design to be completed in the next visible at night stage of the project.
7 a • The use of asphalt is not • Asphalt is the preferred option because of its environmentally sound as it is a suitability for multi-use trails. Concrete is a harder petroleum-based product. surface and not as appropriate for joggers/walkers Supports the use of concrete. as it can increase wear and tear on (trail user's) joints. Concrete tends to crack, potentially creating hazards for trail users. • There are environmental impacts with both materials.
7 b • Interested in the bidding on any • Final design has not yet been completed. concrete staining or painting Pending project approval and further development aspects of the project. of the design, any bidding opportunities would be open to qualified contractors.
8 • Have a few concerns about the • The Weber Street Environmental Study is crossings at Weber Street. complete and has recommended a future pedestrian refuge island on Weber Street in the vicinity of the Waterloo Spur Line multi-use trail to allow trail users to cross. The projected volume of traffic after widening, future speed limit, geometry of the road, and the visibility will be examined carefully as a part the detailed design of the Weber Street project to provide safe crossing for all trail users.
9 a • Weber Street bike lane • The approved Weber Street widening project connection needs to cross tracks has recommended a change in the alignment of at a perpendicular angle. the bend in Weber Street. This geometric improvement will allow the proposed multi-use trail on the west side of Weber Street to cross the rail tracks at an angle closer to 90 degrees. The detailed design of the Weber Street project will determine the final geometry of the trail crossing of the rails.
9 b • Asking cyclists to dismount at • The option to continue on the multi-use trail on Weber Street is insulting. Weber Street is available. In the Highway Traffic Act, cyclists are required to dismount when 1096868 Page 15 of 28
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crossing roads at refuge islands or marked crosswalks.
9 c • Posts at crossings can be • There are necessary requirements to block the dangerous obstructions and trail from private vehicle use and to warn trail cause problems for cyclists with users there is a road crossing. Bollards were child trailers. preferred by the project team over zigzag gates (the gates along the Iron Horse Trail). Bollards are to be spaced at a minimum of 1.5 m apart (from centre) and will be equipped with reflective tape. The bollards will be located at illuminated locations. Trail users should operate as appropriate for conditions and their skill level.
9 d • Suggests a more direct link to • The study area for this project ends at Ahrens multi-modal hub. Street. The active transportation connections between the Spur Line and the multi-modal station are a high priority for Regional and City of Kitchener staff. The connections between the projects will be reviewed in 2012 as part of the multi-modal station planning.
9 e • Willis Way connection needs to • A multi-use trail cannot be accommodated actually be convenient or else between King Street and Regina Street as the cyclists will continue to cut distance between the building is too narrow and across King Street through the the mid-block crossing at King Street is not parking lot and along the Spur protected. The preferred route is to extend the Line. multi-use trail to Regina Street and continue by on-street bike route and sidewalk along Willis Way to Caroline Street. The aim is to provide an acceptable alternative route that accommodates all users.
9 f • What is the implementation • Detailed working drawings and tender timeline? documents will be included in the next phase of the study pending approval by Regional and Municipal Councils. A variety of funding resources for this project is being investigated. Opportunities for funding will determine the potential construction date.
10 a • Would like to see much more •This feedback will be provided to the study team emphasis on path priority over for the Walk Cycle Waterloo Region (Active cross streets. Implement cycling Transportation Master Plan). Currently the priority over vehicles at less busy Highway Traffic Act is under review for the ability streets, and cyclist activated to allow pedestrians priority in certain instances. lights at busy intersections. This review is being tracked and when it is complete, the Region and the Area Municipalities will cooperate to implement any changes on the road/trail network.
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10 b • Investigate time-separated • Currently, the preferred option is to end the trail shared section for path with at Regina Street. A multi-use trail cannot be freight between Regina and King physically accommodated between King Street Street. and Regina Street as the distance between the buildings is too narrow. The preferred route is to extend the multi-use trail to Regina Street and continue by on-street bike route and sidewalk along Willis Way to Caroline Street. The aim is to provide an acceptable alternative route that accommodates all users.
10 c • Region should buy the property • The connections between the Spur Line and the at Duke Street across from multi-modal station are a high priority for Regional Blucher Street to make a and City of Kitchener staff. The connections connection. between the projects will be reviewed in 2012 as part of the multi-modal station planning.
10 d • Cost out permeable pavement • The preferred approach aims to increase the options. infiltration of storm water along the corridor by means of granular filled trenches and perforated in-ground piping and chambers. Permeable paving on the trail would not assist with this goal in a significant way, as the surface runoff from the trail would be captured in adjacent swales and trenches without needing to compromise the surface of the trail. Therefore, pavers are unsuitable as a surface material for a multi-use trail.
10 e • A must to have a path The official end of the Waterloo Spur Line multi- connection across Victoria Street use trail will be at Wilhelm Street. The proposed and connect through to widening of Weber Street to four lanes includes a downtown. 3m multi-use trail on the west side of Weber Street from Wilhelm Street to Water Street. This will connect to the cycling route on Water Street.
10 f • The path should cut straight • Modifications to the City of Waterloo's parking through to Regina instead of lot, relocation of public art and removal of deviating. There is plenty of landscaping are required to achieve this space in the parking lot. approach. The City of Waterloo at this time is not supportive of the trail deviating in this area.
10 g • There needs to be a timing • All pedestrians and vehicles (including cyclists) estimate computed for the time it are required to stop regardless of the route taken takes an average utility cyclist to (on or off road) as this is an urban area and safe travel along the spur line. It is interactions between all modes of travel require important to know what some compromise by all. proportion of that time is spent riding and what proportion is spent waiting at intersections.
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11 a • It would be good to bring • Agreed, linking the neighbourhood into the trail is aspects of the surrounding a great means of increasing traffic on the trail and neighbourhoods into the trail making connections between trail and community. (e.g. Signs indicating the • Detailed signage will be developed further in the neighbourhood and what Detailed Design stage of the project in interesting things could be found cooperation with the area municipalities. there).
11 b • Getting neighbourhoods • Agreed, the project team encourages and engaged in their section to help recommends local stewardship wherever build ownership of the trail possible/appropriate to ensure long-term success. section. Safety is best achieved by community engagement.
12 a • Consider raised crosswalks or • Raised crossings were considered as an option speed bumps at intersections for typical intersections. It is less preferred in this (Moore Ave. Guelph St., Union instance because raised crossings could present St.) possible safety issues due to the presence of the tracks and the potential to force roadway traffic to slow down at the rail crossing. In addition, the tracks (and adjacent ground) are currently flush with the road and would require an undesirable condition that forces grades too high. The raised crosswalks may also lead trail users to falsely assume that motorists see them and will give them the right of way. Vehicular speeds at most locations are very low.
12 b • Routing of the trail through the • Modifications to the City of Waterloo's parking City of Waterloo's parking lot lot, relocation of public art and removal of should be investigated to bring landscaping are required to achieve this trail traffic to the signalized approach. The City of Waterloo at this time is not intersection at Willis Way. Close supportive of the trail deviating in this area. It will one-way parking access beside be explored again with the City during detailed Laurel Creek or narrow it. design.
12 c • A full 3m wide trail independent • The approved widening of Weber Street to four of the sidewalk should be built in lanes includes a 3-metre multi-use trail on the combination with the Weber west side of Weber Street from Wilhelm Street to Street underpass on the west Water Street. This will connect to the cycling route side. on Water Street. This project is in the middle of detailed design and is scheduled to be constructed in 2015; changes to the width of the right of way can no longer be made without causing significant cost and delay.
12 d • If Breithaupt Street is to be The Weber Street project is approved and is in the closed at Weber, then provision middle of detailed design, changes to the width of should be made for a pedestrian the right of way or additions can no longer be path on the rail structure. made without causing significant cost and delay. The cost of a pedestrian bridge is significant and would not be justified due to the anticipated low demand from pedestrians on Breithaupt Street. 1096868 Page 18 of 28
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12 e • Provide a staircase with bike • Both stairs and ramps were considered for this gutter at Reinhardt. location. • Both stairs and ramp were too costly to warrant their implementation at this time given the close proximity of the Blucher Street and Wilhelm Street access points at level grade with the trail.
13 a • Requirement that cyclists • The preferred alignment attempts to avoid any dismount to use the sidewalk to such crossing of the tracks. cross tracks is unrealistic. • The typical mid-block crossing will be modified Cyclists won't dismount; the as suggested by widening the sidewalk, including Region will appear to be radii on the bend. The sidewalk will need to advocating bikes on sidewalks. become multi-use at this point, as there is not The trail should have bicycle- adequate space for separated uses. Trail users friendly rail crossing points: at would be required to stop at the typical location 90-degree angle, same standard and give priority to both the road and sidewalk width and material as the rest of users before crossing. the trail, and clearly distinguished from the sidewalk to emphasize point of the section is part of the trail. 13 b • Implement raised crossings, or •Raised crossings and other traffic calming other measures such as speed measures were considered as an option for typical bumps, rumble strips, chicanes) intersections. It is less preferred in this instance to slow road vehicle traffic at trail because raised crossings could present possible crossings safety issues due to the presence of the tracks and the potential to force roadway traffic to slow down at the rail crossing. The raised crosswalks may also lead trail users to falsely assume that motorists see them and will give them the right of way. Vehicular speeds and volumes at most locations are very low. 13 c • Questions the need to break the • The trail requires certain spatial criteria in order trail at Uptown Waterloo. Is it a to be implemented as a multi-use trail. Having an matter that official trail standards informal access rail side path between Regina can't be met? If so, an informal and Laurel Creek is not recommended, as it will access to the rail side path encourage users to continue through potentially between Regina and Laurel unsafe conditions to King Street. Creek to be kept as is even if the trail goes elsewhere.
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14 • The limited linkages among • The project team agrees that connections to various trails and cycling routes acceptable on-road and off-road routes will be a in the Region are very frustrating critical factor in the success of the Waterloo Spur and cycling lanes are along busy Line multi-use trail. arterial routes. Would prefer if • When roads were constructed in the Region, there were designated cycling many 50 years ago, bike lanes and sidewalks routes along less busy streets were not always added. These facilities are added that run parallel to arterial routes. as roads are widened and reconstructed in many Also strongly encourages linking cases. This may seem slow and disconnected but this trail with other trail systems there are master plans to guide this construction and safe cycling routes in the and in time the network will become more city. connected. • The “Walk Cycle Waterloo Region” plan is currently reviewing the existing cycling network in Waterloo Region and will provide recommendations for cycling friendly alternative routes where possible. However, in many areas, Regional Roads are the only direct connection or way to cross a significant geographic barrier like the Grand River, Highway 401 or Highway 7/8. This feedback will be provided to the Walk Cycle Waterloo Region project team.
15 a • Would encourage bike lanes or •The study area for this project ends at Ahrens larger sidewalks to extend to the Street. The active transportation connections Via Station and the future transit between the Spur Line and the multi-modal station hub on Victoria/King. are a high priority for Regional and City of Kitchener staff. The connections between the projects will be reviewed in 2012 as part of the multi-modal station planning. 15 b • Encourage the consideration of • Bollards will be equipped with reflective tape. rumble stripping in addition to The bollards are to be located at illuminated reflective lighting, as insufficient locations. lighting would make it hard to see bollards at intersections. 16 a • Sorry to see that the trail will • The approved widening of Weber Street to four end at Wilhelm rather than lanes includes a 3-metre multi-use trail on the Ahrens. It would be wise to plan west side of Weber Street from Wilhelm Street to for a proper, safe crossing at Water Street. This will connect to the cycling route Weber Street rather than assume on Water Street. people will not use the trail until • The Weber Street project also includes a change its official starting point. The on- in the alignment of the bend in Weber Street. This road route proposed along geometric improvement will allow the proposed Weber will only work if it’s ready multi-use trail on the west side of Weber Street to at the time the trail opens and cross the rail tracks at an angle closer to 90 includes a separated barrier from degrees. The detailed design of the Weber Street traffic. There is a strong curve on project will determine the final geometry of the trail that part of Weber St, which crossing of the rails. affects site lines; the main railway tracks cross near Victoria •The Weber Street project is planned for St can be treacherous for construction in 2015. cyclists; traffic is extremely heavy 1096868 Page 20 of 28
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on that part of Weber; and the roads too narrow closer to downtown for safe cycling. 16 b • If the trail were to begin at • The study area for this current project ends at Ahrens near Breithaupt, the ideal Ahrens Street. Users can then connect downtown connection to downtown on-street via the 3-metre multi-use trail that will be Kitchener would be to create a constructed as part of the Weber Street project crossing that safely links both scheduled for 2015. As part of the Walk Cycle sides of Ahrens Street across Waterloo Region Study which is currently Victoria. If 2-way cycling-only ongoing, further trail connections are being traffic is permitted at the end of considered. Ahrens and a safe crossing was constructed between the two sections of Ahrens, the spur line could lead users to the main library, and Centre in the Square and downtown Kitchener. An alternative connection would be to purchase existing private property on Duke St. between Bismark and Waterloo to allow direct connection to the spur line from Duke. Waterloo St. is a more superior route to the trail as it has more and better connections.
16 c • Recommends moving future on- • Noted, this is beyond the area of study – the street connections on Wellington study has not examined this area. However, Street to Breithaupt Street as it is Breithaupt Street is scheduled for closure at a quieter street. Weber Street when the Weber Street grade separation is constructed (scheduled for 2015).
16 d • Recommends lighting (reflective • Cyclists are required to have a light at the front lighting alone not enough) and of their bicycle. It would be advisable for any suggests solar lighting as an cyclists travelling in unlit areas to have a headlight option. that casts adequate light to at minimum highlight reflective surfaces in the path of travel. • Lighting the entire trail has been recommended by the project consultant, subject to available funding. During detailed design, additions will be considered that will allow easy future implementation, such as conduit for wire placement. 16 e • Include a numbering system on • The project team has considered the feasibility lighting poles or other path of a numbered reference system that Emergency finding signs for emergency help. Services could use along the trail to locate people in distress and determined that due to the linear nature of the trail and the numerous cross streets, it may be easier for users to understand the reference system with the existing streets as the reference points. 1096868 Page 21 of 28
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• It is recommended that way finding signage be used to identify each street along the trail. It has been determined that the sections of trail between streets are short enough to not require a numbering system. The longer sections of trail have streets that terminate on the trail and they would also be signed at the trail as way finding markers. Additional markers could easily be added incrementally (every 250 m for example) to indicate the distance to the next street in both directions. • Detailed signage will be developed further in the Detailed Design stage of the project. 17 a • The route travels through the • The proposed trail is the most direct route and middle of an area that is well- will facilitate all active transportation modes supplied with connecting low- including walking, cycling, and inline skating. The traffic streets that make excellent Waterloo Spur line is identified in the Regional bike routes. Cycling Master Plan as a Core off-Road Route. The transportation goal of this trail is to provide more transportation choices between Kitchener and Waterloo.
17 b • The connection to the Laurel • Noted, this is beyond the area of study. This Trail via Willis Way is less than feedback will be provided to the Manager of the perfect because of the "Walk Cycle Waterloo Region" project team Caroline/Erb/Laurel Trail intersection.
17 c • The connection to Peppler St. • The recommended route is northbound along the and the eastern Laurel Trail does Spur Line trail to Laurel Creek, then northbound not work in the northbound along the creek to the pedestrian crossing signal direction because Erb St. is one- at the Erb Street & Peppler Street intersection. way. 17 d • A better route involves adding a • This has been suggested in the alignment plans. short connecting trail from Duke Region of Waterloo will investigate this option St. near the bend to the trail further to determine proceeding or not proceeding approximately opposite Blucher in this issue (this option will involve buying St. property).
17 e • Why does the trail end at • The study recommends ending the official multi- Wilhelm St? If the trail provided a use trail at Wilhelm because there is currently no new way to cross Weber St, it ability to provide a controlled crossing for cyclists would give the east end of the and pedestrians at the multi-use trail location. route some usefulness. • The approved widening of Weber Street to four lanes includes a 3-metre multi-use trail on the west side of Weber Street from Wilhelm Street to Water Street. This will connect to the cycling route on Water Street. • The detailed design for Weber Street will include a pedestrian refuge island designed to Regional standards which includes curb cuts in the vicinity
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of the multi-use trail.
17 f • Don't think that bollards are • Bollards are used to prevent automobiles from necessary but are better than entering the trail. Agreed, they are generally gates. preferred over zigzag or offset gates. Bollards are to be spaced at a minimum of 1.5 m apart (from centre) and will be equipped with reflective tape. The bollards are to be located at well lit locations. Trail users should operate as appropriate for conditions and their skill level.
17 g • Need to allow cyclist enough • Suggestion has been incorporated into typical room to make a turn without mid-block crossing drawings. veering out of his lane. This can • Details will be developed further in the Detailed be accomplished by widening the Design stage of the project. drop curb to 5m and adding a flare to the trail paving where the sidewalk is not next to the curb.
17 h • The standard drop curb is not • Drop curb should have a smooth transition. designed for cycling. There is a • Details will be developed further in the Detailed sharp edge where the lowered Design stage of the project. curb is 2cm above the gutter. At a minimum, remove the bump from the curb, or even better, treat the whole intersection like an intersection with drop curbs at sidewalks with turning radius, and asphalt surface from road to trail.
17 i • The intersection with trail • The preferred alignment avoids any crossing of switching to the other side of the the tracks at a road. track is unacceptable. Cyclists will not dismount and those riding • However, the trail crosses the railway at an illegally on the sidewalk are accessible off-road crossing behind Waterloo City attempting 2 sharp turns. Hall.
• It is possible to fix these problems by replacing about 14m of sidewalk with a section of the trail or more preferably, trail cross the road normally and cross the track at a different place away from the intersection.
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17 j • Why are there no drawings of • A typical mid-block crossing was presented. the mid-block track crossing? It • As discussed above, the preferred approach is should be a 60 degree crossing to have the trail cross the tracks at 90 degrees. with curbed trail sections leading • Speeds should be reduced at these locations. to it. Two railway crossing signs • Agreed, larger radii are preferred. and a solid yellow dividing line for about 20m each side of the crossing would be helpful. Any radius less than 1m is too small.
17 k • Is most of the trail really going • The preferred alignment is the alignment that is to fit on the north side of the the most ideal due to many factors including track? Don't think the owners of existing conditions, conflicts, costs, continuity of Len's Mill Store will like it. trail etc. There are many challenges to be worked out. Regional staff have contacted the owners of Len’s Mill..
