Transportation Assessment and Management Study

MEMO

DATE: December 9, 2020 PROJECT NO: 04-20-0344 PROJECT: 495 West 41st Avenue, Vancouver, BC SUBJECT: Transportation Assessment and Management Study

TO: Asad Siddiqui, PCI Developments Eli Wolpin, Perkins & Will

PREPARED BY: Ben Corbett; Simon Button, P.Eng., PMP REVIEWED BY: Peter Joyce, P.Eng.

1. INTRODUCTION PCI Development (PCI) is planning to develop a mixed-use commercial/residential building at 495 West 41st Avenue in Vancouver, BC. The development provides the first two floors for commercial space which are being designed for a financial service provider as the single tenant. The ground floor will be used for typical in-person financial transactions while the second floor will provide staff offices. 112 rental residential units will be provided above.

As part of the rezoning application, the City of Vancouver (CoV) requested that a Transportation Assessment and Management Study (TAMS) and Transportation Demand Management (TDM) plan be prepared by a transportation consultant. Bunt & Associates’ TAMS report is provided herein with the TDM plan provided under separate cover as with the Loading Management Plan (LMP). Since the development is modestly sized and located in a walk/bike/transit-oriented environment, it is not anticipated to be a significant vehicle trip generator. As such, a mix of quantitative and qualitative assessments are used in this study that are appropriate for the scale of development.

2. PROPOSED DEVELOPMENT The proposed 15-storey development includes 112 rental units. The development includes 1,830 m2 of commercial space on the first two levels as part of a commercial district along Cambie Street. Table 2.1 provides a breakdown of the proposed land uses and unit count.

The development includes 3 underground parkade levels, which will be accessed from the laneway. One Class B loading space will be provided in the laneway. Figure 1 illustrates the proposed site plan.

Table 2.1: Proposed Development Land Use

LAND USE TYPE QUANTITY Ground floor retail 657 m2 Commercial 2nd floor office 1,173 m2 1 bedroom 60 Residential 2 bedroom 50 3 bedroom 2

Figure 1: Site Plan

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3. TRANSPORTATION NETWORK

3.1 Existing Conditions The site is located at the intersection of Cambie Street and West 41st Avenue, two major arterial roads in the City of Vancouver. Exhibit 3.1 shows the site location and nearby existing cycling and transit facilities. A variety of street upgrades are anticipated to align with the implementation of the Cambie Corridor Plan.

3.2 Land Use The redevelopment sits within the Cambie Corridor Plan area which calls for significant increases in density to maximize the benefits from the Canada Line. The site sits on what is currently a vacant lot and would have previously been light, auto-oriented commercial use. The neighbourhood is transforming from low density commercial and single-family homes to a high-density, mixed-use municipal town centre.

3.3 Walking Existing sidewalks on Cambie Street are large and comfortable for people walking. Oakridge Mall and the Oakridge - 41st Canada Line Station are located on the opposite corner of the intersection between Cambie Street and West 41st Avenue. This intersection is large and has high vehicle volumes but features sufficiently wide crosswalks and long crossing times. High numbers of pedestrians cross this intersection to transfer between the Canada Line and bus services on 41st Avenue. In addition to Oakridge Mall, many other retail and service businesses are accessible on Cambie Street, enabling residents of the redevelopment to meet their daily needs within a 5-minute walk. Currently, sidewalks on W 41st Avenue are narrow and immediately adjacent to high-speed vehicle traffic; however, it is expected that they will be widened and set back from traffic as the adjacent sites are redeveloped.

3.4 Cycling The proposed development is well-connected to the City of Vancouver’s cycling network. On-street cycling lanes are provided on Cambie Street. Cyclists travelling north or south can also use the Ontario Street and Heather Street bikeways located a few blocks to the east and west of the site, respectively. These bikeways feature traffic calming measures and pedestrian controlled signals at major intersections, making them safe and comfortable for most people cycling. Cycling times to the major employment centres of Central Broadway and False Creek are approximately 20 minutes, and Downtown is within an approximate 30 minute cycling distance from the site. Cyclists travelling east-west can use the 37th Avenue bikeway, located a few blocks to the north of the site, as well as new bike facilities planned along W41st Avenue as part of other new development projects in the area.

