BB-Line-Line Background Information Report BB-Line-Line Background Information Report

TABLE OF CONTENTS

1.0 INTRODUCTION ...... 1 1.1 Overall Policy Direction ...... 1 2.0 LAND USE PLANNING ...... 2 2.1 Description of the Offi cial Plan Urban Structure and Designations ...... 2 2.1.1 Urban Structure Elements ...... 2 2.1.2 Land Use Designations ...... 5 2.1.3 Site Specifi c Policies ...... 5 2.2 Secondary Plans ...... 6 2.2.1 Ainslie Wood Westdale ...... 6 2.2.2 West Hamilton Innovation District (WHID) ...... 7 2.2.3 Downtown Secondary Plan ...... 7 2.2.4 Draft Strathcona Secondary Plan ...... 7 2.3 Streetscape Master Plans ...... 7 2.4 New Comprehensive Zoning By-Law ...... 8 2.4.1 Parking and Loading ...... 10 2.4.2 Potential confl ict areas ...... 10 2.5 Transit Oriented Development Guidelines ...... 10 3.0 DEMOGRAPHICS ...... 12 3.1 Population ...... 13 3.2 Income ...... 15 3.3 Housing Information ...... 15 3.3.1 Housing Tenure ...... 15 3.3.2 Housing Stock ...... 16 3.3.3 Building Mixture ...... 18 3.3.4 Commercial Buildings ...... 19 4.0 HERITAGE FEATURES ...... ……………………………………………………….20 4.1 Summary of Heritage Features ...... 20 4.2 Archaeology Potential ...... 20 4.3 Cultural Resources ...... 21 5.0 ENVIRONMENT AND NATURAL HERITAGE ...... 21

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6.0 TRANSPORTATION ...... 22 6.1 Road Classifi cation and Right-of-Way ...... 22 6.2 Transit ...... 23 6.3 Bike Ways ...... 23 6.4 Pedestrians ...... 23 6.5 Truck Routes ...... 24 6.6 Transportation Master Plans ...... 24 6.6.1 Kirkendall Neighbourhood Transportation Master Plan ...... 24 6.6.2 Ainslie Wood/Westdale Transportation Master Plan ...... 24 6.6.3 Downtown Transportation Master Plan ...... 25 6.6.4 Draft Strathcona Transportation Master Plan ...... 25 7.0 INFRASTRUCTURE AND UTILITIES ...... 26 7.1 Storm Water Master Plan ...... 26 7.2 Water and Wastewater Master Plan ...... 26 8.0 ECONOMIC POTENTIAL ...... 27 8.1 Parking Lots ...... 27 8.2 Business Improvement Areas ...... 27 9.0 COMMUNITY FACILITIES AND AMENITIES ...... 28 9.1 Community Facilities ...... 28 9.1.1 Recreation Master Plan ...... 28 9.2 Parks ...... 28 9.2.1 Gage Park Master Plan ...... 29 9.2.2 Gore Park Master Plan...... 29 9.2.3 Scott Park...... 29 10.0 FORTHCOMING SECTIONS 10.1 Urban Design 10.2 Residential Intensifi cation 10.3 B-Line Corridor Lot Sizes

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APPENDICES Appendix 1a – Urban Hamilton Offi cial Plan Urban Structure Appendix 1b – Urban Hamilton Offi cial Plan Land Use Designations Appendix 2 – Area Specifi c Policies Appendix 3 - Ainslie Wood Secondary Plan Appendix 4 – West Hamilton Innovation District Secondary Plan Appendix 5 – Downtown Secondary Plan Appendix 6 – Draft Strathcona Secondary Plan Appendix 7 – Institutional Zoning Table Appendix 8 – Commercial and Mixed Use Zoning Table Appendix 9 – Proposed Comprehensive Zoning 500m from B-Line Corridor Appendix 10a – Housing Tenure Appendix 10b – Dwelling Type Appendix 11 – Heritage Properties and Cultural Resources Appendix 12 – Natural Heritage System Appendix 13 –Tree Inventory Appendix 14 –Functional Road Classifi cation Appendix 15 – Other Transportation System Features Appendix 15a – Proposed Cycling Network Appendix 15b - Highways Designated for Use By Heavy Traffi c Appendix 16 – Utilities Appendix 17 – Private and Municipal Parking Lots Appendix 18 – Business Improvement Areas Appendix 19 – Community Facilities and Services Appendix 20 – Recreation and Public-Use Facilities: Recommended Strategies for Lower City and West Hamilton Appendix 21 – Parks Classifi cation Appendix 22 – Gage Park Master Plan

Appendix 23 – Gore Park Master Plan (Preferred Concept Plan) ATTACHMENT 1 - WARD PROFILES FOR WARDS 1 - 5

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1.0 INTRODUCTION This background report is intended to provide baseline information and an inventory of existing conditions along the Main Street-King Street-Queenston Road corridor. The report summarizes previous background reports and contains mapping of the corridor showing various key features. The study area for the nodes and corridors plan includes an infl uence area of up to 800 meters on either side of the Main-King-Queenston corridor which includes: • Main Street West - from McMaster University to Highway 403 • King Street West and East - from Highway 403 to Main Street East at the Delta • Main Street East - from the delta with King Street to the Queenston Traffi c Circle • Queenston Road - from the Queenston Traffi c Circle to Centennial Parkway at Eastgate Square NOTE: Detailed data is collected for the immediate infl uence area of 500 metres. The extent of the corridor is shown on Appendix 1a. The proposed B-Line rapid transit station stops are identifi ed on the appendix maps by street or location name. This background report supplements the B-Line Opportunities and Challenges Study which provided an overview and highlighted key planning aspects of the proposed rapid transit corridor. The purpose of this report is to provide additional detail on existing conditions, reports and studies, and other information sources which will inform the planning process for the B-Line rapid transit corridor.

1.1 Overall Policy Direction Overall direction for land use comes from provincial policy documents such as the Growth Plan and Provincial Policy Statement. Additional land use direction is provided by City-wide policies and master plans. Previous and ongoing rapid transit studies will also add to future land use decisions. The information provided in the following sections is presented at a high level as it pertains to the study corridor. Additional detail on policy direction for the corridor is provided in the B-Line Opportunities and Challenges Study. The common theme in all the provincial documents and City-wide growth and rapid transit studies is that intensifi cation and higher densities should be directed to node and corridor areas and land use should be supportive of higher order transit in such areas. Factors such as land use, urban design, intensifi cation, higher density and transit should all come together to create vibrant attractive areas which function effi ciently to move people via transit and active transportation.

Provincial Policy Statement (2005) The Provincial Policy Statement (PPS) provides high level provincial policies for land use planning. Land use patterns, density, and uses should be planned to make modes such as transit more viable.

Places to Grow: Growth Plan for the Greater Golden Horseshoe (2006) The Growth Plan takes the PPS policy framework and outlines more specifi c policy direction for the Greater Golden Horseshoe. It details regional level policy for managing growth and creating “complete communities”. Key highlights of the plan include increasing density within urban areas to facilitate transit, support vibrant neighbourhoods and to use infrastructure more effi ciently. Urban Growth Centres such as the Downtown node are planned to have the greatest density, though intensifi cation is also directed to major transit station areas and intensifi cation corridors. Major transit station areas and intensifi cation corridors should have a mixture of uses and densities which support transit. Policies relating to the B-Line corridor are similar to the Growth Plan in requiring density and intensifi cation to be focused to node and corridor areas.

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The Big Move: Metrolinx Regional Transportation Plan (2008) The regional transportation plan provides an emphasis on increasing transit infrastructure and access. New rapid transit routes are identifi ed for Hamilton which includes the B-Line east/west corridor and the A-Line James Street /Upper James north/south corridor. In addition to outlining new transit infrastructure projects, the plan encourages transit supportive land use and planning for transit areas such as “mobility hubs”.

Transportation Master Plan and Other City Initiated Rapid Transit Studies The City has been engaged in planning for rapid transit since 2007 after the adoption of the Transportation Master Plan. A rapid transit feasibility study included Phases I, II, and III which reviewed constraints and opportunities for the development of rapid transit in Hamilton. Several of the studies along with the transportation master plan highlighted the need to coordinate land use and rapid transit planning.

2.0 LAND USE PLANNING The following provides a brief overview of Offi cial Plan land use designations and new Zoning By-Law zones for the areas within the B-Line Corridor.

2.1 Description of the Urban Hamilton Offi cial Plan Urban Structure and Designations The Urban Structure forms the basis for land use planning in Hamilton. The urban structure is a policy approach for managing growth and provides a framework for land use designations. Land use designations provide direction for permitted uses, scale and design features for diff erent types of development including residential, commercial, employment and open space uses.

