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HomeMy WebLinkAboutPSD-014-10Clarin n Leading the Way REPORT PLANNING SERVICES Meeting: GENERAL PURPOSE AND ADMINISTRATION COMMITTEE Date: Monday, January 18, 2010 ~LS ~~ ~-~-~0^~ ~ ' G P~~ 6 3 6-~~ Report #: PSD-014-10 File #: PLN 23.3.5 By-law #: ~/f} Subject: THE DURHAM REGION TRANSIT -LONG TERM TRANSIT STRATEGY RECOMMENDATIONS: It is respectfully recommended that the General Purpose and Administration Committee recommend to Council the following: 1. THAT Report PSD-014-10 be received;. 2. THAT Council endorse the Durham Region Transit Long Term Transit Strategy with the following amendments: • That consideration be made for built heritage or cultural heritage landscapes; • That the proposed Rapid Transit service along Highway 2 be extended to the Transitway Station at the future Durham East Link (407); • That consideration be given to including additional Enhanced Conventional Service routes along its proposed terminus on Baseline Road to Liberty Street and north to Highway 2; • That local transit service to Orono be maintained and improved through the planning period of this strategy; • That two additional GO Rail station sites be identified on the east side of Bowmanville and near Newcastle/Highway 351115; 3. THAT Durham Region Transit be congratulated for developing a bold, comprehensive and innovative vision for transit in Durham Region that will assist in transforming the urban character of the Region; and 4. THAT Durham Region Transit be provided a copy of Report PSD-014-10 for their information and action therein. REPORT NO.: PSD-014-10 PAGE 2 Submitted by: Crome, MCIP, RPP Reviewed. by: Franklin Wu, Chief Administrative Officer V ~"`-`~~ Director of Planning Services PW/COS/df 13 January 2010 CORPORATION OF THE MUNICIPALITY OF CLARINGTON 40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L1C 3A6 T (905)623-3379 F (905)623-0830 REPORT NO.: PSD-014-10 PAGE 3 1.0 BACKGROUND 1.1 Durham Region Transit is undertaking a Long Range Transit Strategy (LTTS) to address growth, manage their operations more effectively, and deliver better quality of service to transit customers. The LTTS will be a 50 year planning blueprint for transit services in Durham Region which will develop a comprehensive strategy to assist the Region address anticipated transportation demands to 2031 and beyond (to 2056). One of its primary functions is to identify the Regional Rapid Transit Network and provide sufficient justification to support future funding applications. 1.2 The LTTS' specific directions include plans and designs for municipal infrastructure .improvements: The planning and design of municipal infrastructure projects must comply with the Environmental Assessment Act which requires that a Municipal Class Environmental Assessment be conducted. The LTTS has been prepared to comply with Phases 1 and 2 of the five phase planning process. 1.3 A number of background papers were prepared by Durham Region Transit's consultant to provide a basis for the process which was conducted. In addition, public Open House sessions have been offered within Clarington and throughout Durham Region in the Spring (March 25th) and Fall (November 2nd) of 2009. 1.4 On November 16, 2009, Phil Meagher, Deputy General Manager -Operations, Durham Region Transit, made a presentation to Council on the proposed LTTS. In his presentation, Mr. Meagher indicated that the draft Regional Rapid Transit Network is complete, the draft Highway 2 Conceptual Design is complete and the Preliminary Technology Recommendations Cost Benefit and Economic Analysis is now underway. 1.5 In conjunction with the LTTS, atransit-orientated design workshop was held on December 17, 2009, at the Courtice Community Centre to address transit-orientated development in the vicinity of the future GO Rail Station in Courtice (near the intersection of Courtice Road and Baseline Road). The results of this workshop are to be incorporated into the LTTS final report. 1.6 On December 22,.2009, the Municipality received a draft of Durham Region Transit's LTTS final report. 1.7 Durham Region Transit has asked that all Municipal comments be received by Wednesday, January 20th, 2010. Subsequent to the submission of Municipal comments, Durham Region Transit's consultants will prepare a final report for submission to Transport Canada by February 15th, 2010. This project is receiving funding from Transport Canada and as a consequence is bound by timeframes mandated by the Federal government. 