17 l • If the area is lit, lights have to • Specific lighting fixture will be selected in the be shaded and reflected so that detailed design phase of the project. Minimizing light lands on the place you want light pollution will be a major deciding factor for to illuminate. You should not be light fixtures. able to see the light 50m away, but should be able to see under it. It would be better to have no lighting than bad lighting.
17 m • The cost of the trail seems large • Costing for the spur line trail includes tree for such a short trail. Doubt that protection, any demolition and removals, restoring the Iron Horse Trail cost that the track ballast and swales, the asphalt trail, much. Toronto is currently storm water facility, upgrading road crossings, considering adding curbs to two trenching and conduit for lighting, signage, and streets to separate bikes from allowance for some amenity elements and motor vehicles for 6km at $1.2 potential planting. million. • The indicated cost of the Toronto project does not appear to have accounted for removals, asphalt repair, traffic control nor any complications resulting from existing utilities.
17 n • Why does this trail cost 4-5 • The cost of a 3 metre wide multi-use trail in a rail times as much per km? corridor is greater than of the addition of a curb in • Think that the money spent an existing roadway. here could be more productive • All of these initiatives will contribute positively to on other alternative the cycling network in Waterloo Region and are transportation projects such as not exclusive alternatives to one another. There Waterloo-St. Jacobs trail; are several reasons why the Waterloo Spur Line improvements to Elmira- is the highest priority off-road route for the Region Brantford bike route, connecting at this time. First, due to the population and the Kissing Bridge Trail, and employment densities of the surrounding signage for existing bike routes neighbourhoods the Waterloo Spur Line is most (see original comments for more likely to contribute to the immediate increase in details). local cycling rates. Second, the existing condition of the Waterloo Spur Line presents a liability risk for the Region.Third, there are existing storm 1096868 Page 24 of 28
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water management issues (localized flooding and erosion) that need to be addressed.
18 a • Install maps at Regina showing • The study recommends the development and possible routes to Iron Horse implementation of way finding signage and maps. Trail, as well as maps showing • The design of these maps is out of the scope of routes to Spur Line from the Iron the project but will be considered by the Wlak Horse Trail. Cycle Waterloo Region (Active Transportation Master Plan).
18 b • Route the trail from Moore to • The midblock crossings of roadways were Union on sidewalks and cross at designed using the best practices to minimize risk the lights due to high volume of to trail users. Additional measures (i.e. refuge traffic. Sidewalks and intersection islands) might be considered to improve the safety requires attention. at the trail/roadway crossings. Extending a multi- use trail in lieu of the existing sidewalks between Union and Moore needs to be reviewed jointly by the Region of Waterloo and the City of Waterloo.
18 c • Install path lighting that is • Specific lighting fixture will be selected in the directed at path to minimize light detailed design phase of the project. Minimizing pollution and minimize shadows light pollution will be a major deciding factor for where people can hide. light fixtures.
19 a • Have sitting areas that are • Specific materials for amenity areas will be cobblestone or pavers sourced developed in detailed design phase of the project. locally. Local products will be given consideration.
19 b • Light it with something other • Pedestrian poles are preferred over shorter than what is presented; lights as they are less susceptible to vandalism something between pedestrian and provide a larger area of light coverage per lights and bollards (7-8ft high). light. Can we challenge our local businesses to look at solar • Solar opportunities will be reviewed. opportunities?
19 c • Security is a must - on foot, • The best security for the trail is for more users to horse, motor, bike, ski doo in be present. There is currently usage of this trail winter. Also, emergency boxes a and with a formalised trail, it is expected there will must. Not cameras because it be higher usage which will discourage illicit only records the crime and not activities. In addition, homeowners would be real time discouragement. encouraged to report suspicious activity immediately.
19 d • Why is going through 40-42 too • The space between the buildings is dangerous? If it's about people approximately 6m wide. Any publicly used facility crossing King Street without is not permitted in the track envelope, which is 6m stopping, some planters at King wide. A multi-use trail cannot be accommodated would stop that. Or level paver in this zone in combination with the train type area with some wall murals. envelope.
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19 e • Will need to add access • Mary Allen Park is directly accessible from Allen crossing the track to allow use Street. from the trail at Mary Allen. • A suggested point-of-access is shown on the plans.
19 f • End the trail at George Lippert • The Weber Street widening is being designed Park, not Wilhelm. The new currently. That project includes a pedestrian Weber improvements will make refuge island in the vicinity of the Weber Street & the park larger. If the trail could Wilhelm Street intersection to assist users to be integrated into the whole cross Weber Street. Weber project, it will be a great way to enter downtown Kitchener.
20 a • Paving the trail will be • The asphalt poses no greater detriment to detrimental to the wildlife there, wildlife than the tracks themselves. The preferred which includes more than rabbits. approach is to have minimal impact on the general natural aesthetics of the corridor.
20 b • Police canine unit and two • Higher rates of trail usage will increase the separate occasions with safety of the trail for all users. trespassers in our backyard. There has been an increase in traffic along the trail particularly at night which is noisy and is concerned about possible vandalism. 20 c • The trail had not been a • There has been an increase in active problem before this study but is transportation throughout the Region as more now becoming one. If the trail is people are trying to make different choices for to be built, at least provide tall transportation. Individual owners are allowed to fences for those who want them. build a fence according to applicable laws. New It is not reasonable for the research completed by the University of Cincinnati Region to decrease our living suggests that properties that are adjacent to trails standards by building this trail tend to increase in value, as new buyers tend to without making provisions for us. see the facility as an amenity.
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ATTACHMENT 5 - UPTOWN WATERLOO START/END-PREFERRED OPTION
IRON HORSE/TRANS CANADA TRAIL
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ATTACHMENT 6 - KITCHENER START/END-PREFERRED OPTION
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Report: E-12-016/P-12-008 REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES PLANNING, HOUSING AND COMMUNITY SERVICES Commissioner’s Office
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: C04-30/PWC/CORR
SUBJECT: 2012 PLANNING AND WORKS PROJECT TEAM MEMBERSHIP
RECOMMENDATION:
THAT the Regional Municipality of Waterloo appoint Regional Councillors to the project and study teams as noted in Appendix A to Report No. E-12-016/P-12-008, dated January 31, 2012;
AND THAT the Regional Municipality of Waterloo forward the requests for area Councillor representatives on project and study teams to the Area Municipalities.
SUMMARY:
NIL
REPORT:
Major Planning and Transportation and Environmental Services projects or studies have been directed, for many years, by multi-disciplinary project teams which have usually included one or more Regional or Area Municipal Councillors. The involvement of elected officials has always made a significant, positive impact on the successful completion of these projects. These committees and project teams are distinct from formal sub-committees of Council (e.g. Water Efficiency Advisory Committee), whose Council members have already been appointed.
A list of ongoing Steering Committees and major projects and studies to be undertaken in 2012, including the current political or stakeholder representatives on each group, is provided in Appendix A.
Those projects and studies which would most benefit from political representative(s) are noted in the table below. These are typically projects which may have high public interest and/or significant implications for the Region. In addition to the projects listed below, participation by Councillors on any of the project teams noted in Appendix A is welcomed. After appointing appropriate Regional Councillors to these teams, it is recommended that this list be forwarded to the appropriate Area Municipalities to provide them an opportunity to appoint their Councillors to some of the project teams.
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Suggested Council No. Description Area Municipality Representative
5. Specialized Transit Services Advisory To be assigned – Committee 1 Community Member To be assigned – 7. Transit Service Improvement Plan Kitchener 1 Regional Councillor (Kitchener) 1 Area Councillor
8. Transit Service Improvement Plan Cambridge To be assigned – (Cambridge) 1 Regional Councillor 1 Area Councillor
10. University Avenue Express Waterloo/Kitchener To be assigned – 1 Regional Councillor 1 Area Councillor
11. Goods Movement Study To be assigned – 1 Regional Councillor
12. GRT SmartCard Implementation Region To be assigned – 1 Regional Councillor
13. aBRT Implementation Kitchener/Cambridge To be assigned – 1 Regional Councillor 1 Area Councillor
25. Homer Watson Improvements, Doon Kitchener To be assigned – South Drive to Conestoga College 1 Regional Councillor Boulevard 1 Area Councillor - Environmental Assessment in 2012- 2014 - Design in 2014-2016 - Construction in 2017
55. Bridge Street Improvements, Woolwich Kitchener To be assigned Street to University Avenue Waterloo 1 Area Councillor - Design in 2012-2015 (Waterloo) - Construction in 2016 1 Area Councillor (Kitchener)
56. Church Street Improvements, Arthur Woolwich To be assigned Street to Spruce Lane, Elmira 1 Area Councillor - Design in 2012-2015 - Construction in 2016
57. Manitou Drive Reconstruction, Homer Kitchener To be assigned Watson Blvd. to Bleams Road 1 Area Councillor - Design in 2012-2015 - Construction in 2016
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Suggested Council No. Description Area Municipality Representative
58. Northumberland Street Improvements, North Dumfries To be assigned Swan Street to Railway Tracks, Ayr 1 Area Councillor - Design in 2012-2015 Construction in 2016
59. Ainslie Street Reconstruction, Walnut Cambridge To be assigned – Street to Dickson Street 1 Area Councillor - Design in 2012-2014 - Construction in 2015
63. Cedar Street Reconstruction, Osborne Cambridge To be assigned - Street to Cambridge Boundary and St. 1 or 2 Area Councillors Andrews Street Improvements, Cambridge Boundary to Grand Avenue - Design 2012-2015 - Construction 2016
64. Kressler Road, Lobsinger Line to Apollo Wellesley, Woolwich To be assigned - Drive 2 Area Councillors - Design 2012-2015 - Construction 2016
65. Water Efficiency Advisory Committee To be assigned – 2 Regional Councillors
67. Integrated Urban System Groundwater Cambridge To be assigned Study, Cambridge East Environmental 1 Regional Councillor Assessment 1 Area Councillor
73. West Montrose Class Environmental Woolwich To be assigned – Assessment 1 Regional Councillor 1 Township Councillor
74. Water Supply Master Plan – Update Region To be assigned – 1Regional Councillor (Waterloo) 1 Regional Councillor (Kitchener) 1 Regional Councillor (Cambridge)
86. Speed River (Hespeler WWTP) and Cambridge and To be assigned – Grand River (Waterloo WWTP) Waterloo 2 Regional Councillors Assimilative Capacity Study 1 Area Councillor (Waterloo) 1 Area Councillor (Cambridge)
Donna Reid
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Suggested Council No. Description Area Municipality Representative
87. Biosolids Strategy Class Environmental Region To be assigned – Assessment 1 or 2 Regional Councillors
88. East Side Pump Station and Cambridge To be assigned – Forcemain – Class EA and Pre-design Woolwich 1 Regional Councillor 1 Area Councillor (Cambridge) 1 Area Councillor (Woolwich)
CORPORATE STRATEGIC PLAN:
The involvement of Regional Councillors on Transportation and Environmental Services and Planning, Housing and Community Services Project Teams is consistent with the Strategic Focus Area Six: Service Excellence which ensures that the Region’s programs and services foster a culture of citizen/customer service that is responsive to community needs.
FINANCIAL IMPLICATIONS:
The costs for the various projects outlined in Appendix A to Report E-12-016/P-12-008 are included in each Division budget.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS:
Appendix A – Planning and Works – Project Teams – 2012
PREPARED AND APPROVED BY:
Thomas Schmidt, Commissioner of Transportation and Environmental Services Rob Horne, Commissioner of Planning, Housing and Community Services
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APPENDIX A
PLANNING AND WORKS – PROJECT TEAMS – 2012
Area Political/Stakeholder No. Description Municipality Representative G E N E R A L Advisory Committees
1. Ecological and Environmental Ted Creese Advisory Committee Patrick Duxbury Alison Featherstone David Marks Alge Merry Greg Michalenko Claudette Millar Charles Mitz Yonus Muhammad Charles Priddle Brett Woodman
2. King-Victoria Transit Hub Jim Wideman Jean Haalboom
3. Heritage Planning Advisory Jean Haalboom Committee Wendy Wright Cascaden Ron Hacket Marg Rowell Natalie Hardacre Patricia Wagner Al Junker Carolyn Coakley Elizabeth Waters-Heinrichs Les Kadar TerrenceGallamore Working Groups
4. Emergency Services Training and Wilmot Les Armstrong Research Complex - User Group Committee (WRESTRC)
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A-2
PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative TRANSIT Advisory Committees
5. Specialized Transit Services Advisory To be assigned – Committee 1 Community Member
Joyce Barlow Greg Bechard Alfred Bott Sharron Garrah Sharon Giles Jean Haalboom Tom Livingstone Laurie Modderman Myrna Nicholas Jay Oswald Mark Urquhart Studies
6. MobilityPLUS Business Plan Jean Haalboom
7. Transit Service Improvement Plan Kitchener To be assigned – (Kitchener) 1 Regional Councillor 1 Area Councillor
8. Transit Service Improvement Plan Cambridge To be assigned – (Cambridge) 1 Regional Councillor 1 Area Councillor
9. 2011-2014 GRT Business Plan Jim Wideman Sean Strickland
10. University Avenue Express Waterloo/Kitchener To be assigned – 1 Regional Councillor 1 Area Councillor
11. Goods Movement Study To be assigned – 1 Regional Councillor
12. GRT SmartCard Implementation Region To be assigned – 1 Regional Councillor
13. aBRT Implementation Kitchener/Cambridge To be assigned – 1 Regional Councillor 1 Area Councillor
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A-3
PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative R A P I D T R A N S I T Steering Committees 14. Rapid Transit Steering Committee Cambridge/ Jim Wideman Kitchener/Waterloo Tom Galloway Sean Strickland Claudette Millar Studies
15. Rapid Transit, Cambridge/ Tom Galloway Transit Project Assessment Kitchener//Waterloo T R A N S P O R T A T I O N Advisory Committees
16. Aeronautical Noise Management Berry Vrbanovic Committee Donna Reid Bonnie Bryant Geoff Lorentz Art Sinclair Mark Stoddart Matthew Bather Gary Tomic Richard Wagner Christine Rier Joan Gross Bob Connors Gord Williams Barry Aylward Studies
17. Active Transportation Master Plan Geoff Lorentz Jane Mitchell Design and Construction
18. Dundas Street Reconstruction and Cambridge Gary Price Resurfacing – Branchton Road to Franklin Boulevard - Construction in 2012
19. King Street, Eagle Street to Fountain Cambridge Jane Brewer Street and Fountain Street, King Karl Kiefer Street to Shantz Hill Road - EA and Design 2012-2014 - Construction in 2015
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
20. South Boundary Road, Water Cambridge Rob Deutschmann Street to Franklin Boulevard Gary Price - Design in 2012-2015 Ted Higgins - Construction in 2016-2017 Doug Craig
21. Ottawa Street Improvements Kitchener Tom Galloway Transportation Study, Alpine Road to Jim Wideman Homer Watson Boulevard - Design in 2012-2014 - Construction in 2015
22. Eagle Street Resurfacing, Hespeler Cambridge Jane Brewer Road Karl Kiefer to Concession Road - Design in 2012-2013 - Construction in 2014
23. Townline Road Reconstruction – Cambridge Claudette Millar Avenue Road to Pinebush Road Nicholas Ermeta - Construction in 2012
24. Franklin Boulevard Widening – Cambridge Doug Craig Pinebush Road to Myers Road Ben Tucci - Design in 2012-2013 - Construction in 2014 - 2015
25. Homer Watson Improvements, Doon Kitchener To be assigned – South Drive to Conestoga College 1 Regional Councillor Boulevard 1 Area Councillor - Environmental Assessment in 2012-2014 - Design in 2014-2016 - Construction in 2017
26. Hespeler Road Grade Separation at Cambridge Jane Brewer CP Rail Pam Wolf - Construction in 2012 Ben Tucci
27. Fairway Road Extension – Zeller Cambridge/Kitchener Pam Wolf Drive to Regional Road 17 Tom Galloway - Construction in 2012 Berry Vrbanovic
28. Courtland Avenue Reconstruction – Kitchener Frank Etherington Highway 7/8 to Queen Street - Construction in 2012
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
29. Westmount Road Reconstruction Kitchener Carl Zehr - Highland Road to Victoria Street Zyg Janecki - Design in 2012 - 2013 - Construction in 2014
30. Victoria Street, Edna Street to Bruce Kitchener Daniel Glenn-Graham Street Scott Davey - Design in 2012-2013 - Construction in 2014
31. Trussler Road Improvements, Kitchener/Wilmot Tom Galloway New Dundee Road to Bleams Road Kelly Galloway - Construction in 2012 Al Junker
32. Weber Street Widening – Victoria Kitchener Tom Galloway Street to Guelph Street Jim Wideman -Design in 2012-2013 -Construction in 2013-2014
33. Fischer-Hallman Road Widening, Kitchener Tom Galloway Bleams Road to Ottawa Street Kelly Galloway - Environmental Assessment in 2012 - 2013 - Construction in 2016
34. Hutchison Road Improvements, Wellesley Ross Kelterborn Village of Crosshill and William Herb Neher Hastings Line Improvements at Crosshill Curve - Design in 2012-2014 - Construction in 2015
35. Highland Road Improvements, Kitchener Frank Etherington Patricia Avenue to Westmount Road Zyg Janecki - Design in 2012-2013 - Construction in 2014
36. King Street Improvements, Waterloo Diane Freeman 85 Highway Ramp to Northfield Drive and Northfield Drive Improvements, King Street to St. Jacobs Rail Tracks - Design in 2012-2013 - Construction in 2014, in coordination with RT
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
