EDGEMONT VILLAGE CONSTRUCTION IMPACT MITIGATION STRATEGY (CIMS)
1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
NORTH VANCOUVER , BRITISH COLUMBIA
BBBOFFO BBBUILDING IIINCNCNC ... A BBBOFFO FFFAMILY CCCOMPANY
CCCONSTRUCTION IIIMPACT MMMITIGATION SSSTRATEGY SSSEPTEMBER 444,4,,, 2015
BOFFO BUILDING 1391 Venables Street, Vancouver, BC V5L 2G1 T: 604 648 0594 F: 604 697 9100 www.boffobuilding.com
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character page 2
CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
1 EXECUTIVE OVERVIEW 3
2 PART A – PROJECT DETAILS 5
3 PART B - SCHEDULE 8
4 PART C – MOBILITY IMPACT 9
5 PART D – COMMUNITY IMPACT 13
6 PART E – COMMUNICATON 15
7 PART F – MONITORING 16
8 PART G – COORDINATION 16
9 PART H – HIGHWAY USE PERMIT 16
10 PART I – TRAFFIC MANAGEMENT PLANS AND WORK SCHEDULES 17
11 APPENDIX
A. SCHEMATIC SITE PLAN
B. MAP OF PROJECT LOCATION
C. TRANSPORTATION REVIEW
D. NEIGHBOURHOOD NOTIFICATION AREA
E. SAMPLE NOTIFICATION LETTER
BOFFO BUILDING 1391 Venables Street, Vancouver, BC V5L 2G1 T: 604 648 0594 F: 604 697 9100 www.boffobuilding.com
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character page 3
CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
EXECUTIVE OVERVIEW
This Construction Impact Mitigation Strategy (CIMS) has been prepared by Boffo Building Inc. for the proposed Edgemont project located at the southwest corner of Ridgewood Drive and Edgemont Boulevard. The goal of this CIMS is to minimize, and eliminate, any negative impacts to all residents living in close proximity to our project location.
Project Description The proposed development will consist of 24 market housing units complete with 1 level of underground parking. The 12 north facing units will have entry points from Ridgewood Drive and another 2 units facing northeast will be accessible from Edgemont Boulevard. The remaining 10 units to the rear of the site will have entrances via a securely gated landscaped courtyard. The proposed project will also feature an interior courtyard with play area for future tenants’ children to congregate.
Project Statistics • Site area: 33,551 sq. ft. • Proposed max. building height: 34.1 ft • No. of units: 24 • Parking stalls: 50, plus 3 visitor stalls • Bicycle stalls: 29 • Project Duration 16 months
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character page 4
CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
Project Team
DeveloperDeveloper:: Boffo Homes (Edgemont) Inc.
Construction Management: Boffo Building Inc.
ArchitectArchitect:: Gateway Architecture Inc.
Code Consultant: Pioneer Camphora Inc.
Surveyor: Cameron Land Surveying Ltd.
Structural Consultant: Thomas Leung Engineering Ltd.
Mechanical Consultant: Stantec Consulting Inc.
Electrical Consultant: Opal Engineering Inc.
Civil Consultant: R.F. Binnie and Associates Ltd.
Landscape Architect: Durante Kreuk Ltd.
Arborist: Arbortech Consulting
Building Envelope Consultant: Aqua-Coast Engineering
Traffic and Parking Consultant: Bunt & Associates Engineering Ltd.
Community Relations Consultant: Urban Forum Associates
Sustainability Consultant: E3 Eco Group Inc.
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character page 5
CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART A – PROJECT DETAILS
Construction Manager Contact Information: Boffo Building Inc. 1391 Venables Street Vancouver, B.C. V5L 2G1 Tel: 604-648-0594
Director, Construction - Boffo Building Inc.:
Simon Fowler – [email protected] – 604-341-9377
Schematic Site Plan Refer to Appendix A.
Description of Work and Sequencing The redevelopment of the property at the corners of Ridgewood Drive and Edgemont Boulevard will be broken into three main stages; demolition, excavation and construction.
• Stage 1: demolition and removal of the four existing single family homes is scheduled to be completed in 4 weeks. The work will be performed using a team of manpower to deconstruct and remove windows, doors, flooring, cabinets etc. Following this, the drywall will be removed, binned and taken off- site. The structure will be demolished using larger equipment. All materials will be separated for recycling on-site and shipped to the dump site. Access to the site will be maintained using the existing driveways. Security fencing will be installed at the beginning of demolition. Construction infrastructure (disposal bins and trailers) will be required and installed by the construction crew toward the end of this stage.
• Stage 2: site strip, excavation and slope stabilization shoring is scheduled to be completed in five weeks. This stage will begin with tree removal and stripping of top soil using equipment and trucks. The excavation phase will require more trucking to remove the fill material. Access to the site will be through a gate (utilizing a ramp) at the northwest corner of the site, on Ridgewood Drive. This gate location will become the parkade entrance ramp and any sidewalk letdowns required during construction will be installed at this time. Slope stabilization shoring of the excavation will require the drilling of anchors.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
• Stage 3: construction of the new development is scheduled to be completed in twelve months. The development will have one level of concrete parkade and foundation overlaid with 24 three-storey wood frame townhouses. This stage will require the most manpower involved and the most trade traffic required. The parkade will be utilized for material storage, trade parking and site staging. The main site access point during this stage will be a gate located between the two clusters of townhouses facing Ridgewood Drive. Boffo Building has not yet determined if a crane is required for construction of these properties. If required, the crane will be positioned in the centre of the development. Disposal bins will be located inside the security fencing toward the west end of the property, adjacent to the existing sidewalk. Site trailers will be located inside the security fencing toward the east end of the property, adjacent to the existing sidewalk. Toward the end of the construction stage, Boffo Building will coordinate with the District of North Vancouver while they undertake the planned road widening and sidewalk relocation. Civil tie-in work at the north of the property will be performed at this time. A portion of the permanent civil infrastructure work will be coordinated with the civil upgrades required for the Grosvenor project located at the east side of the Boffo Building development.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
Civil Works Requirements The proposed development will require connections to municipal water supply lines, sanitary discharge tie-ins, and storm water discharge tie-ins (refer to Appendix A for locations). The scheduling of this work will be coordinated with the District of North Vancouver and Grosvenor projects. R.F. Binnie and Associates, Boffo Building’s civil consultant, will be involved in the planning and coordination of this work with the District and Grosvenor construction team. Boffo Building has begun discussions with the Grosvenor construction team regarding the coordination of civil works.
The District of North Vancouver is planning a road widening of Ridgewood Drive and the introduction of a new right hand turn lane and bike lane. There will also be modifications to the District Boulevard which will include the construction of a new sidewalk, ramp crossing, and handicap accessible pedestrian crossing at the corner of Ridgewood Drive and Edgemont Boulevard. Boffo Building anticipates using the area to the south of the existing sidewalk for construction infrastructure (disposal bins and trailers) during construction. However, this infrastructure will be relocated as required to allow the District road widening work to proceed.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART B – SCHEDULE
Overall Construction Schedule Boffo Building is aware of the Capilano Water Main (CWM) project scheduled for completion in June of 2016. The construction schedule for the Edgemont project has been developed to commence after the CWM project in order to mitigate the adverse impacts to the travelling public and surrounding community.
