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2612 Lonsdale Apartments Mini Transportation Review

DRAFT Version 1.0

Prepared for Tavan Developments Ltd.

Date 5 May 2017

Project No. 6202-01

5 May 2017 6202-01

Troy Van Vliet Principal Tavan Developments Ltd. Unit 150 – 628 East Kent Avenue South Vancouver, BC V5X 0B2

Dear Troy:

Re: 2612 Lonsdale Apartments Mini Transportation Review DRAFT Version 1

We are happy to provide this Mini Transportation Review in support of the proposed multifamily rental development at 2612 Lonsdale Avenue in North Vancouver

The attached report has reviewed the transportation characteristics of the proposed development according to the Terms of Reference set out by the City of North Vancouver. The report ultimately finds that the proposed development is suitably designed to accommodate trips via a variety of modes, and that the development will have minimal impact on the neighbourhood’s transportation System.

Yours truly, Bunt & Associates

Brian Elery Phillips, MSC. EIT Dan Ross, CPEng. (NZ), MUP Transportation Analyst Senior Transportation Planner

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TABLE OF CONTENTS

1. INTRODUCTION ...... 1 1.1 Study Purpose, Scope & Objectives...... 1 1.2 Organization of Report ...... 1 1.3 Proposed Development ...... 2 2. EXISTING CONDITIONS ...... 5 2.1 Land Use ...... 5 2.2 Existing Transportation Network ...... 5 2.2.1 Road Network ...... 5 2.2.2 Transit Network ...... 7 2.2.3 Cycling & Pedestrian Networks ...... 7 2.2.4 Current Mode Share ...... 8 3. SITE PLAN DESIGN REVIEW ...... 9 3.1 Site Access Design ...... 9 3.2 Parking Layout & Vehicle Circulation ...... 9 4. FUTURE CONDITIONS ...... 13 4.1 Site Traffic ...... 13 4.1.1 Trip Generation ...... 13 4.1.2 Person Trip Estimates ...... 13 4.1.3 Site Trip Generation by Mode ...... 14 5. PARKING REVIEW ...... 15 5.1 City of North Vancouver Zoning Bylaw Requirements ...... 15 5.1.1 Vehicle Parking ...... 15 5.1.2 Bicycle Parking ...... 15 5.2 On Street Parking Review ...... 16 6. TDM & ACTIVE MODES ...... 26 6.1 Transit ...... 26 6.2 Cycling...... 26 6.3 Walking ...... 26 7. SUMMARY ...... 27 APPENDIX A Terms of Reference ...... 1

EXHIBITS Exhibit 1.1: Site Location ...... 3 Exhibit 1.2: Site Plan ...... 4 Exhibit 2.1: Existing Land Uses ...... 6 Exhibit 3.1: Ground Floor Ramp Access: Entry and Exit Movements ...... 10 Exhibit 3.2: P1 Level: Passenger Car Entry and Exit Movements ...... 11 Exhibit 3.3: P1 Level: Garbage Jitney Entry and Exit Movements ...... 12 Exhibit 5.1: On Street Parking Regulations ...... 18 Exhibit 5.2: Weekday AM On-street Parking Utilization ...... 19 Exhibit 5.3: Weekday Midday On-street Parking Utilization ...... 20 Exhibit 5.4: Weekday PM On-street Parking Utilization ...... 21 Exhibit 5.5: Weekday Evening On-street Parking Utilization ...... 22 Exhibit 5.6: Saturday Morning On-street Parking Utilization ...... 23 Exhibit 5.7: Sunday Morning On-street Parking Utilization ...... 24 FIGURES Figure 2.1: Existing Mode Share for Central Lonsdale ...... 8

TABLES Table 2.1: Existing Street Characteristics ...... 5 Table 2.2: Transit Stops within 800m Walking Distance of Site ...... 7 Table 2.3: Existing Transit Service Frequency ...... 7 Table 4.1: Peak Hour Vehicle Trip Rates (ITE Rates) ...... 13 Table 4.2: Person Trip Estimates ...... 13 Table 4.3: Development Trips by Mode ...... 14 Table 5.1: Bylaw Parking Requirements ...... 15 Table 5.2: Bicycle Parking Requirements ...... 16 Table 5.3 On-street Parking Demand ...... 25

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1. INTRODUCTION

1.1 Study Purpose, Scope & Objectives This report presents a Mini Transportation Review for the proposed multifamily residential development at 2612 Lonsdale Avenue in the City of North Vancouver. Based on a preliminary review of ITE trip generation rates, the site generated traffic is expected to be less than 100 vehicles in the peak hour. As such, a mini transportation review has been requested by the City.

The development proposal is for a 26-unit rental apartment building at 2612 Lonsdale Avenue in the City of North Vancouver. Of these 26 units, 10% will be secured as “low-end of market” rental for low-income families. Additionally, 27% of the units will be constructed according to Adaptable Level Two1 design, providing tenants with mobility aids the ability to move easily in and out of the building, common areas, and individual units. The proposal includes 14 parking spaces, which is in excess of the number required by the City of North Vancouver Zoning Bylaw. Exhibit 1.1 shows the site location.

