Corporate Report. Report from Economic Development and Customer Service, Corporate Planning

Transcription

1 Corporate Report Report from Economic Development and Customer Service, Corporate Planning Officer Date of Report: July 19, 2013 Date of Meeting: August 12, 2013 Report Number: EDCS File: Subject: Metrolinx Plans and Local Advocacy Recommendation That Council direct staff to go forward with the strategies in this report, including calling for a regional approach, positioning the Urban Growth Centre and advancing crossborder high speed transit; and That Council seek the support of Niagara Regional Council regarding the following: Support extension of GO rail service to Niagara as part of a regional strategy to ensure Metrolinx considers Niagara s Urban Growth Centre; Develop a GO Transit advocacy strategy that communicates the benefits of an integrated cross border high speed rail network through Niagara, Coordinate implementation efforts, including research, data analysis and outreach to communities across the border. FORTHWITH Summary On May 27, 2013, Metrolinx released Investing in Our Region, Investing in Our Future, an investment strategy to fund the next wave of projects under the The Big Move transportation plan. This report provides a brief summary of the investment strategy and presents options Council may wish to consider to advance St. Catharines transportation interests with Metrolinx and the Government of Ontario. Background On May 27, 2013, on a motion by Councillor Siscoe, Council requested a report on Metrolinx s investment strategy and advocacy options that will advance the interests of St. Catharines. Metrolinx, created in 2006, is an agency of the Government of Ontario. It is responsible for improving coordination and integration of all modes of transportation in the Greater Toronto and Hamilton Area (GTHA). In 2008, Metrolinx released The Big Move, a Page 1 of 6

2 regional transportation plan that prioritizes projects based on 15 and 25 year timeframes. The first wave of projects under the regional transportation plan involves $16 billion in regional projects. These projects are underway and include: Toronto-York Spadina Subway Extension Eglinton Crosstown Light Rail Transit Scarborough Rail Transit Finch West Light Rail Transit Sheppard East Light Rail Transit Mississauga Bus Rapid Transit York Region Vivanext Rapidways The Union-Pearson Express Union Station upgrades GO Transit rail expansion on the Kitchener line On May 27, 2013, Metrolinx released Investing in Our Region, Investing in Our Future, a report to the Government of Ontario and area municipalities recommending an investment strategy for over 400 km of second wave projects. The second wave projects include: $7.4 billion relief line for Toronto s subway line with 107 million riders in 2031 $3.4 billion Yonge North subway extension with 50 million riders in 2031 $600 million Brampton Queen Street Rapid Transit with 17 million riders in 2031 $600 million Dundas Street Bus Rapid Transit with 13 million riders in 2031 $500 million Durham-Scarborough Bus Rapid Transit with 18 million riders in 2031 $1 billion Hamilton Light Rail Transit with 8 million riders in 2031 $1.6 billion Hurontario-Main Light Rail Transit with 29 million riders in 2031 $4.9 billion GO two-way all day service $1.7 billion in electrification and other improvements to GO Transit s Lakeshore line from Hamilton to Oshawa $900 million for electrification of the GO Kitchener Line and Union-Pearson Express $500 million for a Big Move Partnerships Initiative that would fund strategic local roads, transit, multi-modal networks and highways on a cost matching basis In order to fund second wave projects, Metrolinx has recommended the following investment tools. These tools are expected to generate over $2 billion in annual revenues for regional transportation in the GTHA: One percentage point increase to the HST, resulting in $1.3 billion annually 5 cent increase in fuel and gasoline tax, resulting in $330 million annually Business Parking Levy for non-residential, off-street parking, resulting in $350 million annually 15% increase in development charges, resulting in $100 million annually High Occupancy Toll Lanes Page 2 of 6