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3.5 Transit The site is well served by public transit. It is across the street from the Oakridge – 41st Canada Line Station. The Canada Line provides fast and convenient transit access from the site to Downtown, Central Broadway, Richmond, and Vancouver International Airport. With the opening of the Broadway Subway planned for 2025, people travelling to or from the site will be able to connect easily to the Millennium Line at Broadway - City Hall Station. This SkyTrain connection will allow residents to quickly access more destinations in Central Broadway, East Vancouver, Burnaby, and the Tri-Cities.

The R4 41st Avenue RapidBus provides a fast and frequent east-west transit route with stops located less than 100 m from the site. Due to construction surrounding the Oakridge redevelopment, these stops are currently located east of Cambie Street; once the construction is completed, they will be relocated to the west of Cambie Street. Heading west, the R4 RapidBus provides fast transit access to Kerrisdale, Dunbar, and UBC. Heading east, the R4 connects to the Expo Line SkyTrain at Joyce - Collingwood SkyTrain Station, providing regional access to Metrotown, New Westminster, and Surrey. The R4 provides high frequency service (every 4 to every 15 minutes) from early in the morning until late at night. It also maintains low delay along most of its route because its stops are located approximately every 800m apart at arterial intersections, and because of bus priority lanes along much of 41st Avenue.

Bus Routes 15 and 41 provide local service along Cambie Street and 41st Avenue, respectively. These services can shorten walking distances for people travelling to destinations between rapid transit stations, such as Cambie Village at West 16th Avenue.

3.6 Vehicle Volumes and Operations The site is located adjacent to the Cambie Street and W 41st Ave intersection. Bunt & Associates previously analysed the weekday afternoon peak hour operations at this intersection as part of our extensive analysis for the Oakridge Centre redevelopment project. Table 3.1 summarizes the results of this analysis.

In addition to high vehicle volumes, the high pedestrian volumes can increase vehicle delay for permissive left and right-turn vehicle turning movements. While the intersection is approaching is vehicle capacity at this intersection, the site vehicle volumes for this development application are expected to be negligible in comparison to the existing vehicle volumes and have minimal impact on vehicle operations. In addition, the City of Vancouver has indicated that improvements to the intersection will follow the “complete streets” approach, which focuses on improvements for all road users. These road changes are expected to include bus priority measures for the R4 41st Ave RapidBus, along with improved walking and cycling facilities.

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Table 3.1: Existing 2018 Afternoon Peak Vehicle Volumes and Operations

INTERSECTION/ VEHICLE HCM 2000 OPERATIONS RESULTS MOVEMENT TRAFFIC CONTROL VOLUME LOS V/C OVERALL 5,566 E 1.18 EB L 221 D 0.83 EB T 983 E 1.02 EB R 241 D 0.37 WB L 301 F 1.12 WB TR 641 C 0.50 Cambie Street and st WB R 135 - - W 41 Avenue NB L 115 C 0.62 NB T 927 D 0.88 NB R 291 C 0.34 SB L 313 F 1.16 SB TR 1,283 D 0.83 SB R 115 - -

A site visit and vehicle count at the junction of the north-south and east-west lanes behind the site was conducted on Thursday, November 5th, 2020. These laneways form a 3-way intersection; however, for the purposes of the vehicle count, the parkade entrance to the development immediately north of the site was considered to be the fourth (west) leg of the intersection. Exhibit 3.2 illustrates the modest vehicle volumes during the weekday morning and afternoon peak hour. The most active section of this rear lane system is the segment south of W40th Avenue, and even this was observed to be less than 15 vehicles per hour, on average less than one vehicle in either direction every four minutes. The other lane connections to the rear of the site have even lower volume traffic at present.