2.1.1 Urban Structure Elements The City of Hamilton is organized around an urban structure which contains elements including Nodes, Corridors, Open Space, Neighbourhoods, Major Activity Centres, and Employment Areas. A map of the Urban Structure of the City of Hamilton is included in the Urban Hamilton Offi cial Plan as Schedule E. The urban structure policies of the Urban Hamilton Offi cial Plan direct that the majority of the intensifi cation in Hamilton should be directed to the node and corridor areas. The Downtown Urban Growth Centre, shall be planned to achieve a minimum gross density of 250 people and jobs per hectare by 2031, and shall be planned to accommodate 20% of intensifi cation, while the nodes and corridors are planned to accommodate 40% of intensifi cation. For the Downtown, the intensifi cation target equates to 5,000 to 6,000 additional residential dwelling units. Nodes such as Eastgate have a gross density target of 100-150 people and jobs per hectare. This means that the proposed rapid transit corridor is a key location for a large portion of the City’s overall intensifi cation target. An excerpt of the Urban Structure is shown on in Appendix 1a. At least one of every Urban Structure Element1 is located along the B-Line corridor study area. Table 1 outlines a broad overview of the Urban Structure elements detailed in the Urban Hamilton Offi cial Plan.

1 Note: several proposed rapid transit stops have station areas which include two or more diff erent urban structure elements.

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Area of the corridor where Urban Structure No. of proposed urban structure elements Role/Function Scale Design 3 Element station areas applies

Downtown Downtown Hamilton • Pre-eminent node in Hamilton due to scale, density and range of • Minimum Density of 250 people and jobs/hectare • The design of the Downtown should 4-5 Urban Growth uses • Focus area of intensifi cation include a strong pedestrian focus Centre • City wide focus for services and uses off ered • 20% of residential intensifi cation for the City • Designed to accommodate all modes • Provides retail and residential function equalling 5,000-6,000 dwelling units over time of transportation- focus on active transportation • Centre for major public and cultural facilities • Accommodate excess of 100,000 square metres • Function as a major transit hub and connection to GO transit of retail fl oor space

Sub-Regional Eastgate/Nash Rd • Allows a range of uses • Will accommodate some of the highest densities • Area should have a pedestrian focus 1-2 Service Node • Provides regional retail and employment functions - target density 100-150 persons and jobs/hectare • Identifi ed pedestrian predominant streets • Vibrant mixed use area, large population with a range of housing • Signifi cant intensifi cation proposed, with a through secondary plan types and densities variety of building heights and densities • Mixed use required on sites>2.5 ha. Should • Will contain a major transit station • Encouraged to accommodate in excess of consider a parking structure 100,000 square metres of retail fl oor space • Range of heights, uses and densities to be refi ned as part of a Secondary Plan

Urban Corridor B-Line Corridor • Follows major streets and links communities together • Focus area for intensifi cation Focus on pedestrian environment, and 10-12 • Separate element from Neighbourhoods but may serve as a central • Low to medium rise built forms with some areas respect the existing built form of adjacent Main St. W. - King St. W. - neighbourhoods - gradation in building height King St. E. - Main St. E. - focal point accommodating higher density high rise Queenston Rd • Higher density uses to be located along the corridor where feasible • Function as commercial spines catering to weekly and daily needs of residents • Served by higher order transit

Major Activity McMaster University/ Hamilton • Act as a mixed use node with high level of in-commuting Further detailed in land use designations Further detailed in land use designations 1 (potentially more Centre Health Sciences • Primary function remain education and healthcare but allows if LRT is to access ancillary residential, recreation, research and offi ce uses the university)

Neighbourhoods Areas between McMaster • Primarily residential but includes complementary facilities (parks, Further detailed in land use designations Further detailed in land use designations 10-12 and Downtown and between schools, trails, recreation centres, places of worship, small retail Downtown and Eastgate Node stores, offi ces, restaurants, and personal and government services.) (Downtown falls within the • Neighbourhoods allow for a range of housing types and tenures Downtown Urban Growth Centre – see above) • Allows a range in commercial uses

Employment Innovation Park/Longwood Rd Provide a broad range of uses, including traditional industrial uses and Small scale offi ce buildings permitted in Planned to be easily accessible by a range of 2 Areas and Dundurn St. research and development uses employment areas transportation modes

Major Open Red Hill Valley Provides for a variety of active and passive recreation opportunities Further detailed in open space designation and Further detailed in open space designation 0 (there is trail Space secondary plans and secondary plans access to other station areas)

2 Table 1 broadly outlines the role, function and scale of urban structure elements. For more detailed policies and requirements, see Chapter E of the Urban Hamilton Offi cial Plan. 3 Based on a 500m radius station area Table 2: Applicable Urban Hamilton Offi cial Plan Land Use Designations4 Area of the corridor No. of Land Use where urban structure Role/Function Scale Design proposed Designations 5 elements applies station areas

Neighbour- McMaster – Queen St. • Function as complete communities, all types of residential dwellings Residential dwellings (all densities and types), open space, local community • Maintain existing character, intensifi cation must be 14 hoods N.; Wellington St. N. - with supportive uses facilities and local commercial compatible Eastgate (only for part • Applies to areas greater than 4 ha • Supporting uses should be clustered to create a focal of the segment, refer to point and to facilitate access to transit Appendix 1b) • Areas should be pedestrian oriented

Commercial Queen St. N. – Wellington • Serves a broad regional market and day to day needs of Downtown • Commercial uses (retail, offi ce, restaurants live work, personal services etc.) • Higher density uses 4 - Downtown St. N. residents • Institutional uses • Specifi c density detailed in Downtown Hamilton Mixed Use • Downtown areas to be a central focus for the City Secondary Plan Area • Arts, cultural and entertainment • Residential and accommodation • Pedestrian focused design • Prohibits many auto dominated uses (drive –throughs, gas bar & car wash, vehicular service stations as a primary use, vehicle dealership)

Commercial - Eastgate Square6 & south • Serves the regional market and day to day services for local residents • Commercial uses (retail, offi ce, restaurants live work, personal services etc.) • A range of building heights and densities 1 Mixed Use - side of Queenston Rd • A focus area creating a sense of place • Institutional uses • Preference is multiple storey buildings and mixed uses High Density • Evolve into compact, mixed use people places where people can live, • Arts, cultural and entertainment • Minimum 100 units per hectare with lower density uses work and shop. • Residential and accommodation abutting existing low density residential areas until secondary plan completed • To evolve into an all day activity area with increased residential areas • Prohibits many auto dominated uses (drive- throughs on Pedestrian Predominant streets, gar bar & car wash on pedestrian predominant streets, • Offi ces shall not exceed 10,000 sq m per building vehicle dealership)

Commercial McMaster – Queen St.; • Serves the surrounding community of neighbourhoods • Commercial uses (retail, offi ce, restaurants live work, personal services etc.) • Range of heights and densities with a maximum of 6 13 - Mixed Use Wellington St. N. - • Applied to traditional ‘main street’ commercial areas • Institutional uses storeys but up to 8 storeys if certain condition as met - Medium Nash Rd (only for part • Evolve over time to become compact mixed use people places • Arts, cultural and entertainment • Predominately low and mid rise buildings (Pedestrian Density of the segment, refer to focus) Appendix 1b) • Residential and accommodation • Corridors permit 25,000-100,000 GFA of retail and service • Prohibits many auto dominated uses (drive- throughs on Pedestrian commercial space Predominant streets, gar bar & car wash on pedestrian predominant streets, vehicle dealership) • Good integration with the existing neighbourhood areas

Employment Longwood Rd/Innovation • Prestige Offi ce and industrial Uses • Manufacturing, research and development offi ce uses and transportation • Limit of 9,999 sq m of free standing offi ces permitted 2 Area - Park and Dundurn • Focus of major employment growth terminals • Retail serving the business shall be limited to 500 sq m Business Park • Secondary plan has more specifi c policies • Ancillary uses which support business • Secondary plan has more specifi c policies • Secondary plan has more specifi c policies

Institutional McMaster; Innovation Applies to areas greater than 4 ha in size • Education, religious, cultural, health care, long term care, daycare, ancillary More detailed design requirements for larger institutional 4 Park; Dundurn; Parkdale and accessory facilities areas • Ancillary uses can include offi ce, residential and recreational provided specifi c requirements are met • Low density residential uses are permitted if institutional use ceases

Open Space Innovation Park; Dundurn; • Public or private areas intended for conservation recreation or Parks, publicly owned community/recreation centres, pedestrian pathways and Applies to lands larger than 4 ha. More specifi c parks 5 Scott Park Queenston opens space uses cemeteries designations are detailed in secondary plans Traffi c Circle; Parkdale; • Applies to lands greater than 4 ha Red Hill Valley Area

Utilities Dundurn St.; Ottawa St. Applies to larger utility areas larger than 4 ha • Corridors, easements and rights of way for utilities such as electric gas and oil N/A 2 • Transportation yards and heavy rail lines

4 For more detailed policies, see Chapter E of the Urban Hamilton Offi cial Plan 5 Based on a 500m radius station area 6 A secondary plan will identify pedestrian predominant streets and associated design policies BB-Line-Line Background Information Report

2.1.2 Land Use Designations Urban Hamilton Offi cial Plan Land Use designations are specifi ed on Schedule E-1 of the Urban Hamilton Offi cial Plan. An excerpt of the land use designations along the corridor is shown in Appendix 1b. Table 2 summarized the land use designations and proposed uses relevant to the proposed station areas of the B-Line corridor. Land use designations also detail the intended function scale and design features appropriate for the given designation.