3 Paid Parking at Transit Stations Land Value Capture arrangement for private sector partners with properties located close to transit hubs The above investment tools would apply only to households and businesses in the GTHA because these residents are directly benefitting from project under The Big Move. For ease of administration, Metrolinx has suggested that HST increases apply on a province-wide basis but revenues collected outside the GTHA be allocated to projects and priorities outside of the regional transportation plan. Report Metrolinx s main focus is the GTHA and areas such as St. Catharines / Niagara, Peterborough, Kitchener / Waterloo, Guelph and Cambridge are currently outside of its mandate. However, some outlying communities such as Kitchener and Guelph have been successful at influencing regional transportation decisions and securing GO rail in their communities. For St. Catharines, there are several projects in Metrolinx s current plans that will benefit local residents who travel to and within the GTHA: Electrification of GO Transit s Lakeshore rail corridor from Hamilton to Oshawa (short term) Extension of GO rail service to Stoney Creek (before 2023) Studies for enhanced transportation through Niagara and integration with cross border transportation networks (before 2033). This might include improving rail service and/or the construction of a mid-peninsula highway across the southern portion of Niagara. If Council wants Metrolinx to accelerate plans for the Niagara region, an ambitious and coordinated advocacy strategy will be required that clearly communicates why investments in St. Catharines are good for the GTHA and the province of Ontario. Metrolinx s current policy framework favours high growth communities with dense populations that are located relatively close to Union Station, the GTHA s main transportation hub. Based on these criteria, the following issues challenge direct inclusion of St. Catharines in GTHA transportation decisions: St. Catharines location is far from the primary transportation hub at Union Station and relatively far from densely populated areas which could result in relatively high per capita costs for capital projects. St. Catharines has limited capacity to accommodate major population growth in the GTA because it is located within the provincially designated Green Belt and has expanded to its urban boundary. The current demand for public transit is relatively low compared to elsewhere in the GTA given current ridership for rail, bus and municipal public transit. Notwithstanding the above challenges, St. Catharines can play an important role in GTHA transportation planning, and there are a number of strategies the City can Page 3 of 6

4 employ to make investments in the community more attractive to decision makers at the provincial level, including: calling for a Regional approach, positioning the Downtown St. Catharines Urban Growth Centre and promoting a multinational cross-border rapid transit system. Strategy #1: Develop a Regional Approach (Short Term) The first step in advancing St. Catharines interests with Metrolinx is to ensure these interests are communicated as part of an overarching regional strategy and supported by Regional Council. It is unlikely that any Niagara proposals will be seriously considered by Metrolinx and the Government of Ontario unless they are part of a coordinated, regional strategy based on consensus within Regional Council. Niagara is not a priority in current Metrolinx investments and efforts to accelerate plans for Niagara will be ineffective if multiple fragmented and conflicting messages diminish the importance of improved GO service in St. Catharines. To begin the process of establishing a region-wide position, it is recommended that St. Catharines request Regional Council to consider the development of a coordinated position that emphasizes GO rail service in St. Catharines. The Region s most recent advocacy efforts focus primarily on extension of all day rail service and construction of a mid-peninsula transportation corridor. As Niagara s only Urban Growth Centre, Downtown St. Catharines should be prominent in all regional proposals to advance transportation and growth planning at a provincial level. Strategy #2: Position the Urban Growth Centre (Short to Medium Term) Metrolinx wants to strengthen the relationship between transportation and land use planning and many of its strategies provide better links between Urban Growth Centres in the GTHA consistent with provincial policies like Places to Grow. Priority projects are linked to areas with the greatest capacity to accommodate growth as shown in comparisons between Metrolinx s Plan for the Regional Rapid Transit Network (included under Appendix 1) and the Places to Grow Concept Map (included under Appendix 2). In order to further support growth planning in the GTHA, transit stations are being redefined as anchor hubs that are located within densely populated Urban Growth Centres. These anchor hubs are somewhat of a departure from park and ride stops along major highways and support alternative transportation within GTHA communities. If St. Catharines can demonstrate its commitment to the above direction, the community may increase its chances for provincial investment in regional transportation. In particular, the City may wish to consider the following approaches: Reiterating the importance of Downtown St. Catharines as the only provincially designated Urban Growth Centre in the Niagara Region. Researching and reporting the City s capacity to alleviate growth pressures in the GTHA, investigating opportunities to accommodate new residents and employment. Page 4 of 6