37. Bishop Street Improvements, Cambridge Conestoga Blvd to Concession Karl Kiefer Road, - Design in 2012-2014 - Construction in 2015
38. Westmount Road Improvements, Kitchener Zyg Janecki Greenbrook Drive to Highland Road - Design in 2012 - Construction in 2013
39. University Avenue Improvements, Waterloo Mark Whaley Lincoln Road to Weber Street - Design in 2012 - Construction in 2013
40. Swan Street Improvements, North Dumfries Sue Foxton Hilltop Drive to Stanley Street - Design in 2012-2015 - Construction in 2016
41. Spragues Road Improvements, North Dumfries Gord Taylor Brant/Waterloo Boundary to Wrigley Road - Design in 2012-2014 - Construction in 2015
42. River Road Extension, King Street to Kitchener Jim Wideman Manitou Drive Jean Haalboom - Environmental Assessment – John Gazzola Ongoing Berry Vrbanovic - Construction in 2016 Claudette Miller
43. George Street Reconstruction, St. Cambridge Claudette Millar Andrews Street to Parkhill Road Pam Wolf - Design in 2012 - Construction in 2012
44. Frederick Street Improvements, Kitchener Dan Glenn-Graham Lancaster Street to Bruce Street -Design in 2012 -Construction in 2012
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
45. Weber Street Improvements, Waterloo Mark Bauman Benjamin Road to King Street Jeff Henry -Design in 2012-2014 -Construction in 2015
46. Weber Street Improvement, Waterloo Diane Freeman King Street to Millford Avenue Jeff Henry -Design in 2012 -Construction in 2013
47. Sawmill Road, Conestoga Bridge to Woolwich Bonnie Bryant Musselman and Northfield Drive, Country Spring Walk to South Village Line - Design in 2012-2014 -Construction in 2015
48. Northfield Drive Widening, Waterloo Sean Strickland Davenport Road to University Diane Freeman Avenue - EA and Design in 2012-2014 - Construction in 2017
49. Church Street Improvements, Woolwich Barnswallow Drive to Herbert Street, Allan Poffenroth Elmira Julie-Anne Herteis - Design in 2012 - Construction in 2013
50. Bloomingdale Drive, Kraft Street to Kitchener Scott Davey Bridge Street - Design in 2012-2014 - Construction in 2015
51. Frederick Street Improvements, King Kitchener Dan Glenn-Graham Street to Lancaster Street Jean Haalboom - Design in 2013-2016 - Construction in 2017
52. Ottawa Street Improvements, Mill Kitchener Frank Etherington Street to Imperial Drive - Design in 2012-2016 - Construction in 2017
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A-8
PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
53. Snyders Road and Notre Dame Wilmot Peter Roe Drive Improvements, Petersburg - Design in 2012-2013 - Construction in 2014
54. King Street Improvements, Printery Woolwich Mark Bauman Road to Sawmill Road, St. Jacobs - Design in 2012-2015 - Construction in 2016
55. Bridge Street Improvements, Kitchener To be assigned Woolwich Street to University Waterloo 1 Area Councillor Avenue (Waterloo) - Design in 2012-2015 1 Area Councillor - Construction in 2016 (Kitchener)
56. Church Street Improvements, Arthur Woolwich To be assigned Street to Spruce Lane, Elmira 1 Area Councillor - Design in 2012-2015 - Construction in 2016
57. Manitou Drive Reconstruction, Kitchener To be assigned Homer Watson Blvd. to Bleams 1 Area Councillor Road - Design in 2012-2015 - Construction in 2016
58. Northumberland Street North Dumfries To be assigned Improvements, Swan Street to 1 Area Councillor Railway Tracks, Ayr - Design in 2012-2015 Construction in 2016
59. Ainslie Street Reconstruction, Cambridge To be assigned – Walnut Street to Dickson Street 1 Area Councillor - Design in 2012-2014 - Construction in 2015
60. Manitou Drive Improvements, Kitchener Jean Haalboom Bleams Road to Fairway Road John Gazzola - EA and Design 2012-2014 - Construction 2015
1081151 page 12 of 17 January 31, 2012 Report: E-12-016/P-12-008
A-9
PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative
61. Highway 401 Access Improvements Kitchener and North Jim Wideman Study, Trussler Road to Homer Dumfries Sean Strickland Watson Boulevard - Environmental Assessment in 2012-2013
62. East Boundary Road Corridor Cambridge and North Jane Brewer Planning Study Dumfries Neil Ritchie - Environmental Assessment in Gary Price 2012-2014
63. Cedar Street Reconstruction, Cambridge To be assigned - Osborne Street to Cambridge 1 or 2 Area Councillors Boundary and St. Andrews Street Improvements, Cambridge Boundary to Grand Avenue - Design 2012-2015 - Construction 2016
64. Kressler Road, Lobsinger Line to Wellesley, Woolwich To be assigned - Apollo Drive 2 Area Councillors - Design 2012-2015 - Construction 2016 W A T E R S E R V I C E S Advisory Committees
65. Water Efficiency Advisory Committee To be assigned – 2 Regional Councillors
Les Armstrong John Jackson Tom Galloway Lou Lima Claudette Millar James Robinson Ken Seiling Katerine Waybrant Pete Leonard Jim Wideman Chris Toal
66. Source Water Protection Liaison Jean Haalboom Committee
1081151 page 13 of 17 January 31, 2012 Report: E-12-016/P-12-008
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Area Political/Stakeholder No. Description Municipality Representative Water Supply – Studies and Pre-Design
67. Integrated Urban System Groundwater Cambridge To be assigned Study, Cambridge East Environmental 1 Regional Councillor Assessment 1 Area Councillor
68. Wilmot Centre Monitoring Program Wilmot Les Armstrong and Public Liaison Committee
69. Wells W6/W7/W8 Class Waterloo Jeff Henry Environmental Assessment Karen Scian
70. Maple Grove Area Water Supply Cambridge Rick Cowsill Environmental Assessment Claudette Millar
71. Strange Street System Class EA Kitchener Zyg Janecki Update Frank Etherington Jean Haalboom
72. Water/Distribution Operations Master None required at this time Plan
73. West Montrose Class Environmental Woolwich To be assigned – Assessment 1 Regional Councillor 1 Township Councillor
74. Water Supply Master Plan – Update Region To be assigned – 1Regional Councillor (Wat) 1 Regional Councillor (Kit) 1 Regional Councillor (Camb) Water Supply – Design and Construction
75. Zone 6 – New Reservoir Waterloo None required at this time - Construction in 2012-2013
76. Middleton Pump Station Upgrades Cambridge Claudette Millar - Construction ongoing in 2012 Pam Wolf
77. Mannheim Chemical Storage Kitchener None required at this time. Building - Design in 2012 - Construction in 2012-2013
1081151 page 14 of 17 January 31, 2012 Report: E-12-016/P-12-008
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Area Political/Stakeholder No. Description Municipality Representative
78. ASR Stage 2, Mannheim Water Kitchener None Required at this time Treatment Plant - Design in 2012-1013 - Construction in 2014-2015
79. Mannheim WTP Residue Kitchener None Required at this time Management Plant Upgrades - Design in 2012-2013 - Construction in 2014-2015 80. Belmont Avenue Raw Watermain None Required at this time - Construction in 2012
81. Baden – New Hamburg Trunk Wilmot None Required at this time Watermains (Nafziger Road) - Construction in 2012 - Construction in 2014-2015 (Future Stages)
82. New Dundee Road Trunk Watermain Kitchener None Required at this time - Design in 2012 - Construction in 2013 Wastewater – Studies and Pre-Design
83. Rural Water Quality Program Jean Haalboom
84. Elmira and St. Jacobs 2 Wastewater Woolwich Todd Cowan Master Plan Allan Poffenroth Mark Bauman
85. Kitchener Wastewater Treatment Kitchener Jim Wideman Plant Upgrade – Plant 3 EA and Pre- Jean Haalboom design Yvonne Fernandes John Gazzola
86. Speed River (Hespeler WWTP) and Cambridge and To be assigned – Grand River (Waterloo WWTP) Waterloo 2 Regional Councillors Assimilative Capacity Study 1 Area Councillor (Wat) 1 Area Councillor (Camb)
Donna Reid
87. Biosolids Strategy Class Region To be assigned – Environmental Assessment 1 or 2 Regional Councillors
1081151 page 15 of 17 January 31, 2012 Report: E-12-016/P-12-008
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Area Political/Stakeholder No. Description Municipality Representative
88. East Side Pump Station and Cambridge To be assigned – Forcemain – Class EA and Pre- Woolwich 1 Regional Councillor design 1 Area Councillor (Camb) 1 Area Councillor (Woolwich) Wastewater – Design and Construction
89. Kitchener Wastewater Treatment Kitchener Jim Wideman Plant – Stage 2 and UV Jean Haalboom Disinfection Upgrade John Gazzola - Construction ongoing in 2012- Yvonne Fernandes 2013
90. Waterloo Wastewater Treatment Waterloo Angela Vieth Plant Update Sean Strickland - Construction Ongoing in 2012 – Mark Whaley 2014
91. Hespeler Wastewater Treatment Cambridge Rick Cowsill Plant Upgrades Jane Brewer Process Upgrades - Design ongoing in 2012 - Construction in 2012-2014
92. Preston Wastewater Treatment Cambridge None required at this time Plant – Digester Upgrades - Design in 2012 - Construction in 2013-2014
93. Elmira Wastewater Treatment Woolwich None Required at this time Plant Upgrades (Staged)
Process Upgrades: -Construction in 2012
W A S T E M A N A G E M E N T
Advisory Committee
94. Waterloo Landfill Liaison Waterloo Mark Whaley Committee
1081151 page 16 of 17 January 31, 2012 Report: E-12-016/P-12-008
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PLANNING AND WORKS – PROJECT TEAMS – 2012
Political/Stakeholder No. Description Area Municipality Representative Waste Management – Design and Construction
95. Residual Waste Master Plan Region-wide Claudette Millar Working Group Jane Mitchell Jim Wideman Todd Cowan
96. Waterloo Landfill Leachate Waterloo None Required at this Pumping Station No. 2 time Replacement -Design ongoing in 2012 - Construction in 2013
97. Waterloo Landfill New Cell NE4 Waterloo None Required at this - Construction in 2012 time
1081151 page 17 of 17
REGIONAL MUNICIPALITY OF WATERLOO
Manitou Drive Class Environmental Assessment Fairway Road to Bleams Road City of Kitchener
INFORMATION PACKAGE
Public Consultation Centre Thursday February 2, 2012 5:00 P.M. to 8:30 P.M.
at
Conestoga Place 110 Manitou Drive Kitchener, Ontario
There is a Comment Sheet at the back of this package. If you wish, please fill it out and deposit it in the designated box provided at this Information Centre. All names, addresses and comments will be included in material made available to the general public. MANITOU DRIVE CLASS ENVIRONMENTAL ASSESSMENT FAIRWAY ROAD TO BLEAMS ROAD
TABLE OF CONTENTS Page
1.0 WHAT IS THE PURPOSE OF THIS PUBLIC CONSULTATION CENTRE (PCC)? … 1
2.0 WHAT IS A CLASS ENVIRONMENTAL ASSESSMENT? ………………….…………. 1
3.0 WHAT ARE THE LIMITS OF THE CLASS EA STUDY? ……………………………….. 3
4.0 WHO IS DIRECTING THIS PROJECT? ………………………………………………….. 3
5.0 WHY ARE WE UNDERTAKING THIS PROJECT? ……………………………………… 3
6.0 WHAT WORK HAS BEEN DONE TO DATE? …………………………………………… 4
7.0 WHAT ARE THE CURRENT AND FUTURE TRAFFIC CONDITIONS ALONG MANITOU DRIVE? ………………………………………………………………………… 5
7.1 ROADWAY TRAFFIC ……………………………………………………………………… 5
7.2 PUBLIC TRANSIT, PEDESTRIANS AND CYCLISTS …………………………………. 5
8.0 REGIONAL TRANSPORTATION MASTER PLAN ……………….…………………….. 6
9.0 WALK CYCLE WATERLOO REGION ……………….…………………………………… 6
10.0 WHAT ARE THE PRELIMINARY ALTERNATIVE SOLUTIONS BEING CONSIDERED TO ADDRESS THE PROBLEMS/NEEDS ON MANITOU DRIVE? ……………………. 6
11.0 PREFERRED ALTERNATIVE SOLUTION …………………….…………………………. 8
12.0 PRELIMINARY ALTERNATIVE DESIGN CONCEPTS .…………………………………. 8
13.0 HOW WILL ALL THE ALTERNATIVE DESIGN CONCEPTS BE EVALUATED? …… 9
14.0 PROPERTY IMPACTS AND ACQUISITION …………..…………………………………. 9
15.0 IMPACTS TO SCHNEIDER CREEK AND REGIONAL WATER SUPPLY WELLS…. 9
16.0 TREE REMOVALS …………………………………………………………………………... 10
17.0 LANDSCAPING ………………………………………………………………………...... 10
18.0 REINSTATEMENT OF LAWNS AND DRIVEWAYS ……………………………………. 10
19.0 TRAFFIC DURING CONSTRUCTION, DETOURS AND CLOSURES ……………….. 10
20.0 WHAT ARE THE NEXT STEPS FOR THIS CLASS EA STUDY?...... 11
21.0 HOW WILL I RECEIVE FURTHER NOTIFICATION REGARDING THIS PROJECT?. 11
22.0 HOW CAN I VOICE MY COMMENTS AT THIS STAGE? ………………………………. 11
23.0 HOW CAN I VIEW PROJECT INFORMATION FOLLOWING THE PCC? ……………. 12
APPENDIX “A” – MUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT PROCESS APPENDIX “B” – PROPERTY ACQUISITION PROCESS INFORMATION SHEET APPENDIX “C” – EVALUATION CRITERIA FOR MANITOU DRIVE CLASS EA STUDY
COMMENT SHEET
MANITOU DRIVE CLASS ENVIRONMENTAL ASSESSMENT FAIRWAY ROAD TO BLEAMS ROAD
1.0 What is the Purpose of this Public Consultation Centre (PCC)?
The Regional Municipality of Waterloo is undertaking a Municipal Class Environmental Assessment (EA) study of the Manitou Drive corridor between Courtland Avenue/Fairway Road and Bleams Road within the City of Kitchener. (Please see Figure 1 – Key Plan of Study Area.) The study is intended to examine traffic congestion issues, a new bridge over Schneider Creek, traffic safety, access management, road widening, intersection improvement alternatives, and the impacts of various design concepts on the natural and social environments, including the historic “German Mills” area, and property acquisition needs. The study will also assess opportunities to enhance facilities for cyclists, pedestrians and transit. The public is invited to this Public Consultation Centre (PCC) to provide comments and input regarding the planning and development of alternatives for improvements as part of the Class Environmental Assessment process. This is the first Public Consultation Centre meeting for this project. This Consultation Centre is a forum for you to:
Learn of the current and projected future traffic demands and operational issues on Manitou Drive and within the immediate surrounding area;
Review the preliminary alternative solutions and design concepts being considered to address traffic needs;
Become aware of the environmental (natural, social, cultural/heritage and cost) issues being considered;
Learn how the alternative solutions and design concepts will be evaluated and how preferred options will be identified; and
Provide input on the identified problem/needs, environmental issues, and alternative solutions under consideration. We ask that you complete the Comment Sheet attached to the back of this Information Package and put it in the box at the Consultation Centre, or send it to the address indicated on the Comment Sheet. Your comments will be considered, along with other information received over the course of the project to assist the Region of Waterloo in reaching conclusions and recommendations related to the alternative solutions and design concepts. 2.0 What is a Class Environmental Assessment?
The Municipal Class Environmental Assessment (Class EA) is a formal planning process approved under the Ontario Environmental Assessment Act. The Class EA provides the framework for municipalities to plan, design and construct municipal infrastructure projects. This project is being planned as a Schedule C Class EA project. Please refer to Appendix „A‟ for information about the Municipal Class Environmental Assessment (Class EA) process.
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3.0 What are the Limits of the Class EA Study?
The limits of the Class EA for Manitou Drive extend from Fairway Road to Bleams Road. The Environmental Study Report (ESR) for the project will document the results of the evaluation process within these study limits. Currently, Manitou Drive is 4 lanes wide from Fairway Road to Webster Road and 2 lanes wide from Webster Road to Bleams Road. The Manitou Drive Class EA is being conducted concurrently with the River Road Extension Class EA, also being completed by the Region of Waterloo. The River Road Class EA is a planning review considering extending River Road from its terminus at King Street East to the intersection of Bleams Road and Manitou Drive. The results of the River Road Class EA will not be known during the Manitou Drive Class EA process and as such, analysis of options being considered will include both options of River Road being extended and River Road not being extended. 4.0 Who is Directing This Project?
The Class EA is being directed by the Regional Municipality of Waterloo through a Project Team consisting of staff from the Region of Waterloo and the City of Kitchener, plus Regional Councillor Jean Haalboom and City of Kitchener Councillor John Gazzola. The engineering consulting firm of McCormick Rankin Corporation has been retained to assist with the studies.
5.0 Why are we Undertaking This Project?
Manitou Drive is a key component to the Region of Waterloo‟s transportation system. It runs north-south through the study area and provides an important transportation link between the industrial basin in south Kitchener, the Fairway Road commercial area and the residential areas to the north and south.
Without investments in capacity and operational improvements on Manitou Drive, daily congestion will continue to be an issue for the residents and businesses located within the corridor. Provision of sufficient north-south transportation capacity for the study area in the future has been identified in a number of transportation reviews each of which confirmed that in the long-term, widening of the 2-lane section of Manitou Drive, between Bleams Road and Webster Road, to four lanes was required to deal with the forecast traffic increases. Facilities for travel by pedestrians and cyclists are missing or deficient and disconnected through the study area.
The purpose of this study is to confirm the need and justification for improvements to Manitou Drive between Fairway Road and Bleams Road. The focus of the work is to address wherever possible, the current operational and safety deficiencies and to improve overall traffic flow and safety.
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The Project Team has developed the following problem statement for the project, identifying the traffic and transportation needs to be addressed as part of this study:
PROBLEM STATEMENT MANITOU DRIVE CLASS EA
Road improvements are required to reduce delays, queuing, and collisions for the current traffic conditions as well as for the expected future traffic growth up to 2031 and beyond in the Manitou Drive corridor; The existing bridge over Schneider Creek is in need of repair or replacement; There is a need to accommodate cycling, walking and transit use with a high level of service and network connectivity; and The extension of the River Road corridor would not alleviate the need for improvements within the Manitou Drive corridor.
6.0 What Work Has Been Done to Date?
The project is in its early stages, and a significant amount of work and public input is still required for the successful completion of this study. To date, the Project Team has completed or started the following works:
A transportation study, including a complete review of existing and future traffic operations within the study corridor and analysis of possible improvement alternatives. A review and analysis of collision history along Manitou Drive, from 2006 to 2011. Topographical survey of the Manitou Drive corridor and preparation of base plans. An inventory and assessment of the natural environment (trees, watercourses, drainage crossings, aquatic and terrestrial habitat) within the corridor. An inventory and assessment of the social environment (including land use, and adjacent properties) within the corridor. A Stage 1 Archaeological Assessment Report for the study corridor. A Preliminary Built Heritage Report for the study corridor. A preliminary assessment of Alternative Planning Solutions in conjunction with the Class Environmental Assessment process. A preliminary identification of Alternative Design Concepts.