2.1.3 Site Specifi c Policies Along the corridor there are several site specifi c policies. Site specifi cs allow uses and special provisions for select sites. Four site specifi cs are located immediately adjacent to the corridor. Excerpts from the Urban Hamilton Offi cial Plan detail the site specifi cs which are detailed below: • UHC-3 Lands located at 648 King Street West, former City of Hamilton 1.0 Notwithstanding the uses permitted in Policy E.4.6.5 – Mixed Use – Medium Density Areas of Volume 1, on the lands designated Mixed Use – Medium Density, located at 648 King Street West, only limited commercial uses shall be permitted. • UHN-13 Lands located at 398 King Street West, former City of Hamilton 1.0 In addition to the uses permitted in Section E.3.0 - Neighbourhoods Designation of Volume 1, on the lands designated Neighbourhoods, located at 398 King Street West, a wellness centre including limited associated commercial uses shall also be permitted subject to the following policies: a) The wellness centre is located in the fi rst and second storeys of a mixed use commercial/ residential building; and, b) A maximum of eight of the required parking spaces may be used for public parking in a surface parking lot on the rear portion of the lands. • UHN-11 Lands located at 24 to 60 Sanford Avenue North, former City of Hamilton 1.0 In addition to the uses permitted in Section E.3.0 - Neighbourhoods Designation of Volume 1, on the lands designated Neighbourhoods, located at 24 to 60 Sanford Avenue North, limited light industrial and commercial uses may also be permitted. • UHN-10 Lands located at 505 to 537 Queenston Road, former City of Hamilton 1.0 In addition to the uses permitted in Section E.3.0 - Neighbourhoods Designation of Volume 1, on the lands designated Neighbourhoods, located at 505 to 537 Queenston Road, limited commercial uses shall also be permitted within the existing buildings, subject to the following: a) Commercial uses shall be restricted to low impact type uses, such as offi ces, service uses and small scale retail uses. High traffi c generating uses and arterial commercial uses, such as restaurants, billiard halls, automotive uses and service stations, shall not be permitted. b) Appropriate buff ering shall be provided between commercial uses and adjacent residential uses to mitigate potential adverse impacts, such as negative visual impacts, reduced privacy, increased noise, and light from parking areas. In this regard, measures such as setbacks, landscape strips and visual barriers may be used. c) The low profi le character of the area shall be maintained. Accordingly, streetscapefeatures and enhancements consistent with the residential character of the area shall be provided, including the provision of landscaping along Queenston Road and Woodman Drive, and the preservation of existing vegetation. Also, alterations to building façades shall be limited and business identifi cation shall be restricted. d) Enlargements or additions to the existing buildings may be permitted only if they are in keeping with the established built form and residential character of the area. e) Suffi cient parking and maneuvering spaces are to be provided on-site for commercial and residential components. There are a few additional site specifi cs adjacent to the corridor though they are further than 500m from the proposed transit line. The location of site specifi c policies are shown in Appendix 2.

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2.2 Secondary Plans Secondary plans provide an additional level of detail and direction for land use at a more local level for a specifi ed area. Secondary plans provide a detailed overview of how development should occur and specify details from densities and heights to identifying diff erent types of land uses like parks. Along the B-Line Corridor there are three approved and one proposed Secondary Plan.

2.2.1 Ainslie Wood/Westdale There are two proposed station areas within the Ainslie Wood/Westdale secondary plan area: McMaster and Innovation Park/Longwood Road. The land use designations at the secondary plan level refi ne the higher level policies of the Urban Hamilton Offi cial Plan. The land use map from the secondary plan is detailed in Appendix 3. Table 3 details the applicable land use designations within 500m of both proposed stations:

Table 3: Ainslie Wood/Westdale Land Use Designations7 Designation Permitted Uses Heights and Density Other Low Density Single Detached, Semi 10-29 units/ha • Where single detached housing Residential 2 Detached, Duplexes and presently exists in the interior of the Street Townhouses neighbourhood, the maintenance of low density housing shall be preferable. • Special provision applies to the area immediately east of McMaster University to maintain built form of area.

Low Density Triplexes and multiple • Up to fi ve storeys, • Located along major roads, specifi cally Residential 3c dwellings with four units additional height Main St. and King St. W. or more and townhouses may be considered • May also be considered on other depending on shadow redevelopment sites where compatibility or wind impacts with adjacent uses can be ensured. • 30-49 units/ha High Density Multiple dwellings • Maximum of 10 • Located along major roads, specifi cally Residential 1 storeys, additional sections of Main St.W. height if not adverse • May also be considered on other wind or shadow redevelopment sites where compatibility impacts with adjacent uses can be ensured. • 50-125 units/ha Local Limited residential and Up to 3 storeys Primarily along major roads Commercial institutional uses– retail on ground fl oor Mixed Use- Residential, commercial Not to exceed 3 storeys • Increased height subject to shadow Medium or institutional either as (4-6 storeys considered in impacts Density and stand alone or in a mixed site specifi c areas) • Street beautifi cation encouraged pedestrian use building predominate Residential density - 30-49 units/ha Institutional Institutional uses, some N/A Redevelopment for residential uses will not reuse for residential require an amendment to the Offi cial Plan General Open Parks and open space N/A Not to be redeveloped for other uses Space

7 For more detailed policies, see Volume 2, Chapter B of the Urban Hamilton Offi cial Plan

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2.2.2 West Hamilton Innovation District (WHID) The West Hamilton Innovation Distinct is a research and development park located in proximity to the B-Line corridor on lands south of Main Street W, immediately east of Highway 403. The WHID does not directly front onto the corridor. Permitted uses in the park include research science and innovation facilities, computer data and printing establishments, offi ces, pharmaceuticals and medical industries, hotel and conference facilities and limited manufacturing and warehousing. Supportive commercial uses intended to serve the needs of the employment community are also permitted. Though not directly connected to the B-Line corridor, the WHID employment area is anticipated to be a positive addition contributing potential ridership to the rapid transit corridor. The land use plan for the WHID is shown in Appendix 4.

2.2.3 Downtown Secondary Plan The Downtown Secondary Plan provides land use and design policies for the Downtown area of Hamilton. The plan is scheduled for a review beginning in the winter of 2011. The land use policies in the Downtown plan will directly aff ect the corridor plan as the Downtown is the key destination point for the corridor. The Downtown Secondary Plan review will occur concurrently with the B-Line rapid transit corridor plan. The existing Downtown Secondary Plan Land Use Plan is attached as Appendix 5.

2.2.4 Draft Strathcona Secondary Plan A draft secondary plan has been prepared for the Strathcona area which encompasses lands south of York Blvd, north of Main Street W, east of Highway 403 and west of Queen Street The draft secondary plan is currently on hold pending the outcome of a transportation master plan for the area and pending additional direction from the Rapid Transit study. The draft land use plan for the secondary plan area is shown on Appendix 6. It is anticipated that the Strathcona Secondary Plan will be re-evaluated due to the prolonged period when the plan was idle. Development of a revamped Strathcona Secondary Plan will occur in consultation with the community and in cooperation with the rapid transit land use plan.

2.3 Streetscape Master Plans Streetscape master plans have been prepared for several streets along the corridor, mainly located in the Downtown area. Streetscape master plans are “a comprehensive and integrated approach toward the design of our public spaces”. Streetscape plans consider documents such as the Downtown Secondary Plan and the Downtown Transportation Master Plan, and in turn create a plan for the public space along a street. In the Downtown area, streetscape master plans have been prepared for King Street West, Hughson Street, King William Street and for Downtown Mobility Streets. These streetscape master plans are available on the City’s website by accessing the following link: http://www.hamilton.ca/CityDepartments/PlanningEcDev/Divisions/Planning/CommunityPlanning/UrbanDesign Other streetscape master plans of interest in the context of the B-Line Corridor are those for Longwood Road and Frid Street, both located in the West Hamilton Innovation Park Secondary Plan area. The development of these streetscape master plans is ongoing.

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2.4 New Comprehensive Zoning By-Law The new Comprehensive Zoning By-Law will take direction and implement the policies of the Urban Hamilton Offi cial Plan. The new Zoning By-Law will be more fl exible, current and easier to use than the existing by- laws. The zones are being completed in diff erent stages. Zoning for the Downtown, Parks and Open Space and Institutional uses have already been completed. Draft Commercial and Mixed Use zones are pending fi nal approval of the Urban Hamilton Offi cial Plan by the Province. Residential zoning for neighbourhoods is currently under development. The zones that are most applicable to the corridor include the Commercial and Mixed Use zones, Institutional and future Neighbourhood zones. A summary of the permitted uses in the Institutional zones is located in Appendix 7. Institutional areas along the corridor are among the various transit generators and destination points for the corridor. The residential (neighbourhood) zoning has not yet been developed but will refl ect transit supportive development. The zoning for the Downtown has already been implemented. A review of the Downtown Secondary Plan will commence in Winter 2011. The Zoning will be reviewed as part of that process which will also consider the presence of rapid transit. Outside of the Downtown area, the two most prominent zone categories along the B-Line corridor are Mixed Use Medium and Mixed Use Area. The Mixed Use Medium Zone permits a range of commercial uses serving the surrounding neighbourhood and larger community or city wide clientele, and suitable residential uses that are compatible with the area’s mixed-use character. The Mixed Use Area Zone permits a mixture of small scale commercial and residential uses serving the surrounding neighbourhood. Table 4 summarizes the permitted uses, heights and other key features associated with the seven new proposed commercial and mixed use zones.