5 Strengthening the physical relationship between the Downtown Transit Terminal and the VIA Station in Western Hill and positioning this corridor as a central anchor hub for St. Catharines. Strategy #3: Support Cross-Border Transit Connections (Medium to Long Term) The New York State Department of Transportation is currently investigating the introduction of high speed passenger rail along the Empire Corridor, a 463 mile corridor between New York City and Niagara Falls. If proposed plans are linked to transportation networks for the GTHA, New York State and the Province of Ontario would benefit from easier movement of people and goods and stronger connections between regional economies. While cross-border connection is the strongest argument for inclusion of St. Catharines / Niagara in regional transportation strategies, it is also the most difficult to mobilize and involves a long-term approach that includes: Developing consensus among municipalities in the Niagara Region on an approach that would benefit the majority of Niagara residents Developing stronger relationships with municipalities across the US border in order to present a united effort to both the Province of Ontario and New York State Understanding implications associated with cross border movement of people and goods with respect to security and customs Figures and analysis that support the feasibility of an integrated Ontario-New York high speed passenger rail network Alternative Regional Transportation Plan While researching this report, staff also reviewed the alternate rapid transit plan presented by Brian Smallman on February 25, 2013 (Appendix 3 attached). Staff believe Mr. Smallman s proposal is a positive development in advocacy efforts to enhance regional transportation in Niagara. In particular, the geographic scope of the proposal is comprehensive and recognizes that downtown Toronto may not be the final destination for many people traveling in the GTHA. However, staff caution against formal endorsement of the proposal at this time for the following reasons: Greater links between transportation and land use planning are required to ensure that the plan coincides with the Places to Grow and supports the Downtown St. Catharines Urban Growth Centre Proposed new rail lines connect municipalities with relatively low population densities and/or limited ability to accommodate growth which could result in high per capita costs for capital projects The proposal is a significant departure from Metrolinx s current strategy, which may make accelerating plans for St. Catharines more difficult Financial Implications While there are no direct financial implications associated with this report, municipalities, individuals and businesses that are within the Metrolinx catchment area are expected to contribute to costs associated with regional transportation projects. If Page 5 of 6

6 the proposed investment strategy is approved, these communities will be faced with increases to the HST, gas taxes, parking levies, and development charges. If St. Catharines is included within the Metrolinx mandate, the City and local residents and businesses may be required to contribute financially to regional transportation projects. Costs incurred by people and businesses in St. Catharines will need to be measured against the anticipated local benefits of regional transportation projects. Conclusion Major opportunities to influence regional transportation issues in the GTHA are expected over the next three years. Metrolinx is required to complete a full scale review of its regional transportation plan by 2016, and the organization has stated that consultations under this review will begin in Should Council wish to participate in the 2014 consultations, staff will prepare a position paper that features the strategies presented in this report as a tool to ensure that opportunities and interests in St. Catharines are represented during the review process. Submitted and Prepared by: Erin O Hoski Corporate Planning Officer Economic Development and Customer Service Submitted by: David Oakes Director Economic Development and Customer Service Page 6 of 6

7 1

8 2

9 3 Rapid Transit For St. Catharines and the Niagara Peninsula Presented By Brian Smallman Phone February 25, 2013

10 The Big Move Metrolinx has a 25 year plan that will cost taxpayers 50 billion dollars. It is a GTHA regional plan but there doesn t seem to be much development in the Hamilton area. There are in excess of 500,000 people in the Hamilton area and another 500,000 plus in the Niagara region. If you check the Metrolinx website on the overview page, you will see that their mandate is to provide a world class transit system. In my opinion, they have already failed.

11 This is the transit plan that I submitted to Metrolinx on December 7 th, 2012.

12 I sent it as a starting point for discussion on a plan to reduce gridlock on all GTHA highways as well as providing passengers with an alternate method to reach just about any point in the GTHA in a direct and timely manner. The tracks are already in place for every GO Train line that I have indicated on this map. GO Transit owns 65 trains at present. This is more than ample to provide half hour service on the heaviest use lines and hourly service on the rest. Each station costs an average of 20 million dollars including the station buildings, platforms, lighting and an elevator if it is a multi-platform station. To build every new station on this map would cost a little less than 2 billion dollars. That s 1 year of the Metrolinx budget for the four LRT lines being built in Toronto. Those four LRT lines are projected to be completed in That will certainly ease the gridlock that reportedly costs the province hundreds of millions of dollars annually. In 2015, we are hosting the Pan/Parapan American Games. Forty-one countries are sending their finest athletes to compete in these games. Venues are spread out over a very large area Minden, Barrie, Orangeville, Welland and St. Catharines to name a few. I wrote to the organizing committee to suggest that, because the Athlete s Village will be located at the Donlands (N. W. corner of the Gardiner Expressway and the DVP), it might be a good idea to put a temporary GO Train siding and station at the Village. This would allow GO Transit rail to deliver all of the athletes who are travelling to these more distant venues to be comfortable and therefore refreshed and ready to perform. I was informed that ALL athletes will be travelling by bus no matter where the event is being held. The Union Pearson Link will be the only transit improvement completed in time for the games. I notified the Panam Organizing committee and Metrolinx that, for the term of the games, a siding and temporary station at the Athletes village should be utilized to provide direct transport from the airport. This suggestion was also declined. They will travel to Union Station and be bussed from there to the Village. After this show, we can forget about ever hosting a Summer Olympic Games.