DemolitiDemolition:on:on:on: July 19, 2016, to August 16, 2016 (4 weeks)
Excavation: August 17, 2016, to September 21, 2016 (5 weeks)
ConstructionConstruction: September 22, 2016, to September 7, 2017 (approx. 12 months)
Civil Works / Perimeter Improvements: April 19, 2017, to May 24, 2017 (5 weeks)
Completed Project DateDate:::: September 8, 2017
Project Construction HoursHours:::: (In compliance with the District of North Vancouver Bylaw 7188)
• Monday to Friday: 7:00AM to 4:00PM
• Saturday: As Needed (not to exceed 9:00AM to 7:00PM)
• Sunday and Statutory Holidays: No Work
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART C – MOBILITY IMPACT
Mitigating Impacts to Pedestrian and Vehicular Traffic During all phases of construction Boffo Building will manage the sidewalks bordering the development, allowing pedestrian thoroughfare. Boffo Building will also maintain the roadways adjacent to the development, allowing vehicular thoroughfare. All staging of truck traffic will be off the roadway and inside the security fencing perimeter. Traffic control persons will be utilized to safely and efficiently assist the entry and exit of truck traffic through the site gates.
To mitigate any impact to pedestrian foot traffic, Boffo Building will make use of the necessary traffic control persons and warning signage. Safety hoarding will be erected as required to protect pedestrians from any overhead hazards.
To mitigate any impact to disabled persons, Boffo Building will construct wooden or plastic ramps over ledges, curbs, cords, and/or tubing to allow persons in wheel chairs to maintain their direction.
To mitigate any impact to cyclists, descriptive signage will be placed according to industry standards to warn cyclists of construction vehicle traffic.
To mitigate any impacts to the existing bus transit service, emergency vehicles, and general purpose traffic, Boffo Building will ensure that construction vehicles do not queue on public roadways. This will be accomplished by creating a dedicated receiving area on-site. Boffo Building will also ensure all freight companies related to this project are made aware of relevant provisions within the District of North Vancouver's Noise Regulation Bylaw 7188 and Street and Traffic Bylaw 7125. Boffo Building will notify the Fire Department and applicable transit authorities of any work that may unavoidably impact public roadway traffic.
Boffo Building will include in our subcontracts wording which will bind our subcontractors to obey the Truck Routing Plan (refer to p. 12) developed with the District of North Vancouver.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
Quantity of Truck Traffic The number and type of vehicles will vary for the different stages of the demolition and construction. The Edgemont project will consist of typical construction vehicle traffic that is necessary to complete a concrete and wood-frame building. Boffo Building will also manage the trade commuter vehicles coming to site (refer to ‘Construction Worker Parking Plan’ on p. 13).
During the demolition phase, the demolition subcontractor will have the appropriate disposal bins and/or dump trucks (maximum 4 – 8 per day) to safely and efficiently remove all materials. During this phase, trade parking requirements will be minimal as the crew size is anticipated to be a maximum of eight workers and two equipment operators. The site will have ground level area for trade parking, bins and equipment.
At the peak of the excavation phase there will be 10 to 20 loads of excavated material leaving the site each day. To mitigate the number of loads, tandem dump trucks may be incorporated into the excavation process. Boffo Building will manage the scheduling of trucks so that there is no off-site queuing of trucks on Ridgewood Drive.
During the concrete construction phase, construction vehicle traffic will consist mostly of delivery trucks unloading lumber, formwork and rebar shipments. Deliveries will be coordinated so that truck parking is within the security fencing zone. Concrete delivery trucks and pump trucks will also be staged within the security fencing zone. The concrete pour schedule will be coordinated with the Grosvenor project to limit the amount of truck traffic.
Throughout the wood frame construction phase, Boffo Building anticipates approximately one material delivery truck per day. Material deliveries will be coordinated so that truck parking is within the security fencing zone. The size of the loads will vary from flat-deck trucks to mid-size trucks carrying various small tools for the trades. Entry and exit of all traffic through the site gates will be managed by traffic control persons. Boffo Building will encourage all subcontractors to arrange for the deliveries around the non-peak traffic hours of 9:00AM to 3:00PM.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
OffOffOff-Off ---SiteSite Queuing Off-site queueing will be avoided by staging construction vehicles on-site. Given the site has a low profile curb and a generous setback, Boffo Building will be able to make use of on-site space directly south of Ridgewood Drive for any truck queueing that might be required. The Schematic Site Plan (refer to Appendix A) indicates the planned delivery area. There will be minimal queueing of vehicles at any stage of the construction. On concrete pour days, only two concrete delivery trucks will be on-site at any time. The pump truck will be set up adjacent to the actively unloading concrete delivery truck. A dedicated staging area will be provided for the second concrete delivery truck so that it will not obstruct the demobilization of the first concrete delivery truck.
Oversized Equipment The Edgemont project should not require the transportation of any oversized equipment or machinery on public roadways. If required, Boffo Building will apply for the necessary Oversized Vehicle Permit as required by District regulations.
Truck Routing and Communication Plan To avoid potential traffic conflicts and ensure all construction vehicles abide by the District’s roadway parameters, each freight company will have included in their contract a copy of the District of North Vancouver Truck Routing Plan (refer to p. 12). This plan will be reviewed at the time of subcontract award and again at the subcontract startup meeting. Parking and staging will be an ongoing meeting agenda item discussed and managed at the weekly site trade meetings. A delivery schedule will be maintained by the site superintendent to coordinate all deliveries. Any unscheduled deliveries will be refused access to the site.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
Truck Routing Plan (Provided by the District of North Vancouver)
District of North Vancouver Truck Restrictions All truck traffic and heavy truck traffic will abide by the District of North Vancouver Street and Traffic Bylaw 7125.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART D – COMMUNITY IMPACT
Worker Generated Construction Vehicles During construction there will be no off-site parking, the site will accommodate all trade parking.
Demolition PhasePhase:::: 4 to 6 vehicles
Excavation PhasePhase:::: 4 to 6 vehicles
Construction PhasePhase: 10 to 20 vehicles
Civil Works / Perimeter Improvements PhasePhase:::: 3 to 4 vehicles
Construction Worker Parking Plan The Edgemont project will accommodate no off-site or street parking in accordance with the District of North Vancouver’s bylaws.
Boffo Building is currently investigating a shared trade carpooling and busing program with the nearby Grosvenor and Senior Living developments. The carpooling program will entail busing trades to Edgemont Village from various transit nodes throughout Metro Vancouver. This program, used in conjunction with public transit, will minimize traffic congestion and alleviate the need for parking. For those instances where construction vehicles are required, on-site parking will be provided.
Environmental Impacts Best Management Practices
• Noise Control: The Edgemont project will operate under strict weekday work hours from 7:00 AM to 4:00PM. This will mitigate any impact on neighboring residents, who will generally be at work during these hours. If any overtime work is required, Boffo Building will schedule only that work which generates minimal, non-intrusive noise. All overtime work will fall within the District of North Vancouver’s noise by-law limit of 8:00 PM.
• Dust Control: Mitigation measures will be conducted in accordance with local District bylaws. Common mitigation measures include the following: silt fencing, watering of dry earthworks spoils, and use of poly to cover spoils left alone for extended periods of time. Dust bags and filters will be used to minimize the amount of dust created by the use of power tools.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
• Litter Control: Construction containers will be located in key locations throughout the project with trash being hauled away on a weekly basis. All subcontractors will also be held accountable for all generated waste and will be contractually bound to Boffo Building’s daily clean-up program.