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7.0 What are the Current and Future Traffic Conditions along Manitou Drive?
7.1 ROADWAY TRAFFIC
A transportation study has been completed, which included a complete review of existing and future traffic operations within the study corridor and analysis of possible improvement alternatives. The review evaluated measures of delay, and queuing and collisions in the Manitou Drive corridor. The chief conclusions of the transportation study are that the existing capacity of Manitou Drive, which is partly 2 lanes wide and partly 4 lanes wide results in: lengthy delays for all movements at the Manitou Drive Courtland Avenue/Fairway Road intersection very lengthy delays for traffic entering or exiting Webster Road The most lengthy queues within the project limits exist for Southbound traffic at Bleams Road There are queues which cause concerns for the west-bound left-turn at Fairway Road and for traffic exiting Webster Road. All the above problems exist for the current traffic levels during the PM peak traffic period. The problems will worsen with expected growth in traffic volumes. In addition, a greater number of collisions than expected have been identified within the study corridor, notably in connection with the intersection of Manitou Drive and Fairway Road/Courtland Avenue and on Manitou Drive between Bleams Road and Cress Lane.
7.2 PUBLIC TRANSIT, PEDESTRIANS AND CYCLISTS
Currently the Manitou Drive corridor is served by public transit within the Study Area. Bus Route 12 services west Kitchener / Waterloo and north Waterloo with stops along Westmount Road, Fairway Road and University Avenue. The route operates every 15 minutes and runs from 5:15am to 1:30am on weekdays. The route also runs from 6:45am to 1:25am on Saturday, every 30 minutes and from 8:00am to 1:25am on Sunday, every 30 minutes.
Within the study area, Manitou Drive has sidewalk facilities on the west side of the road near the Fairway Road intersection. Sidewalk facilities are also found on the north side of Bleams Road. Based on the Region‟s Transportation Corridor Design Guidelines, 2.1m sidewalks and 1.5m cycling lanes are to be considered along both sides of Manitou Drive.
The proposed route for the Trans Canada Trail (currently in circulation for comments) within the study limits is from Schneider Creek northerly along Manitou Drive to Fairway Road. It is anticipated that the trail would cross under Manitou Drive via a new bridge opening and extend northerly along both sides of the corridor. During the design stage of the Trans Canada Trail, the design team will consider opportunities for historical interpretation of the German Mills area.
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8.0 Regional Transportation Master Plan
The Regional Transportation Master Plan (RTMP) identifies transportation policies and network improvements to 2031 with the goals of optimizing the transportation system, promoting transportation choice, fostering a strong economy and supporting sustainable development. The RTMP prioritizes walking, cycling and public transit improvements to support Rapid Transit, and identifies strategic road improvements, in addition to providing strategies for the future to address parking, goods movement and Transportation Demand Management.
The RTMP identified Manitou Drive, between Bleams Road and Webster Road, to be widened to four lanes before 2021. This would support the RTMP goal of optimizing the transportation system and fostering a strong economy. Structural evaluation of the Schneider Creek Bridge has identified the need for major repair or replacement of the bridge structure before 2016.
The RTMP also identified a priority to extend River Road from King Street to Manitou Drive at the intersection of Bleams Road before 2021.
9.0 Walk Cycle Waterloo Region
Walk Cycle Waterloo Region is the Region of Waterloo‟s plan to improve active transportation (e.g. walking, cycling, etc.) in our community. In part, it deals with priorities to develop a network of cycling and walking facilities in the Region and is being developed concurrent with the Manitou Drive Class EA. Walk Cycle Waterloo Region builds upon the 2004 Regional Cycling Master Plan, which identified a core off-road cycling route along Schneider Creek through the study area. The Project Team for the Manitou Drive Class EA will consult with the Project Team for Walk Cycle Waterloo Region to incorporate the priorities for cycling and walking facilities. The Project Team is considering locations for cycling lanes within the Manitou Drive road allowance.
10.0 What Are the Preliminary Alternative Solutions Being Considered to Address the Problems/Needs on Manitou Drive?
The following Preliminary Alternative Solutions are currently being considered to address the problems along Manitou Drive. Some of the solutions may be suitable when combined with others. Public input is welcomed on these alternative solutions as well as suggestions of any additional alternatives.
ALTERNATIVE 1 - “DO NOTHING”
As part of any Class EA process, there is always a consideration of the “Do Nothing” alternative to assess what would happen if no action is taken to address the study concerns. This assessment provides a baseline against which the other alternative solutions can be measured.
ALTERNATIVE 2 - INTERSECTION IMPROVEMENTS/ROUNDABOUTS
Roundabout screening tools were prepared for the intersections of Fairway Road and Manitou Drive as well as for Bleams Road and Manitou Drive. Each supported carrying forward roundabout alternatives for evaluation at these locations. Signalized intersection improvement
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MANITOU DRIVE CLASS ENVIRONMENTAL ASSESSMENT FAIRWAY ROAD TO BLEAMS ROAD design concepts will also be carried forward for evaluation. The Transportation Study has determined that Intersection Improvements together with Road Widening would address the problem.
ALTERNATIVE 3 - ROAD WIDENING OF MANITOU DRIVE
The alternative of widening Manitou Drive by adding more traffic lanes within the study limits would provide increased traffic capacity, thereby addressing existing and future traffic congestion issues. All road widening options will consider a new bridge structure over Schneider Creek to accommodate the widening of Manitou Drive. All road widening options will include efforts to maintain the existing Canadian Pacific Railway bridge without modification. The Transportation Study has determined that Intersection Improvements together with Road Widening would address the problem.
ALTERNATIVE 4 - ACCESS MANAGEMENT
Some of the existing traffic and safety operational issues may be attributed to vehicles attempting to enter and exit properties. Consideration may be given to consolidating and restricting accesses within the study limits. Access Management will be considered as a part of the Preferred Solution.
ALTERNATIVE 5 - IMPROVING TRANSIT SERVICE Measures to improve the level of transit service within the corridor are being considered. These measures may potentially reduce reliance on vehicle travel and traffic on Manitou Drive. Improving Transit Service targets as identified in the RTMP will be a part of the Preferred Solution.
ALTERNATIVE 6 - UPGRADE, EXPAND OR BUILD OTHER ROUTES
The planning, design and construction of new north-south road corridors or the increase in capacity of other existing corridors may reduce the demands on Manitou Drive by diverting demand by existing traffic and future traffic away from Manitou Drive.
The Region is undertaking a Class Environmental Assessment for the extension of River Road from King Street to Bleams Road at the intersection of Manitou Drive. If that Class EA concludes with approval of the River Road extension, that would alter the volume of future traffic through the Manitou Drive corridor. The transportation study for the Manitou Drive Class EA – Transportation Report concludes that some improvements to the Manitou Drive corridor are required with or without the future extension of River Road. For the Manitou Drive Class EA, all of the alternative solutions will be evaluated based on: a) River Road being extended from King Street to Manitou Drive; as well as b) River Road not being extended from King Street to Manitou Drive Taking this approach will allow the Project Team for the Manitou Drive Class EA to implement these Manitou Drive improvements that are the same in both cases, with or without River Road Extension.
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11.0 PREFERRED ALTERNATIVE SOLUTION
The Project Team has identified a combination of Alternative 2 – Intersection Improvements and Alternative 3 – Widening of Manitou Drive as the Preliminary Preferred Alternative Solution. Improvements to Transit Service as identified in the RTMP consideration of Access Management will also be included in the Preliminary Preferred Solution.
Options to upgrade, expand or build other routes have been examined in the 2010 RTMP update study. Unfortunately, in a built up urban environment this option is not practical and has been dismissed as an option.
12.0 PRELIMINARY ALTERNATIVE DESIGN CONCEPTS
Alternative Design Concepts for the Preliminary Preferred Alternative will be more fully developed and evaluated in Phase 3 of the Class EA Study; however, at this time some initial Alternative Design Concepts are being presented for the public to review and offer comments and concerns for consideration by the Project Team. The Alternative Design Concepts include combinations of road geometrics, traffic control and road cross-section elements for the roadway and boulevard areas. The Project Team has developed the following Alternative Design Concepts for presentation at this PCC. 1. Two-Way Centre Turning Lane. This alternative would increase overall capacity of the transportation corridor by removing left turning vehicles from the through lanes and thereby improving operations of the corridor. Three options for intersection control at the intersection of Fairway Road and Manitou Drive in conjunction with the two-way centre turning lane are being presented on large display boards at this PCC. Option 1A is a 3 lane road with cycling lanes and 2.6m curb-face concrete sidewalk (on both sides of the road) and roundabouts at Fairway Road and Bleams Road. Option 1B is a 3 lane road with cycling lanes and 2.6m curb-face concrete sidewalk (on both sides of the road) and with a roundabout at Bleams Road and a signalized intersection at Fairway Road. This option includes dual westbound left-turn lanes from Fairway Road onto Manitou Drive based on River Road not being extended. Option 1C is a 3 lane road with cycling lanes and 2.6m curb-face concrete sidewalk on both sides of the road and with a roundabout at Bleams Road and a signalized intersection at Fairway Road. This option includes a single westbound left-turn lane from Fairway Road onto Manitou Drive based on River Road being extended.
2. Widen Manitou Drive to 4 lanes. This alternative would increase overall capacity of the transportation corridor and improve operations of the corridor but would require more property than the Two-Way Centre Turning Lane alternate. Two options of widening Manitou Drive to four lanes between Webster Road and Bleams Road are being presented on large display boards at this PCC. Option 2A is a 4 lane road with cycling lanes, grass boulevard and 2.1m concrete sidewalk on both sides of the road.
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Option 2B is a 4 lane road with cycling lanes and 2.6m curb-face concrete sidewalk on both sides of the road. For both Options 2A and 2B the same 3 options for intersection control at the Fairway Road and Manitou Drive intersection will be considered. 13.0 How Will All The Alternative Design Concepts Be Evaluated?
Once a Preferred Alternative Solution has been confirmed, the various Alternative Design Concepts will be assessed by the Project Team against a set of evaluation criteria to determine which concepts, either on their own or in combination with other concepts, best address the problems along Manitou Drive and the surrounding transportation network. The evaluation criteria will include the following:
1) Traffic Operations & Safety
2) Natural Environment
3) Social Environment
4) Costs
For a description of the complete Evaluation Criteria, please refer to Appendix “C”. 14.0 Property Impacts and Acquisition
The intent of the Class EA and design process is to minimize the need for additional private property; however certain Alternative Design Concepts will require the Region to acquire property. During Phase 3 of the Class EA study, a Preferred Design Concept will be selected, and once this Design Concept is approved, affected property owners will be contacted by Regional Real Estate staff to discuss the necessary property acquisitions and related issues. It is the Region‟s standard practice to negotiate agreements of purchase and sale with the affected property owners, based on an independent appraisal of the land‟s fair market value. If negotiated agreements cannot be reached, the Region can acquire the needed lands through expropriation. For further information regarding property acquisition, please see the Property Acquisition Process Information Sheet in Appendix B. 15.0 Impacts to Schneider Creek and Regional Water Supply Wells
Improvements to the Manitou Drive road alignment and width including reconstruction of the Schneider Creek Bridge could potentially impact Schneider Creek as well as two of the Region‟s production water supply wells and related pump station facilities located on the west side of Manitou Drive near the north bank of Schneider Creek. In addition, monitoring wells exist on the opposite side of Manitou Drive from the two production water supply wells. The Class EA Study for Manitou Drive Improvements will identify the potential for any adverse impacts of proposed road improvements on both Schneider Creek and the water supply wells in question,
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MANITOU DRIVE CLASS ENVIRONMENTAL ASSESSMENT FAIRWAY ROAD TO BLEAMS ROAD including any adverse impacts that future road salt application might cause to the creek and the water supply source to the wells. The Class EA Study will also identify the means for mitigating any adverse impacts that the proposed Manitou Drive road improvements might cause to Schneider Creek and/or the source water to the two water supply wells in question. Both the Grand River Conservation Authority and staff from the Region‟s Hydrogeology and Source Water group are being duly consulted as part of the Manitou Drive Class EA study.
16.0 Tree Removals
This project will likely require some trees to be removed but these will be replaced (two new trees for each one removed) where space permits in the road allowance in consultation with the adjacent property owners. At a future Public Consultation Centre the potential tree removals will be identified and displayed.
17.0 Landscaping
Landscaping in the form of street trees and other suitable low-height vegetation will be incorporated in this project where appropriate and where space permits in the road allowance.
18.0 Reinstatement of Lawns and Driveways
Wherever possible, lawns and driveways will be reinstated to their pre-construction state; however, due to the nature of the work being considered, there may be some driveways and lawns that will be significantly altered from their existing condition. More work will be done in advance of the second Public Consultation Centre for this study to determine the extents of the alterations that would result from each Alternative Design Concept.
19.0 Traffic During Construction, Detours and Closures
Repair/replacement of the bridge that carries Manitou Drive over Schneider Creek is expected to require complete closure of Manitou Drive for approximately eight months. Signage will be placed well in advance of the closure advising of the detour and duration of the closure. Alternative measures which may reduce the duration for road closure or lane restrictions will be evaluated.
In addition, there will be times when the nature and extent of the construction work will require short-term temporary closures of one or more of the side streets.
A detailed construction staging and traffic management plan will be developed during final design. That plan would identify all detour routes. Detours would normally be located on Regional Roads, but, the use of Manitou Drive and Wilson Avenue which are City of Kitchener Streets would be considered, in consultation with City of Kitchener staff as the detour route for this project.
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20.0 What are the Next Steps for This Class EA Study?
The Project Team will use the comments obtained from the public during this Public Consultation Centre to refine the Problem Statement and evaluation criteria, consider any other viable Alternative Solutions proposed by the public and confirm a Preferred Solution.
The Project Team will use the public comments as well as other technical data, to further develop, refine and evaluate Alternative Design Concepts of the Preferred Solution. The Alternative Design Concepts including the Project Team‟s Preliminary Preferred Design Concept, will be presented to the public at the next Public Consultation Centre, to be held later in 2012.
It is anticipated that Region Planning and Works Committee and Council, will consider final approval of a Recommended Design Concept for this project in late 2012 or early 2013. After Council approval of a Recommended Design Concept, the Environmental Study Report will be „filed‟ on the public record for a 30 day review period. This filing will be advertised by mail-outs and notices in newspapers. If someone feels that the study did not fully address all of the issues, they can request that the Minister of Environment order the Project to a more detailed Environmental Assessment. The Minister of Environment must receive such requests in writing, with a copy sent to the Region‟s Commissioner of Transportation and Environmental services. The Minister will determine if a more detailed Environmental Assessment is required and the Minister‟s decision will be final.
If there are no significant unresolved objections following the 30 day review period, the project will proceed to detailed design and construction. It is anticipated that implementation of improvements will begin in 2015.
21.0 How Will I Receive Further Notification Regarding This Project?
Adjacent property owners and members of the public registering at this Public Consultation Centre will receive all forthcoming additional information, and will be notified by mail of future meetings. Advertisements will also be placed in local newspapers advising the public of future Public Consultation Centre meetings and the availability of the final Environmental Study Report for review.
22.0 How Can I Voice My Comments At This Stage?
In order to assist us in addressing any comments or concerns you might have regarding this project, we ask that you fill out the attached Comment Sheet and leave it in the box provided at the registration table. Alternatively you can mail, fax or e-mail your comments to one of the Project Team members listed below, no later than February 10, 2012.
We thank you for your involvement and should you have any questions or concerns please contact:
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Mr. Wayne Cheater, P. Eng. Mr. Dan Green, P. Eng., Senior Project Manager Project Manager Region of Waterloo McCormick Rankin Corporation 150 Frederick Street, 6th Floor 72 Victoria Street South Kitchener, ON N2G 4J3 Kitchener, ON N2G 4Y9 Telephone: (519) 575-4757 ext. 3183 Telephone: (519) 741-1464 Fax: (519) 575-4430 Fax: (519) 741-8884 Email: [email protected] Email: [email protected]
23.0 How Can I View Project Information Following the PCC?
All of the PCC display materials and other relevant project information, notifications of upcoming meetings and contact information are available for viewing at the Region of Waterloo municipal offices as identified above. Alternatively, you may visit the Region‟s website at www.regionofwaterloo.ca.
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APPENDIX “A-1”
MUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT PROCESS
ONTARIO ENVIRONMENTAL ASSESSMENT ACT
The purpose of the Ontario Environmental Assessment Act (EA Act) is to provide for “the betterment of the people of the whole or any part of Ontario by providing for the protection, conservation and wise management of the environment in Ontario”. Environment is applied broadly and includes the natural, social, cultural, built and economic components.
The key principles of successful environmental assessment planning include: Consultation with stakeholders and affected members of the public; Consideration of a reasonable range of alternatives; Assessment of the environmental impacts for each alternative; Systematic evaluation of alternatives; and Clear documentation of the process followed. MUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT (EA)
The Municipal Class EA is a planning process approved under the Environmental Assessment Act that is used by municipalities to plan infrastructure enhancement projects while satisfying the requirements of the Environmental Assessment Act. Under the Class EA process, projects are planned in one of three ways depending on their scope, complexity, and potential for adverse environmental impacts.
Schedule “A” - Includes routine maintenance, operation and emergency activities. - The Municipality can proceed with this work without further approval or public consultation. Schedule “B” - Includes projects with the potential for some adverse environmental effects. - These projects are subject to a screening process that includes consultation with directly affected public and agencies. Schedule “C” - Includes larger, more complex projects with the potential for significant environmental effects. - These projects are subject to all phases of the Class EA and require a minimum of 3 points of public contact. PUBLIC INVOLVEMENT
Members of the public that have a stake in the project are encouraged to provide comment throughout the Class EA process. For Schedule “C” projects there are a minimum of three (3) opportunities for public contact. These typically include two Public Consultation Centres and the Notice of Study Completion.