1.8 Upon approval of a recommended approach for the LTTS, and associated infrastructure improvements, Durham Region Transit will proceed to Phase 3 of the Municipal Class Environmental Assessment which will involve the design of alternative concepts to implement the preferred solution. REPORT NO.: PSD-014-10 PAGE 4 2.0 CONFORMITY WITH OTHER. POLICIES AND LEGISLATION 2.1 The "Places to Grow" provincial study, released in 2006, is an initiative undertaken by the Goverriment of Ontario to manage regional growth and development in the Greater Toronto Area (GTA) to the year 2031. The policies of the plan promote an integrated and efficient transportation system to support a vibrant economy and high quality of life. The plan provides direction to municipalities for the incorporation of major transit station areas and intensification corridors in their official plans. The Long Term Transit Strategy has been designed to conform to the policies of Places to Grow. 2.2 The Metrolinx Regional Transportation Plan (RTP), released in December 2008, is a 15 to 25 year plan for Regional Rapid Transit and Highway Improvements for the GTHA. The LTTS proposed by Durham Region Transit complements and incorporates the goals set forth by the Metrolinx RTP. 2.3 .The LTTS identifies Highway 2 as the primary inter-regional corridor to connect commuters, students, shoppers and visitors from Clarington with major points in Durham Region and vice versa. The focus on Highway 2 as a primary transit artery is supported by the Durham Regional Official Plan and by the Clarington Official Plan. 3.0 LONG TERM TRANSIT STRATEGY REPORT SUMMARY 3.1 A copy of the proposed Regional Rapid Transit Network is provided in Attachment 2. A summary of the service routes through Clarington is provided below. 3.2 The proposed Long Term Transit Strategy envisions Highway 2, between Oshawa- Clarington Townline Road and Courtice Road, being serviced by Bus Rapid Transit (BRT) service (see definition in Attachment 1). The implementation of a BRT system is anticipated to take place between 2016 and 2020. At such time as transit usage along this corridor begins to reach design capacity, service upgrades to Light Rail Transit (LRT) service will be initiated. 3.3 Transit service along Highway 2 from Courtice Road, through Bowmanville, to Mill Street in Newcastle Village would be served by Enhanced Conventional Transit service (see definition in Attachment 1). The implementation of the changes to improve existing service to Enhanced Conventional Service is expected to take place as early as 2013. It is further noted that Highway 2 between Courtice Road and Regional Road 57 should be protected for possible upgrade to a future Rapid Transit service if conditions should .require it. The portion of the Regional Rapid Transit Network proposed along Highway 2 through Courtice will conform with the policy objectives of the Courtice Main Street study. 3.4 Additional routes identified as having potential to be served by Enhanced Conventional Service include: • Pebblestone Road from Oshawa-Clarington Townline Road to Courtice Road; and REPORT NO.: PSD-014-10 PAGE 5 • Courtice Road from Pebblestone Road south to Baseline Road (with connections to the proposed Ontario Power Generation headquarters south of Highway 401). The report notes that both of these roads (Pebblestone and Courtice Road) would require roadway improvements in order to facilitate Enhanced Conventional Service. 3.5 The final route recognized as part of the Regional Rapid Transit Network in the LTTS is Bloor Street from Oshawa-Clarington Townline Road to Courtice Road. The route along Bloor Street to Courtice Road and south on Courtice Road to the proposed GO Station would be protected for possible promotion to a future Rapid Transit service if conditions should require it. 3.6 Due to the length of the proposed LRT corridor along Highway 2 through Durham Region, a light rail maintenance and operations facility would be desired at each end of the rail corridor. This would require that such a facility be located between Courtice Road and the terminus of the line at the Highway 407 Connector (near Hancock Road). 4.0 STAFF COMMENTS 4.1 An efficient and effective transit service is a key component in creating compact, sustainable, urban development. Among its many benefits, transit service increases residential affordability by lowering household transportation costs and reduces Municipal infrastructure maintenance costs by reducing private automobile trips. Many of the intensification and density targets identified in the Provincial and Regional Growth Plans cannot be achieved in the absence of an efficient and extensive transit service. The Durham Region Long Term Transit Strategy,. and specifically the Regional Rapid Transit Network, will not only support transit-orientated development but may also act as a catalyst for its extension throughout Clarington. 4.2 One of the primary focuses of the proposed Regional Rapid Transit Network will be to provide high frequency service along Highway 2 as a major intra-regional corridor. It will also expedite connections to Toronto with frequent service to the proposed GO Rail stations in southeast Courtice and west central Bowmanville. These connections will make Clarington an even more attractive location for both residents and businesses alike. 