• Storm Water Run-Off: A complete Erosion and Sediment Control plan will be produced by R.F. Binnie and Associates and monitored for compliance throughout the project. The plan will include best management practices to prevent discharge of sediments or other pollutants into the District’s storm water system. In addition, the project will install erosion and sediment controls per the District of North Vancouver bulletin and will incorporate these contractually into the demolition and excavation subcontractor’s scope of work.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART E – COMMUNICATION
An effective communication strategy is an integral part of the Boffo Building project management process. From the very beginning of project planning, Boffo Building will make contact with immediate surrounding neighbours (both in person, via telephone and mailed letters) and will remain in contact and accessible for the duration of the construction process.
Please refer to Appendix D for a highlighted map indicating surrounding neighbourhood that will receive construction impact notices.
Please also refer to Appendix E for a sample notification letter that will be distributed to nearby residents and businesses that may be affected during the construction process.
Furthermore, Boffo Building is currently underway designing and developing a project website where up to date details can be found on the construction plans for the project. Documents will include copies of any notification letters, updated planning and rendering documents and contact information for the project team. The domain that will be used (and live by early October) will be www.boffoproperties.com/edgemont .
A standard part of our construction process also includes comprehensive site signage. This includes everything from safety signage, directional signage, team contact signage etc. This will all form an important part of our site organization.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART F – MONITORING
Boffo Building has retained the services of Bunt & Associates to complete a Transportation Review (refer to Appendix C) and to provide traffic monitoring services during the course of the project. All noted deficiencies and/or additional needs that arise from the monitoring services will be addressed and incorporated into the CIMS. Details pertaining to the monitoring services to follow.
PART G – COORDINATION
Boffo Building will ensure that all heavy duty construction vehicles will abide by the Truck Routing Plan as provided by the District of North Vancouver. The District of North Vancouver has informed Boffo Building that the nearby Grosvenor and Senior Living development have been provided alternate Truck Routing Plans in order to mitigate the adverse impacts to the travelling public and surrounding community. Also to that end, Boffo Building is planning to coordinate all right of way alterations and/or closures with the Grosvenor and Senior Living construction teams to ensure that all arterial roads in Edgemont Village remain operational.
PART H – HIGHWAY USE PERMIT
Boffo Building will obtain a Highway Use Permit (HUP) for each phase of construction where a right of way alteration and/or closure is required. A detailed Traffic Management Plan will be submitted with each HUP application.
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CONSTRUCTION IMPACT MITIGATION STRATEGY 1103, 1109, AND 1123 RIDGEWOOD DRIVE AND 3293 EDGEMONT BLVD
PART I – TRAFFIC MANAGEMENT PLANS AND WORKS SCHEDULE
Boffo Building will submit a detailed Traffic Management Plan (TMP) for all HUP applications and other instances where traffic will have to be disrupted to accommodate construction and civil works. The TMP will be completed in accordance with the requirements of the District of North Vancouver and Worker’s Compensation Board Act – Section 18.
Two weeks prior to commencement of the work, Boffo Building will provide a schedule outlining all construction and civil works that are expected to affect the public realm. The schedule will be updated on a regular basis to reflect any changes.
Should you have any questions concerning this Construction Impact Mitigation Strategy, please contact the undersigned at 604 648 05940594.
Sincerely,
BOFFO BUILDING INC.
Per: Simon Fowler Director, Construction
End of Document
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character appendix a
APPENDIX A – SCHEMATIC SITE PLAN
±4 .4
3 .3 ±4 .0
SINGLE FAMILY SINGLE FAMILY
R4.0
1/2"
29'-6 1.8 S/W R 1.65 Bike 1.5 S/W 3.3 Travel 2-A4 3-A4 1.0 M OFFSET ACROSS INTERSECTION 4.3 SHARED
RIDGEWOOD DRIVE 3.3 TRAVEL 2.0 S/W 3.3 RT TURN 1.8 BIKE 1.3 P.P. P.P. BLVD .75' EXISTING PROPERTY LINE PUBLIC OPEN SPACES ALIGNED 1.8 S/W . 292 El R 22'-11
- 1/2" PROPOSED MIXED USE .09' PROPOSED PLAZA PMT
3/8" NEW PROPERTY LINE
. 288 6'-10" 6'-10" El 8'-10" PLANTER OVER 13'-1 1/2" 99 SF 526 SF 49'-2 526 SF R 1 526 SF 526 SF 526 SF ELEV 526 SF R=100 656 SF 526 SF 526 SF 526 SF 34'-2" 526 SF BUS 34'-2" GATEWAY .2 SINGLE FAMILY 16'-0" (TYP) 16'-0" (TYP) PLAZA 9 10 3 4 5 BUILD UP OVER RAMP 2 5 6 7 8 11 12 .0 AND GREEN 16'-6" S/W 571 SF EDGEMONT 3 19'-2" .5 3 walkway walkway .3 13 571 SF El. 291.73' 3 BLVD 19'-2" .5 2 COURTYARD .0 14 S/W 11'-6" 21'-8" (TYP) 8'-0" 18'-6" (TYP) 705 SF sitting 16 16'-7"
play area 705 SF 33'-6" 33'-6" 600 SF 600 SF 600 SF 600 SF 600 SF El. 291.40' 14'-1" 19 18 705 SF 770 SF 21 20 17 - 24 23 22 28'-6" 28'-6" 15 1/2" 30'-8
10'-0" BUS
.61' 685 SF . 287 El P-BUS .84' .50' . 286 . 289 El El 27'-8" 2-A4 EXISTING WINDROW/HEDGE ON 3-A4 LANDSCAPED AREA NEIGHBOURING PROPERTY. .16' 24'-0" . 290 El HIGHLANDS UNITED 2 CHURCH .0 S/W 3 .0 SINGLE FAMILY 3 .5 SINGLE FAMILY BUS UNIT SYNOPSIS (NOT INCLUDING BASEMENT SF) SUITE AREA PER LEVEL (SF) 3 PROJECT STATISTICS: .5 1,710 SF T/H 20 - 24 (INCL.) ±3 2 UNITS 6 UNITS PARKADE : 7,235 S.F. (NOT INCL. IN FSR) ±2 .0 1,618 SF T/H 13, 14 10,300 SF TOTAL .0 3,236 SF TOTAL 1,750 SF T/H 2 B S/W SITE AREA : 33,551 sf MAIN : 13,675 S.F. - FSR (allowable) : 1.2 X 33,551 = 40,261 SF 10 UNITS 1,505 SF T/H 3 - 12 (INCL.) 1,860 SF T/H 15 1 UNIT L2 : 14,855 S.F. FSR (provided) : 40,260 SF 15,050 SF TOTAL 1,860 SF TOTAL M i c h a e l C o x , A r c h i t e c t A I B C EDGEMONT UNITS : 24 1 UNIT L3 : 11,730 S.F . 9 4 7 S E Y M O U R S T R E E T 1,650 SF T/H 1 V A N C O U V E R, BC V6B 3M1 PARKING (max.) : 2/unit = 48 spaces 1,620 SF TOTAL 2,000 SF T/H 17,18,19 4 UNITS ( 6 0 4 ) 6 0 8 - 1 8 6 8 8,190 SF TOTAL t e l: PARKING (provided) : 45 spaces 2,190 SF T/H 16 40,260 S.F. f a x: ( 6 0 4 ) 6 8 3 - 3 9 6 8 + 3 vistor 24 UNITS S I T E / M A I N P L A N 1' = 1/32" 40,260 SF TOTAL [+ AN AVERAGE OF 7,235 SF. OF DWELLING IN PARKADE]
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character appendix b
APPENDIX B – MAP OF PROJECT LOCATION
Residential Periphery Village Core N
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character appendix c
APPENDIX C – TRANSPORTATION REVIEW
August 13th, 2015 4988.02
Josh Anderson – Director, Development Boffo Properties 1389 Venables Street Vancouver, BC V5L 2G1
Dear Josh:
Re: Edgemont Village Townhouse Development – Transportation Review Draft Letter Report
Bunt & Associates (Bunt) has completed a Transportation Review of the proposed townhouse complex at 1103, 1109, 1123 Ridgewood Dive and 3293 Edgemont Boulevard in, North Vancouver, BC. The review is required by the District of North Vancouver in support of a rezoning and development permit application. In addition to reviewing the existing conditions for pedestrians, cyclists, transit and vehicle access, a review of the site generated vehicle trips on the surrounding road network, a site plan review and a sightline review are also covered.