3.7 Cambie Corridor Plan The Cambie Corridor Plan is the City of Vancouver’s plan to guide new development in the Cambie Corridor, which roughly covers the area from 16th Street to the Fraser River, and from Oak Street to Ontario Street. It was designed to optimize the land use in the Corridor to benefit from the public investment in the Canada Line and advance the City’s goals for public well-being. While the Oakridge area is planned to have the highest building heights along the Cambie Corridor, the Plan calls for building heights to be set back from the intersection of Cambie Street and West 41st Avenue to enhance views from the intersection and transit plaza. The proposed development is consistent with the City’s intent to provide commercial space and rental housing near this transit hub.

To create vibrant urban streetscapes, the Cambie Corridor Plan designates Cambie Street and West 41st Avenue as complete streets, meaning they should be built to serve all road users, including people walking, cycling, taking transit or driving. Complete streets must also accommodate a

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variety of other uses, including on-street shopping, leisure, passenger pick-up/drop-off, and goods movement. The Cambie Corridor Public Realm Plan designates the north-south laneway to the east of the site as a “connector lane,” meaning that it should be designed as a public space with particular attention to people walking to the transit station through the lane.

4. IMPACT TO THE TRANSPORTATION NETWORK

4.1 Context The development is in a neighbourhood with a strong walking, cycling, and transit presence. The development’s commercial space on the ground floor is anticipated to enhance the neighbourhood’s walkability by providing more amenities to local residents. The City required road dedications on Cambie Street and West 41st Avenue fronting the development site will allow for complete street designs as stated in the Cambie Corridor Plan.

4.2 Total Trips The site’s multi-modal trip generation was estimated by combining data from the Institute of Transportation Engineers (ITE) Trip Generation Manual (10th Edition) and Vancouver’s 2019 Panel Survey. Table 4.1 provides the ITE trip rates referenced in this study broken down by land use. The rates listed are for “General Urban/Suburban” locations, where essentially all trips made are by vehicle.

Table 4.1: ITE Peak Hour Vehicle Trip Rates

AM PEAK HOUR PM PEAK HOUR LAND USE UNITS IN OUT TOTAL IN OUT TOTAL High-rise residential Per unit 24% 76% 0.31 61% 39% 0.36 Office Per 1000 SF 86% 14% 1.16 16% 84% 1.15 Bank Per 1000 SF 62% 38% 0.94 48% 52% 3.81

Table 4.2 provides the estimated person trip rates for each land use. Each trip rate was adjusted based on an assumption of 1.2 passengers per vehicle and 10% walk/bike/transit trips at the locations where the ITE data was collected.

Table 4.2: Estimated Peak Hour Person Trip Rates

AM PEAK HOUR PM PEAK HOUR LAND USE UNITS IN OUT TOTAL IN OUT TOTAL High-rise residential Per unit 26% 74% 0.41 61% 39% 0.48 Office Per 1000 SF 86% 14% 1.55 16% 84% 1.53 Bank Per 1000 SF 62% 38% 1.25 48% 52% 5.08

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Table 4.3 summarizes the additional person trips generated by the proposed redevelopment based on the above rates.

Table 4.3: Estimated Peak Hour Person Trips

AM PEAK HOUR PM PEAK HOUR LAND USE QUANTITY IN OUT TOTAL IN OUT TOTAL High-rise residential 112 units 12 34 46 33 21 54 2nd Floor Office 12,630 SF 15 3 18 3 15 18 Bank 7,070 SF 6 3 9 17 18 35 TOTAL - 33 40 73 53 54 107

These assumptions result in the development generating 70 to 110 additional person trips per peak hour (and a lower impact during off-peak hours) compared to the existing conditions.

4.3 Trips by Mode Data from Vancouver’s 2019 Panel Survey was used to estimate the number of trips by mode. Table 4.4 summarizes the mode share distribution for the entire municipality. Although this neighbourhood (Vancouver South) currently has a higher auto driver mode share that the city average (46%) it is anticipated that sites along the Cambie Corridor will have a lower auto driver mode share due to the presence of high-quality active transportation and transit infrastructure along with a rich assortment of nearby amenities.