The study scope follows the standard terms of reference for a Mini Transportation Review, including a description of the new trips generated by the site, description of the site access and on-site circulation, parking review, and development of a transportation demand management plan. As directed by the City, the parking review includes:

1. Review of the following blocks: a. 100 block East 26th b. 100 block East 27th c. 2600 block Lonsdale Avenue 2. At the following times: a. Weekday – AM b. Weekday Midday c. Weekday – School pick up time d. Weekday – Overnight (9pm or later) e. Weekend day – During a church event f. Weekend day – afternoon not during a church event

1.2 Organization of Report After an introduction to the development, this report outlines the existing conditions on and around the site. The site plan is then reviewed for vehicle circulation, and the total number of trips generated by the development is estimated for each mode. Next, the off-street and on-street parking is reviewed for its suitability for supporting the development. Finally, a Transportation Demand Management (TDM) plan is

1 Adaptable Design Guidelines, City of North Vancouver (August 2014)

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given before the overall conclusions and recommendations are presented. The terms of reference for the study, provided by the City of North Vancouver, is appended to the report.

1.3 Proposed Development The proposed development includes residential 26 units in 6 stories plus one level of underground parking, accessible via the lane to the east of the site. The overall Floor Space Ration (FSR) is 2.60. The site plan, created by Ekistics Architecture, is shown in Exhibit 1.2.

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Site

Exhibit 1.1 Site Location

2612 Lonsdale 6202.01 May 2017 & Legends for Future Conditions Legends for Existing Conditions

Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Road style 3 Road style 3 Draw Freeway - assign 6.0pt black Duplicate line with ”+” - assign 0.5pt white Railway Railway Unsignalized Unsignalized Pedestrian Signal Pedestrian Signal Draw railway alignment assign 1.0pt black 2 Way Stop Draw 0.05” ticks at start and end assign 0.5pt black All Way Stop Traffic Signal Traffic Signal Use “Blend”, drag from first tick to second tick and set path to follow railway alignment. Adjust count so spacing is 0.2” Roundabout

Pedestrian Signal Existing Proposed Existing Traffic Signal Freeway Freeway

0000000000 Intersection # Expressway Expressway 000 Lane Group LOS AM Intersection Arterial Arterial (000) PM Volumes 0000 AM Lane Group V/C 0000 Link Volumes Existing Proposed Collector Collector PM () Lane Group Storage Length (m) 00 (#) (#) Local Local

Unsignalized 0.91 F Unsignalized 00 Pedestrian Signal Overall V/C Railway Railway 0.89 Two Way Stop Pedestrian Signal 00 Traffic Signal C Overall LOS Two Way Stop Two Way Stop

* All Way Stop Traffic Signal 0.54 () B th All Way Stop All Way Stop () 95 % Queue 00 Intersection # exceeds available Roundabout

0.86 E Roundabout Roundabout 00 Intersection # storage 000 AM Intersection Pedestrian Signal (000) PM LOS A to D V/C < 0.85 Pedestrian Signal Pedestrian Signal Volumes 000 AM Intersection LOS E 0.85 < V/C < 0.90 0000 AM Link Volumes (000) PM Volumes Traffic Signal Traffic Signal 0000 PM LOS F V/C > 0.90 Traffic Signal

Please align arrowheads when creating lane groups not present in this template as shown Use these lens blocks to highlight multiple sites below using grid guides. Please use yellow if there is only one site

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(000) 000 (0,000) 000 (000) 0,000 (000) (000) 000 0,000 000 (0,000) Please align arrowheads when creating lane 88 88 diagrams not present in this template as 0,000 shown below using grid guides. 000 000 (0,000) (000) (000) 000 (000) 000 0,000 (000) (0,000)

Exhibit 1.2 Site Plan

Project name 6202.01 May 2017 &

Existing Proposed Freeway Expressway Arterial 0,000 000 Leader Line Collector 0,000 000 Local Railway Use this font and size for road names

2. EXISTING CONDITIONS

2.1 Land Use The site is located in an RM-1 zoning area, which allows for multifamily development. The site is currently occupied by a 5-unit rental apartment building, with five stalls of surface parking in the back of the lot, accessible by the lane to the rear.

The local neighbourhood is dominated by residential uses. RM-1 zoning continues along Lonsdale Avenue, with low-rise apartment buildings occupying these lots, while RS-1 (single family) zoning dominates lots not fronting Lonsdale Avenue. On the Northwest corner of Lonsdale and 27th Street East is a site containing Holy Trinity Catholic Church and Holy Trinity Elementary School, the nearest non-residential uses to the site. Exhibit 2.1 shows the existing zoning for the area surrounding the site.

2.2 Existing Transportation Network

2.2.1 Road Network Lonsdale Avenue is classified as a Major Arterial Road and a truck route by the City, and a part of the Major Road Network (MRN) by Translink. The cross streets, 26 and 27 Street East, are local roads serving residential areas. The intersection of Lonsdale and 27 Street East is a pedestrian-activated signal, while the intersection of Lonsdale and 26 Street is two-way stop controlled.