We trust that this information will assist in supporting the application package to the District of North Vancouver. Please do not hesitate to contact us should you have any questions about this report.
Sincerely, Bunt & Associates
Tyler Thomson, M.Urb, PTP Lynn Machacek, EIT Transportation Planner Transportation Analyst
1. INTRODUCTION
1.1 Proposed Development Boffo Properties Inc (Boffo) is proposing to build a 24-unit townhouse complex, with underground parking for 50 vehicles on the site. The development site is currently occupied by four single family residential units.
As illustrated in Exhibit 1.1 the development site is bounded by Edgemont Boulevard immediately to the east and Ridgewood Drive to the north. The site is further bounded by similar residential land uses to the south and west. Exhibit 1.1 also shows the site context with Edgemont Village to the southeast which acts as the town centre of the neighbourhood with many services and amenities.
1.2 Study Purpose The District of North Vancouver requires that a transportation study be undertaken for the proposed development. The following outlines the key aspects to be reviewed:
Transportation Study Context – a review of relevant and recent transportation studies near the site.
Existing Conditions – highlights the study area and street network, presents the transportation surveys completed and highlights the existing operational conditions at the intersection of Ridgewood Drive & Edgemont Boulevard. It also highlights the site in the context of the existing and proposed pedestrian / cycle routes, and transit network.
Development Plan Review – the proposed parking and bicycle parking for the site as they relate to the District’s Zoning Bylaw are evaluated, along with a review of site vehicle access and the internal parking layout.
Future Conditions – Future vehicle trips generated by the site, calculated using sample trip generation data collected from the adjacent townhome developments, were reviewed to understand the net increase in traffic with the development over existing conditions.
Ridgewood Drive Street Design – highlights the proposed design concept for Ridgewood Drive which includes, new bicycle lanes, wider travel lanes, sidewalks, and boulevards and a potential signalized intersection at Ridgewood Drive and Edgemont Boulevard.
Sight Distance Review – The sight distances for vehicles exiting from the underground parking were reviewed and mitigation measures are suggested to maximum sight distance.
A construction traffic management plan will be prepared subsequently to this study as a separate report when required by the District.
Edgemont Village Townhouse Development Transportation Review - Draft 1 bunt & associates | Project No. 4988.02 August 13th, 2015
S:\PROJECTS\TT\4988-02 Edgemont Village TH Dev TIA\7.0 Deliverables\7.1 Draft Reports\Graphics N
To Capilano Park Scale: NTS
Ridgewood Dr Sunset Blvd Sunset
Edgemont Blvd Ave Ayr Site
naught C n re Co s
Woodbine Dr
Brookridge Dr
Edgemont Village
Crescentview Dr
Highland Blvd Study Area Newmarket Dr To Highway 1 Stop Controlled Intersections
Exhibit 1.1 Site Context
Edgemont Village Townhouse Development TIA 4988.02 August 7, 2015 &
2. TRANSPORTATION STUDY CONTEXT The following section is a summary of DNV transportation repots and plans applicable to the development site as well as previous transportation studies completed by Bunt in the area.
Edgemont Village Centre: Traffic and Parking Technical Report (January 2014) – The report assesses the current parking and intersection conditions in Edgemont Village and confirms’ residents’ concerns about traffic operations and high parking demand. It recommends improving the intersection control at the intersection of Edgewood Boulevard and Ridgewood drive to either a traffic signal or roundabout. The study also recommends improvements at other nearby intersections in Edgemont Village. The parking portion of the study identifies high parking demand in the village, especially on commercial streets during the Saturday peak period.
Edgemont Village Transportation Study (June 2015) – The study forecasts transportation demand in Edgemont Village based on a 20-year horizon period, and then provides a transportation plan with recommended improvements for all modes of transportation. It also reiterates the need for a traffic signal at the Ridgewood Drive and Edgemont Boulevard intersection, and states that a temporary signal is to be installed during a water main upgrade on Capilano Road. Finally, the study outlines recommended changes to the right-of-way allocation along Ridgewood Drive and Edgemont Boulevard, including shifting Ridgewood Drive south and adding a bike lane and dedicated right turn lane in front of the site.
Edgemont Village Centre: Plan and Design Guidelines (March 2014) – This plan provides guidelines for the development around Edgemont Village in regards to buildings and public realm improvements. The development site is included in the “Residential Periphery” section of the plan, which labels the development site for Townhouse development. The plan describes potential pedestrian improvements at the Edgemont and Ridgewood intersection including curb let-downs and sidewalk improvements, and labels Ridgewood Drive as a Primary Walking Route, a portion of the On-Street Cycling Network and a Future Frequent Transit Network Route.
Administrative and Operational Policy: Transportation Information Required for Development Review (December 2015) – The review describes the required transportation study criteria and scope for new developments. It also provides guidance in regards to horizon years and trip rates based land uses.
Official Community Plan & Transportation Plan (March 2014) – The OCP sets the policies that guide the development for the district with sections that include land use, transportation and housing. The Transportation Plan describes the existing transportation patterns within the district and provides individual policies, plans and goals for each mode of transportation.
Edgemont Village Mixed-Use Development Transportation Study (June 2015) – This study undertaken by Bunt is an analysis of the transportation impacts of a proposed large mixed-use development in Edgewood Village (recently approved by Council), which is east across Edgemont
Edgemont Village Townhouse Development Transportation Review - Draft 3 bunt & associates | Project No. 4988.02 August 13th, 2015
Boulevard from Boffo’s proposed development site. The study reviewed the parking operations within Edgemont Village, as well as the future traffic conditions in the neighbourhood. It recommends future transportation improvements, including the signalization of the Edgemont Boulevard and Ridgewood Drive intersection and the improvement of pedestrian, cycling and transit amenities in the area.
Edgemont Seniors Living Transportation Study (February 2013) – Bunt prepared a comprehensive transportation study for a proposed senior’s housing development on the east side of Edgemont Village. It included a review of the existing and future traffic network operations, pedestrian, bicycle and transit network conditions, and areas of deficiency to be addressed by the development.
3. EXISTING CONDITIONS The following section presents the existing context of the area surrounding the site with respect to the street network and vehicle flows, as well as pedestrian, cyclist, and transit connections.