Table 4.4: Vancouver Mode Share - 2019

MODE SHARE

Auto Driver 40.0% Auto Passenger 5.9% Transit 18.3% Walk 27.0% Bike 8.8% TOTAL 100% Source: 2019 Vancouver Panel Survey Report

Table 4.5 summarizes the estimated number of additional trips by mode generated by the proposed redevelopment. We estimate that the proposed development will generate approximately 30-45 additional vehicle trips per peak hour, or on average, one vehicle every one to two minutes.

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Table 4.5: Additional Development Generated Trips

AM PEAK PM PEAK MODE HOUR HOUR Auto Driver 29 43 Auto Passenger 4 6 Transit 13 20 Walk 20 29 Bike 7 9 TOTAL PERSON-TRIPS 73 107

4.4 Vehicle Trip Forecasts Exhibit 4.1 illustrates how the resulting additional peak hour vehicle trips are predicted to distribute on the study area street network.

4.5 Impact of Additional Trips This quantity of additional trip generation for each mode will not have any significant impact on the local street network. The addition of 43 vehicle trips per peak hour is relatively modest compared to the existing vehicle volumes on Cambie Street, West 41st Avenue, and West 40th Avenue.

The vehicle trip generation for the proposed development is not anticipated to noticeably negatively impact people walking and cycling. The two primary intersections for accessing the site (West 41st Avenue & Lane and Cambie Street & West 40th Avenue) both restrict left turns which can be more impactful on people using active transportation. Furthermore, the construction of complete street frontages as required for this project will improve the active transportation network.

5. DEVELOPMENT PLAN REVIEW

5.1 Bicycle Parking The CoV Parking Bylaw requires that the proposed development provide at least 207 Class A bicycle spaces and 14 Class B bicycle spaces (calculation shown in Table 5.1). The development will satisfy the Bylaw requirements.

Table 5.1: Bicycle Parking Requirements

MINIMUM LAND USE QUANTITY CLASS A CLASS B BYLAW REF SUPPLY 6 spaces if 5 Class A Commercial 1830 m2 1 per 340 m2 development is a 6.2.5.1 6 Class B minimum of 1,000 m2 Residential (<65 m2) 78 units 1.5 per unit 2 for 20 units + 1 per 202 Class A Residential (<65 m2, <105 6.2.1.2 34 units 2.5 per unit additional 20 units 8 Class B m2) 207 CLASS A TOTALS 14 CLASS B

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5.2 Vehicle Parking The CoV Parking Bylaw requires that the proposed development provide at least 103 vehicle stalls (calculation shown in Table 5.2) prior to Transit Accessibility and TDM parking supply reductions. The development site classifies as having ‘Level A’ transit accessibility receiving a 20% relaxation for the residential parking supply and 10% for commercial. The commercial and residential components of the application require a TDM plan which is provided under separate cover. The development will comply with the CoV Parking Bylaw.

Table 5.2: Vehicle Parking Requirement

MINIMUM AFTER MINIMUM WITH BYLAW BASE LAND USE QUANTITY MINIMUM RATE BYLAW REF TRANSIT MAXIMUM TDM MINIMUM ACCESSIBILITY PLAN 1 per 100 m2 Retail 657 m2 for 300 m2 then 4.2.5.1 10 9 7 1 per 50 m2 1 per 100 m2 Office 1173 m2 for 300 m2 then 4.2.5.1 20 18 14 1 per 50 m2 Residential 7884 m2 1 per 125 m2 4.5B 63 50 24 Visitor 112units 0.05 per unit 4.1.16 6 6 6 TOTAL 103 87 51

5.3 Loading The project’s Loading Management Plan (provided under separate cover) provides an in-depth review of the Bylaw loading requirements and proposed supply. The project is seeking a loading relaxation since the defined land uses within the Parking Bylaw are not representative of the loading activity associated with financial service providers. The development provides one Class B loading space at-grade with two Class A loading spaces provided underground which will both be shared between the multiple land uses.

5.4 Design Review Exhibit 5.1 illustrates an SU9 design vehicle successfully accessing the Class B loading space perpendicular to the rear lane.

Exhibits 5.2 and 5.3 illustrate a Passenger Vehicle design vehicle successfully accessing the Class A loading spaces in the parkade.

Exhibit 5.4 illustrates a garbage compactor collection vehicle successfully accessing the waste collection room on the P1 level.