Table 2.1: Existing Street Characteristics

ON-STREET NUMBER OF PARKING STREET CLASSIFICATION POSTED SPEED PARKING TRAVEL LANES FACILITIES CAPACITY On-Street, east Lonsdale Avenue Major Arterial 4 50 9 side only 26 Street East Local 2 50 On-street 45 27 Street East Local 2 50 On-street 46

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RS-1 Site

RS-1 RM-1

Exhibit 2.1 Existing Land Uses

2612 Lonsdale 6202.01 May 2017 &

2.2.2 Transit Network The portion of Lonsdale Avenue fronting the site is part of the Frequent Transit Network (FTN) and has bus service connecting to Lower Lonsdale, the Seabus Terminal, Lynn Valley Shopping Centre, Grouse Mountain, and Phibbs Exchange. These stops are shown in Table 2.2, and the frequency of service is shown in Table 2.3.

Table 2.2: Transit Stops within 800m Walking Distance of Site

ROUTES WALKING STOP LOCATION DIRECTION STOP # AMENITY SERVICED DISTANCE 229, 230, Lonsdale at 27 Street East FS Northbound 54202 None 232, 241, 100m N42 229, 230, Lonsdale at 27 Street East FS Southbound 54249 Shelter 232, 241, 25m N42

Table 2.3: Existing Transit Service Frequency

ROUTE WEEKDAY SERVICE HEADWAY (MIN.) STOP MID- # DIRECTION START END AM PM EVENING WEEKEND DAY 229 Northbound 54202 6:09 1:12 20 30 20 30 30 229 Southbound 54249 5:41 12:41 20 30 20 30 30 230 Northbound 54202 5:36 12:40 15 30 15 30 30 230 Southbound 54249 6:00 1:18 15 30 15 30 30 232 Northbound 54202 5:37 10:02 30 30 30 30 30 232 Southbound 54249 5:58 11:00 30 30 30 30 30 241 Northbound 54202 6:34 7:34 10 - - - - 241 Southbound 54249 6:53 8:38 10 - - - - N24 Northbound 54202 1:35 4:05 20 - - - 20

2.2.3 Cycling & Pedestrian Networks Cycle facilities in the vicinity of the site consist mostly informal bike routes. Twenty-seventh Street and 25 Street are identified as informal bike routes in the area. The nearest formalized bike route is at Jones Avenue, 750m away. The Jones Avenue bike route continues south and crosses Highway 1 at a pedestrian bridge, then continues south to Lower Lonsdale.

Sidewalks are generally present throughout the neighbourhood, though 26 Street East has an approximately 40m gap in the sidewalk on its south side. There is a pedestrian-activated signal crossing Lonsdale Avenue at 27 Street East, allowing pedestrians to cross Lonsdale Avenue. Pedestrian crosswalks and a sidewalk allow pedestrians to pass over Highway 1 at the Lonsdale Avenue overpass.

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2.2.4 Current Mode Share Mode share information was obtained from the City of North Vancouver for the Central Lonsdale area, and is summarized in Figure 2.1. These statistics were used to Section 4 for the purpose of trip generation.

Figure 2.1: Existing Mode Share for Central Lonsdale

Cycling Other 1% 2%

Walking 13%

Auto Driver 48% Transit 23%

Auto passenger 13%

Figure 2.1 shows that Central Lonsdale has a relatively high percentage of transit and walking, with 23% and 13% respectively. Comparatively, mode shares for transit and walking on the entire North Shore are 11% and 10% respectively2. The current mode share for Central Lonsdale was taken into consideration in estimating the new trips generated by the development site.

2 Figure 3.1.6, 2011 Metro Vancouver Regional Trip Diary Survey – Analysis Report, TransLink (February 2013)

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3. SITE PLAN DESIGN REVIEW

3.1 Site Access Design The proposed development has vehicle access off the lane to the east of the site. The parking ramp, on the southeast corner of the building, provides access to one underground parking level; garbage and recycling access are also on this level.

3.2 Parking Layout & Vehicle Circulation The parking level access and layout was tested using AutoTurn swept path software. Parking accessibility was tested using the standard passenger vehicle dimensions from Transportation Association of Canada (TAC) guidelines. For garbage access, it was assumed that a pickup truck with a forklift attachment for moving dumpsters (jitney truck) would be used to retrieve the dumpster from the underground parking level while a larger garbage vehicle would perform the tipping motion in the alley. The vehicle dimensions of a large pickup truck, specifically a Ford F350, were used as this is reflective of the typical vehicle used for this purpose.

Exhibit 3.1 shows that two standard passenger vehicles can pass each other on the ramp. Exhibit 3.2 shows that the same passenger vehicle can navigate the underground parking level, and access the parking spaces.

Exhibit 3.3 shows the access for the garbage jitney. First, the unloaded truck can enter the parking level. Next the truck, which is now a longer vehicle as it is towing the dumpster, is able to maneuver sufficiently to exit the parking level.