3.1 Study Area & Street Network The proposed site is bounded by Edgemont Boulevard immediately to the east and Ridgewood Drive on the north, while the remainder of the site is surrounded by a mix of multi-family, and single- family residential land uses. The site is highlighted in the context of the surrounding street network and other transportation facilities in Exhibit 3.1.
In the District of North Vancouver’s Transportation Plan (2014), Edgemont Boulevard is classified as a major arterial south of Ridgewood Drive and as a proposed collector north of the Ridgewood Drive. However, with a posted speed of 50km/hr, a stop controlled intersection, on-street parking and relatively low traffic volumes the street tends to function more as a collector road near the site. Ridgewood Drive is also classified as a major arterial west of Edgemont Boulevard and as a proposed collector east of Edgemont Boulevard, with on-street parking restricted for the portion of the street fronting the development site. Brookridge Drive is a local road with no sidewalks and on- street parking on both sides.
3.2 Existing Vehicle Flows Transportation surveys were conducted on Thursday, July 23rd 2015, over the morning (7am to 9am) and afternoon (3pm to 6pm) peak periods. They were undertaken to assess the operational conditions for Edgemont Boulevard, Ridgewood Drive and Brookridge Drive. Local vehicle trip rates for similar townhome developments in the area were surveyed previously for another development site in order to estimate future vehicle trips generated by the proposed development.
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The peak hours on the study network were identified to be from 8:00am to 9:00am and 4:45pm to 5:45pm and these have been used for the operational analysis and the presentation of pedestrian and cycling movements.
Existing vehicle flows for the AM and PM peak hours are illustrated in Exhibit 3.2.
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Existing Proposed Freeway Highway Arterial Road Collector Road Local Road Road style 1 Road style 2 Road style 3 Unsignalized Pedestrian Signal Traffic Signal
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Scale: NTS
40
232 Ridgewood Dr
Sunset Blvd Sunset Ridgewood Dr 246
Edgemont Blvd Ave Ayr
Site
Sunset Blvd Sunset Ayr Ave Ayr
Site
naught C n re Brookridge Dr Co Edgemonts Blvd
Woodbine Dr
Brookridge Dr
naught Cr Con es Woodbine Dr
Bus Stop Crescentview Dr # Bus Route Crescentview Dr Local Road Highland Blvd Collector Road Newmarket Dr Arterial Road # Movement Storage
Exhibit 3.1 Existing Transportation Network
Edgemont Village Townhouse Development TIA 4988.02 August 7, 2015 & Existing Proposed Freeway Highway Arterial Road Collector Road Local Road Road style 1 Road style 2 Road style 3 Unsignalized Pedestrian Signal
000 (000) (000) Traffic Signal (000) 000(000) 000 (000) 000 000 000 (000) 00
(000) 000 000 000 (000) 000 (000) 000(000) (000) (000) 000
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50 (26) 239 (316) (201) Scale: NTS 92 (180) 8 (8) (14) 183(11) 6 26 10 (6)
(201) 424 3 1 (3) 11 157 33 (1) 9 (7) (5) (54) 172 (122) 223(8) (133) (147) 239
Ridgewood Dr Sunset Blvd Sunset Ridgewood Dr
Edgemont Blvd Ave Ayr
Site
Sunset Blvd Sunset Ayr Ave Ayr
Site
naught C n re Brookridge Dr Co Edgemont Blvds
Woodbine Dr
Brookridge Dr
naught Cr Con es Woodbine Dr
Crescentview Dr
Crescentview Dr Highland Blvd
Newmarket Dr
(AM) PM Intersection Volumes
Exhibit 3.2 Peak Hour Volumes
Edgemont Village Townhouse Development TIA 4988.02 August 7, 2015 &
3.3 Operational Analysis Existing operational conditions at the intersection of Edgemont Boulevard / Ridgewood Drive and Brookridge Drive / Ridgewood Drive were assessed using Synchro Software version 9 and the HCM methodology. The results are summarized in Table 3.1 And 3.2.
The summary table reports the calculated Measures of Effectiveness (MoE) including Volume to Capacity (V/C) ratios and a corresponding delay-based traffic Level of Service (LOS) indicator. LOS indicators range from the ideal LOS A with minimal vehicle delay through to LOS E ‘near capacity’ conditions and LOS F ‘over-saturated’ conditions.
Table 3.1 Operational Performance of Brookridge Drive and Ridgewood Drive
AM Peak Hour PM Peak Hour
95th 95th Movement Delay Percentile Percentile v/c LOS v/c LOS Delay (s) (s) Queue Queue (m) (m)
Overall 0.13 A 0.4 - 0.28 A 0.2 -
EB 0.13 A 0.0 0.0 0.28 A 0.0 0.0
WB 0.01 A 0.0 0.2 0.01 A 0.4 0.2
NB 0.02 B 11.5 0.6 0.01 B 14.1 0.2
Table 3.2 Operational Performance of Edgemont Boulevard and Ridgewood Drive
AM Peak Hour PM Peak Hour
95th 95th Movement Delay Percentile Percentile v/c LOS v/c LOS Delay (s) (s) Queue Queue (m) (m)
Overall 0.46 B 12.5 - 0.80 C 20.1 -
EB 0.11 B 10.1 1.0 0.40 B 14.7 2.5
WB 0.38 B 12.6 1.8 0.33 B 13.7 1.4
SB 0.40 B 12.8 1.9 0.45 C 15.4 2.3
NB 0.46 B 13.8 2.4 0.80 D 30.2 7.7
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As illustrated in Table 3.1, the intersection of Brookridge Drive and Ridgewood Drive operates well in both the AM and PM peak periods. The intersection of Ridgewood Drive and Edgemont Boulevard operates well during for most movements during the peak periods, but the northbound approach experiences some delay (29.9s and LOS D) during the PM peak hour. Full Synchro Outputs are available in Appendix A.
It should be noted that the counts for this study were conducted during the summer period and the traffic volumes are noticeably lower compared to previous studies in the area. Past reports by Bunt have shown multiple movements with LOS F at the intersection of Edgemont Boulevard and Ridgewood Drive, and if non-summer counts would have been used for this study the intersection performance would have been more similar with past reports. Nevertheless the intersection performance of Edgemont Boulevard and Ridgewood is understood to be inadequate, and signalizing this intersection is expected to reduce delays and improve the level of service.
Further, the planned changes to the street design on Ridgewood Drive and at the intersection with Edgemont Boulevard which includes the removal of the northbound channelized right turn lane and addition of a northbound left-turn lane to accommodate the dominant flows at the intersection are expected to help improve operations at the intersection as well, even without a traffic signal.
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3.4 Pedestrian, Cyclist & Transit Connections
3.4.1 Existing Facilities Sidewalks are generally available along both sides of Edgemont Boulevard and Ridgewood Drive near the site, however there are no sidewalks along the west side of Edgemont Boulevard north of the study intersection and there are no sidewalks along either side of Brookridge Drive. Crosswalks are provided along all sides of the Edgemont Boulevard and Ridgewood Drive intersection besides the north side, and a mid block crossing is located approximately 40m south of the intersection which provides a pedestrian connection to the mid-block bus stop located on the west side of Edgemont Boulevard.
Planned changes in the area will add a sidewalk on the north side of Ridgewood east of Edgemont, and remove the mid-block crossing on Edgemont with improved pedestrian connections at Ridgewood/Edgemont, in order to improve pedestrian safety in the area and reduce queuing concerns.