4.3 In Clarington, the LTTS will begin to express itself through the introduction of faster service and improved transit amenities along Highway 2 between Newcastle and Courtice. The proposed improvements to transit service should meet or exceed current transit service needs and support the ongoing development of transit-orientated development of urban areas in this corridor. As transit usage increases over time, the transit system will be designed to grow in step with demand. 4.4 Based on Clarington's existing population level, urban densities and employment base the proposed Regional Rapid Transit Network, within the LTTS, reflects both the existing needs for increased service in Clarington as well as anticipating the needs that will be created by future growth within the Municipality. The proposed Regional Rapid Transit Network envisions a service that will carry commuters and students from Clarington to REPORT NO.: PSD-074-10 PAGE 6 other points in the Region while at the same time improving access to commuters, shoppers and visitors to Clarington. 4.5 It should be noted that while the proposed LTTS considers the possible impacts of infrastructure improvements on environmental resources, no mention is made of consideration for built heritage or cultural heritage landscapes. 4.6 The proposed Rapid Transit service along Highway 2 in Courtice should extend beyond the currently proposed terminus at Courtice Road to the more appropriate junction at the Durham East Link 407 Connector (near Hancock Road). A transit station and commuter parking lot would serve as a connecting point in this location. 4.7 Local transit service between Newcastle and Orono has -been identified in the Durham Regional Official Plan as being a transit spine. In conjunction with the goals of the Long Term Transit Strategy this service route shall be maintained and improved. 4.8 The timeframe of the LTTS is 2031 and beyond (2056). Within a 46 year timeframe Clarington anticipates many changes to the existing urban boundaries sufficient to accommodate both residential and employment uses. Attempting to speculate on where development will occur and plan transit service for those areas is arbitrary in nature and implies a policy direction which has yet to be determined by any level of government. 4.9 If one assumes that urban growth in Clarington will occur along the lakefront between Bowmanville and Courtice then the plan should reflect an extension of the proposed Enhanced Conventional Transit service east along Baseline Road from its currently proposed terminus near Rundle Road to Liberty Street in Bowmanville and north along Liberty Street to Highway 2. 4.10 Additionally, an Enhanced Conventional Transit service should. be identified through the Clarington Energy Business Park southeast of Courtice Road and Highway 401. 4.11 The current GO Rail expansion proposal from Oshawa to Bowmanville will terminate at the Bowmanville West Town Centre. It previously included a second station on the east side of Bowmanville. Though this is unlikely to be developed in the first phase of the GO Rail expansion plans, within the timeframe of the LTTS, this second station location and a Newcastle/Highway 35/115 station should be identified on the Regional Rapid Transit Network. 5.0 CONCLUSION AND RECOMMENDATIONS 5.1 Clarington can only benefit from increased transit service both within the Municipality and with connections to other locations throughout Durham Region and beyond. An efficient and extensive transit service can serve as a catalyst for transit-orientated development in Clarington and equip the Municipality with the ability to achieve the intensification targets established by Durham Region and the Province. REPORT NO.: PSD-014-10 PAGE 7 5.2 Staff support the transit recommendation contained within the draft report prepared by the consultants for Durham Region Transit for the Region's Long Term Transit Strategy. It is recommended that Council endorse the Durham Region Transit's Long Term Transit Strategy and the corresponding Regional Rapid Transit Network, as proposed, with the following amendments: That consideration be made for built heritage or cultural heritage landscapes; • That Highway 2 Rapid Transit service be extended from its proposed terminus at Courtice Road to the Durham East Link Transitway Station near Hancock Road; • That consideration be given to including additional Enhanced Conventional Service routes along Baseline Road to Liberty Street and north to Highway 2; • That local transit service to Orono be maintained and improved through the planning period of this strategy; • That two additional GO Rail stations be identified on the east side of Bowmanville and Newcastle. Staff Contact: Paul Wirch Attachments: Attachment 1 -Definitions Attachment 2 - Regional Rapid Transit Network Attachment 3 - Bus Rapid Transit and Light Rail Transit Cross-Sections List of interested parties to be advised of Council's decision: Keith Ramdial, Durham Region Transit Commission Attachment 1 To Report PSD-014-10 DEFINITIONS Enhanced Conventional Bus Service Enhanced Conventional bus service