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3' 3' 3' 3' 5' 5'

2' 2' 2' 2' UP UP 2' 2'

2' 2'

101 101 2' 2' 2' 2' 2' 2' 2' 5' 102 2' 5' 102

2' 2' LANE 2' LANE 2' 5' 5' 2' 5' 2' 5'

5' 5' 3' 2' 3' 2' 3' 3'

2' 2'

1.10 3.20 P meters Width : 2.00 Track : 2.00 Lock to Lock Time : 6.0 [Issued for Discussion; not for Construction] Steering Angle 35.9: [Based on Ground Floor Plan Drawing from Ekistics Architecture dated February 28, 2017] Exhibit 3.1 Ground Floor Ramp Access: Entry and Exit Movements

2612 Lonsdale Apartments b u n t 6202.01 April 2017 Scale 1:200 on Ledger Prepared by JC &associates

2017/05/02 16:33, Plotted by Brian Phillips Brian by Plotted 16:33, 2017/05/02 S:\PROJECTS\BP\6202-01 2612 Lonsdale Apartments\4.0 Analysis & Design\4.1 ACAD\Swpt_Pth\20170425_6202-01_ParkadeReview_V01.dwg Design\4.1 & Analysis Apartments\4.0 Lonsdale 2612 S:\PROJECTS\BP\6202-01 [Issued for Discussion; not Construction] [Based on P1 Level Plan Drawing from Ekistics Architecture dated February 28, 2017] [Based on P1 Level Plan Drawing from Ekistics Architecture dated

H.C. RAMP DN @ 5% H.C. SM RAMP DN @ 5% SM RAMP UP @ 12.5% SM SM

SM UP SM

H.C. UP N Steering Angle Lock to Time Track Width P 1.10 3.20 5.60 P1 Level: Passenger Car Entry and Exit Movements : : : meters 35.9:6.0 2.00 2.00 (c) 2016 Transoft Solutions, Inc. All rights reserved.

H.C. RAMP DN @ 5% H.C. 6202.01 April 2017 Scale 1:200 on Ledger Prepared by JC on Ledger Prepared by Scale 1:200 April 2017 6202.01 SM RAMP DN @ 5% SM RAMP UP @ 12.5% SM

SM 2612 Lonsdale Apartments UP SM Exhibit 3.2 Exhibit

H.C. UP & b associates u N n t

H.C. 0.97 3.48

5.78 UP : : : : meters 32.2 6.0 1.74 2.03 N P1 Level: Garbage Jitney Entry and Exit Movements

H.C. RAMP DN @ 5% H.C. 6202.01 April 2017 Scale 1:200 on Ledger Prepared by JC on Ledger Prepared by Scale 1:200 April 2017 6202.01 SM RAMP DN @ 5% SM RAMP UP @ 12.5% SM

SM 2612 Lonsdale Apartments UP SM Exhibit 3.3 Exhibit Steering Angle Lock to Time Track Width Ford F350 + Dumpster

H.C. 0.97 3.48

7.15 UP & b : : : : meters associates u 32.2 6.0 1.74 2.03 N n t

4. FUTURE CONDITIONS

4.1 Site Traffic

4.1.1 Trip Generation Standard trip generation rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual were used as a starting point for trip generation for the proposed development. The land use category Mid-Rise Apartment (223) was selected to reflect this site’s density and use. However, the ITE rates are developed for a car-oriented context, and must be adapted to apply to Central Lonsdale, where transportation patterns are more multimodal.

The ITE rates are adapted by first converting them into person-trip rates, then by applying observed mode split data from the City of North Vancouver to give trip rates for each mode of travel. In this way, the essential site activity levels captured by the suburban ITE rates are adapted to a context with a greater diversity of travel modes.

4.1.2 Person Trip Estimates Table 4.1 summarizes the vehicle trip rates based on information from the ITE Trip Generation Manual for Mid-Rise Apartment building in the AM and PM peaks.

Table 4.1: Peak Hour Vehicle Trip Rates (ITE Rates)

AM PEAK HOUR PM PEAK HOUR MEASURE UNITS IN OUT TOTAL IN OUT TOTAL Trip Rate Trips/unit .09 .21 .31 .23 .16 .39 Total Trip Number Trips 2 5 8 6 4 10

The ITE rates were converted into person-trips using an assumed suburban vehicle occupancy of 1.3 and 90% mode split for motor vehicles, based on empirical data3. Table 4.2 gives the resulting person-trips for AM and PM peaks.

Table 4.2: Person Trip Estimates

AM PEAK HOUR PM PEAK HOUR MEASURE UNITS IN OUT TOTAL IN OUT TOTAL Total Person-trips Trips 3 8 11 8 6 15

3 Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments, National Cooperative Highway Research Program (2011)

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4.1.3 Site Trip Generation by Mode The number of person-trips was combined with the known mode split in the Upper Lonsdale area as shown in Section 2.2.4 to produce trip generations for each mode. Table 4.3 below indicates the mode split and the number of trips by each mode. Note that due to the low number of overall trips generated, many individual values are less than 1, indicating that the site will generate less than one trip per hour for that mode.