The pedestrian and cyclist volumes observed at the study intersections are summarized in Tables 3.3 and 3.4 below.
Table 3.3 Pedestrian Volumes at Brookridge Drive and Ridgewood Drive
AM Peak Hour PM Peak Hour Mode North-south East-west North-south East-west
Pedestrian 5 20 1 18
Table 3.4 Pedestrian Volumes at Edgemont Boulevard and Ridgewood Drive
AM Peak Hour PM Peak Hour Mode North-south East-west North-south East-west
Pedestrian 21 7 56 9
As shown, pedestrian and cyclist movements are relatively low near the site, and will likely increase with the proposed redevelopments in Edgemont Village, and improved pedestrian and cycling facilities nearby. The pedestrian volumes crossing Edgemont at the intersection of Edgemont Boulevard and Ridgewood Drive indicates that there is likely a demand for a sidewalk on the west side of Edgemont.
Transit stops/routes were previously shown in Exhibit 3.1, with Route 246 running along Ridgewood Drive and Edgemont Boulevard, and the 232 along Edgemont Boulevard. Bus stops for
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the 246 are located west of the site along Ridgewood Drive, and a stop for the 232 and 246 is located south east of the site on Edgewood Boulevard.
Route #246 provides connections to the Londsdale Quay and downtown Vancouver via Capilano road. Route #232 provides connections to the base of Grouse Mountain and to Phibbs Exchange, with connecting buses to Deep Cove, Vancouver and Burnaby. Both bus routes have 30-minute headways and provide a travel option to much of Metro Vancouver for people who don’t have access to a car.
During construction of the Edgemont Mixed-Use site it is anticipated that bus stops on Edgemont Boulevard will have to be temporarily relocated.
There are currently no cycling routes in the study area.
3.4.2 Future Facilities The District of North Vancouver Transportation Plan (2014) highlights planned improvements for all modes of transportation. The proposed pedestrian, cycling, transit and auto improvements for the study area are illustrated in Exhibit 3.3.
The Walking Plan identifies Edgemont Boulevard north of Ridgewood Drive and Ridgewood Drive east of Edgemont Boulevard as areas for sidewalk improvement. There are no timelines provided indicating when sidewalk improvements would be undertaken, however the improvements would likely come with redevelopment projects and or public works projects in the area.
As previously noted, there are currently no bicycle routes adjacent to the development site, which indicates that this area is deficient of basic bicycle provisions. However, the Transportation Plan recommends both Edgemont Boulevard and Ridgewood Drive for future on-street bike improvements. A street design plan has been prepared for Ridgewood Drive (see Section 6) and accepted by the District and would include bike lanes on both sides of Ridgewood adjacent to the development.
These future bicycle routes and development of a planned cycling network in the district will improve cycling accessibility for residents of the proposed development and provide another modal option.
A future Frequent Transit Network section is also planned for Ridgewood Drive and Edgemont Boulevard. The Frequent Transit Network is the portion of the transit network where there is a maximum of 15-minutes between buses for the majority of the day.
As stated earlier in Section 2, the intersection of Edgemont Boulevard and Ridgewood Drive is planned to receive a temporary traffic signal in the near future. The district plans on using this temporary signal to determine if a permanent signal is required.
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Existing Proposed Freeway Highway Arterial Road Collector Road Local Road Road style 1 Road style 2 Road style 3 Unsignalized Pedestrian Signal Traffic Signal
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Scale: NTS
40
Ridgewood Dr
Sunset Blvd Sunset Ridgewood Dr
Edgemont Blvd Ave Ayr
Site
Sunset Blvd Sunset Ayr Ave Ayr Site
naugEdgemontht C Blvd n re Brookridge Dr Co s
Woodbine Dr
Brookridge Dr
naught Cr Con es Woodbine Dr
Sidewalk Improvements Crescentview Dr Crescentview Dr Proposed Bike Route Highland Blvd Propsoed Frequent Transit Network Route Newmarket Dr Proposed Collector Road Proposed Traffic Signal
Exhibit 3.3 Future Transportation Network Improvements
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4. DEVELOPMENT PLAN REVIEW This section presents the proposed development content and the related vehicle and bicycle parking requirements based on the District of North Vancouver Zoning Bylaw (Bylaw 3210).
4.1 Development Content The proposed development will consist of 24 multi-family residential “townhouse” units with underground parking for residents and visitors accessed from Ridgewood Drive.
Exhibit 4.1 illustrates the site plan and site frontage on Ridgewood Drive and Edgemont Boulevard. The exhibit also shows the underground parking access, pedestrian connections between the site and the surrounding area and the Class 2 bicycle parking location.
4.2 Parking Supply Requirements Table 4.1 and 4.2 summarize the site’s parking requirements based on the District of North Vancouver’s Zoning Bylaw.
Table 4.1: District of North Vancouver Off-Street Parking Requirement
Bylaw Parking Proposed Use Bylaw Parking Rate Requirement Parking Supply (Maximum)
1 space per unit plus 1 space per 100m2 of gross residential floor area (to a maximum of 2 spaces 50 (47 residential Residential 48 per unit inclusive of 0.25 per + 3 visitors) dwelling unit designated for visitor parking.)
As shown, a total of 48 stalls are permitted for the development (including visitor parking) based on the District’s bylaw. The development is proposing to provide a total of 50 parking spaces, including 47 residential spaces and 3 visitor spaces located underground and accessed from a driveway ramp on Ridgewood Drive. This amount of parking is proposed to with the aim of achieving roughly two parking spaces per unit for all of the units.
The District also requires that 20% of the parking spaces must have Electric Vehicle (EV) charging infrastructure, and wired for level 1 charging, and that conduit be in place so that all of the parking spaces can later be wired for level 1 charging. Therefore, there will be 10 parking spaces that are EV-ready for residents with the development.
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Table 4.2: District of North Vancouver Bicycle Parking Requirements
Parking Rate Proposed Bicycle Parking Supply
Use Class 1 Class 2 Class 1 Class 2 (long-term) (short-term) (long-term) (short-term)
1 space per unit 0.2 spaces per unit Bicycle (DNV 24 5 (Bylaw) recommendation)
The table above indicates that a total of 24 Class 1 spaces and 5 Class 2 spaces will be provided for the development. While the District of North Vancouver does not have a required supply rate for Class 1 secure bicycle parking, the recommended rate noted by District staff is to provide a minimum of 1 secure bicycle parking space per unit.
The Class 1 spaces are to be located in a secure bicycle room in the underground parkade along with lockers and the Class 2 spaces are located near Ridgewood Drive on the north end of the centre walkway. Electrical outlets are to be provided for the Class 1 parking spaces. The Class 2 spaces will be easily accessible from the sidewalk on Ridgewood Drive and the interior courtyard, and should also be well lit and covered from the elements.
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To Capilano Park Scale: NTS
Ridgewood Dr
Ridgewood Dr Sunset Blvd Sunset
Edgemont Blvd Ave Ayr Site Edgemont Blvd
naught C n re Co s
Woodbine Dr
Brookridge Dr
Edgemont Village
Crescentview Dr Underground Parking Access Highland Blvd
Elevator Access to 20 - Class 1 Bicycle Parking Spaces Newmarket Dr 5 - Class 2 Bicycle Parking Spaces To Highway 1 Pedestrian Connection
Exhibit 4.1 Site Plan
Edgemont Village Townhouse Development TIA 4988.02 August 7, 2015 &
4.3 Vehicle Access As illustrated in Exhibit 4.1, resident vehicle access to the underground parkade ramp is via a driveway on Ridgewood Drive located on the northwest corner of the site. This parkade will also accommodate the visitor parking for the site.