Exhibit 5.5 illustrates a garbage compactor collection vehicle successfully passing a Passenger Vehicle on the ramp between L1 and P1.

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6. SUMMARY AND RECOMMENDATIONS The development site is in a neighbourhood with a strong walk/bike/transit presence and the estimated vehicle trips generated by the development are anticipated to be less than one vehicle every 90 seconds during peak hours. This volume should not have a discernible impact for those walking or cycling in the area, nor impact vehicle traffic operations on the area street network. The development’s complete street frontages will augment the existing transportation network at this high-density node along the Cambie Corridor.

The development will satisfy the bicycle parking and vehicle parking (with TDM relaxations) requirements of the City’s Parking Bylaw. The project will be seeking a loading relaxation to decrease the Class B loading supply and increase the Class A loading supply to better accommodate the anticipated loading demand.

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Scale: NTS

15 SITE R4 UBC 41 Crown

R4 Joyce Station 41 Joyce Station

15 Painted Bike Lane Bus Stop

Oakridge - 41st Station

Exhibit 3.1 Site Context

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Scale: NTS

West 40th Ave Alberta St

Cambie St 11 (1) (4) (7) 0 1 (4) 2 (1) 2 1 (1) SITE 1 (2) 0 1 1 (0) (4) 0 (5) (0) West 41st Ave 0 (0)

000 AM Intersection (000) PM Volumes

S:\PROJECTS\SB\04-20-0131 5W2\5.0 Deliverables\5.1 Draft Report\Graphics Draft Deliverables\5.1 5W2\5.0 S:\PROJECTS\SB\04-20-0131 Exhibit 3.2 Existing 2020 Peak Hour Laneway Vehicle Volumes

495 W 41st Ave 04-20-0344 November 2020 & N

(7) 5 4 Scale: NTS (7)

1 2 West 40th Ave Alberta St 1 5 2 (7) 5 5 (7) (7)

Cambie St

4 7 (14) (9) 9 5

SITE 4 5 (7) 7 (9) 4 (7) (7) 5 4 West 41st Ave 4 (2) (7) (6) 6 2 7 8 8

4 (6) 4 (6) 4 (7) 2 2 (2) (2) 6 7 3 (4) 2 00 Intersection # (3)

000 AM Intersection (000) PM Volumes

S:\PROJECTS\SB\04-20-0131 5W2\5.0 Deliverables\5.1 Draft Report\Graphics Draft Deliverables\5.1 5W2\5.0 S:\PROJECTS\SB\04-20-0131 Exhibit 4.1 Site Peak Hour Vehicle Traffic Forecasts

495 W 41st Ave 04-20-0344 November 2020 & \\Bunt.local\data\Shared\PROJECTS\SB\04-20-0344 C41\4.0 Analysis & Design\CAD\20201207_04-20-0344_CAD_V02.1.dwg 2020/12/08 14:17 N

STAIR BG 91.34 m

90.65 m 91.28 m , Plotted by

PARKADE ENTRY 12.5% MAIL ROOM RAMP 10.0% Simon Button

90.65 m RES VEST. 91.30 m 90.70 m 90.70 m RESIDENTIAL LOBBY 10.0% 90.28 m

SHARED

10.0% LOADING BAY EXIT CORRIDOR ELEC. ROOM 90.20 m

OHSG

10.0% 90.95 m

STAIR STAIR ELEV. 01

90.70 m BG 90.89 m

GAS

ELEV. 02 ENCLOSURE

STAIR

90.20 m ELEV. 03

90.20 m

ENTRY VESTIBULE COMMERCIAL 37 m² (401 SF) 538 m² (5793 SF)

90.20 m

BG 90.22 m

CoV PROPOSED SRW

DEDICATION BG 90.02 m 9.10

PROPERTY LINE

W 41ST AVENUE

1.20 6.10 SU9 meters Width : 2.60 Track : 2.60 Lock to Lock Time : 6.0 [Based on Drawing A103 Level 01 Floor Plan from Perkins & Will dated December 4, 2020] Steering Angle : 31.5 [Issued for Discussion; not for Construction] Exhibit 5.1 Class B Loading Space - Inbound & Outbound Movements