Table 4.3: Development Trips by Mode

EXISTING CENTRAL LONSDALE MODE AM PEAK HOUR PM PEAK HOUR SHARE IN OUT TOTAL IN OUT TOTAL Auto Driver 48% 2 4 5 4 3 7 Auto Passenger 13% <1 1 1 1 1 2 Transit 23% 1 2 3 2 1 3 Walk 13% <1 1 1 1 1 2 Bicycle 1% <1 <1 <1 <1 <1 <1 Other 2% <1 <1 <1 <1 <1 <1 TOTAL 100% 3 8 11 8 6 15

In the PM peak hour, the development will generate a total of 7 vehicle trips. This translates into one new vehicle entering or leaving the site every 8-9 minutes. This level of trips will not have an appreciable effect on the capacity of the road network.

The trips generated on non-auto modes will also see modest increases, and can be easily accommodated by the existing infrastructure.

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5. PARKING REVIEW

5.1 City of North Vancouver Zoning Bylaw Requirements

5.1.1 Vehicle Parking The city of North Vancouver Zoning bylaw outlines the minimum parking requirements for new developments. The bylaw requires a minimum of 0.75 spaces per unit for rental apartment units. Included in these 0.75 spaces per unit required, is a minimum of 0.20 spaces per unit for visitor use.

Additionally, the bylaw states that parking requirements for residential uses can be further reduced by one parking space for every 6 Secure Bicycle Parking spaces required by the bylaw. Since the zoning bylaw requires 1.5 Secure Bicycle Parking spaces, the minimum vehicle parking rate can be reduced by 0.25 spaces per unit. Thus, given that the required secure bicycle parking spaces are provided, the effective parking rate is 0.5 stalls per residential unit.

Table 5.1 shows the base bylaw requirements, reduction in parking due to bicycle parking, and the total stalls proposed in this development.

Table 5.1: Bylaw Parking Requirements

RATE TOTAL STALLS Base Bylaw 0.75 20 Requirement Bicycle Parking Reduction (-1 per 6 -0.5 -7 bicycle spaces) Total Required Stalls 0.5 13 Total Stalls 0.54 14 Supplied

As shown in Table 5.1, the bylaw requires a minimum of 13 stalls when the bicycle parking reduction is taken into account. The proposed development meets the minimum requirement with 14 parking stalls.

The zoning bylaw also requires that two of the provided stalls be handicap stalls. For this site, 3 handicap stalls are provided to support the adaptable unit suites.

5.1.2 Bicycle Parking The zoning bylaw requires 1.5 Secure Bicycle Spaces per unit for residential uses, and a total of 6 short term bicycle parking spaces for a development with between 20 and 59 residential units. Table 5.2 shows the bylaw requirements and proposed supply of bicycle parking spaces for this development.

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Table 5.2: Bicycle Parking Requirements

BYLAW REQUIRED PROPOSED NO. BYLAW RATE NO. OF SPACES OF SPACES Secure Bicycle 1.5 spaces/unit 39 40 Parking Spaces Short Term Bicycle 20-59 units: 6 6 6 Parking Spaces spaces TOTAL 45 46

As shown in Table 5.2, the proposed development meets the bylaw requirements for bicycle parking spaces.

5.2 On Street Parking Review As part of the Terms of Reference for this Mini Transportation Review, the City requested that on-street parking usage be reviewed for the blocks surrounding the proposed development. This included:

 100 block of East 26 Street;  100 block of 27 Street; and,  2600 block of Lonsdale Avenue.

Survey times were chosen to capture key times throughout the day/week when demand peaks can be expected. On weekdays, counts were taken every 15 minutes for a period around the start and end of school at the nearby Holy Trinity Elementary School. Weekday spot counts were also taken at noon, to ascertain the mid-day demand, and at night to determine the overnight parking demand. On the weekend, spot counts were taken at 10:30am on a Sunday and a Saturday, to capture parking demand during an event at nearby Holy Trinity Church (Sunday mass) and to capture the comparable demand without a church service.

The counts undertaken were:

 Thursday, April 20, 2017 – 8am to 9:15am;  Thursday, April 20, 2017 – noon;  Thursday, April 20, 2017 – 2:30pm to 3:45pm;  Tuesday, April 25, 2017 – 10:30pm;  Saturday, April 22, 2017 – 10:30am; and,  Sunday, April 23, 2017 – 10:30am.

Exhibit 5.1 shows the on-street parking regulations in the study area. Exhibits 5.2 to 5.7 summarize the on-street parking conditions and occupancy patterns along each block within the study area for the weekday and weekend count periods. For periods where counts were conducted every 15 minutes, the peak parking demand is shown. An average vehicle length of 6.5m was assumed, which includes clearance to adjacent vehicles. Setbacks from intersections and fire hydrants were deducted from the parking length,

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and the length of all continuous stretches of parking were rounded down to avoid overestimating parking capacity. The on-street parking supply in the area was estimated to accommodate up to 100 vehicles, while peak occupancy of these stalls was observed to be 69%, or 69 stalls.