4.4 Parking Design Review The proposed parking plans were tested for passenger vehicle maneuverability using AutoTURN to confirm that the design was sufficient to meet the needs of the development. The design vehicle used was a 2011 Ford Taurus (Large passenger car).
The underground parking was tested using the design vehicle for both inbound and outbound movements to the most restricted parking stall (Stall #25), and the vehicle paths are illustrated in Exhibit 4.2. The turning paths show that the vehicle can enter the parkade and access parking stall #25 without conflicting other parked vehicles or structural elements. The inbound and outbound vehicles paths are shown to not cross at any point on the parkade ramp or in the parkade.
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5. FUTURE CONDITIONS The proposed development is expected to generate new vehicles trips on the study area road network. The potential impact that these generated trips will have on the road network is reviewed in the section below.
5.1 Trip Generation The District of North Vancovuer has provided Bunt with recommended trip rates for multi-unit residential developments to use for this analysis. In an effort to support the vehicles trip rates recommend by the District, a comparison was conducted using trip rates from nearby developments. Table 5.1 below shows the trip generation for two nearby developments as well as the average trip generation per unit for the AM and PM peak periods.
Table 5.1 Local Townhouse Development Trip Generation
Trips Trip Rate/ Unit Location Units Peak Hour IN OUT TOTAL IN OUT TOTAL
7:45-8:45 4 25 29 0.07 0.42 0.49 The Manor AM Townhomes at 60 3:00-4:00 Edgemont Rd 14 15 29 0.23 0.25 0.48 PM
8:00- 2 2 4 0.14 0.14 0.28 3759-3785 9:00AM Townhomes of 14 3:15-4:15 Edgemont Blvd 10 3 13 0.71 0.21 0.92 PM
Average Local Trip AM - - - 0.08 0.36 0.45 - Rate PM - - - 0.32 0.24 0.57
The average local trip rate for multi-unit residential buildings 0.45 trips in the AM peak period and 0.57 trips in the PM peak period. Table 5.2 below shows the average local trip rate compared to the District recommended ITE trip rate values.
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Table 5.2 Trip Rate Comparison
Peak Trip Rate/ Unit Trips Trip Rate Source Units Hour IN OUT TOTAL IN OUT TOTAL
AM 0.08 0.36 0.45 2 9 11 Average Local Trip Rate 24 PM 0.32 0.24 0.57 8 6 14
Multi Unit Residential – AM 0.10 0.41 0.51 2 10 12 24 DNV (via ITE) PM 0.44 0.24 0.67 10 6 16
As shown, the average local trip rate for multi-unit developments near the site is similar to the District rate, with the District rate forecasting one more trip for the AM peak hour and 2 more trips in the PM peak hour. The District’s rate is sufficiently accurate and likely conservative, and this rate has been used for the remainder of the analysis.
The net trip generation was then calculated for the development, as the removal of the existing single family homes on the site will influence the total amount of trips generated with the development. This is shown in Table 5.3 below.
Table 5.3 Net Trip Gain
Peak Trip Rate/ Unit Trips Trip Rate Source Units Hour IN OUT TOTAL IN OUT TOTAL
Existing – Single Detached AM 0.19 0.56 0.75 1 2 3 4 Housing PM 0.63 0.37 1.00 2 2 4
Proposed Development – AM 0.10 0.41 0.51 2 10 12 24 Multi Unit Residential PM 0.44 0.24 0.67 10 6 16
+20 AM - - - 1 8 9 Net Trip Gain Units PM - - - 8 4 12
As shown in Table 5.3 the site is anticipated to generate a net increase of 9 vehicle trips the AM and 12 vehicle trips in the PM peak hour periods. Exhibit 5.1 illustrates these trips on the road network.
The net trip generated equates to roughly 1 vehicle every 6 minutes for the AM period and 1 vehicle every 5 minutes for the PM period. This level of increase in trips from the development is not expected to have a material effect on the study intersections, and therefore future operation performance of the study intersection has not been conducted.
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There is however significant development occurring in the Edgemont Village neighbourhood that should be noted. The Edgemont Seniors living complex is under construction, and this is expected to generate 22 PM peak hour trips as previously shown by BUNT. The Edgemont Village Mixed Use development will also be built in the near future, and the site is forecasted to generate 150 PM peak hour trips.
As demonstrated in the Edgemont Village Mixed Use Transportation Study, a new signal is both warranted and recommended at the intersection of Ridgewood Drive and Edgemont Boulevard, while as mentioned previously, a new north bound left turn lane will be added with the removal of a channelized northbound right turn lane. These upgrades will improve the driving conditions for the future residents of the townhouse site.
Ridgewood Drive is also planned to be improved (see Section 6), with new bicycle lanes on both sides of the street, wider sidewalks and boulevards, and wider travel lanes in some areas near the development site. These walking and cycling infrastructure improvements, and future increase in service frequency for transit as well as the new services and amenities that will become available on the Edgemont Mixed Use site will further encourage a mode shift for the future residents from single occupant vehicle to cycling, walking and transit.
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Existing Proposed Freeway Highway Arterial Road Collector Road Local Road Road style 1 Road style 2 Road style 3 Unsignalized Pedestrian Signal
000 (000) (000) Traffic Signal (000) 000(000) 000 (000) 000 000 000 (000) 00
(000) 000 000 000 (000) 000 (000) 000(000) (000) (000) 000
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0 (0) 2 (3) (0) Scale: NTS 3 (0) 0 (0) (0) 0 (0) 0 0 0 (0)
(1) 3 0 0 (0) 0 2 0 (0) 0 (0) (0) (2) 1 (0) 0 (0) (0) (3) 1
Ridgewood Dr Sunset Blvd Sunset Ridgewood Dr
Edgemont Blvd Ave Ayr
Site
Sunset Blvd Sunset Ayr Ave Ayr
Site
naught C n re Brookridge Dr Co Edgemont Blvds
Woodbine Dr
Brookridge Dr
naught Cr Con es Woodbine Dr
Crescentview Dr
Crescentview Dr Highland Blvd
Newmarket Dr
(AM) PM Intersection Volumes
Exhibit 5.1 Net Trip Gain
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6. RIDGEWOOD DRIVE STREET DESGIN The District approached Boffo in March 2015 with a conceptual street design for Ridgewood Drive along the site frontage including the intersection with Edgemont Boulevard as part of their overall transportation network review for Edgemont Village (Edgemont Village Transportation Study). At the time, the proposed street layout would have had a significant encroachment onto the site’s property line impacting the proposed building setbacks, interior courtyard design and ultimately the building design which would have made the project unfeasible.
The main changes included adding bike lanes to both sides of the street, widening (some) travel lanes, sidewalks and boulevards, and reducing the offset across the intersection of Ridgewood and Edgemont. However, in order to achieve this design the additional width required was taken solely from Boffo’s property on the south side rather than from both the north and south sides of Ridgewood.