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EXHAUST SHAFT

OPEN TO BELOW

1800 1200 1000 1200 1200 1200 , Plotted by 40 CLASS A 26 CLASS A 26 CLASS A 10630 38 CLASS A Simon Button BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS

RES. RES. RES. RES. BIKE BIKE BIKE BIKE STORAGE STORAGE STORAGE STORAGE

ADO ADO ADO ADO ADO ADO ADO ADO ADO ADO MAIN COMM. RM. 1470 ADO

ADO STAIR STAIR ELEV. 01 LOADING

7000 10.0% RAMP RESIDENTIAL CLASS A SHARED LOADING: RESIDENTIAL PASS. LOADING: WASTE ELEV. 6600 RM. LOBBY COMMERCIAL PARKING: 86.10 m ELEV. 02 COMM. COMMERCIAL PARKING TOTAL: WASTE RM. LEVEL P1 TOTAL: 12.5%

ELEV. 03 36230 VEST. ADO 12.5% ADO ADO BIKE MAIN TRANS. RM. 6700 MAINTENANCE ADO RAMP 6600 10.0% ADO ADO

86.10 m 10.0%

10.0% 12.5% 10.0%

6710 84.72 m 86.10 m

RAMP 6600

2 COMMERCIAL STALLS

INTAKE C SM C SM SHAFT 1200 ADO ADO ADO ADO 01 02 RES. PASS. CLASS A CLASS A LOADING LOADING LOADING 40 CLASS A BICYCLE STALLS RES. BIKE STORAGE 26 LOCKERS 5790

COMMERCIAL END 1690 OF TRIP

5 CLASS A COMMERCIAL BICYCLE LOCKERS

7660 28710

5.60

1.10 3.20 P meters Width : 2.00 Track : 2.00 Lock to Lock Time : 6.0 [Based on Drawing A102 Level P1 Floor Plan from Perkins & Will dated December 4, 2020 Steering Angle : 35.9 [Issued for Discussion; not for Construction] Exhibit 5.2 Class A Loading Space #1 Inbound & Outbound Movements 495 W 41st Ave 04-20-0344 December 2020 Scale 1:250 on Letter Prepared by BC \\Bunt.local\data\Shared\PROJECTS\SB\04-20-0344 C41\4.0 Analysis & Design\CAD\20201207_04-20-0344_CAD_V02.1.dwg 2020/12/08 14:17 N

EXHAUST SHAFT

OPEN TO BELOW

1800 1200 1000 1200 1200 1200 , Plotted by 40 CLASS A 26 CLASS A 26 CLASS A 10630 38 CLASS A Simon Button BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS

RES. RES. RES. RES. BIKE BIKE BIKE BIKE STORAGE STORAGE STORAGE STORAGE

ADO ADO ADO ADO ADO ADO ADO ADO ADO ADO MAIN COMM. RM. 1470 ADO

ADO STAIR STAIR ELEV. 01 LOADING

ELEV. 03 36230 VEST. ADO 12.5% ADO ADO BIKE MAIN TRANS. RM. 6700 MAINTENANCE ADO RAMP 6600 10.0% ADO ADO

86.10 m 10.0%

10.0% 12.5% 10.0%

6710 84.72 m 86.10 m

RAMP 6600

2 COMMERCIAL STALLS

INTAKE C SM C SM SHAFT 1200 ADO ADO ADO ADO 01 02 RES. PASS. CLASS A CLASS A LOADING LOADING LOADING 40 CLASS A BICYCLE STALLS RES. BIKE STORAGE 26 LOCKERS 5790

COMMERCIAL END 1690 OF TRIP

5 CLASS A COMMERCIAL BICYCLE LOCKERS

7660 28710

5.60

1.10 3.20 P meters Width : 2.00 Track : 2.00 Lock to Lock Time : 6.0 [Based on Drawing A102 Level P1 Floor Plan from Perkins & Will dated December 4, 2020 Steering Angle : 35.9 [Issued for Discussion; not for Construction] Exhibit 5.3 Class A Loading Space #2 Inbound & Outbound Movements 495 W 41st Ave 04-20-0344 December 2020 Scale 1:250 on Letter Prepared by BC \\Bunt.local\data\Shared\PROJECTS\SB\04-20-0344 C41\4.0 Analysis & Design\CAD\20201207_04-20-0344_CAD_V02.1.dwg 2020/12/08 14:17 N