B-Line Background Information Report 8 Table 4: Commercial and Mixed Use Zoning Summary (Proposed - Not in Eff ect) Commercial Description Typical Land Use Building Types Scale Zone Local A small shopping Small grocery store, hair salon, Single purpose small • Maximum Gross Floor Commercial area that coff ee shop, and personal commercial structure. Area of 1000 square (C1) provides primarily services. metres. convenience retail • Maximum height of 2 sales and services storeys. to the surrounding residential neighbourhood.

District A primarily retail/ Large supermarkets, household A variety of commercial Maximum height of 4 Commercial service commercial goods, restaurants, offi ces and building types and site storeys. (C2) area that serves personal services, residential layouts including one-storey surrounding uses are not permitted. commercial structures and neighbourhoods and multi-storey structures with communities. offi ce uses located above the fi rst fl oor. Mixed Use A larger pedestrian Supermarkets, restaurants, Single purpose commercial • No Maximum Gross Medium oriented shopping offi ces, hotels, clothing structures, offi ce buildings, Floor Area for (C3) and mixed use stores, personal services, multi-storey residential commercial uses. area serving the and residential uses that are structures or multi-storey • Maximum height of 6 surrounding compatible with the area’s mixed use buildings. storeys. neighbourhood and a mixed-use character. larger community or city wide clientele. Mixed Use A larger pedestrian Supermarkets, restaurants, Single purpose commercial • No Maximum Gross High (C4) oriented shopping offi ces, hotels, clothing structures, offi ce buildings, Floor Area for district serving stores, personal services, multi-storey medium commercial uses. the surrounding and residential uses that are density residential • Maximum height of 8 neighbourhood and a compatible with the area’s structures or multi-storey storeys. larger community, or mixed-use character. medium density mixed use city wide clientele. buildings.

Mixed Use A moderately Medium sized grocery store, Single purpose commercial • Maximum Gross Floor Area (C5) sized pedestrian drug store, coff ee shop, structures, offi ce buildings, Area of 1000 square oriented shopping offi ces, hotels, small scale retail, and multi-storey low rise metres. area that provides personal services, medium residential structures • Maximum height of 3 a full range of retail density residential and multi- or mixed use low rise storeys. sales and services storey medium density mixed buildings. to the surrounding use structures. Drive-throughs neighbourhood. will not be permitted as an accessory use.

Arterial N/A N/A N/A N/A Commercial (C6) – not on corridor Mixed Use A pedestrian Small scale grocery store, drug Multi-storey mixed use • Minimum height of 2 Buildings (C7) predominant area store, coff ee shop, offi ces, low rise buildings. Non- storeys. characterized by hotels, small scale retail, residential uses typically • Maximum height of 4 mixed use buildings personal services, and multi- occupy the street front and storeys. serving the local storey medium density mixed residential uses prohibited neighbourhood at a use structures. Drive-throughs on the ground fl oor. pedestrian scale. will not be permitted as an accessory use.

Appendix 8 provides further information on permitted uses in the Commercial and Mixed Use Zones and associated parking requirements. The location of the new and proposed zoning within 500 metres of the B-Line corridor, is shown on Maps 1-4 in Appendix 9. BB-Line-Line Background Information Report

2.4.1 Parking and Loading Parking requirements are specifi ed in the Zoning By-Law. Parking requirements aim to strike a balance between minimizing neighbourhood impacts and ensuring an appropriate supply of parking. The new proposed Zoning By-Law generally has lower parking requirements than the previous zoning by-laws it will be replacing (though this may vary for some uses). Furthermore, the new Zoning By-Law has proposed eliminating the minimum parking requirement within 150 m of the rapid transit corridor. This provision aims to provide incentive for transit-oriented higher density development along the corridor. The parking requirements for residential uses along the corridor will be reviewed as part of the new neighbourhood zoning review. Loading requirements are not part of the new Zoning By-Law. Generic regulations can not always be applied to unique circumstances. Thus, loading requirements will be reviewed as part of the Site Plan process to fi nd an appropriate solution on a case by case basis. As part of the land use study for the corridor, a parking and loading study is being undertaken to identify strategies that could be implemented alongside the land use policies developed for the corridor.

2.4.2 Potential Confl ict Areas Certain automobile oriented uses permitted in commercial zones such as gas stations and car washes will need to be re-evaluated to determine if they are compatible with the principles and function of the corridor. Additional zoning components which should be considered include: • The Mixed Use Medium C3 zone allows vehicle service stations, vehicle washing establishments and commercial parking facilities. • The depth of the designation and zone along the corridor is limited to 1 or 2 parcels back from the corridor, thus making it a challenge from a redevelopment perspective. • The minimum building height in the C3 zone is 7.5 m and the maximum is 22 m. • Parking is proposed to be limited within 150 m of the corridor. NOTE: the C3 zone is the most prominent zone category along the length of the corridor.

Given the provisions listed above, the corridor study may consider: • Reviewing the removal of vehicle service station and vehicle washing establishments as permitted uses from the immediate corridor frontage. • Reviewing and extending the depth of the designation and zoning in some areas. • Reviewing the feasibility of a residential parking requirements of 0.75-1.2 spaces per unit (from the City’s TOD Guidelines) • Requiring a minimum three storey height for buildings directly fronting the corridor. 2.5 Transit Oriented Development Guidelines Transit Oriented Development (TOD) refers to compact, mixed use development near transit facilities with high-quality walking environments. TOD promotes increased access and use of transit through mixed use development, clustering of higher densities, and a high level of amenities in a pleasant, walkable areas. TOD is a form of development that recognizes and facilitates the important relationship between land use and transportation planning. Integrating land use and transportation (especially transit), and clustering density near transit areas are important themes in both the City’s Transportation Master Plan and the Urban Hamilton Offi cial Plan.

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In August 2010, City Council adopted TOD Guidelines which are intended to be used when developing new land use policy, such as secondary plans and corridor plans, and to facilitate the integration of land use and transportation initiatives during the development review process. The TOD guidelines build on the policy framework provided in the Urban Hamilton Offi cial Plan. Using visual representation of how TOD can be applied and showing what TOD areas can look like, the guidelines can be used during rapid transit implementation, when land usepolicies for the corridor area are being developed. Ten principles of TOD were developed to guide what makes an area transit supportive and pedestrian friendly. The Ten TOD Principles are: 1. Promote Place Making – Creating a Sense of Place 2. Ensuring a Mixed of Uses/Appropriate Land Uses 3. Address Parking Management 4. Focus on Urban Design 5. Create Pedestrian Environments 6. Require density and Compact Urban Form 7. Respect Market Conditions 8. Take a Comprehensive Approach to Planning 9. Plan for Transit and Promote Connections (for all modes) 10. Promote Partnerships and Innovative Implementation By creating land use policy which is consistent with ten principles of TOD, transit can be made more viable and attractive to people living and working near the transit corridor. The TOD Guidelines are intended to be applied across the City at various scales and intensities. Along the corridor, the scale of TOD will vary based on the intensity and intended function of the station area. Table 5 describes the type of TOD areas and general characteristics which can be applied. Table 5: TOD Typologies TOD Typology General Characteristics Urban Node Area: Downtown, • Nodes area around corridor Sub-Regional Node, Community • Employment and residential function, as well as civic uses including Nodes civic centre of City • Potential park-n-ride area (outside of Downtown) Urban Corridor Area Area with development potential along RT corridor Suburban Primary Corridor Area Mixed use area but may be constrained by shallow lots Suburban Arterial Road Area • Good potential area for greyfi eld intensifi cation • Potential to facilitate bus travel Greenfi eld Node • Undeveloped area identifi ed as a community node (identifi ed in Urban OP, future secondary plan to follow) • New areas to be built around transit • Will evolve to have similar characteristics of urban node Greenfi eld Neighbourhood A node in the neighbourhood context incorporating residential and local scale commercial supported by local transit Major Activity Centre High level of major institutional uses, with signifi cant transit ridership

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The TOD Guidelines provide more detail regarding the typical densities, design consideration and overall function. A summary of the key components for select types of TOD areas is shown in Table 6, which includes TOD areas relevant to the B-Line Corridor:

Table 6: Summary of TOD Types and Characteristics

Typical Density Typical Land Typical Building TOD Type Design Considerations Range Use Type Scale

Urban Node Area: Minimum Mixed Use, 6- 12 storeys Focus on sense of place 60-120+ units/ha Residential (minimum of 3) Downtown, Sub- Transit station should Regional Node eg/ Minimum be prominent Eastgate 1-1.5 Floor Area Ratio

Urban Corridor Area Minimum Mixed Up to 8 storeys Limit parking in front of 60-120 units/ha use, Local (minimum of 3) buildings Commercial, Minimum Residential Encourage continuous 1-1.5 Floor Area street wall Ratio

Major Activity Minimum Mixed Use, 6-10 storeys Cycling and pedestrian Centre eg/ McMaster 60-120 units/ha Education and facilities University Health related Minimum services Limit visible parking 1-1.5 Floor Area Ratio

Along the corridor, several TOD typologies are present. The western terminus of the line is a Major Activity Centre at McMaster University. The TOD Guidelines use this area in particular as an example to illustrate how TOD may look and operate in this type of setting. At the other end of the corridor, Eastgate functions as a Sub-Regional Node. The TOD Guidelines contain specifi c guidance and direction for urban node areas. For the station areas along the corridor, the Urban Corridor Area typology would be applicable to several potential station areas such as Ottawa Street or Queen Street. Similarly, Downtown Hamilton is subject to the urban node area typology and associated guidelines as it applies to this type of setting.