Bunt was retained by Boffo to work with District staff in revising the proposed street design for Ridgewood Drive, and through an iterative design process we were able to arrive at a design concept that was acceptable to both Boffo and the District without compromising the future functionality of the street and still achieving the District’s transportation network goals. The revised street design concept for Ridgewood which has been approved by the District is included at Exhibit 6.1. There will likely be some minor tweaking here and there as the design becomes finalized.
7. SIGHTLINE REVIEW The driveway access to the underground parking for the proposed development is located in approximately the same position as the driveway of 1123 Ridgewood Drive. Although this access location is an existing condition, the stopping sight distance conditions associated with this access have been reviewed in the following section.
It is important to note that the sight line distances were not measured in the field by Bunt, and a full sight light analysis was not conducted. The approximate sight line distances were estimated using Aerial photos and Google Maps Street view to provide context.
The speed limit along Ridgewood drive is 50 km/h, and the Transportation Association of Canada (TAC) Guidelines recommends a 60-65 metre stopping sight distance for roads with this speed.
Exhibit 7.1 shows the estimated available stopping sight distances for the driveway access. The available sight stopping sight distance for vehicles approaching the driveway access from the west is estimated to be over 100 metres, which is well over the recommended 60-65 metres.
The available stopping sight distance for westbound vehicles approaching the driveway access is over 100 metres as well if queuing vehicles are not considered to influence the sight lines of
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vehicles. However, because of the intersection at Edgemont Boulevard and Ridgewood Drive, the effective stopping sight distance is likely approximately 60m, as westbound vehicles’ sight may be impeded by queuing vehicles, and they may not begin to scan for vehicles exiting from the access until they have cleared the intersection.
This effective stopping sight distance will vary, based on the number of queued vehicles, and the speed at which vehicles exit the intersection westbound on Ridgewood, as stopping sight distance is dependent on the speed of travel. The speed at which westbound vehicles exiting the intersection will likely be much lower than 50km/h as the vehicles will be coming from a complete stop from a red light.
Due to the low probability of eastbound queuing occurring at the same that westbound vehicles would be traveling at 50km/h directly west of the intersection, an effective stopping sight distance of 60m is anticipated to be acceptable for this scenario. This is typically the case for urban areas where lower thresholds are accepted to create a slower moving environment for vehicles and to avoid overdesign.
However, to ensure that the maximum available sight lines are achieved from the site access, it is recommended that any future shrubs or tree planted on the site along Ridgewood Boulevard do not impeded with any of the stopping sight distances.
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To Capilano Park Scale: NTS
Edgemont Blvd
Ridgewood Dr Sunset Blvd Sunset
Edgemont Blvd Ave Ayr Site
~60m > 100m Vehicle Vehicle ugh nna t Cr Vehicle o es Ridgewood Dr C Vehicle Vehicle Vehicle
Vehicle Woodbine Dr
Brookridge Dr
Edgemont Village
Crescentview Dr
Highland Blvd
Newmarket Dr To Highway 1
Exhibit 7.1 Site Distance Review
Edgemont Village Townhouse Development TIA 4988.02 August 7, 2015 &
8. CONCLUSIONS The development plan proposes to redevelop the site into a 24-unit townhouse complex, with underground parking for 50 vehicles including visitor parking for 3 vehicles. Bicycle parking will be accommodated in a 24 space secure bike room in the underground parking for Class 1 spaces and with 5 Class 2 parking spaces just off Ridgewood Drive at ground level.
The existing operations of the intersection of the study intersections are found to operate well within capacity, however, it should be noted that this reflects summer traffic conditions with lower volumes than at peak times of the year. Bunt’s previous studies in the area indicate that there can be operational issues at the intersection of Ridgewood and Edgemont and that a traffic signal is warranted based on existing conditions. A new temporary signal will be installed with the Metro Vancouver water main construction project and will be considered for permanent installation as well.
Planned changes to Ridgewood Drive and at the intersection with Edgemont Boulevard including, new bike lanes, wider travel lanes, sidewalks and boulevards along with the addition of a northbound left turn lane and the removal of the northbound channelized right turn lane will also help to improve the functionality and operations of the intersection.
The proposed development will generate few additional vehicle trips over existing conditions (i.e. only 9 net new vehicle trips in the AM peak hour, and 12 net new vehicle trips in the PM peak hour), such that they will not have a noticeable impact on the existing operations of the intersections.
There are currently no bicycle routes adjacent to the development site, which indicates that this area is deficient of basic bicycle provisions. However on-street bike lanes are proposed for Ridgewood Drive, as well as further improvements to the bicycle network in the District. Sidewalks are present along most blocks the study area, and bus stops for the 232 and 246 are located close to the site and provide connections to Lonsdale Quay, downtown Vancouver, and other places in the region. These existing and proposed pedestrian, cyclist and transit amenities help to provide alternative access options to the site for non-automobile users.
The site’s underground parking was assessed using AutoTURN and found to function sufficiently for the development. Vehicles are able to travel inbound and outbound on the parking ramp and within the parkade independently without conflict.
A sightline review was carried out for the location of the proposed driveway. The available stopping sight distances that are available are considered adequate considering the nearby intersection and the increasingly urban nature of the area. In order to maintain this stopping sight distances, it is recommended that any new trees or shrubs do not impact the sight lines for the proposed driveway.
In summary, the additional site traffic expected to be generated by the proposed development is not anticipated to have a noticeable impact on the operational conditions of the surrounding road
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network. The alternate transportation connections in the area will improve with the new bicycle facilities and the addition of a FTN route near the site. Finally, site’s vehicle access and underground parking is anticipated to function sufficiently, as noted above.
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BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character appendix d
APPENDIX D – NEIGHBOURHOOD NOTIFICATION AREA
BOFFO BUILDING INC. SEPTEMBER 4, 2015 building character appendix e
APPENDIX E – SAMPLE NOTIFICATION LETTER
Temporary Street Use at 1103, 1109, and 1123 RIDGEWOOD DRIVE and 3293 EDGEMONT BLVD
Date FROM – TO (time) FROM - TO
Date (of letter)
Dear Neighbours of 1103, 1109, and 1123 RIDGEWOOD DRIVE and 3293 EDGEMONTEDGEMONT BLVD
This notice is to inform you of some upcoming work in your neighbourhood that may affect your daily routine. This work is necessary as part of our construction process for our 24 new townhomes located on the corner of Ridgewood Drive and Edgemont Boulevard.
From (date to date) the following activities will be occurring: (list in point form details of construction work that will impact street/traffic etc)
This may impact vehicle traffic (sidewalk access, parking etc. depending on work being done) on Ridgewood Drive or Edgemont Boulevard from (date and time range)
During this process we will make every effort to ensure that your daily routine will be as minimally affected as possible. Our work site will be kept as compact as possible and our team will work with residents and businesses to avoid any disruptions. Please see enclosed map of area that may be affected.
We apologize for any inconvenience this may cause and thank you for your understanding during this process. We look forward to creating new home ownership opportunities within the community of Edgemont Village.
Please contact the undersigned if you have any questions or require any further information at [email protected] or 604.648.0594
Additionally, visit our website at www.boffoproperties.com/edgemont for ongoing construction updates.
Sincerely, BOFFO BUILDING INC. Per:
Nate McGroarty Project Coordinator
CC: RCMP District of North Vancouver Fire Services District Hall – Transportation Department Coast Mountain Bus Company (if applicable)
BOFFO BUILDING 1391 Venables Street, Vancouver, BC V5L 2G1 T: 604 648 0594 F: 604 697 9100 www.boffobuilding.com