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Site

Parking Permitted No Parking

Exhibit 5.1 On Street Parking Availability

2612 Lonsdale 6202.01 May 2017 & 3/11 6/11 N 27% 55%

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3/9 14/24 9 33% 58%

0/0 0 15/25 60%

25 20

12/20 60% Legend Surveyed Occupancy 6/11 53/100 55% Capacity 53% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.2 Weekday AM Peak On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 & 3/11 3/11 N 27% 27%

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4/9 12/24 9 44% 50%

0/0 0 8/25 32%

25 20

11/20 55% Legend Surveyed Occupancy 6/11 41/100 55% Capacity 41% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.3 Weekday Midday On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 & 3/11 2/11 N 27% 18%

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3/9 15/24 9 33% 63%

0/0 0 10/25 40%

25 20

10/20 50% Legend Surveyed Occupancy 6/11 43/100 55% Capacity 43% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.4 Weekday Peak PM On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 & 4/11 6/11 N 36% 55%

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3/9 19/24 9 33% 79%

0/0 0 22/25 80%

25 20

15/20 75% Legend Surveyed Occupancy 6/11 69/100 55% Capacity 69% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.5 Weekday Evening On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 & 5/11 5/11 N 45% 45%

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3/9 16/24 9 33% 67%

0/0 0 18/25 72%

25 20

12/20 60% Legend Surveyed Occupancy 6/11 59/100 55% Capacity 59% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.6 Saturday Morning On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 & 5/11 4/11 N 45% 36%

Scale: NTS 11 11 S:\PROJECTS\BP\6202-01 2612 Lonsdale Apartments\5.0 Deliverables\5.1 Draft Reports\Graphics 24

7/9 15/24 9 78% 63%

0/0 0 18/25 72%

25 20

20/20 100% Legend Surveyed Occupancy 6/11 69/100 55% Capacity 69% Occupancy Ratio Overall Occupancy 11 Parking Capacity

Exhibit 5.7 Sunday Morning On-street Parking Utilization

2612 Lonsdale 6202.01 May 2017 &

Table 5.3 summarizes the on-street parking supply and usage during the study period.

Table 5.3 On-street Parking Demand

OBSERVATION LONSDALE 26 STREET 27 STREET OVERALL OBSERVATION TIME TOTAL DATE AVENUE EAST EAST UTILIZATION 8:00 am 3 27 23 53 53% (peak morning demand) Thursday April 20, Noon 4 19 18 41 41% 2017 3:45 pm 3 20 20 43 43% (peak afternoon demand) Wednesday April 25, 10:30 pm 3 29 37 69 69% 2017 Saturday April 22, 10:30 am 3 30 26 59 59% 2017 Sunday April 23, 10:30 am 7 38 24 69 69% 2017

The results of the count show that at peak occupancy (Sunday morning and weekday overnight), approximately 31 parking spaces were available within convenient walking distance of the site.

The Metro Vancouver Apartment Parking Study found that on average, 11% of apartment households had at least one vehicle parked on-street, regardless of the on-site supply provided4. Accordingly, it is estimated that the 26 rental units would likely generate 3 additional vehicles parked on-street.

As noted above, there were approximately 31 empty parking spaces available on nearby streets during the peak demand period. Therefore, the added on-street parking demand from the proposed development is not expected to significantly affect the available street parking in the area.

4 Appendix 13, Metro Vancouver Apartment Parking Study, Metro Vancouver (September 2012)

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6. TDM & ACTIVE MODES

Sustainable developments generally incorporate a diversity of land uses, higher densities, and are within walking distance to everyday facilities and transit. Walking, cycling and transit are each promoted through provision of attractive pedestrian connections, safe and convenient bicycle routes and nearby transit access. In conjunction with increased accessibility, reduced parking levels are provided to minimize the number of automobiles and automobile trips in general.

The proposed development site is well located from a sustainability perspective and it is our view that the proposed development has the potential to generate lower than typical traffic volume generation due to the sustainable features associated with the site. This has been taken into account in the forecasted vehicle trip generation for this site.

6.1 Transit A person’s willingness to use transit is based on a number of factors including: eligibility to drive, cost, convenience, relative journey times with other modes, personal choice, income level, etc. Generally transit is a practical proposition for journeys of 4 kilometres and more. Other than the shops/businesses in the immediate area of the development, which are for the most part within walking distance, other destinations that residents of this development would be expected to journey to (e.g. Downtown Vancouver, Park Royal and Marine Drive) are generally above the 4 kilometre threshold, suggesting that transit is a viable travel mode for residents of this development for many trips. The site is serviced by many frequent bus transit routes within 400m convenient walking distance to the site.

6.2 Cycling A person’s willingness to cycle is based on a number of lifestyle factors, including health benefits, cost savings (automobile use and parking) and convenience. Infrastructure also plays an important role through the safety of routes, gradients, cycle storage facilities, etc. Cycling is a realistic transportation option for most people over short to medium distances, i.e. up to 8 kilometres, or a 30-35 minute cycle. Based on this distance criterion, most areas of North Vancouver would be readily accessible by bicycle from the proposed development. Additionally, downtown Vancouver would be accessible by bicycle as part of a multimodal journey that includes the Seabus.