13 The New Merritton GO Rail Train Station In the event that GO Rail comes to St. Catharines, have them build a new station. Merritton is a great choice. All Transit connections work well with this location.

14 Rapid Rail Transit in St. Catharines From the new Merritton Station, utilize the PCHR rail line into the City. The line splits at Yale Crescent and Eastchester Avenue. The map shows the PCHR tracks to their end points. This is represented by the blue line. The two red lines on the map represent the new extensions of the PCHR lines. The westerly line will extend the system to Martindale Pond. The easterly line will extend the system to Malcolmson Park. Both of these lines would utilize LRT trains. No platforms are required and the rail lines can be added to existing streets with little disruption to traffic. They can also be installed on open ground and are available with diesel or electric drives. A hybrid version is also available. The electric version can be installed with NO overhead wires. Examples and sample brochures are available at Bombardier s site.

15 Proposed Rail Lines for the Canal Corridor One final line to consider, when Go Transit comes to St. Catharines, is an LRT line from Merritton Station to Port Colborne. This line would provide an all day two way connection on the Welland Canal corridor. The line would provide a connection from the Merritton GO Station through Thorold, Fonthill (Pelham), Welland, a new GO Station on the proposed Niagara South GO Transit line (just south of Welland at the tunnel) and Port Colborne. It is a 30 km trip. Therefore, with station time included, a round trip should take approximately one hour. A single set of tracks are required as the rails have been taken up. The track bed is in good shape. Two bridges have been removed but can be easily replaced. This line is represented by the thinner green line running north / south on the map to the left. You will notice that the green line is not shown on the map from Merritton Station to Thorold and from Welland to Port Colborne. This is because the green line shares the PCHR r.o.w. but would have it s own tracks. The proposed trains (2 required to allow for maintenance) can drive from either end. It is also recommended that these trains be diesel powered. A full set of specifications are available upon request. This train cannot use the PCHR tracks. The frequency of this train would certainly conflict with the scheduled freight trains on the PCHR tracks.

16 The Niagara Peninsula Tour Train This is actually the Wakefield Steam Train near Ottawa. It has been for sale for 2 years. All tracks for suggested trips are in place. Here is the plan.

17 ALL ABOARD Day Trip We are leaving from our new Merritton Station and immediately turn south along the western side of the Welland Canal. We stop at the locks to see the huge freighters lift to the next level. On out trip, we pass Thorold Park on our way to Welland but stop so the passengers can see the amazing tunnel that allows passengers to see cars driving under lake freighters - quite a picture and story to share when they get home. The next stop reveals the ruins of the original canal a reminder of how much the freighters have increased in size since the original canal was built. Lake Gibson is beautiful. Next is the Welland River more beautiful scenery. It has to be the only river that flows under a shipping canal! Then we slow down and go through the historic city of Welland. Perhaps we will make a short stop to do some shopping. A short ride left to the town of Port Colborne time to eat? What a great trip I can get more photos on the way back. This train should use the PCHR tracks. Sidings can be used for longer stops to allow any scheduled freight trains to pass. The schedule for the Tour Train could certainly be set to prevent any interference on this line. The Wakefield Train generates 10 million dollars per year.

18 Weekend Trips Sat. 10:00 a.m. Leave Merritton Station on standard day trip. Lunch in Port Colbourne. Sat. 1:00 p.m. Leave Port Colborne for Niagara Falls Sat. 3:00 p.m. Arrive at Niagara Falls. Sun. 10: a.m. Leave Niagara Falls following the same route and timetable. Sun. 3:00 p.m. Arrive at Merritton Station.

19 Snacks and beverages are available on the train. Passengers are responsible for accommodation and meals. I have detailed information on every aspect of all proposals contained in this presentation. Thank you for your time. Brian Smallman