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APPENDIX “A-2”
Class EA Process for Schedule “C” Projects
Change in Project Status – Appeal Provision
It is recommended that all stakeholders (including the proponent, public and review agencies) work together to determine the preferred means of addressing a problem or opportunity. If you have any concerns, you should discuss them with the proponent and try to resolve them. In the event that there are major issues which cannot be resolved, you may request the Minister of the Environment by order to require a proponent to comply with Part II of the EA Act before proceeding with a proposed undertaking which has been subject to Class EA requirements. This is called a “Part II Order”. The Minister will make one of the following decisions:
1. Deny the request (with or without conditions); 2. Refer the matter to mediation; or 3. Require the proponent to comply with Part II of the EA Act, ordering a full Environmental Assessment. All stakeholders are urged to try to resolve issues since it is preferable for them to be resolved by the municipality in which a project is located, rather than at the provincial level.
To request a Part II Order, a person must send a written request to : Minister of the Environment 77 Wellesley Street West Ferguson Block, 11th Floor Toronto, ON M7A 2T5 [email protected]
The request must address the following with respect to the identified concerns:
Environmental Impacts and specific concerns; Adequacy of the planning and public consultation process; Involvement of the person in the planning process; and Details of discussions held between the person and the proponent.
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APPENDIX “A-3”
We are here We are
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Appendix “B-1”
Property Acquisition Process Information Sheet (Projects requiring Class Environmental Assessment Approval)
The following information is provided as a general overview of the property acquisition process and is not legal advice. Further, the steps, timing and processes can vary depending on the individual circumstances of each case.
Once the Class Environmental Assessment is complete and the Environmental Study Report outlining the Recommended Design Concept has been approved, the property acquisition process and the efforts of Regional Real Estate staff will focus on acquiring the required lands to implement the approved design. Regional staff cannot make fundamental amendments or changes to the approved design concept.
Property Impact Plans After the project has been approved and as it approaches final design, the project planners will generate drawings and sketches indicating what lands and interests need to be acquired from each affected property to undertake the project. These drawing are referred to as Property Impact Plans (PIP).
Initial Owner Contact by Regional Real Estate Staff Once the PIPs are available, Regional Real Estate staff will contact the affected property owners by telephone and mail to introduce themselves and set-up initial meetings to discuss the project and proposed acquisitions.
Initial Meetings The initial meeting is attended by the project engineer and the assigned real estate staff person to brief the owner on the project, what part of their lands are to be acquired or will be affected, what work will be undertaken, when, with what equipment, etc and to answer any questions. The primary purpose of the meeting is to listen to the owner and identify issues, concerns, effects of the proposed acquisition on remaining lands and businesses that can be feasibly mitigated and/or compensated, and how the remaining property may be restored. These discussions may require additional meetings. The goal of staff is to work with the owner to reach mutually agreeable solutions.
Goal – Fair and Equitable Settlement for All Parties The goal is always to reach a fair and equitable agreement for both the property owner and the Region. Such an agreement will provide compensation for the fair market value of the lands and address the project impacts (such as repairing or replacing landscaping, fencing, paving) so that the property owner will receive the value of the lands acquired and the restoration of their remaining property to the condition it was prior to the Project.
The initial meetings will form the basis of an initial offer of settlement or agreement of purchase and sale for the required lands or interests.
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Appendix “B-2”
Steps Toward Offer of Settlement or Agreement of Purchase and Sale
The general steps towards such an offer are as follows;
1) the Region will obtain an independent appraisal of the fair market value of the lands and interests to be acquired, and an appraisal of any effect on the value of the rest of the property resulting from the acquisition of the required lands and interests; 2) compensation will be estimated and/or works to minimize other effects will be defined and agreed to by the property owner and the Region; 3) reasonable costs of the owner will be included in any compensation settlement; 4) an offer with a purchase price and any other compensation or works in lieu of compensation will be submitted to the property owner for consideration; and 5) an Agreement will be finalized with any additional discussion, valuations, etc as may be required.
Depending on the amount of compensation, most agreements will require the approval of Council. The approval is undertaken in Closed Session which is not open to the public to ensure a level of confidentiality.
Expropriation Due to the time constraints of these projects, it is the practice of the Region to commence the expropriation process in parallel with the negotiation process to insure that lands and interests are acquired in time for commencement of the Project. Typically, over 90% of all required lands and interests are acquired through the negotiation process. Even after lands and interests have been acquired through expropriation an agreement on compensation can be reached through negotiation, this is usually referred to as a „settlement agreement‟.
Put simply, an expropriation is the transfer of lands or an easement to a governmental authority for reasonable compensation, including payment of fair market value for the transferred lands, without the consent of the property owner being required. In the case of expropriations by municipalities such as the Region of Waterloo, the process set out in the Ontario Expropriations Act must be followed to ensure that the rights of the property owners provided under that Act are protected.
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Appendix “C-1”
Evaluation Criteria for Manitou Drive Class EA Study
Study Element Criteria 1) Traffic Capacity, Operations & Safety Does the alternative accommodate the forecasted traffic to/from existing and future planned developments and Forecasted Traffic/ properties? Transportation Network Will the alternative address the transportation network
needs and be compatible with other Transportation Plans? Does the alternative address identified traffic safety issues Safety along the corridor or at specific locations? What effect will the alternative have on traffic access to Access Management properties fronting on Manitou Drive? Transit Use How does the alternative serve the expected transit needs? Cycling Needs How does the alternative serve the expected cycling needs? How does the alternative serve the expected pedestrian Pedestrian Needs traffic needs? 2) Natural Environment Aquatic Habitat, Fisheries, and Surface Water Terrestrial What impact does the alternative have on Aquatic Habitat,
Habitat/Vegetation Surface Water, Terrestrial Habitat, Floodplain, Wetlands and Floodplain Wildlife? Wetlands Wildlife Are there any known or potentially contaminated sites that Property Contamination require investigation and how would they affect the alternative? 3) Social Environment What impact does the alternative have on Built Heritage Heritage and Archaeological Resources and Features, Cultural Heritage Landscapes and Impacts Archaeological Impacts? Are there any cultural or recreational institutions within the Cultural & Recreational project area that would be affected by the alternative? Business Impacts How would the alternative affect existing businesses? Is the alternative implementable? How long will construction Construction Impacts take? Can the alternative incorporate streetscaping features to Streetscaping maintain and enhance the character of the community?
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Appendix “C-2”
Evaluation Criteria for Manitou Drive Class EA Study
Study Element Criteria How does the alternative impact residential and commercial Private Property Impacts properties along the corridor? How much property will be required, if any, for the
alternative? What qualitative effect does the alternative have on air Air Quality & Noise quality and noise levels within the Region? Does Regional noise policy apply? 4) Costs What is the total cost of the alternative including the cost for Capital Cost construction, utility relocations and property acquisitions?
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COMMENT SHEET REGIONAL MUNICIPALITY OF WATERLOO Manitou Drive Improvements Class Environmental Assessment Fairway Road to Bleams Road Public Consultation Centre #1 – February 2, 2012
Please complete and hand in this sheet so that your views can be considered for this project. If you cannot complete your comments today, please take this home and mail, fax or e-mail your comments by February 10, 2012 to either:
Mr. Wayne Cheater, P. Eng. Mr. Dan Green, P. Eng., Senior Project Manager Project Manager Region of Waterloo McCormick Rankin Corporation 150 Frederick Street, 6th Floor 72 Victoria Street South Kitchener, ON N2G 4J3 Kitchener, ON N2G 4Y9 Telephone: (519) 575-4757 ext. 3183 Telephone: (519) 741-1464 Fax: (519) 575-4430 Fax: (519) 741-8884 Email: [email protected] Email: [email protected]
1. Do you think there are any other problems or needs that should be considered and added to the project Problem Statement?
2. Are there any other Evaluation Criteria that you think should be considered?
1092486-v2 Page 20 Manitou Drive Improvements Class EA – Comment Sheet PCC – February 2nd, 2012
3. Do you have any additional suggestions for possible solutions or alternatives to address the problem/needs?
4. Are there any other general comments you have regarding this project?
Do you wish to be placed on the mailing list for this project? Yes No
Name: Address: Postal Code: Phone & email:
Thank you for your interest and time.
COLLECTION NOTICE All comments and information received from individuals, stakeholder groups and agencies regarding these projects and meetings are being collected to assist the Region of Waterloo in making a decision. Under the Municipal Act, personal information (such as name, address, telephone number, and property location) that may be included in a submission becomes part of the public record. Questions regarding the collection should be forwarded to the staff member noted above.
1092486-v2 Page 21 Report: CR-RS-12-007 REGION OF WATERLOO
CORPORATE RESOURCES Legal Services
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: L07-90
SUBJECT: AUTHORIZATION TO EXPROPRIATE LANDS (1st REPORT) FOR WEBER STREET WEST GRADE SEPARATION AND ROAD IMPROVEMENTS (COLLEGE STREET TO GUELPH STREET), IN THE CITY OF KITCHENER
RECOMMENDATION:
THAT The Regional Municipality of Waterloo direct and authorize the Regional Solicitor to take the following actions with respect to the expropriation of lands for the reconstruction of Weber Street West between College Street and Guelph Street, in the City of Kitchener, in the Region of Waterloo as detailed in report CR-RS-12-007 dated January 31, 2012:
1. Complete application(s) to the Council of the Regional Municipality of Waterloo, as may be required from time to time, for approval to expropriate land, which is required for the reconstruction of Weber Street and described as follows:
Fee Simple Partial Taking:
a) Part of Lot 394, Plan 376, being Part 1 on Reference Plan 58R-17282, City of Kitchener, P.I.N. 22319-0047 (LT) (178 Louisa Street) b) Part of Lot 16, Registered Plan 374, being Parts 1 and 2 on Reference Plan 58R-17285, City of Kitchener, P.I.N. 22319-0176 (R) and 22319-0175 (LT) (84 Victoria Street North) c) Part of Lot 8 and 9, South side of Weber Street and West side of College Street, Plan 401, being Part 1 on Reference Plan 58R-17284 and Part 1, on Reference Plan 58R-17378, City of Kitchener, P.I.N. 22317-0073 (LT) (79-85 Weber Street West) d) Part of Lot 17, Registered Plan 374, being Part 1 on Reference Plan 58R-17283, City of Kitchener, P.I.N. 22320-0071 (LT) (122 Weber Street West/ 110 Victoria Street North) e) Part of Lot 3, Plan 131, being Part 1 on Reference Plan 58R-17363, City of Kitchener, P.I.N. 22325-0096 (LT) (40 Wilhelm Street) f) Part of Lot 5, Plan 400, being Parts 2,3,4 and 5 on Reference Plan 58R-17363, City of Kitchener, P.I.N.S 22320-0012 (LT) and 22320-0001(LT) (43 Wilhelm Street)
Temporary Easement for Rail Line Detour: g) Part of Lot 2, Subdivision of Lot 16, German Company Tract, being Part 2 on Reference Plan 58R-17281, City of Kitchener, P.I.N. 22319-0173 (LT) (282 Duke Street West) h) Part of Lot 2 Municipal Complied Plan of Subdivision of Lot 16 German Company Tract and Part of Lot 19, Municipal Complied Plan of Subdivision of Lot 3, German Company Tract, being Part 1 on Reference Plan 58R-17281, City of Kitchener, P.I.N. 22319-0193 (LT) (113 Breithaupt Street)
Temporary Easement for Construction Yard: i) Part of Lot 17, Registered Plan 374 , being Part 1 on 58R-17354, City of Kitchener, P.I.N. 22320-0071 (LT) (122 Weber Street West/ 110 Victoria Street North)
1091762v4 Page 1 of 7 January 31, 2012 Report: CR-RS-12-007
Full Taking:
a) Part Lot 16, Plan 374, Part Lot 19, Subdivision of Lot 3, German Company Tract, being Parts 1 and 2, on Reference Plan 58R-5402, City of Kitchener, P.I.N. 22319-0177 (LT) (100 Victoria Street North) b) Part Lot 19, Subdivision of Lot 3, German Company Tract, Part Lot 221, Plan 376, being Part 1, on Reference Plan 58R-11146, City of Kitchener, P.I.N. 22319-0195 (LT) (125 Weber Street West) c) Part Lot 155-156, Plan 376, City of Kitchener, P.I.N. 22319-0161 (LT) (133 Weber Street West) d) Part Lot 81, Plan 376, City of Kitchener, P.I.N. 22319-0150 (LT) (135 Weber Street West) e) Part Lot 155-156, Plan 376, Part Lot 45, Streets and Lanes, City of Kitchener, P.I.N. 22319- 0159 (127 Weber Street West) f) Part Lot 155-156, Plan 376, Part Lot 45, Streets and Lanes, City of Kitchener, P.I.N. 22319- 0160 (131 Weber Street West) g) Part Lots 1 to 5, Plan 389, being Parts 1 to 5 on Reference Plan 58R-6324, City of Kitchener, P.I.N. 22315-0011 (LT) (108/110 Weber Street West) h) Part Lot 320, Plan 376, City of Kitchener, P.I.N. 22319-0094 (LT) (157 Weber Street West) i) Part Lots 8 and 9, Plan 389, as in A115620 (firstly) except Part 1 on Reference Plan 58R- 13446, City of Kitchener, P.I.N. 22315-0303 (LT) (100 Weber Street West) j) Part Lot 80, Plan 376, as in 1236916, City of Kitchener, P.I.N. 22319-0148 (LT) (143 Weber Street West) k) Part Lot 267, Plan 376, City of Kitchener, P.I.N. 22319-0103 (LT) (162 Wellington Street North) l) Part Lots 4 and 8, Plan 389, City of Kitchener, P.I.N. 22315-0020 (LT) (104 Weber Street West) m) Part Lot 320, Plan 376, City of Kitchener, P.I.N. 22319-0093 (LT) (161 Weber Street West) n) Part Lot 267, Plan 376, Part Lot 69, Streets and Lanes, City of Kitchener, P.I.N. 22319-0104 (LT) (153 Weber Street West) o) Part Lot 19, Subdivision of Lot 3, German Company Tract, being Part 4 on Reference Plan 58R-11146, City of Kitchener, P.I.N. 22319-0194 (LT) and Part Lot 221, Plan 376, City of Kitchener, P.I.N. 222319-0171 (LT) (123 Breithaupt Street) p) Part Lot 155, Plan 376, City of Kitchener, P.I.N. 22319-0158 (LT) (126 Breithaupt Street) q) Part Lot 155-156, Plan 376, Part Lot 45, Streets and Lanes, City of Kitchener, P.I.N. 22319- 0161 (LT) (133 ½ Weber Street West)
2. Serve notices of the above application(s) required by the Expropriations Act;
3. Forward to the Chief Inquiry Officer any requests for a hearing that may be received;
4. Attend, with appropriate Regional staff, at any hearing that may be scheduled;
5. Discontinue expropriation proceedings or any part thereof, in respect of the above described lands, or any part thereof, upon the registration on title of the required documentation to complete a transaction whereby the required interests in the lands are conveyed; and
6. Do all things necessary and proper to be done, and report thereon to Regional Council in due course.
SUMMARY: NIL
January 31, 2012 Report: CR-RS-12-007
REPORT:
Regional Council approved the reconstruction of the Weber Street West (Regional Road 8) corridor from College Street to Guelph Street and grade separation of Weber Street at the CN Railway Tracks (GEXR), in the City of Kitchener (the “Project”). The Environmental Assessment was approved by Council in June 2011 and by the Ministry of Environment in August 2011. This study investigated the need to widen Weber Street West from 2 lanes to 4 lanes and looked at the need for a grade separation at the CN Railway Tracks (GEXR).
The detailed design of the project is presently underway. Construction will be undertaken in two phases. Phase 1 from College Street northerly to Wilhelm Street, including the grade separation, will be constructed in 2013/2014.Phase 2 from Wilhelm Street north to Guelph Street, will be constructed in 2014. Funding for both phases of the project is shown in the Region’s 2012 Transportation Capital Program. Regional staff are presently in the process of acquiring all required lands for Phase 1 of the project which entails either full buyouts or partial takings from 28 properties. To date, negotiations have been successfully completed for the acquisition of four properties, two of which are now owned by the Region and two of which are pending closing. The two transactions which have not been completed have been included in this 1st Report to authorize expropriation of the required lands. Should a negotiated settlement be reached with any of the property owners and a conveyance of the required acquisition be completed before the expropriation process is complete, the expropriation process will be discontinued by the Regional Solicitor in respect of such property(ies).
All of the affected property owners, or their representatives, have been contacted by Legal Services Real Estate staff by one or more of the following means: in-person meeting, telephone, written correspondence and/or email, to discuss the required land acquisitions and all have been informed of the Region’s intention to proceed with the expropriation process, including this Report going forward, to ensure project time lines are met. All property owners have been provided with the Region’s Expropriation Information Sheet explaining the expropriation process. A copy of the Expropriation Information Sheet is attached as Appendix “B”. The owners have further been advised it is the Region’s intent to seek a negotiated settlement prior to completion of the Expropriation process and that the process has been commenced only to ensure possession of the required lands by the date set by Project staff in order to meet the project timeline.
The expropriation of the lands is on an “as is” basis and upon acquisition the Region assumes all responsibility for the lands.
The Project Area is shown attached as Appendix “A”.
CORPORATE STRATEGIC PLAN:
One of the focus areas of the Corporate Strategic Plan is to develop greater, more sustainable and safe transportation choices.
FINANCIAL IMPLICATIONS:
Transportation and Environmental Services staff advises that the 2012 Transportation Capital Program includes $10,500,000 in 2012 for this project to be funded from the Development Charges and Roads Capital Levy Reserve Funds.
January 31, 2012 Report: CR-RS-12-007
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Transportation and Environmental Services staff have been consulted in the preparation of this Report.
ATTACHMENTS
Appendix “A” - Project Area Appendix “B” – Copy of Expropriation Information Sheet
PREPARED BY: Tom Penwarden, Manager, Real Estate Services Fiona McCrea, Solicitor
APPROVED BY: Gary Sosnoski, Commissioner, Corporate Resources January 31, 2012 Report: CR-RS-12-007
Appendix “A”
January 31, 2012 Report: CR-RS-12-007
Appendix “B”
January 31, 2012 Report: CR-RS-12-007
Report: E-12-006 REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES Transportation
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: T04-10/28
SUBJECT: HOMER WATSON BOULEVARD (REGIONAL ROAD 28) AND BLOCK LINE ROAD REVIEW
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the implementation of the recommended collision countermeasures at the Homer Watson Boulevard/Block Line Road roundabout as outlined in Report E-12-006, dated January 31, 2012.