3.0 DEMOGRAPHICS The following section provides an overview of demographic and existing land use data available for the proposed corridor. The data detailed below is based on Census data (2006) and the City’s Land Use data. The boundaries of the census and land use data varies slightly from the other maps shown in this background report. The variation in the boundaries is due to location of census dissemination areas and available land use data. The boundaries of the demographic and land use data are similar to the boundaries of other maps in this report and provide a high level overview of broad trends. The boundaries of the demographic data are shown below in Figure 1.

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All data and land use information is based on a 500m buff er area on either side of the proposed rapid transit corridor. Additional demographic information can be found on a ward by ward basis in the ward profi les. Copies of the ward profi les of wards 1 to 5 are attached as Attachment 1.

Figure 1: Boundaries of Census (2006) Data for the Study Corridor (Source: Statistics Canada Census 2006)

Map Title Map SubTitle

Date Plotted: June 6, 2008

3.1 Population As shown below, the areas with the highest proportion of young children are located in the central (middle) portion of the corridor. The 20-34 year old group is mainly located in the Downtown Section. The further east along the corridor, the older the population tends to be.

Figure 2: Population Profi le for Sections of the Study Corridor (within 500m) (Source: Statistics Canada Census 2006)

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The distribution of diff erent age groups is further detailed in Figure 3 below:

Figure 3: Percentage of Population by Age Group (Source: Statistics Canada Census 2006)

Compared to the City overall, the corridor has more persons 75 years old or older – especially in the eastern section of the corridor. The east section also surpasses the other sections of the corridor and the City overall in percentage of the population over the age of 60. At the other end of the spectrum, only the middle segment of the corridor has a similar number of young children (14 and under) compared to the City overall. Both the West section and Downtown have higher percentages of people in the 15-29 year old segment of the population. For 30-59 year olds, the corridor is similar to the City overall except for the east section which tends to be lower than the average for this age group. The Growth Related Integrated Development Strategy (GRIDS), a planning process to help determine where the future growth of the City will take place, projects that population growth to 2031 is expected mainly in the Downtown and in the west end of the corridor. The middle sections of the corridor are projected to decline in population to the year 2031. Thus intensifi cation is important to the corridor to maintain current levels of services and to utilize the available infrastructure. A high level estimate of residential intensifi cation, based on land use and lot characteristics, has identifi ed the potential for 8,545 residential intensifi cation units added along the length of the B-Line Corridor to the year 2031. Of those units, 4,916 are located downtown. This fi gure of residential intensifi cation units is proposed. The actual number of residential intensifi cation units that will be planned for will be derived through the detailed work to be undertaken for the B-Line Corridor secondary plan development. The total population within 500m of the corridor is 100,885. The population of various sections of the corridor is shown in the table below:

Table 7: Population within 500m of the Rapid Transit Corridor by Section

Corridor Section West Downtown Central East Total

Population 15,770 30,185 44,585 10,345 100,885

Source: Statistics Canada Census 2006

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3.2 Income Figure 4 shows that lower income households are highest in the Downtown area (which also has the highest concentration of rental units). There is a wide distribution between income ranges for the remainder of sections along the corridor. Overall, the four corridor segments have a greater percentage of the population at the lower end of income compared to the City overall. Conversely, the City overall has a higher percentage of population in the top three categories of income, compared to the four corridor segments. The Downtown segment of the corridor has lower income compared to the City overall. The $60,000 - $79,000 income range is where most segments of the corridor are most similar to the overall City proportion of household income.

Figure 4: Household Income by Section of the Corridor (within 500m) (Source: Statistics Canada Census 2006, 2005 Household Income)

3.3 Housing Information The following housing information provides an overview of the types of housing and the tenures of ownership found along the corridor.

3.3.1 Housing Tenure8 The percentages and total number of owned vs. rented properties are detailed below in Table 8 and Figure 5.

Table 8: Housing Tenure (Source: Statistics Canada Census 2006)

West Downtown Central East Total for Corridor Overall City # of % of # of # of # of # of # of Dwellings total Dwellings % of total Dwellings % of total Dwellings % of total Dwellings % of total Dwellings % of total Total Owned 4,050 58% 3,410 21% 11,550 62% 2,380 53% 21,390 46% 132,780 68% Total Rented 3,000 43% 12,545 79% 7,045 38% 2,105 47% 24,695 54% 61,675 32% Total Occupied Private 7,030 100% 15,960 100% 18,620 100% 4,480 100% 46,093 100% 194,455 100% Dwelling

8 Note: totals for number of dwellings vary slightly for housing tenure and period of construction due to Census data rounding.

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Figure 5: Housing Tenure by Section of the Corridor (Source: Statistics Canada Census 2006)

A slight majority of dwellings along the corridor are rented, with the largest concentration of rentals in the Downtown Section. Looking at the four sections of the corridor, the west, middle and east sections have slightly higher percentages of owned dwellings than rented. This is in line with the overall trend of the City, with more owned properties than rented. The Downtown remains the exception however, with much higher rates of renting over ownership compared to the rest of the corridor and the City overall. Housing tenure (percentage rented) is mapped in Appendix 10a (Maps 1-4).

3.3.2 Housing Stock As shown below, most dwellings were built before 1946, with a large portion built prior to 1970. Most of the more recent construction (post 1980) has occurred in the eastern and Downtown sections. The age of the dwellings is refl ective of the development pattern of the lower city. The corridor overall has a much higher percentage of older buildings built before 1946 with 40.5% of the total for the corridor compared to 19% for the City overall. The Post World War II era is fairly similar between the corridor and the City overall. However, after the 1961 period, the percentage of homes built drops considerably for the corridor compared to the City overall. Based on these numbers, the corridor tends to have older homes and few new construction homes.

Table 9: Period of Dwelling Construction (Source: Statistics Canada Census 2006)

West Downtown Central East Total for Corridor Overall City # of % of # of # of # of # of # of Dwellings total Dwellings % of total Dwellings % of total Dwellings % of total Dwellings % of total Dwellings % of total Before 1946 3,305 47.0% 4,725 29.6% 10,500 56.4% 130 2.9% 18,660 40.5% 36,980 19.0% Between 1946 and 1960 1,825 25.9% 2,525 15.8% 4,830 25.9% 810 18.0% 9,990 21.7% 42,215 21.7% Between 1961 and 1970 855 12.2% 3,230 20.2% 1,335 7.2% 2,005 44.6% 7,425 16.1% 29,395 15.1% Between 1971 and 1980 530 7.5% 3,520 22.1% 940 5.0% 1,005 22.3% 5,995 13.0% 30,245 15.6% Between 1981 and 1985 155 2.2% 665 4.2% 220 1.2% 180 4.0% 1,220 2.6% 11,605 6.0% Between 1986 and 1990 95 1.4% 535 3.4% 235 1.3% 100 2.2% 965 2.1% 13,660 7.0% Between 1991 and 1995 120 1.7% 325 2.0% 295 1.6% 70 1.6% 810 1.8% 9,945 5.1% Between 1996 and 2000 50 0.7% 150 0.9% 110 0.6% 65 1.4% 375 0.8% 10,015 5.2% Between 2001 and 2006 10 0.1% 105 0.7% 70 0.4% 105 2.3% 290 0.6% 10,390 5.3% Total Private Dwellings 7,035 100% 15,960 100% 18,615 100% 4,500 100.0% 46,110 100.0% 194,450 100.0%

The types of buildings varies by location on the corridor. Single detached houses are most prevalent within 500m of the corridor in the west and middle portions of the corridor. Apartments larger than fi ve storeys are

B-Line Background Information Report 16 BB-Line-Line Background Information Report most prevalent in the Downtown. Overall, the corridor consists mainly of a mixture of apartments and single detached houses. The distribution of dwelling types across the corridor is shown in Appendix 10b (Maps 1–4). Apartments are most concentrated in the Downtown area, while duplexes are mainly found in the middle area, especially between the King Street corridor and Main Street. Non-residential buildings mainly front the corridor, though some of these units also contain residential dwellings on upper fl oors. From the Ottawa Street delta eastward to the Red Hill Valley, the corridor is almost entirely single family detached houses. Larger apartments are also prevalent near the proposed Nash Road transit stop. The west and middle sections of the corridor are similar to the City overall in the percentages of single detached homes. The Downtown surpasses the rest of the corridor and the City overall in the percentages of apartments over fi ve stories. The corridor overall has a greater percentage of apartments and duplexes compared to the overall City. The fi gure below highlights the prevalent housing types along the corridor. Single family houses are the most prevalent forms of housing except in the Downtown.