can be defined as bus service with slightly faster service, and passenger amenities that are additional to those of conventional bus service. Enhanced conventional bus service can also be implemented on any existing roadway. The stops are generally consistent with conventional bus service, but due to additional passenger amenities, the stops will generally be slightly larger than conventional bus stops. Faster service times can generally be attributed to the implementation of transit signal priority and bus queue jump lanes (where appropriate). Transit Signal Priority (TSP) can be implemented at every signalized intersection on the route to provide early green or a green extension to maximize operating speeds. Enhanced bus service provides more passenger amenities than does conventional bus service such as shelters, benches, real time passenger information, solar lighting, bicycle racks, etc. Based on the assumed time to complete the detailed design of roadway improvements as well as the purchase /delivery /equipping of the new bus fleet, the implementation of the enhanced conventional services is anticipated to take place in 2013-2014. Bus Rapid Transit (BRT) BRT can be defined as enhanced conventional bus service using express lanes, intelligent transportation systems, increased operating speeds, decreased travel times, and increased passenger amenities. Generally, BRT will use express lanes either in an HOV lane or in a dedicated corridor. For dedicated lanes within an existing roadway corridor, numerous roadway improvements may be required. These improvements may consist of widening, utility relocations, access modifications; etc. and may require additional property or right-of-way. The stations are generally spaced further apart than traditional or enhanced bus service. They are also generally larger due to increased patronage and additional passenger amenities. An example of BRT service operating in a dedicated median corridor is shown in Attachment 3. BRT facilities provide many of the same amenities as enhanced conventional bus service (shelter, benches, real time passenger information, solar lighting, bicycle racks, etc.), but the size and number of amenities may be larger depending on the estimated patronage at each station. BRT stations may also provide WiFi service, leaning rails, news and advertisement panels, eta In order to account for the time to perform the detailed design of the exclusive median BRT corridors, it is assumed that construction will take place over a five year period from 2016- 2ozo. Liaht Rail Transit (LRT LRT can be defined as transit rail service using express lanes, intelligent transportation systems, increased operating speeds, decreased travel times, and increased passenger amenities. Generally, LRT will use express lanes in a dedicated corridor. Note: In some cases where ROW is very limitea; LRT vehicles can operate in mixed traffic. For a dedicated lane within an existing roadway corridor, numerous roadway improvements may be required. These improvements may consist of widening, utility relocations, access mod~catiohs, etc., and may require additional property or right-of-way. Stations are generally spaced further apart than conventional or enhanced conventional bus service. The stations are also generally larger due to increased patronage and additional passenger amenities. An example of LRT service operating in a dedicated median corridor is shown in Attachment 3. LRT facilities have more passenger amenities than do conventional bus service, enhanced conventional bus service or BRT. The amenities are very similar to those found at a BRT station: shelters, benches, real time passenger information, solar lighting, bicycle racks, WiFi service, leaning rails, news and advertisement panels, etc. To minimize boarding and alighting times further and to improve accessibility, light rail stations will have a raised platform for level boarding. If the LRT operates in a median, passengers access the station via .signalized intersections and a pedestrian refuge area is provided in the median. Given the priority nature of the Highway 2 corridor, the installation of LRT on Highway 2 is recommended. to take place as soon as funding become available and is assumed to take place over a five year period from 2016-2020. Attachment 2 To Report PSD-014-10 ~~~ 00 ao d N ~ ~ A n c E lt. U H N LL ^ T N (0 C t0 ~-' E H rn c 0 J ~~ E~ ~- I ~1 873 Attachment 3 ~~~o Report F'SD-014-10 Bus Rapid Transit - Cross Section s~.se.m . Rcw tco 2.so 2.40 JT:LITY 3.C0 BLVD 1.40 LANCSCAPE -~ MULTI-USE 0.6C 0.60 LANDSCAPE PATH ~ i"- ~ ~ 2.C0 - i SID"cWALK~ -^3.SOm--~--3.SOm--~---g.00- --+--3.50m----3.SOm-+ THRU THRU BRT LANE ~ THRU THRJ STREETLIGHT- ' nnLANE LANE ~ LANE LANE STREETLIGHT Light Rail Transit - Cross Section I 2.50 2.40 UTILITY 3.00 BLVD 1.40 LANDSCAPE MUP SE --i 0,60 0.60 LANDSCAPE ~ ATH . ~ ~ 2 00 3 SOm 3 SOm 8 00 3,50m 3.50m SIDEWALK THRU THRU LRT LANE THRU THRU STREETLIGHT ~ LANE LANE LANE LANE nn ~ STREETLIGHT 874