SUMMARY:
The Homer Watson Boulevard and Block Line road roundabout was opened on August 14, 2011 and an overrepresentation of fail-to-yield type collisions occurred at this roundabout when it was initially opened. The number of collisions has reduced in frequency over the last several months. The reduction in collisions is likely attributable to a combination of countermeasures installed to date, public education, driver familiarity with this roundabout and general regression to the norm trends. The engineering firm, CIMA+ was engaged by the Region to complete an assessment of the roundabout’s design and operation. Their review concluded that the roundabout adheres to current state-of-the-art practice in North America and that specific design features such as crosswalk locations and sightlines afford pedestrians an adequate level of protection. Their assessment also found that the roundabout operated with higher than expected fail-to-yield type collisions. CIMA+ has recommended countermeasures in an attempt to address this issue recognizing that fail-to-yield type collisions are reducing with time. Regional staff is recommending the implementation of a number of recommendations including painting circulating lane lines and pavement marking arrows, piloting shark teeth yield lines, painting lane designation arrows on entries to the roundabout, and alternating additional educational messages on the portable variable message signs. It is anticipated that the majority of these countermeasures could be implemented by the spring of 2012.
REPORT:
Background
On August 14, 2011, the intersection of Homer Watson Boulevard (Regional Road 28) was reopened to the public as a roundabout. Prior to this, the intersection operated as a 4-legged signalized intersection. This intersection became the sixteenth roundabout introduced to the public on Regional roads and was the first of 16 roundabouts to operate with at least 3 entry lanes on 1 approach (southbound). The remaining approaches to this roundabout all operate with 2 lane entry configurations. The Average Annual Daily Traffic Volume (AADT) is estimated to be approximately 38,000 vehicles entering the roundabout per day. This roundabout is now considered the Region’s busiest roundabout. Pedestrians have been observed crossing this roundabout 992 times over the course of 8 hours and it is estimated that approximately 1,600 pedestrians cross this roundabout over the entire day. Based on observed data, approximately 97% of all pedestrians crossing the roundabout use the north-side crosswalk. Peak 15 minute pedestrian crossing times occur at this crosswalk (easterly direction) of the roundabout between 8:45 a.m. to 9:00 a.m. and from 3:15 p.m.
Page 1 of 13 January 31, 2012 Report: E-12-006 to 3:30 p.m. (westerly direction). These two 15-minute periods represents approximately 40% of the total pedestrian crossing volume on this leg over 8 hours. Very few pedestrians have been observed to cross the east or west legs of this roundabout.
Soon after this roundabout opened to the public a higher than expected frequency of vehicular collisions occurred compared to what was expected based on the Region’s experience at roundabouts to date. Staff expected that this roundabout would experience approximately 2 collisions per month but instead saw 15 collisions occur in the first month of operation. Given the high rate of collisions staff began assessing collision patterns very closely and soon saw an overrepresentation of fail-to-yield type collisions on entries to this roundabout with the majority of collisions occurring in the southbound direction. Historical collision data at all Regional roundabouts suggested that approximately 24% of all collisions at Homer Watson and Block Line road should be fail-to-yield type collisions and this roundabout saw a pattern of fail-to-yield collisions in the range of 64%. Appendix A illustrates roundabout collisions by driver action at the Homer Watson Boulevard and Block Line Road roundabout.
Staff also observed patterns of driver behaviour in the field that were seen as potentially contributing to the higher than anticipated fail-to-yield type collisions in the northbound and southbound directions. Concerning behaviour included drivers failing to look left upon entering the roundabout, failing to slow down on the approach as necessary for vehicles circulating with the right-of-way as well as observing motorists coming to a complete stop but proceeding into the pathways of drivers already circulating in the roundabout with the right-of-way. The signing and pavement marking at this roundabout followed Regional practices that have been applied at all roundabouts on Regional roads to date with the exception of circulatory lane markings being provided for the 3-lane section of this roundabout and lane designation symbols being marked on the 3-lane section prior to the crosswalk. Southbound lane lines were provided through the more complex and spacious 3-lane section of the roundabout as it was anticipated that motorists would require increased guidance.
There has been no issues concerning sideswipe collisions involving trucks on the section of the roundabout marked with circulatory lane lines. This problem has not surfaced possibly because southbound lanes through the circulatory portion of the roundabout are forgiving and allow transport trucks travelling straight through the roundabout to traverse it with minimal infringement into adjacent lanes. It cannot be concluded whether or not the circulatory lane lines on this section of the roundabout are contributing to the overrepresentation of the fail-to-yield type collisions.
In response to the more than expected collisions a number of intuitive collision countermeasures were implemented to help mitigate the overrepresented fail-to-yield type collisions. Recommended countermeasures included the addition of yield tabs, improved placement of the southbound yield sign, 30 km/h advisory speed tabs, increased yield line widths, removal of entry lane dots, and oversized yield signs with supplemental “to oncoming traffic” tabs.
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Figure 1 provides a summary of collisions by type and date as well as installed countermeasures by date.
Figure 1 – Collisions and Countermeasures Time Plot
On October 7, 2011, at approximately 8:43 a.m. a pedestrian on their way to St. Mary’s high school was struck by a westbound Grand River Transit (GRT) bus at the roundabout. The student was crossing the west leg of the roundabout in the northbound direction at the marked crosswalk when she was struck soon after stepping off the pedestrian refuge island located between the eastbound and westbound travel lanes. Since this incident, a number of provisions have been implemented at the roundabout including reducing the speed to 50 km/h on Homer Watson Boulevard approaching the roundabout, adding school crossing guards and supplementary school crossing signs and changing the “Yield to Pedestrian” signs to larger “Stop for Pedestrian” signs. Most of these provisions were primarily aimed to address the large number of pedestrians crossing the north leg of the roundabout. The incident involving the student and GRT bus however occurred on the west leg of the roundabout Staff feels that roundabouts by their design offer pedestrians a safer environment to cross roadways where intersecting roadways meet compared to intersections controlled by traffic signals for several reasons including:
A pedestrian has 2 crossings of one-way traffic moving generally at slow speeds; Slow speed means drivers have more time to judge and react to pedestrians; High speed angle and turning related collisions causing vehicles to careen into nearby pedestrians are virtually eliminated; The crossing distance is shorter; The pedestrian watches for traffic in just one direction at a time;
1077069 Page 3 of 13 January 31, 2012 Report: E-12-006
Without a traffic control signal to divert drivers' attention upward, drivers can focus on vehicles and pedestrians around them; Drivers are more likely to look toward pedestrian crosswalks. By comparison, in turning at a traffic signal, drivers are often watching for conflicting traffic, looking left while turning right for example; and Drivers and pedestrians are more likely to be alert and aware of each other because both have to decide when to go.
The incident on October 7, 2011 was very unfortunate and no intersection is considered perfectly safe for pedestrians unless they are physically restricted from using it. Every year, 100 to 120 pedestrians are hit on Regional roadways with approximately 70% of pedestrian collisions occurring at traffic signals. On average, pedestrians suffer more severe injuries at traffic signals compared to roundabouts. Roundabouts on average still operate with fewer pedestrian collisions than traffic signals having similar traffic and pedestrian volume environments as discussed in Report E-12-006 dated January 31, 2012. An increased presence of pedestrians at roundabouts may benefit pedestrians by creating a “safety in numbers” environment similar to a phenomenon seen at traffic signals. It is felt that drivers pay more attention to pedestrians when they either find themselves in an abnormal high-volume pedestrian environment or have historical knowledge that reminds them to take appropriate due care to avoid potential conflicts with pedestrians as opposed to locations where they may not expect pedestrians and thus let their alertness levels down.
Members of the Community with Disabilities
Crossing concerns at roundabouts have been raised by members of the community with disabilities and in particular members of the community with visual impairments. Similar to right-turn channels, unsignalized intersections including all-way stop controlled intersections, roundabouts do not provide sufficient audible clues that define available crossing opportunities for persons with visual impairments. Plenty of research is on-going in the field of traffic engineering to help remedy this deficiency including but not limited to audible rumble strips and other traffic control devices. The Region of Waterloo has set a precedent which provides pedestrians the right-of-way over vehicles at roundabouts which benefits all members of our community, disabled or not. The ongoing research in this area and efforts to solidify legislative changes to enhance pedestrian mobility on roadways in Ontario will further reinforce pedestrian right-of-way at roundabouts.
Staff has met with the Grand River Accessibility Advisory Committee in the past to discuss roundabouts. As well staff routinely solicits community feedback whenever roundabouts are being considered and will address concerns should concerns be raised prior to the installation of any roundabout. Staff will continue to work collaboratively with members of the community with visual impairments and the Canadian National Institute for the Blind (CNIB) to identify concerns in advance of the installation of roundabouts on a case by case basis.
Speed Limit Review
As mentioned in Report E-11-108, dated October 26, 2011 staff will continue to assess the impacts of reducing the speed on Homer Watson Boulevard to 50 km/h from 400 m north of Block Line Road to 400 m south of Block Line Road. The following table summarizes the observed midblock average free flow speeds before and after the revised speed limit. Motorist speeds were recorded on October 24-25, 2011 before the speed limit change and on December 6-7, 2011, 5 weeks after the speed limit change.
1077069 Page 4 of 13 January 31, 2012 Report: E-12-006
Table 1 – Average Midblock Free-flow Travel Speeds
Before After Average Average Speed By Speed By Location Direction Direction (km/h) (km/h) SB NB SB NB Ottawa Street to Hanson Avenue 73 70 68 70 Hanson Avenue to Block Line Road 74 74 69 73 Block Line Road to Bleams Road 84 73 81 75 77 72 73 73 Average 75 73
The results show a 1% increase in average travel speeds in the northbound direction and a 5% reduction in average travel speed in the southbound direction in both the 70 km/h and newly installed 50 km/h speed zones. No changes in driver behavior in the northbound direction were observed but there was a change in driver behavior in the southbound direction. Speed profile graphs indicate that southbound drivers now begin to decelerate their vehicles approximately 400 m in advance of the roundabout or 100 m further in advance of where they were previously decelerating their vehicles. Driver speed approaching and entering the roundabout however did not change suggesting that the roundabout itself is the primary controlling factor that determines driver speed entering roundabouts. Staff will continue to monitor speeds on Homer Watson Boulevard approaching the roundabout to determine if in fact a long-term behvioural change has actually occurred or if the results of the assessment were simply influenced by other factors such as media, weather conditions and or enforcement.
Staff has also been continuously observing the collision statistics and trends at this roundabout on a daily basis and the frequency of collisions is on the decline. To understand why this may be happening other roundabouts were investigated to see if there were similarities in collision trends and in general roundabouts do not experience a higher frequency of collisions in the early stages of a roundabouts life. In fact collision frequency at most roundabouts is generally lower in the first 1 or 2 months of operation compared to the 6 month mean average as seen in Figure 2.
1077069 Page 5 of 13 January 31, 2012 Report: E-12-006
Figure 2 – Average Roundabout Monthly Collision Frequencies
Safety Review by Consultant
The services of CIMA+, an engineering firm with a good reputation for specializing in the area of traffic engineering and roadway safety, were retained to undertake a detailed review of the design and operation of the Homer Watson Boulevard at Block Line Road roundabout. CIMA+’s review has determined that the design of the roundabout provides pedestrians an adequate level of protection and their findings have been provided in their report, Traffic Safety and Operations Review Homer Watson Boulevard and Block Line Road Roundabout. This report recommends that the Region consider the following actions in no particular order:
a) Implement the soon to be released Ontario Traffic Manual Book 15 Type 2 PXO sign concept once legislated; b) Continue using crossing guards until Book 15 Type 2 PXO is legislated; c) Revert the Stop for Pedestrian sign back to a Yield to Pedestrian sign; d) Defer installation of overhead pedestrian signs until Book 15 recommendations are finalized; e) Reduce the southbound approach from 3 lanes to 2 lanes; f) Paint circulating lane lines and circulatory pavement marking arrows; g) Paint sharks teeth on entries to roundabout; h) Revise wording underneath yield signs from “To Oncoming Traffic” to “Yield to All Traffic in Roundabout”; i) Paint lane designation pavement marking arrows on entries to roundabout; j) Include additional driver behaviour messages on portable variable message signs; k) Focus signalling education on right-turn signal indication only; l) Increase landscaping; m) Do not relocate crosswalks; and n) Enhance crossing conditions for members of the community with visual and mobility disabilities through OTM Book 15, Type 2 PXO.
1077069 Page 6 of 13 January 31, 2012 Report: E-12-006
Regional staff has considered each recommendation and has provided a response to each of these recommendations as follows:
a) Implement the soon to be released Ontario Traffic Manual Book 15 Type 2 PXO sign concept once legislated;
Staff agrees with this recommendation and is optimistic that this sign can be implemented at this roundabout and all remaining roundabouts by the end of 2012 subject to appropriate Provincial legislation being approved. An illustration of this sign concept is shown in Appendix B.
b) Continue using crossing guards until Book 15 Type 2 PXO is legislated;
Staff agrees with this recommendation, and notes that crossing guard duty will cease during regularly scheduled vacation periods. It is recommended that the crossing guards continue for a one or two month period following the introduction of the new Type 2 PXO sign.
c) Revert Stop for Pedestrian sign back to Yield to Pedestrian sign;
Staff agrees with this recommendation as this will create consistency with other roundabouts on Regional roads and other jurisdictions in Ontario who have chosen to adopt our signing practice. However to minimize public confusion and the number of times that these pedestrian signs are changed it is recommended to wait until the appropriate Provincial legislation to install Type 2 PXO is in place. It is anticipated that this will occur by the end of 2012.
d) Defer installing overhead pedestrian signs until Book 15 recommendations are finalized;
Staff agrees with this recommendation as sign design should be kept consistent across Ontario to enhance driver recognition and resulting effectiveness of traffic control signs across the Province.
e) Reduce the southbound approach from 3 lanes to 2 lanes;
It is recommended that this countermeasure be considered only after Block Line Road has been extended and if the roundabout continues to operate with more than expected collisions. Updated traffic forecasts suggest that the roundabout would operate satisfactorily until 2021 with the southbound approach reduced to 2 lanes. It is important to wait and see how traffic operates at this location following the extension of Block Line Road before reducing the number of approach lanes. It is anticipated that the reduction to 2 lanes if deemed necessary could be considered in 2014.
f) Paint circulating lane lines and circulatory pavement marking arrows;
Staff agrees with the installation of lane lines because the geometry of the Homer Watson Boulevard roundabout is such that trucks can navigate through this roundabout in their own respective lanes without infringing upon other lanes. Lane lines tend to encourage operators of large vehicles to try and stay within their own respective lanes when it may not be possible. This behaviour can encourage motorists in passenger cars to drive beside trucks when it may not be appropriate to do so. Staff has not installed lane markings at most multi-lane roundabouts to date because the geometry of these roundabouts does not facilitate the movement of trucks exclusively to one lane. Not having lane lines in these situations tends to encourage drivers of large vehicles to occupy the space of both lanes and
1077069 Page 7 of 13 January 31, 2012 Report: E-12-006
thus discourage motorists of passenger cars from driving beside these vehicles. Staff will continue to monitor the impacts of lane lines on truck/passenger car sideswipe and fail-to- yield type collisions under conditions with and without sufficient geometry. These markings will be installed in the spring of 2012.
Staff also agrees with the recommendation to install circulatory pavement marking arrows concurrently with circulatory lane lines.
g) Paint shark teeth on entries to roundabout;
Staff recommends that the painting of shark teeth on the entries to the roundabout be done as a pilot project in the spring of 2012 and depending on the results of this countermeasure the use of shark teeth will be considered for use at existing and future roundabouts.
h) Revise wording underneath yield signs from “To Oncoming Traffic” to “Yield to All Traffic in Roundabout”;
Staff disagrees with this recommendation as the previously tested educational yield tabs “Yield to Traffic in Roundabout” at the roundabout situated in St. Jacobs did not help reduce fail-to-yield type collisions. The current “To oncoming traffic” tab located underneath the yield signs seems to have had a positive impact on driver behaviour since its installation.
i) Paint lane designation pavement marking arrows on entries to roundabout;
Staff agrees with installing pavement marking arrows on all remaining entries to the roundabout in the spring of 2012 and will monitor the impacts these markings may have. The southbound approach to this roundabout already has these markings installed.
j) Include additional driver behaviour messages on portable variable message signs;
Staff agrees with this recommendation and has already initiated this countermeasure.
k) Focus signalling education on right-turn signal indication only;
Staff disagrees with this recommendation and does not believe that the use of a left-turn signal was related to any collision experienced at this roundabout since its inception. Staff completed detailed conflict studies assessing the impact of left-turn signalling on entering driver yield rates and found yield rates improved with the use of a left-turn signal recommended in the Region’s educational material. For this reason staff recommends continuing the education of drivers to use left-turn signals at roundabouts and are asking other municipalities to study the impacts of signalling at roundabouts.
l) Increase Landscaping;
Staff agrees that enhancing landscaping at this roundabout in the central island can increase the conspicuity of the roundabout, however the current landscaping at this roundabout is immature and cannot be very easily supplemented with additional vegetation. The immature vegetation will grow and develop with time resulting in enhanced conspicuity of the roundabout. Staff will consider other options to enhance the existing landscaping within the current landscaping practice which restricts the placement of objects considered hazardous or detrimental to errant vehicles.
1077069 Page 8 of 13 January 31, 2012 Report: E-12-006
m) Do not Relocate Crosswalk Locations;
Staff agrees with the recommendation to not change the current location of pedestrian crosswalks at this roundabout. Relocating the pedestrian crosswalks further away from the roundabout will result in:
Pedestrians having to interact with vehicles travelling at higher speeds, thus reducing safety for pedestrians; Increased walking distances which would force pedestrians to walk further away from desired routes thus encouraging pedestrians to cross at locations other than the marked crosswalks; and Inconsistencies with other roundabouts and violate driver and pedestrian expectation which can result in undesirable operations.
n) Enhance crossing conditions for members of the community with visual and mobility disabilities through OTM Book 15, Type 2 PXO;
Staff agrees with the recommendation that the Ontario Book 15 Type 2 PXO sign once legislated and implemented at roundabouts will improve accessibility for all members of the community including those with visual impairments and other disabilities. Staff will also continue following the developments in traffic engineering research and will continue to work collaboratively with the community groups and individuals to address any particular location where this is a concern.