6.3 Walking Walking is a realistic form of travel for most people, especially over short distances, i.e. up to 2 kilometers or a 40 minute walk. The distance that a person is willing to walk is to a large extent dependent on the purpose of the journey, but also influenced by factors such as urban form, traffic, safety, personal fitness, car ownership, parking availability, etc. Local amenities accessible on foot include shops along Lonsdale Avenue, several elementary schools, Carson Graham Secondary School, Centennial Theatre, the Harry Jerome Recreation Centre, the Mickey McDougall Recreation Centre, and several municipal parks.

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7. SUMMARY

Tavan Homes is proposing a rental housing development consisting of 26 units at 2612 Lonsdale Avenue. This includes 10% of the suites constructed as low-end market rental and an additional 27% of the suites constructed to Adaptable Level Two design.

The parking level is underground and accessible via the lane to the rear. The ramp and parking level design provides adequate circulation space for passenger vehicles and for a garbage jitney, which will service the underground garbage room.

Trips generated by this site are expected to be low. The site is expected to generate a maximum of 5 vehicle trips during the AM peak period, and 7 vehicle trips during the PM peak period. This translates into one vehicle every 12 and 10 minutes, respectively.

There are a total of 14 parking stalls provided on-site, which meets the zoning bylaw requirements, given the allowable reductions. The base bylaw requirement for parking spaces is reduced by applying a reduction based on the number of secured bicycle parking spaces provided. Given this reduction, the bylaw requires 13 parking stalls for this development.

A parking utilization study was conducted for the streets surrounding the development to determine the demand for of on-street parking in the area. Parking counts were conducted during a weekday morning, weekday midday, weekday afternoon, weekday overnight, Saturday morning, and Sunday morning. Of all these periods, the greatest observed parking utilization occurred on Sunday morning and weekday overnight, where occupancy reached 69%. Given that 11% of units in apartment developments typically park at least one vehicle on-street, it is expected that residents of this development would park an additional 3 vehicles on the street. This constitutes very little impact to the surrounding street network.

Based on the analysis outlined in this study, the proposed form and density of the development can be supported from a transportation perspective. The development plan supports residents’ transportation needs for a variety of modes, and the development would have minimal impact on the surrounding road network. Furthermore, the development would contribute towards a diverse set of housing options in a location with good transit, walking, and cycling connectivity.

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APPENDIX A Terms of Reference

Guidelines for the Submission of a Mini Transportation Review

For Site Development Applications in the City of North Vancouver

Transportation Group, City of North Vancouver Engineering, Parks & Environment Department

th This document was updated on 6 March 2017 by CNV Engineering staff and applies to the proposed development at: 2612 Lonsdale.

Guidelines for the Submission of a MINI Transportation Review – Site Specific Requirements from City Staff

Above and beyond the guidelines contained within this document, City of North Vancouver staff may have requirements or exemptions for individual developments, as transportation conditions are unique from site-to -site. This page generally provides (where applicable) staff requirements related to a specific development proposal.

Development Name and Address: 2612 Lonsdale Ave Date: 6th March 2017 CNV Engineering (Transportation) Staff Contact: Daniel Watson, Transportation Planner [email protected]

Staff requirements regarding preparation of Transportation Review for this development proposal:

1) Review of on-street parking availability in the surrounding blocks. a. Blocks: i. 100 block East 26th ii. 100 block East 27th iii. 2600 block Lonsdale Ave b. at the following times: i. Weekday - AM ii. Weekday - Midday iii. Weekday - School pick up time iv. Weekday - Overnight (9pm or later) v. Weekend day – During a church event vi. Weekend day – afternoon not during a church event

Table of Contents

1.0 Introduction ...... 4 1.1 What Type of Transportation Study is Required? ...... 4

2.0 Transportation Study Structure ...... 5 2.1 Study Area ...... 5 2.2 Description of Development Proposal ...... 5 2.3 Required Report Elements ...... 6

City of North Vancouver | Guidelines for the Submission of a Mini Transportation Review 1

1.0 Introduction The City of North Vancouver requires that the transportation implications of new developments be assessed and documented. Such reviews are necessary for City staff to ascertain how proposed developments could affect transportation and mobility in the development’s area of influence. The City therefore requires that each development submission be accompanied by a transportation review that is proportionate in scope to the development’s magnitude. With staff guidance, developers are advised what type of transportation review is required to accompany their development submission, and are provided with a set of guidelines to follow. The various types of transportation reviews are described in the following section.

This document contains the City’s guidelines for preparation of a Mini Transportation Review. The City of North Vancouver Engineering Department generally adheres to Institute of Transportation Engineering recommended practice. Occasionally there are elements of a site that are unique, or for which there are multiple methods for analysis; in these cases it is recommended to confirm technical assumptions with City staff prior to proceeding with analysis work.

1.1 What Type of Transportation Study is Required? Development proposals are associated with a change in travel patterns in the vicinity of the site. This change is generally measured in terms of how many cars, pedestrians or bicycles will travel to or from the site, during the site’s busiest hour. Usually, the weekday late afternoon period is when City streets have the most vehicular traffic.