EXHAUST SHAFT

OPEN TO BELOW

1800 1200 1000 1200 1200 1200 , Plotted by 40 CLASS A 26 CLASS A 26 CLASS A 10630 38 CLASS A Simon Button BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS

RES. RES. RES. RES. BIKE BIKE BIKE BIKE STORAGE STORAGE STORAGE STORAGE

ADO ADO ADO ADO ADO ADO ADO ADO ADO ADO MAIN COMM. RM. 1470 ADO

ADO STAIR STAIR ELEV. 01 LOADING

ELEV. 03 36230 VEST. ADO 12.5% ADO ADO BIKE MAIN TRANS. RM. 6700 MAINTENANCE ADO RAMP 6600 10.0% ADO ADO

86.10 m 10.0%

10.0% 12.5% 10.0%

6710 84.72 m 86.10 m

RAMP 6600

2 COMMERCIAL STALLS

INTAKE C SM C SM SHAFT 1200 ADO ADO ADO ADO 01 02 RES. PASS. CLASS A CLASS A LOADING LOADING LOADING 40 CLASS A BICYCLE STALLS RES. BIKE STORAGE 26 LOCKERS 5790

COMMERCIAL END 1690 OF TRIP

5 CLASS A COMMERCIAL BICYCLE LOCKERS

7.11 7660 28710

0.97 4.16 Ford F550 Compactor meters Width : 2.34 Track : 2.32 Lock to Lock Time : 6.0 [Based on Drawing A102 Level P1 Floor Plan from Perkins & Will dated December 4, 2020 Steering Angle : 41.5 [Issued for Discussion; not for Construction] Exhibit 5.4 Garbage Compactor - Inbound & Outbound Movements

, Plotted by OPEN TO BELOW

1800 1200 1000 1200 1200 Simon Button 40 CLASS A 26 CLASS A 26 CLASS A 38 CLASS A BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS BICYCLE STALLS

RES. RES. RES. RES. BIKE BIKE BIKE BIKE STORAGE STORAGE STORAGE STORAGE

ADO ADO ADO ADO ADO ADO ADO ADO ADO ADO 1470 ADO

ADO STAIR STAIR ELEV. 01

7000 10.0% RAMP RESIDENTIAL WASTE ELEV. RM. LOBBY 86.10 m ELEV. 02 COMM. WASTE RM. 12.5%

ELEV. 03 VEST. ADO 12.5% ADO ADO BIKE MAIN TRANS. RM. 6700 MAINTENANCE ADO RAMP 5.60 10.0% ADO ADO

86.10 m 10.0%

1.10 3.20 P meters 10.0% Width12.5% 10.0% : 2.00

6710 84.72 m 86.10 m RAMP Track : 2.00 Lock to Lock Time : 6.0 2 COMMERCIAL STALLS Steering Angle : 35.9

7.11

INTAKE C SM C SM SHAFT 1200 ADO ADO ADO ADO 01 02 RES. PASS. CLASS A CLASS A LOADING LOADING LOADING 40 CLASS A BICYCLE STALLS RES. BIKE STORAGE 26 LOCKERS

COMMERCIAL END 1690 OF TRIP 0.97 4.16 Ford F550 Compactor meters 5 CLASS A COMMERCIAL Width : 2.34 BICYCLE LOCKERS Track : 2.32 [Based on Drawing A102 Level P1 Floor Plan from Perkins & Will dated December 4, 2020 Lock to Lock Time : 6.0 [Issued for Discussion; not for Construction] Steering Angle : 41.5 7660 28710 Exhibit 5.5 Parkade Access Ramp Circulation

495 W 41st Ave 04-20-0344 December 2020 Scale 1:200 on Letter Prepared by BC