Conclusions and Recommendations
Staff feels that the high frequency of fail-to-yield type collisions seen in the early stages of operation of the Homer Watson/Blockline roundabout may have been related to a number of factors including but not limited to:
Construction-related traffic control driver conditioning (drivers had a free-flow condition on Homer Watson Boulevard while this roundabout was being constructed);
Driver demographics – Given the location of the Homer Watson Boulevard roundabout the motorists who typically use Homer Watson on a daily basis in this area may have never experienced a roundabout elsewhere in the Region;
Temporary unbalanced traffic flows – Drivers on Homer Watson Boulevard may have become accustomed to infrequent crossing traffic and for this reason do not take appropriate caution when entering the roundabout from Homer Watson Boulevard. This issue should resolve itself following the completion of the extension to Block Line Road; and
Comments received from drivers indicating they felt they had the right-of-way at the roundabout when entering from Homer Watson Boulevard simply because Homer Watson Boulevard is the busier road.
The reduction in collisions over the past several months may be attributed to a combination of countermeasures installed to date, public education, driver familiarity with this roundabout and general regression to the norm trends.
1077069 Page 9 of 13 January 31, 2012 Report: E-12-006
Pedestrian Safety at Homer Watson and Block Line Road
Staff continues to advocate roundabouts and the benefits they provide pedestrians including locations with heavy pedestrian volumes for the following reasons:
Between 2006 and 2010 roundabouts operating on Regional roads on average incurred fewer pedestrians collisions compared to traffic signals operating in similar traffic and pedestrian volume environments; Between 2006 and 2010 pedestrians on average suffered more severe injuries at traffic signals; The review undertaken by CIMA+ advises that pedestrian operation at Homer Watson Boulevard and Block Line Road is very good; and Studies in North America and world-wide indicate roundabouts are safer places for pedestrians to cross versus signalized intersections.
Traffic Signals and Pedestrian Activated Flashing Beacons
Staff is not recommending the installation of traffic control signals or pedestrian activated flashing beacons at roundabouts to assist pedestrian crossing for the following key reasons:
Pedestrians have been provided consistent right-of-way rights over motorists at all roundabouts via signing in the Region of Waterloo. The installation of traffic signals or pedestrian activated flashing beacons would reassign right-of-way back to motorists over pedestrians; Providing pedestrians right-of-way rights over motor vehicles encourages active modes of transportation and meets 2011-2014 Strategic Objective 3.2, Develop, promote and integrate active forms of transportation (cycling and walking); Presently pedestrians incur very little to no crossing delay at roundabouts (Region studies indicate an average of 2 seconds) as a result of having been provided the right-of-way by the Region which will soon be supported by Provincial legislation; Traffic signals will potentially delay pedestrians up to 120 seconds in peak periods compared to the currently observed 2 seconds of delay without traffic signals, Pedestrians, in particular high school-aged pedestrians are very unlikely to adhere to signal indications as traffic signals would be seen as unduly delaying them; Staff believes that it is in the best interest of public safety to condition drivers to expect and look for pedestrians and adjust driving behavior accordingly versus conditioning drivers to look for electronic traffic control devices that pedestrians may or may not activate; Designing and implementing inconsistent pedestrian crossings at roundabouts will degrade safety for pedestrians at roundabouts across the Region; and Installing traffic control signals at roundabouts would create delays to motorists.
Recommendations
It is recommended that the following countermeasures be implemented by the end of spring 2012:
Introduce new educational messages emphasizing yield behavior on portable variable message signs; Paint circulating lane lines and circulatory pavement marking arrows; Paint shark teeth on entries to roundabout; and Paint lane designation pavement marking arrows on entries to roundabout.
1077069 Page 10 of 13 January 31, 2012 Report: E-12-006
The installation of the new Type 2 PXO sign at roundabouts will be completed once the legislation of this sign is approved. In the interim staff will continue to employ the use of crossing guards until 1 or 2 months following the installation of the new Type 2 PXO sign.
The southbound lane reduction from 3 lanes to 2 lanes be considered following the completion of the Block Line Road extension.
Other considerations and Lessons Learned
Consider alternative methods during construction activities to condition drivers not to expect free-flow conditions and to expect a yield condition upon the opening of a roundabout;
Anticipate locations that could be more susceptible to drivers unfamiliar with roundabouts and adjust public education accordingly;
Consider new ways to better direct motorist’s attention to educational material when roundabouts are under construction;
Enhance immature landscaping within the central island to increase the visible presence of new roundabouts;
Where possible, consider unbalanced traffic flows; and
Where 3-lane approaches to roundabouts are required in the future to satisfy future added demand but may not be required upon opening day, consider alternative design strategies to phase in future 3 lane construction with as minimal disruption to the motoring public.
Staff will employ these considerations, lessons learned and the recommendations expressed in this report on all new roundabout installations currently approved or being considered.
CORPORATE STRATEGIC PLAN:
This report addresses the Region’s goal to implement proven roadway safety strategies and education to enhance the safety of our roadways (Strategic Objective 3.3.2)
FINANCIAL IMPLICATIONS:
Sufficient funds are available in the Transportation Capital Program to cover the recommend countermeasures planned for 2012 at an estimated cost of $20,000.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS: Appendix A – Roundabout Collisions by Driver Action Appendix B – Draft Type 2 PXO Sign Concept
PREPARED BY: Bob Henderson, Manager, Transportation Engineering
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
1077069 Page 11 of 13 APPENDIX A Report: E-12-006
Roundabout Collisions by Driver Action
Page 12 of 13 APPENDIX B Report: E-12-006
Draft Type 2 PXO Sign Concept
Page 13 of 13 Report: E-12-013 REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES Transportation
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: C13-30/T&P, T04-10
SUBJECT: LANE DESIGNATION BY-LAW FOR APPROACH LANES AT ROUNDABOUTS, IN CITIES OF KITCHENER AND CAMBRIDGE
RECOMMENDATION:
THAT the Regional Municipality of Waterloo amend Traffic and Parking By-Law # 06-072, as amended to:
a) Add to Schedule 16 - Lane Designation, northbound through, northbound through / left-turn movement on Ira Needles Boulevard (Regional Road 70) at The Boardwalk; b) Add to Schedule 16 - Lane Designation, southbound through / right-turn, southbound through on Ira Needles Boulevard (Regional Road 70) at The Boardwalk; c) Add to Schedule 16 - Lane Designation, eastbound right-turn, eastbound left-turn on The Boardwalk at Ira Needles Boulevard (Regional Road 70); d) Add to Schedule 16 - Lane Designation, northbound through / right-turn, northbound through / left-turn on Homer Watson Boulevard (Regional Road 28) at Block Line Road; e) Add to Schedule 16 - Lane Designation, southbound through / right-turn, southbound through, southbound through / left-turn on Homer Watson Boulevard (Regional Road 28) at Block Line Road; f) Add to Schedule 16 - Lane Designation eastbound through / right-turn, eastbound through / left-turn on Block Line Road at Homer Watson Boulevard (Regional Road 28); g) Add to Schedule 16 - Lane Designation, westbound through / right-turn, westbound through / left-turn on Block Line Road at Homer Watson Boulevard (Regional Road 28); h) Add to Schedule 16 - Lane Designation, eastbound through / left-turn, eastbound through / right-turn on Fairway Road (Regional Road 53) at Zeller Drive; and i) Add to Schedule 16 - Lane Designation, westbound through / left-turn, westbound through / right-turn on Fairway Road (Regional Road 53) at Zeller Drive in the City of Kitchener, as outlined in report E-12-013, dated January 31, 2012.
AND THAT the Regional Municipality of Waterloo amend Traffic and Parking By-Law # 06-072 to:
a) Add to Schedule 16 - Lane Designation, northbound through / right-turn, northbound through / left-turn on Dickie Settlement Road (Regional Road 71) at Fountain Street (Regional Road 28); b) Add to Schedule 16 - Lane Designation, eastbound through / right-turn, eastbound through / left-turn on Fountain Street (Regional Road 28) at Dickie Settlement Road (Regional Road 71); c) Add to Schedule 16 - Lane Designation, westbound through / right-turn, westbound through / left-turn on Fountain Street (Regional Road 28) at Dickie Settlement Road (Regional Road 71); and
Page 1 of 3 January 31, 2012 Report: E-12-013
d) Add to Schedule 16 - Lane Designation, southbound right-turn, southbound through / left-turn on Conestoga College access at Fountain Street; in the City of Cambridge, as outlined in report E-12-013, dated January 31, 2012.
AND FURTHER THAT the Regional Municipality of Waterloo amend Traffic and Parking By-Law # 06-072 to:
a) Add to Schedule 16 - Lane Designation, northbound left-turn, northbound through / right-turn on Fountain Street (Regional Road 17) at Kossuth Road (Regional Road 31) / Fairway Road (Regional Road 53); b) Add to Schedule 16 - Lane Designation, southbound through / left-turn, southbound through / right-turn on Fountain Street (Regional Road 17) at Kossuth Road (Regional Road 31) / Fairway Road (Regional Road 53); c) Add to Schedule 16 - Lane Designation, eastbound through / left-turn, eastbound through, eastbound right-turn on Fairway Road (Regional Road 53) at Kossuth Road (Regional Road 31) / Fountain Street (Regional Road 17); and d) Add to Schedule 16 - Lane Designation, westbound through / left-turn, westbound through / right-turn on Kossuth Road (Regional Road 31) at Fountain Street (Regional Road 17) / Fairway Road (Regional Road 53) in the City of Cambridge and Township of Woolwich, as outlined in report E-12-013, dated January 31, 2012.
SUMMARY:
NIL
REPORT:
The Region’s Traffic and Parking By-law requires amendments to reflect the permitted movements designated for each approach lane to roundabouts. Specific movements at roundabouts are shown with lane designation signs in each direction approaching a roundabout. These signs instruct drivers on movements permitted in specific lanes on the roadway and help motorists to position their vehicles appropriately to continue in their intended direction of travel. Lane designation sign and associated by-laws are not required for single lane approaches to roundabouts.
Roundabouts situated at Fairway Road and Zeller Drive and Fountain Street at Kossuth Road have been recently constructed, and require lane designation by-laws enacted. Roundabouts situated at Homer Watson Boulevard at Block Line Road, Ira Needles Boulevard at the Boardwalk and Fountain Street at Dickie Settlement Road were recently constructed and also require lane designation by-laws enacted. Figure 1 illustrates the location of roundabouts requiring by-law amendments.
1033747 Page 2 of 3 January 31, 2012 Report: E-12-013
Figure 1 – Roundabouts
CORPORATE STRATEGIC PLAN:
This report addresses the Region’s goal to implement proven roadway safety strategies and education to enhance the safety of our roadways (Strategic Objective 3.3.2).
FINANCIAL IMPLICATIONS:
NIL
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The Council and Administrative Services Division will be required to prepare the amending by-law.
ATTACHMENTS:
NIL
PREPARED BY: Ashfaq Rauf, Engineering Technologist (Traffic), Traffic Engineering
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
1033747 Page 3 of 3 Report: E-12-014 REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES Transportation
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: T04-10
SUBJECT: 2010 COLLISION REPORT ON ROUNDABOUTS IN THE REGION OF WATERLOO
RECOMMENDATION:
For information.
SUMMARY:
NIL
REPORT:
Since 2008 Region staff has been providing Council with an annual Collision Report on the operation of roundabouts on regional road in the Region of Waterloo.
To date, the Region of Waterloo has constructed 16 roundabouts on Regional roads. The Cities of Kitchener and Waterloo have built and assumed 5 and 10 roundabouts respectively on local municipal roads. The City of Cambridge does not have any roundabouts. This report summarizes the operation of roundabouts on Regional roads only up to the end of 2010. At the end of 2010, a total of 15 roundabouts were in operation on Regional roads. Staff plans to provide 2011 roundabout collision data as part of the 2011 annual collision report being provided in the fall of 2012.
Table 1 summarizes the historical collision frequencies of each of the Region’s 15 roundabouts by year between 2006 and 2010 and identifies the date the roundabout became operational. This information will be used to compare the operation of roundabouts to traffic signals operating under similar conditions.
Page 1 of 6 January 31, 2012 Report: E-12-014
Table 1 – Annual Collisions at Roundabout Locations
2006 2007 2008 2009 2010
Location Opened Injury Total Injury Total Injury Total Injury Total Injury Total Erb & Erbsville/Ira Needles, Waterloo Nov. 04 0 13 1 8 2 21 1 15 4 30 Townline & Can-Amera, Cambridge Dec. 04 2 16 4 18 1 15 1 14 1 13 Sawmill & Arthur, Woolwich Jun. 06 * 0 * 11 3 17 1 16 1 7 2 27 Fountain & Blair, Cambridge Oct. 06 * 0 * 4 1 10 0 8 0 3 2 7 Can-Amera & Conestoga, Cambridge Nov. 06 * 0 * 0 0 7 0 6 1 3 1 7 Ira Needles & Highview/Trussler, Kitchener Nov. 06 * 0 * 0 0 10 1 11 0 9 2 9 Ira Needles & Highland, Kitchener Nov. 06 * 0 * 1 1 10 0 12 2 20 1 17 Fischer-Hallman & Huron, Kitchener Oct. 07 n/a n/a * 0 * 1 0 6 1 3 1 8 Fischer-Hallman & Seabrook, Kitchener Oct. 07 n/a n/a * 0 * 0 0 4 1 3 0 3 Victoria & Ira Needles, Kitchener Dec. 07 n/a n/a * 0 * 0 0 3 1 3 0 4 University & Ira Needles, Kitchener Dec. 07 n/a n/a * 0 * 0 0 10 1 5 0 6 Pinebush & Thompson, Cambridge Aug. 09 n/a n/a n/a n/a n/a n/a * 0 * 0 0 3 Lancaster & Bridge, Kitchener Nov. 09 n/a n/a n/a n/a n/a n/a * 0 * 2 0 9 Ira Needles & The Boardwalk, Kitchener Sept. 10 n/a n/a n/a n/a n/a n/a n/a n/a 0* *3 Fountain & Dickie Settlement, Cambridge Nov. 10 n/a n/a n/a n/a n/a n/a n/a n/a 0* *1 * Note: denotes partial year
The following Table 2 represents Average Annual Daily Traffic Volumes (AADT) at 13 roundabouts in operation by the end of 2010. Only roundabouts having at least one complete year of operation were included in this table. In general this table illustrates that volumes are steadily increasing at roundabouts on Regional roads.
Table 2 – Average Annual Daily Traffic Volumes at Roundabouts
2006 2007 2008 2009 2010 Sawmill Road at Arthur Street 23095 21833 25562 24090 Erb Street at Ira Needles Boulevard 16219 15528 20120 25076 27172 University Avenue at Ira Needles Boulevard 12477 16623 20682 Victoria Street at Ira Needles Boulevard 15047 17616 21915 Highland Road at Ira Needles Boulevard 19579 22923 25204 Highview Avenue at Ira Needles Boulevard 10848 13689 18238 20036 Fischer Hallman Road at Seabrook Drive 9784 12203 13015 Fischer Hallman Road at Huron Road 11042 12747 13137 Fountain Street at Blair Road 15061 14563 19402 19681 Can-Amera Parkway at Conestoga Boulevard 14143 13006 16209 16252 Townline Road at Can-Amera Parkway 15799 17594 17682 21804 21900 Pinebush Road at Thompson Drive 8940 Lancaster Avenue at Bridge Street 23086
Accounting for AADT, staff is able to develop overall average collision rates at roundabouts and traffic signals. Partial year roundabout data was excluded from roundabout collision rates. Figure 1 below illustrates that collision rates at roundabouts have been on a steady decline every year with the exception of 2010. It should be noted that in 2010, overall collisions on the Regional road network increased as well compared to 2009 by 4.7% as noted in Report E-11-078, The Region of Waterloo 2010 Collision Report, dated August 16, 2011. Traffic signal collision rates were developed using traffic signals having similar AADT environments as roundabouts which is a range between 10000 and 25000 vehicles per day. Collision rates are expressed as the number of collisions per one million vehicles entering an intersection or roundabout (collisions/MVE).
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Figure 1 – Roundabout vs. Traffic Signal Collision Rates
.
Based on the first half of 2011, staff predict that the collision rate at roundabouts will decrease again in 2011 to approximately 1.3 collisions/MVE.
Severity of Motor Vehicle Collisions
Staff queried the Region’s collision database for all collisions at roundabouts and traffic signals with similar AADT. Table 3 summarizes the distribution of collisions at roundabouts and traffic signals by severity including fatal, injury, personal damage and non-reportable collisions. On average, roundabouts have been successful reducing the ratio of injury collisions compared to traffic signals.
Table 3 – Roundabout and Traffic Signal Accident Class Comparison
Roundabouts Traffic Signals Fatal Collisions 0 (0%) 4 (0.09%) Non-fatal Injury Collisions 41 (9%) 1218 (27%) Personal Damage Collisions 221 (47%) 1795 (40%) Non-reportable Collisions 210 (44%) 1489 (33%)
Of all occupants involved in collisions at roundabouts and traffic signals 91% and 73% respectively suffer no injuries if involved in a collision.
Based on collisions in 2009 and 2010, roundabouts are currently experiencing an average of 9.5 collisions per roundabout per year while traffic signals are experiencing 3.4 collisions per year. Long term collision trends at roundabouts suggest that collision rates are decreasing with time, however assuming roundabout collision rates remain constant, Region staff compared 20-year present value societal collision costs (as established by Transport Canada) for roundabouts and traffic signals operating under similar AADT environments. The Highway Traffic Act defines a reportable collision as a property damage collision apparently exceeding $1,000. Non-reportable collisions therefore were excluded from this analysis. Staff determined that average societal collision costs at traffic signals and roundabouts are very comparable, however when comparing fatal and injury collisions only, roundabouts compare better than traffic signals.
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Staff expects roundabout collision rates to continue falling as the public becomes more accustomed to roundabouts in the Region of Waterloo. Although roundabouts at this time see more collisions, these collisions tend to be less severe, and from a societal collision cost perspective compete well with traffic signals. Staff continues to believe that collision rates will continue on the decline. As well societal costs of injury collisions vary depending on the severity of injuries. If on average, the severity of injury incurred at a roundabout is less severe than an injury sustained at a traffic signal the above societal injury collision cost averages should be adjusted lower for roundabouts.
Retrofitted Intersections
In total, Regional staff has retrofitted 5 intersections that have at least one full year of roundabout operation to compare. Table 6 compares the before and after injury and total collisions of retrofitted intersections.