Figure 6: Residential Buildings by Type (within 500m) (Source: Statistics Canada Census 2006)

Figure 7 below further details the percentage of residential buildings by type along the corridor. Overall, single detached dwellings are the most prevalent single form of structure. However, combined, low and high-rise apartments buildings make up the majority in the corridor.

Figure 7: Structure Types along the Corridor (within 500m) (Source: Statistics Canada Census 2006)

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3.3.3 Building Mixture Of the types of buildings along the corridor, low rise multi-residential buildings are located mainly in the Downtown and middle portions of the corridor. Buildings higher than seven storeys are mainly located in the Downtown and fairly even numbered in the remaining corridor areas. Mixed use buildings are mainly found in the Downtown and middle areas. Their numbers are low, as unlike multi-residential buildings, they are mainly confi ned to the areas directly fronting along the corridor. The higher rise multi-residential buildings are also mainly in the Downtown. Lower rise multi-residential buildings are more spread out across the corridor with the middle area containing the majority.

Figure 8: Building Types along the Corridor (within 500m) (Source: City of Hamilton Land Use)

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3.3.4 Commercial Buildings While there are commercial and mixed use buildings located all along the corridor, the majority found outside of the Downtown are located in close proximity to the frontage areas of the proposed transit route. Mixed use buildings are most prevalent in the Downtown and middle areas with very few located in the eastern end of the corridor. Figure 9 highlights the proportion of commercial and mixed use buildings for the various sections of the corridor.

Figure 9: Commercial Buildings along the Corridor (within 500m) (Source: City of Hamilton Land Use)

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4.0 HERITAGE FEATURES The following sections provide an overview of the heritage and cultural features located along the corridor. Previous studies have identifi ed the location and types of features. Several of the features and sites have been mapped showing proximity to the proposed corridor and other land uses.

4.1 Summary of Heritage Features An assessment of heritage features was conduced for the B-Line corridor in 2009 by Archaeological Services Inc (ASI)9 . As part of the assessment, historic mapping from 1876, 1893, 1898 and 1914, along with fi eld visits, identifi ed numerous heritage resources which were generally concentrated in the downtown core from east of Highway 403 through to the Delta. Fewer cultural resources were identifi ed in the eastern and western extremities of the corridor. The study identifi ed inventoried properties, cultural heritage landscapes and designated properties. The study found that most of the direct impacts from the proposed transit project would be as a result of property taking and not the construction of the transit system itself. Staying within the defi ned right-of-way (ROW) will minimize impact on heritage features. The study identifi ed 156 individual properties located along Main Street, between University Plaza and Eastgate Square as having been previously identifi ed as retaining potential heritage signifi cance. A total of 409 properties located along King Street, between Paradise Road and the Delta have been previously identifi ed as retaining potential heritage signifi cance. A further breakdown of the corridor included the following observations: • McMaster University – Highway 403: This portion of the corridor contains both commercial and residential development that range from early 20th century construction to the present. • Highway 403 - James Street: There are portions of King Street West that have retained their 19th century and early 20th century streetscapes. However, the late 20th century construction of Jackson Square and other modern buildings along King Street between Bay Street and James Street has altered the 19th century streetscape. • James Street - Wellington Street: This portion of King Street is highly intact, retaining a late 19th century commercial streetscape consisting of two and three storey brick buildings. • Wellington Street - The Delta: Development emerged in 3 broad phases along King Street East between the 1890s and 1920s. A large portion of the corridor in this area retains a wide number of cultural heritage resources. • The Delta - Eastgate: The western portion of this part of the corridor retains a commercial landscape that dates to the 1920s to 1930s. The eastern part of this section of the corridor largely consists of modern infi ll, retail strip development. No heritage features were observed in the Eastgate area.

Understanding the areas of heritage properties and potential heritage impact will be necessary when identifying land use for the corridor. Mapping of designated heritage properties under the Ontario Heritage Act is shown on Maps 1-4 of Appendix 11. Cultural resources are also shown in Appendix 11 and are described in Section 4.3.

4.2 Archaeology Potential An archaeology report by ASI10 determined that there are 20 registered archaeological sites within 2 km of the study corridor (the study corridor was defi ned as both Main Street and King Street, as the study was completed prior to refi nement of the rapid transit route). Two of these sites are within 100 m of the study corridor. The B-Line corridor right-of-way has been previously disturbed by typical road construction and modern development and thus does not exhibit archaeological site potential. However, there are several areas adjacent to the disturbed right-of-way that remain undisturbed and contain archaeological potential.

9 Archaeological Services Inc (2009).Cultural Heritage Assessment Report: Built Heritage Resources Cultural Heritage Landscapes. Rapid Transit Initiative 10 Archaeological Services Inc (February 2009) Stage 1 Archaeological Assessment: Rapid Transit Initiative, City of Hamilton.

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4.3 Cultural Resources The City is undertaking the development of a comprehensive Cultural Policy and Plan. The fi rst step was to identify the city’s cultural resources through a mapping process. Cultural resource data was collected from key stakeholders, including Stats Canada and Inform Hamilton, and the data base of more than two thousand resources was mapped using the City’s GIS technology. The cultural resource data is divided into seven categories including: community organizations; spaces and facilities; festivals and events; natural heritage; cultural heritage; creative cultural industries; and creative cultural occupations. Many of the resources are located along the corridor, with the greatest concentration in the Downtown section. Appendix 11 shows the distribution of the cultural resources along the corridor. The cultural resources are spread across the corridor and study area boundaries and are not confi ned to the immediate corridor area. Having the city’s cultural resources mapped is valuable in planning for the corridor. It identifi es potential locations to better integrate transit service with cultural resources and leverage opportunities to integrate culture into planning and decision making. Knowing the location of various cultural resources is also important to avoid any potential confl ict areas and mitigate accordingly. As part of the nodes and corridor study process, on-going refi nements to cultural mapping will be monitored. 5.0 ENVIRONMENT AND NATURAL HERITAGE The two key natural heritage features along the corridor are the Red Hill Valley and parts of Cootes Paradise. The footprint of the B-Line corridor traverses “four areas of natural/semi natural vegetation”.11 These areas include Chedoke Creek, Gage Park, and Red Hill Creek Escarpment Valley. Field investigations did not list any species at risk. A Terrestrial and Avian Ecology Report11 found that Chedoke Creek is conveyed via a large culvert and is near the Cootes Paradise Environmentally Signifi cant Area (ESA). Gage Park is a public park. Red Hill creek is part of the Red Hill Valley which is classifi ed as an ESA in the Urban Hamilton Offi cial Plan and a life sciences site by the Ministry of Natural Resources. No impacts to the natural environment are anticipated as a result of the LRT. Coots Paradise is in proximity to the proposed B-Line corridor but not signifi cantly impacted by the corridor. Suitable habitats for species at risk were not considered likely to occur immediately adjacent to the LRT route according to the study. Appendix 12 shows the location of natural heritage areas along the corridor. The map is an excerpt of Schedule B in the Urban Hamilton Offi cial Plan. The Niagara Escarpment and the Red Hill Valley are the primary natural heritage features but only the Red Hill Valley is part of the of the immediate study area.

Tree Cover Along the actual B-Line corridor, the presence of trees is sporadic. Some segments of the corridor contain more tree cover than others. The majority of the trees along the corridor are located along the side streets and in the neighbourhoods. The location of existing and planned tree inventory for the corridor is shown on Maps 1-4 in Appendix 13.

Landfi lls There are no known landfi lls located directly along the corridor. However, within 500 metres of the proposed B-Line route, the southern edge of a former landfi ll is identifi ed in the Urban Hamilton Offi cial Plan. The former landfi ll is now City Park.

11 Dillon Consulting City of Hamilton Rapid Transit initiative Terrestrial and Avian Ecology Report. March 2009

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6.0 TRANSPORTATION Various transportation features are located along the corridor. These transportation features will impact the functions and types of uses along the corridor.

6.1 Road Classifi cation and Right-of-Way Various classifi cation of roads are present along the corridor. The function, characteristics, and right-of-way varies by classifi cation of road. The classifi cations of roads are used in part to site appropriate land uses, in addition to describing the road’s function. Higher density and larger scale developments are generally directed to higher classifi cation roads. Along the B-Line corridor, there are major and minor arterials, collectors, and local roads. Most station areas are at the intersection of two arterials. Local and collector roads are located in the neighbourhoods areas north and south of the B-Line corridor. An excerpt of the functional road classifi cation schedule from the Urban Hamilton Offi cial Plan is shown in Appendix 14. Only roads classifi ed as collector or higher are shown on the Offi cial Plan Schedule. For the urban area of Hamilton, the Offi cial Plan lists the following road classifi cations, function and characteristics:

Table 10: Road Classifi cation and Characteristics Ultimate Right Road Classifi cation Road Function Road Characteristics of Way

• Controlled access road Provincial Highway Move large volume of traffi c N/A • Provincial jurisdiction

Carry relatively high volumes • No direct land access Parkways of intra- municipal and inter- 60.96m regional traffi c • Municipal jurisdiction

• Controlled land access Carry relatively high volumes • Generally organized in a Major Arterial Road of intra- municipal and inter- grid pattern 45.720m regional traffi c • Have bike lanes and sidewalks

• Land access permitted with some controls Carry moderate volumes of • Bike may be in place and Minor Arterial Road 36.576m through the city traffi c will have sidewalks • Some on street loading and parking

30.480m in Divided between providing Employment direct land access and the Connecting local and Collector Road Areas movement of moderate arterial roads (26.213 m in all volumes of traffi c other areas)

Provide direct land access Local Road and enable movement of low Provides direct land access 20.117m* volume of traffi c

* Some Downtown streets may be lower than 20.117m

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While the standard ROW applied is the number shown in the above table, for several roads and sections of road, alternative ROW’s are detailed in the Offi cial Plan. Road ROW’s which vary from the standard shown in Table 10 are detailed in Schedule C-2 of the Offi cial Plan or in a secondary plan if applicable. For example, parts of the proposed rapid transit route have lower or higher ROW than the standard which would otherwise be applied to the Major Arterial road classifi cation. The alternative ROW applicable to the proposed B-Line corridor route are shown in Table 11.

Table 11: Alternative Identifi ed ROW along the Proposed Corridor Road From To ROW (m)

King Street West Hwy 403 Queen Street North 26.213

Queenston Road Red Hill Valley Donn Avenue 35.576

6.2 Transit Existing transit along the B-Line corridor is shown on Maps 1-4 in Appendix 15. It is likely that with the introduction of rapid transit, existing transit routes would be re-evaluated. The majority of the existing routes are located on arterial and some collector roads. Transit stops are located fairly close together as shown in Appendix 15. The Downtown serves as an important connection point between routes though transit hubs also exist at Eastgate and McMaster. A new transit terminal has recently been completed in the Downtown. The MacNab transit terminal has allowed buses to be removed from Gore Park. The proposed rapid transit corridor will be adjacent to the new terminal, allowing for a downtown transfer point between rapid transit and conventional transit. 6.3 Bike Ways Bikeways are shown on Maps 1-4 in Appendix 15. Bikeways are primarily found on routes parallel to the B-Line corridor. While some areas have more bikeways than others, there is no continuous east/west bikeway connection for the entire length of the corridor. Bikeways on the B-Line transit route vary by section. Additional bikeways are proposed and outlined in the City’s Cycling Master Plan. The placement of bike lanes on the actual transit route will likely need to be revaluated depending on the fi nal design of the transit system. The planned cycling network is shown in Appendix 15a. 6.4 Pedestrians Pedestrian areas and facilities are described on a station by station basis in the B-Line Opportunities and Challenges Study. Portions of the corridor were found to be more walkable than others (see B-Line Opportunities and Challenges Study). Many of the middle areas of the corridor were observed to be lacking in positive pedestrian environments. Sidewalks are narrow in some areas or there is little visual interest for pedestrians. In some of the newer built environments along the corridor, connections to the main corridor are not always direct. A pedestrian master plan has recently been initiated. Although at the very early stages, the project aims to develop a master plan that will produce policies, design guidelines, programs and capital improvements necessary to increase walkability and pedestrian movements in the City. The land use planning for the corridor will consider and provided direction to this ongoing initiative. In addition to pedestrian areas along roads, Hamilton has a Recreational Trails Master Plan. The plan prescribes a multi-use, off -road recreational trail system throughout the City. The trails “link current and proposed off street and on-street systems into a fully integrated, City-wide based system”. The intent of the master plan is in part to implement the trails plan though secondary planning processes.

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6.5 Truck Routes Several truck routes are located along the corridor study area. Both King Street (except for the Downtown section) and Main Street are classifi ed as truck routes, according to the Truck Routes Master Plan map. Appendix 15b shows the highways designated for use by heavy traffi c. 6.6 Transportation Master Plans The City of Hamilton Transportation Master Plan (2007) was completed in an iterative process with GRIDS and is an implementing tool of the growth strategy and integrated with the direction in the new Urban Offi cial Plan. The Plan makes recommendations for fi ve key areas: public transit, road network, cycling network, pedestrian network, and, goods movement. The Plan places a high emphasis on signifi cantly improving transit services, providing options for cycling and walking and optimizing existing road capacity before considering major expansions. The Plan identifi es a Higher Order Transit Network that proposed bus rapid transit along the Main- King-Queenston Corridor. There are three approved specifi c area Transportation Master Plans (TMP) that aff ect the study area (Kirkendall, Ainslie Wood/Westdale and Downtown) and one proposed TMP (Strathcona).

6.6.1 Kirkendall Neighbourhood Transportation Master Plan The Kirkendall neighbourhood extends south of Main Street and east of Highway 403. The northern portion of the master plan area is in the periphery of the study area. The study addressed many concerns including a lack of parking in residential areas, zoning, and land use confl icts and excessive through traffi c in some residential areas. The traffi c management plan proposed several improvements including addressing parking. Recommendations of the plan proposed that residents follow–up with the parking authority and resolve local parking issues. Further recommendations included pavement markings and bicycle networks and a Frid Street upgrade to take trucks off of local roads. The local scale solutions can be a good model for addressing traffi c concerns in other neighbourhoods adjacent to the B-Line corridor. Subsequent to the Kirkendall TMP, additional Environmental Assessment work for Longwood Road was initiated. The aim of the Longwood Road EA is to increase pedestrian connections and improve access into and out of the West Hamilton Innovation District.

6.6.2 Ainslie Wood/Westdale Transportation Master Plan A Transportation Master Plan was completed for the Ainslie Wood/Westdale area in 2003. The fi ndings of the TMP were incorporated into the Secondary Plan for the area. The TMP included a range of recommendations, including those for cycling, pedestrians, transit and parking. Mapping associated with planned improvements to the pedestrian and cycling networks were included in the TMP. The fi ndings of the TMP preceded the potential introduction of rapid transit. Therefore, more detailed transportation impacts will need to be considered through an update of the secondary plan/transportation master plan as well as through the Rapid Transit study.

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6.6.3 Downtown Transportation Master Plan A review of the Downtown Transportation Master Plan was competed in 2008. The original master plan and the review provided a number of recommendations and capital improvements intended to improve all aspects of transportation from pedestrians and transit to the road and bicycle networks. Study recommendations from the review included two- way conversion of existing one-way streets including: • York Boulevard/Wilson Street two-way conversion • Park Street two-way conversion • MacNab Street two-way conversion • Hughson Street two-way conversion • Hess Street two-way conversion • King William Street two-way conversion • Rebecca Street two-way conversion The study also recommended pedestrian improvements on: • Jackson Street • Queen Street • Catharine Street • Mary Street • George Street • Gore Park (King Street South leg) Cycling improvements were proposed for: • Hunter Street bicycle lanes • York Boulevard bicycle lanes In regards to King Street and Main Street, the study recommended that two-way conversion on King Street and pedestrian improvements on Main Street remain, pending the outcomes of the on-going Rapid Transit and Gore Park studies.

6.6.4 Draft Strathcona Transportation Master Plan A Transportation Master Plan was initiated for the Strathcona area in 2008. The TMP was subsequently put on hold pending additional analysis and review as part of the Rapid Transit study. The purpose of the study is to identify issues and opportunities for transportation improvement within the study area.

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7.0 INFRASTRUCTURE AND UTILITIES The proposed B-Line Corridor and surrounding area is serviced with municipal water. Lands in the vicinity of the corridor from McMaster University easterly to the Red Hill Valley Parkway are serviced by a combined sewer system (sanitary and stormwater). From the Red Hill Valley Parkway easterly to Centennial Parkway, lands in the vicinity of the corridor are serviced by separate storm and sanitary sewers. Generally, no capacity constraints are expected in the system given projected levels of development. However, in order to mitigate impacts on the combined sewer system, measures such as low impact development and stormwater retention should be incorporated into development or redevelopment proposals. Through the GRIDS process, it was determined that there is suffi cient servicing capacity with planned improvements to the system. A more comprehensive analysis of water and wastewater servicing capacity may be completed for the corridor once more detailed land use policies, including densities, are proposed for segments of the corridor. Some of the key underground utilities along the corridor are shown on Maps 1-4 in Appendix 16. There are a variety of underground pipes, gas lines, and transmission lines throughout the corridor. While the location of utilities is important information for the design and engineering of the transit line, knowing the utilities in the neighbourhoods will also help in planning appropriate uses. As shown in Appendix 16, gas lines are the most prevalent utility in the neighbourhoods surrounding the B-Line corridor. Hydro utilities and other pipes are located in select areas adjacent or on the corridor in the western and Downtown areas. Additional infrastructure information is available which can assist in more detailed land use planning decisions. As part of the GRIDS process and later the development of the Urban Structure for the Urban Hamilton Offi cial Plan, water/wastewater and stormwater capacity was evaluated. For GRIDS, a water and wastewater master plan was prepared as well as a stormwater master plan. These master plans were conducted for the entire City. As part of the development of the Urban Structure policy framework in the Offi cial Plan, these master plans were reviewed and relevant information was extrapolated relating to the nodes and corridors, including the areas of the proposed B-Line rapid transit route.