Table 4 – Before vs. After Collisions at Retrofitted Intersections
Average Average After Average Average After Before Injury Injury % Injury Before Total Total Roundabout Collisions per Collisions per Change Collisions per Collisions per Year Year Year Year Arthur Street at Sawmill Road 4.4 1.8 -59% 13 16.8 Blair Road at Fountain Street 4.2 0.75 -82% 13.4 7 Fischer-Hallman Road at Huron Road 2 0.67 -67% 4.2 5.7 Ira Needles Boulevard at 0.4 0.33 * -18% 1.8 7 * University Avenue Bridge Street at Lancaster Street 2.6 0 -100% 8.6 9 Total Average 2.7 0.7 -74% 8.2 9.1 * There has been a 66% increase in traffic volume at this location due to the completion of Ira Needles Boulevard
Pedestrians
Between 2006 and 2010 there were 2 pedestrian collisions at roundabouts. The first pedestrian collision occurred March 4, 2009 at Conestoga Boulevard and Can-Amera Parkway. This pedestrian was crossing through the central island of the roundabout and was struck by an unsuspecting motorist. The pedestrian suffered minimal injuries and walked away from the incident. The second incident also occurred at Conestoga Boulevard and Can-Amera Parkway on October 21, 2010. The incident involved 3 motorists making a southbound right-turn onto Can-Amera Parkway, 2 of which were stopped for a pedestrian crossing on the west leg. A third vehicle rear-ended the second car which hit the first car which was pushed forward into the pedestrian. The pedestrian suffered no injuries.
To help put these pedestrian collisions into perspective, 2 pedestrian collisions between 2006 and 2010 in the Region of Waterloo represents 0.04 pedestrian collisions per roundabout per year or an average of 1 pedestrian collision every 25 years per roundabout. Staff have been tracking the number of pedestrians crossing at roundabouts in the Region of Waterloo. Table 7 provides an overview of daily pedestrian volumes at regional roundabouts. It is estimated that over 300,000 pedestrians crossed 13 roundabouts in 2010. It is also estimated that the 13 roundabouts yielded an average of 70 pedestrian crossings per roundabout per day in 2010.
1059843 Page 4 of 6 January 31, 2012 Report: E-12-014
Table 5 – Average Daily Pedestrian Volumes
2006 2007 2008 2009 2010 Sawmill Road at Arthur Street 10 15 *16 16 Erb Street at Ira Needles Boulevard 52 *67 81 *75 69 University Avenue at Ira Needles Boulevard 6 *23 40 Victoria Street at Ira Needles Boulevard 16 *35 53 Highland Road at Ira Needles Boulevard 53 *70 87 Highview Avenue at Ira Needles Boulevard 74 167 *136 105 Fischer Hallman Road at Seabrook Drive 2 *2 2 Fischer Hallman Road at Huron Road 3 *4 5 Fountain Street at Blair Road 6 50 *46 42 Can-Amera Parkway at Conestoga Boulevard 309 386 *375 363 Townline Road at Can-Amera Parkway *15 15 16 *9 2 Pinebush Road at Thompson Drive 2 Lancaster Avenue at Bridge Street 126
* denotes Average Daily Pedestrian Volume estimated based on prior and post counts
To help compare roundabouts to traffic signals in terms of pedestrian collisions, staff queried the Region’s collision database to obtain the number of pedestrian collisions occurring at traffic signals having traffic volumes between 10,000 and 25,000 AADT and 0 to 363 and 0 to 140 pedestrians per day similar to the operating environments of the Region’s roundabouts. These queries yielded the following results:
Table 6 – Pedestrian Collisions at Traffic Signals with 0-363 Pedestrians per Day
2006 2007 2008 2009 2010 # Traffic Signals AADT 10,000 to 25,000 and 0-363 Pedestrians per day 142 151 153 155 155 Pedestrian Collisions 11 15 13 10 12 Annual Pedestrian Collisions Per Signal 0.08 0.10 0.08 0.06 0.08 Average Pedestrians per Signal 139 Overall Average Pedestrian Collisions per Location per Year 0.08
Table 7 – Pedestrian Collisions at Traffic Signals with 0-140 Pedestrians per Day
2006 2007 2008 2009 2010 # of Traffic Signals AADT 10,000 to 25,000 and 0-140 Pedestrians 72 79 78 79 77 per day Pedestrian Collisions 3 4 6 3 4 Annual Pedestrian Collisions Per Signal 0.04 0.05 0.08 0.04 0.05 Average Pedestrians per Signal 42 Overall Average Pedestrian Collisions per Location per Year 0.05
Based on this study of pedestrian collisions between 2006 and 2010 at roundabouts and traffic signals operating in similar environments, it appears that roundabouts continue to perform better than traffic signals in terms of pedestrian safety.
1059843 Page 5 of 6 January 31, 2012 Report: E-12-014
Severity of Pedestrian Collisions
Police report the severity of pedestrian collision on police collision records. Police rate the severity of injuries using the following index:
• 0 = No injuries; • 1 = Minimal injuries; • 2 = Minor injuries; • 3 = Major injuries; and • 4 = Fatal
Between 2006 and 2010, 2 pedestrians were involved in collisions at roundabouts. The severity of their injuries averaged 0.5 while 61 pedestrians hit a traffic signals suffered injuries averaging 1.64 based on the police injury rating index.
Cyclist Collisions
Between 2006 and 2010, there were 3 collisions involving cyclists at roundabouts. This represents an average 0.07 cyclist collisions per roundabout per year or 1 cyclist collision every 14 years per roundabout. Roundabouts in the Region see an average of 31 cyclists over the highest 8 hours of the day with volumes ranging between 0 and 59 cyclists. Alternatively traffic signals operating under similar conditions as the Region’s roundabouts yield a cyclist collision rate of 0.11 collisions per signal per year or 1 cyclist collision every 9 years per signal.
Table 8 – Cyclist Collisions at Traffic Signals
2006 2007 2008 2009 2010 Traffic Signals AADT 10,000 to 25,000 and 0-59 Cyclists per day 208 235 232 238 235 Cyclist Collisions 17 31 25 25 28 Annual Cyclist Collisions Per Signal 0.08 0.13 0.11 0.11 0.12 Average Cyclists per Signal 12 Overall Average Cyclist Collisions per Location per Year 0.11
CORPORATE STRATEGIC PLAN:
This report addresses the Region’s goal to implement proven roadway safety strategies and education to enhance the safety of our roadways (Strategic Objective 3.3.2).
FINANCIAL IMPLICATIONS: NIL
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS:
NIL
PREPARED BY: Bob Henderson, Manager, Transportation Engineering
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services 1059843 Page 6 of 6 Report: E-12-021
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES Waste Management
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: E21-40
SUBJECT: SHINGLE DIVERSION – PILOT PROGRAM
RECOMMENDATION:
THAT the Regional Municipality of Waterloo:
a) Implement a pilot shingle diversion and recycling program effective March 1, 2012 until December 31, 2012 and if successful, incorporate the program cost into the 2013 Waste Management operating budget; and,
b) Accept the proposal of TRY Recycling Inc. for P2011-48 Shingle Recycling for a one year term commencing March 1, 2012 at an estimated cost of $61,130.00 plus applicable taxes.
SUMMARY: NIL
REPORT:
In May of 2011, Committee directed staff to investigate the possibility of a shingle diversion and recycling program (E-11-054) based on the success of the existing drywall diversion program. After drywall, shingles are the largest remaining portion of construction and demolition waste as approximately 100 tonnes of shingles per month are collected. In this regard, proposals were called for P2011-48 Shingle Recycling and were advertised in the Record, on the OPBA website and the Region’s website. The proposals were opened in the presence of C. Howard, J. McCarty, and B. Radunske.
The proposals cover services for the hauling, processing and recycling of shingles collected at both the Cambridge (201 Savage Drive) and Waterloo (925 Erb Street West) transfer stations for a one year period with the option to renew for two (2) additional one year periods.
Four (4) proposals were received from companies interested in providing service for the hauling, processing and recycling of shingles for the Region of Waterloo. The proposal submissions were evaluated based on the following criteria: transportation, response time, processing, material end use, recycling residual, references and price.
Using pre-determined criteria based on 50 per cent for cost and 50 per cent for hauling/processing/recycling methodology, staff evaluated and scored the proposals and contacted references. One proposal was disqualified.
TRY Recycling Inc. received the highest weighted overall score. In addition, TRY Recycling can
Page 1 of 2 January 31, 2012 Report: E-12-021 accommodate next-day regular service at the transfer stations, or even same-day service if required, a necessity for keeping bunkers cleared at the busy transfer stations. Municipalities contracting with TRY Recycling for similar services are very pleased with their performance, and their TRY Pave end product is in great demand, ensuring that all shingles sent to them will be fully recycled into a beneficial end-use for road building.
The following three (3) proposals were received and shortlisted:
TRY Recycling Inc. Delaware, ON $69,076.90 Curran Recycling Ltd. Sarnia, ON $73,450.00 Waste Management of Canada Waterloo, ON $103,225.50
If approval is received, Waste Management Operations staff at both the Cambridge and Waterloo transfer stations are prepared to begin diverting shingles for recycling this spring. Scale staff will identify dedicated loads of shingles at the scale and direct them to a designated diversion area of the transfer station. The material will be loaded into trailers, and transported to the TRY Recycling Inc. facility in London, Ontario for recycling into TRY Pave, a material used for road building. The pilot will provide base line data for a possible full implementation in 2013.
CORPORATE STRATEGIC PLAN:
This report has been prepared consistent with the Corporate Strategic Plan Objective 1.3 of “Reducing the Amount of Waste Requiring Landfill”.
FINANCIAL IMPLICATIONS:
P2011-48 $69,076.90 Less: municipal rebate of 86.48% of HST (11.24%) (6,871.01) Total $62,205.89
The cost in 2012 for the hauling, processing and recycling of shingles at an estimated volume of 100 tonnes per month, or 1,000 tonnes in 2012, is $62,205.89. The cost of the pilot can be accommodated within the 2012 Waste Management Operating Budget. If the pilot is determined to be successful, the annual cost of this program will be incorporated into the 2013 operating base budget.
The final date of acceptance for this proposal is February 29, 2012.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE: NIL
ATTACHMENTS: NIL
PREPARED BY: Cari Rastas Howard, Project Manager (Waste Management)
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
1096440 Report: E-12-002 REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES Water Services
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: January 31, 2012 FILE CODE: E04-80/MOE.QTY; C06-60/PW/WS.12
SUBJECT: 2011 ANNUAL WATER QUALITY REPORT FOR THE REGION OF WATERLOO RURAL AND INTEGRATED WATER SYSTEMS
RECOMMENDATION:
For information only.
SUMMARY: NIL
REPORT:
Background
To meet the reporting requirements under Ontario Regulation 170/03, the Region of Waterloo issues an Annual Water Quality Report by February 28th and an Annual Summary Report by March 31st of each year.
A total of 51 Water Quality Reports are prepared covering the period January 1st to December 31st 2011, to summarize water quality for each water supply system in the Region and each distribution system operated by the Region in the Townships of Wellesley and North Dumfries. These individual reports are presented in the Region’s 2011 Annual Water Quality Report. The key finding of this report is that municipal drinking water delivered by the Region during 2011 met the necessary requirements under the Safe Drinking Water Act. The report will be placed in the Councilors’ Library by February 28, 2012, and will also be forwarded to the cities and townships within the Region and made available to the public.
Annual Water Quality Report
The purpose of the 2011 Annual Water Quality Report is to provide a comprehensive document on all the water quality data. The Ministry of the Environment (MOE) has established six criteria to be included in the report:
1. a brief description of the drinking water systems including a list of water treatment chemicals used; 2. a summary of any reports made to the MOE under the Safe Drinking Water Act (SDWA) (18(1)) Duty to report adverse test results or the O. Reg. 170/03 Section 16 (16-4) Duty to report other observations; 3. a summary of the result of tests required under this O. Reg. 170/03 or a Certificate of Approval or a MOE Order; or the most recent results taken; 4. a description of any corrective action under the O. Reg. 170/03 Schedule 16 Reporting adverse test results and other problems, Schedule 17 Corrective Action (Large Municipal Residential) and Schedule 18 Corrective Action (Small Municipal Residential); 5. a description of any significant expenses incurred to install, repair or replace required equipment; 6. a statement on where the Annual Summary Report can be viewed (required by March 31).
Page 1 of 3 January 31, 2012 Report: E-12-002
In accordance with the Regulation, the Region ensures that a copy of the Annual Water Quality Report is provided to the owners of the receiving systems, is available free of charge from Water Services, and is posted on the Region's website. The Region has been publishing annual water quality reports since 1994.
Ontario Drinking Water Quality Standards
The MOE established the water quality sampling and analytical requirements through their Safe Drinking Water Act (SDWA), O. Reg. 170/03, O. Reg. 169/03, various regulation amendments, certificates of approval and MOE orders. There are three types of drinking water quality standards, objectives and guidelines:
1) health-related standards, to protect public health; 2) aesthetic objectives, and 3) operational guidelines to ensure efficient treatment and distribution of the water.
Water Quality Monitoring Programs
Water samples are collected from all Regional water sources throughout the year, using the sampling protocols established by the MOE. Most of these samples are analyzed at the Regional Laboratory. The bacteriological quality of each water source is tested once a week. Testing for chemical and physical analyses are done in accordance with the regulation, acts, certificates of approval and MOE orders. The quality of the water is continuously monitored at many strategic locations throughout the Region using the computerized telecommunication system known as Supervisory Control and Data Acquisition System (SCADA) located at the Mannheim Water Treatment Plant. The MOE also checks the quality of the Region's water every year during their Annual Inspections Program. The reports for the Wellesley and North Dumfries Water Distribution Systems included the water quality from their respective supply sources. The results of these analyses are presented in the 51 water quality reports.
In 2010, there were two water quality issues that carried forward into 2011. Firstly, a reclassification of the Middleton wellfield required an interim operating protocol (MOE approved) while a capital upgrade is completed. Secondly, an unusually high THM result detected in West Montrose distribution system was addressed in accordance with legislative requirements.
May 28 to 30, 2011, there was a boil water advisory (BWA) in the town of Roseville. A microbiological sample result from the distribution system indicated the presence of E.Coli and total coliform. Corrective action was taken in accordance with legislative requirements. This microbiological detection appears to be an anomaly as the observed chlorine residual concentrations in the distribution system were normal throughout the event.
In 2008, changes to the regulations were made to include health-related lead sampling requirements for distribution systems. For each individual distribution system, sampling was required of residential, non-residential and distribution sites, with the number of samples needed based on population. Within the changes to the regulation, the opportunity exists to reduce the number of samples required and the frequency of sampling based on consecutive rounds of results being below the maximum acceptable concentration for lead. After the final round of sampling in 2011 and in accordance with the O. Reg 170/03, all 8 of the Region’s distribution systems qualified for plumbing exempt status. This exemption confirms that sampling the internal plumbing of peoples’ homes and businesses is no longer a requirement. The Region is required to test the distribution system hydrants and blow-offs for pH and alkalinity twice per year and lead every third year in all 8 of our distribution systems: Wellesley, St. Clements, Linwood, Heidelberg (Wellesley side), Roseville, Branchton Meadows, Lloyd Brown and Ayr. Water quality will be monitored and barring any changes as determined by the MOE or a change to O.Reg170/03, the plumbing exempt status will remain indefinitely. Page 2 of 3 DOCS #1096235 January 31, 2012 Report: E-12-002
Under the regulation for lead monitoring, municipal distribution systems are required to prepare a corrosion control plan or to apply for relief from a corrosion control plan when greater than 10 % of the samples exceed the maximum acceptable concentration (MAC) for lead in at least two sampling rounds out of the last three. As a two tier municipality, the Region, as the water supplier for the system, is required to provide a letter of support to the local municipalities if this type of exceedance occurs. The Elmira/St. Jacob’s distribution samples had greater than 10% exceedance of the MAC for lead. Township of Woolwich chose to apply for relief from a corrosion control plan and the Region provided a letter of support for this request of relief.
The Local Municipalities will be issuing separate Annual Water Quality Reports for their Water Quality Monitoring on the distribution system.
CORPORATE STRATEGIC PLAN:
The Annual Water Quality Report supports Focus Area 1: Protect and enhance the environment.
FINANCIAL IMPLICATIONS:
Nil
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The Public Health Department has reviewed this report and is in agreement with its conclusions.
ATTACHMENTS:
Nil
PREPARED BY: Olga Vrentzos, Manager, Operations and Maintenance, Water Services
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
Page 3 of 3 DOCS #1096235 COUNCIL ENQUIRIES AND REQUESTS FOR INFORMATION PLANNING AND WORKS COMMITTEE Meeting date Requestor Request Assigned Department Anticipated Response Date
Staff report on emerging technology and current Transportation and 24-May-11 P&W technology being used for traffic signal control Environmental Services 31-Jan-2012
One year review of Report E-11-085 re: Parking on Transportation and 16-Aug-11 P&W Bleams Road Environmental Services 14-Aug-2012
Staff report on the possibility of natural gas fuel 18-Oct-11 P&W source for future bus purchases T&ES Transit Services (GRT) Spring 2012
Staff report on the cost recovery ratios on Region 18-Oct-11 P&W recyclables T&ES Waste Management 20-Mar-2012
Staff report on options for recognition of Nyle Ludolph, Transportation and 18-Oct-11 P&W the 'Father of the blue box' Environmental Services 28-Feb-2012
C. Millar Staff review the aesthetics of the bridge repairs to the Transportation and 18-Oct-11 P&W Main Street, Cambridge Environmental Services Spring 2012
Staff report on Homer Watson Boulevard / Block Line Transportation and 26-Oct-11 Council Roundabout Environmental Services 31-Jan-2012
Staff report prior to the removal of or change to the oversize signs installed near the Homer Watson Transportation and 26-Oct-11 Council Boulevard / Block Line Roundabout Environmental Services 31-Jan-2012
J. Haalboom Staff report re: pedestrian legislation with the Ministry Transportation and 08-Nov-11 P&W of Transportation of Ontario (MTO) Environmental Services 31-Jan-2012 Staff report re: Update report on proposed Source Protection Policies after GRCA Source Protection Transportation and 10-Jan-12 P&W Committee public consultation is completed Environmental Services Summer of 2012
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