7.1 Storm Water Master Plan Completed in 2007, the Stormwater Master Pan outlined the infrastructure needed to meet the growth projected by GRIDS. Some of the key fi nding in the Plan included: • Existing environmental conditions are degraded in some areas of the City resulting in degraded water quality, loss of fi sh habitat, erosion, lack of base fl ow and groundwater concerns; • The preferred strategy comprises source and conveyance control programs in the existing urban areas; • The plan advocates for the construction and implementation of a wide range of best management practices to address water balance, sewer capacity, erosion and water quality issues, and basement, surface and watercourse fl ooding within the urbanized area; and, • The plan recommends the development of on-site control works or upgrading of existing storm sewer infrastructure to off set potential impacts associated with intensifi cation.

For the corridor, infrastructure policies should be cognizant of best practices to reduce the impact of stormwater on the system. Policies can include direction for future development to minimize stormwater run-off and other mitigation strategies. As the corridor area is already highly urbanized, planning policy may be able to contribute to the master plan strategy by encouraging on site water treatments where appropriate.

7.2 Water and Wastewater Master Plan The Water and Wastewater Master Plan was approved in 2006. The plan addresses existing and planned servicing and water quality issues. Some of the high-level fi ndings of the master plan relevant to the corridor include: • Additional wastewater treatment capacity is required at the Woodward Avenue Wastewater Treatment Plant to address wet weather fl ow;

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• Additional combined sewer overfl ow control is required to address overfl ows in the Eastern Harbour area

In the Eastgate area, the master plan identifi ed upgrades to the water/ waster water treatment plant which are needed and already planned. Retrofi ts and upgrades to the treatment plant should help meet the demand in the Eastgate node, though further detailed analysis may be required.

8.0 ECONOMIC POTENTIAL In 2010, the Canadian Urban Institute conducted an analysis of potential economic uplift which may be attributed to future rapid transit development along the B-Line corridor. The report12 assessed each of the proposed station areas and detailed which station areas were most likely to develop and had the most economic uplift potential. Some of the key fi ndings of the study included: • Without LRT, 32 development projects were likely along the corridor. With LRT in place, the potential is three times higher at 108 projects (60% residential, 40% non-residential, given current market conditions in Hamilton); • An additional 335,000 m2 (3.6 million square feet) of development projected over the coming 15 years, is attributed to the public investment in LRT; • The additional development that would occur with a LRT line would represent $22.4 million in tax benefi ts and $30.2 million in development charges and building permit fees over 15 years; • Lower vacancy rates, higher rents and higher property prices are attributed to the LRT; and • A total estimate of $81.6 million in fi nancial benefi ts of the LRT based on the study.

Overall, LRT could be used as leverage to attract even more development in the future. As the study states, new investments tend to attract additional investments, thus LRT will likely make the corridor more attractive to concentrating development along the corridor as time passes.

8.1 Parking Lots Many of the potential sites identifi ed by the Canadian Urban Institute Study for development included parking lots and vacant areas along the corridor. Maps 1-4 in Appendix 17, show the location of private and municipal parking lots along the corridor. The highest concentration of parking lots (municipal and private), are found in the Downtown. Outside of the Downtown, there are few large concentrations of parking areas. Parking lots outside of the Downtown tend to be smaller and more sporadic. However, parking associated with commercial uses such as at Eastgate, is not included in this map. While detailed land use will be reviewed as part of the Downtown Secondary Plan review, the high concentration of parking areas in the Downtown may be an opportunity for infi ll development. Smaller parking areas may also allow for additional transit riders to access the system and to provide for lost parking for area business (on-street parking may be reduced due to the lane requirements and confi guration of the LRT system). A more detailed review of parking and loading will be completed to assess parking needs and identify which parking areas should be protected and which may be ideal for development sites.

8.2 Business Improvement Areas Several Business Improvement Areas (BIAs) are located along the corridor. The location of the BIAs is shown on Maps 1-3 in Appendix 18. There are no BIA’s east of the Ottawa Street BIA. Most BIA’s are within 500m of the corridor though the Barton Village BIA, Concession Street and Locke Street BIAs are further away. BIA’s are an important partner in the development of the corridor to create transit and pedestrian supportive areas.

12 Canadian Urban Institute. (2010). Hamilton B-Line: Value Uplift and Capture Study. Prepared for the City of Hamilton.

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9.0 COMMUNITY FACILITIES AND AMENITIES Community facilities and amenities are located throughout the corridor. Many of the community facilities have been mapped along the corridor. The following sections highlight facilities and amenities and their role and function.

9.1 Community Facilities An important draw and source of transit ridership are the services and amenities within easy access to transit. Maps 1-4 in Appendix 19, outline the location of existing community facilities, services and amenities along the corridor. The highest concentrations are located in the Downtown and the middle sections of the corridor. Amenities are located both directly adjacent to the corridor as well as further into the neighbourhoods. While the west section has fewer amenities than the Downtown and the middle areas, the eastern section stands out for having fewer amenities and a smaller variety of services. The fewer community services are refl ective of the lower population density compared to other sections of the corridor. With increased density, additional community services may be needed. Furthermore, the location of transit stations and stops should be coordinated with the availability or potential to provide amenities and day-to-day services.

9.1.1 Recreation Master Plan The City is developing a strategy to manage indoor and outdoor recreation and sports fi elds. An outdoor recreation and sports fi eld provision plan is currently under development by the City. The study will inform the development of a master plan for recreational facilities in Hamilton. The study will address current and future recreation needs as well as identify priorities and costs. The outcomes of the recreation fi elds studies will be monitored as the location of parks can aff ect station locations. An indoor recreation facility study was completed in September 2008. A total of 78 facilities were assessed. The report highlights where defi ciencies are located and where additional facilities will be required to serve growth in population. Lower Hamilton and West Hamilton, where part of the proposed corridor is located, have a number of community facilities identifi ed in the report. A list of recommended strategies for the Lower City and West Hamilton recreation facilities is attached as Appendix 20.

9.2 Parks An amenity which can make an area attractive and can contribute to healthy communities is a park. Maps 1-4 in Appendix 21 illustrate the location and types of parks located within the study area of the B-Line Corridor. Both general open space and community parks are located in the western area, though the larger parks are located outside 500 m of the proposed transit route. The Downtown has smaller parks and parkettes, while the middle section contains Gage park and other city wide and neighbourhood parks. The eastern area has the natural open space of the Red Hill Valley as well as a large community park and a neighbourhood park. Parks are recognized as key amenities along the corridor. The location of parks may infl uence where stations are located and should be reviewed in conjunction with community services to identify where key amenities are located along the corridor.

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9.2.1 Gage Park Master Plan Gage Park is a prominent feature located along the corridor near the proposed Ottawa Street and Scott Park transit stops. A master plan for the park was started in 2005. The intent of the plan was to review park programming and review the conditions of the trees and infrastructure. Four master plan options were developed in 2006 which were further explored and presented to the public. In March 2010, Council gave approval for the preferred master plan option. Elements of the plan include a children museum, expanded tropical plan house and an aviary. An increased focus on historic features and energy effi cient buildings were also incorporated into the plan. Improvements to the park should help attract more visitors and potentially add more ridership to the proposed rapid transit line. A copy of the preferred master plan option is shown in Appendix 22.

9.2.2 Gore Park Master Plan Gore Park, located in the Downtown, contains several HSR bus stops. With the completion of the MacNab Street Transit Terminal, buses will be removed from Gore Park. The removal of the buses allows an opportunity to create a people-focused urban environment. The Gore Master Plan has undertaken a review of the function of the park and highlighted any potential revisions to the park. The preferred concept plan was presented to the Public Works Committee in January 2010. Part of the project proposes a pedestrianization pilot project to create a public plaza by restricting vehicles. The ongoing master plan is coordinating work with the Rapid Transit study for the corridor. The preferred concept plan is attached as Appendix 23.

9.2.3 Scott Park An LRT station is proposed at Scott Park. Directly north of Scott Park, the Ivor Wynne stadium site has been identifi ed as the preferred venue location for the Pan Am Stadium, also to be used by the Hamilton Tiger-Cats CFL team. At the City Council meeting on January 12, 2011, Council carried a motion advising that the Ivor Wynne site is the preferred venue location for the stadium.

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