In general, if a development is expected to add fewer than 30 vehicle trips to or from the site in the afternoon peak hour period, the City does not require a transportation review to accompany the development submission. When staff estimates that site traffic will exceed this threshold, it is necessary to submit either:

 a “Mini Transportation Review” for developments that could add between 30 and 99 vehicle trips during the PM peak hour;  a “Transportation Study – Level 1” for developments that could add between 100 and 149 peak hour vehicle trips; or  “Transportation Study – Level 2” for any development that has the potential to add 150 or more PM peak hour vehicle trips.

How many vehicles will come or go from the site during its busiest 1-hour period (usually a weekday afternoon)?*

Fewer ~150 or Between ~30 and Between ~ 100 than ~30 more ~100 vehicles and ~150 vehicles vehicles vehicles

No Mini Transportation Transportation Transportation Transportation Study - Level 1 Study - Level 2 Study Required Review

*Note: PM peak hour trips are estimated by staff, accounting for the size of development and land use type

City of North Vancouver | Guidelines for the Submission of a Mini Transportation Review 2

Above and beyond the thresholds outlined above, other circumstances may trigger the need for a specific scope of transportation review. In these situations, City staff will advise the development applicant what the circumstances are and what specific issues need to be incorporated into the scope of their transportation review. Two examples of such scenarios include:

 When the location of a development site is adjacent to a roadway or intersection with known safety or capacity deficiencies; or  When the road adjacent to the development site has unique traffic or geometric conditions that may affect the ability of the road system to accommodate the proposed development.

2.0 MINI TRANSPORTATION REVIEW STRUCTURE

The following sections describe the standard contents of a mini transportation review.

2.1 Study Area For a mini transportation review, the study area generally includes the site access points, plus adjacent street(s) and sidewalk(s). Engineering staff will determine whether additional intersections or road segments within 200 meters of the site are necessary to include in the study area, based on known safety or operational issues that may be adversely impacted by the development proposal.

2.2 Description of Development Proposal The applicant’s submission must provide a concise description of the development proposal for which the transportation review is accompanying. An introductory section within the transportation review must include the items listed below (these are required).

1-Title and address of project

2-Location of development and description of the local neighbourhood

3-A site plan with accesses and parking areas shown

4-A description of the purpose and nature of the project, with a description of the market area or area of influence (where appropriate)

5-Land use type and density – and details of re-zoning when relevant

6-Development phasing (if relevant) and expected opening day

7-Description of nearby developments that are recently re-zoned/close-to or under construction that will affect the same street network or portions of it 8-A study area boundary map, with the site, study intersections and other notable landmarks noted

City of North Vancouver | Guidelines for the Submission of a Mini Transportation Review 3

2.3 Required Report Elements

Mini transportation reviews submitted to the City must be structured in a logical order and reflect transportation engineering best practices. It is important to confirm data collection methods with City staff prior to proceeding with the required work.

Unless otherwise indicated by City staff, the following report elements are required:

1) Describe the Development Proposal (see Section 2.2) 2) Describe the Existing (pre-Development) Site Conditions: -Provide details about the existing site and the nearby transportation network in a qualitative and quantitative sense (land use, observed typical weekday traffic conditions such as congestion and queueing, pedestrian & cyclist network/activity, any unusual features of the site or surrounding transportation network, proximity to arterial roads, proximity to transit service). Unless specifically indicated on page 1, a capacity assessment is not required. 3) Describe the New Trips Generated by the Site: -Once the development is complete, what would be the busiest time periods for traffic accessing this site? -How much traffic will this site generate, during its busiest 1 hour period(s)? (This should be estimated based on accepted ITE methods) This estimate should include vehicles entering and leaving the site. -In addition, the applicant should estimate how much potential pedestrian, cycling and transit use this site will generate, and comment on how these active mode users will be accommodated on the nearby road network. -If the site is being re-zoned, subdivided or undergoing OCP change, how many trips will be generated by the proposed development compared to the maximum allowed by the original designation? 4) Describe the Site Access and On-Site Circulation: -The City requires that all traffic interaction at the point where the development site joins the transportation network be reviewed. The purpose of this review is to ensure safe and efficient traffic operations will be maintained along the road network. -Any onsite circulation routes should be described, along with any commercial vehicle (such as garbage) collection activities, and loading/unloading activities (for residential or commercial uses). -The study must demonstrate turning paths for the largest vehicles that will access/exit the site through the use of turning templates. 5) Parking Review A parking review should address the issue of parking proposed versus how much is required per the City’s bylaw. The City promotes active modes of transportation in order to reduce dependency on cars for everyday trips. Given the relatively high density of the City and the availability of transit service, reducing the parking requirement (below the minimum bylaw requirement) for new developments generally results in fewer car trips. Therefore, the City

City of North Vancouver | Guidelines for the Submission of a Mini Transportation Review 4 occasionally endorses a reduction in parking spaces with new developments, in lieu of a commitment towards Transportation Demand Management (TDM) strategies. The developer should discuss with City staff whether the development site is a candidate for reduced parking.

City of North Vancouver | Guidelines for the Submission of a Mini Transportation Review 5

6) Transportation Demand Management Review

Transportation Demand Management Strategies may be considered by developers to reduce car trips to the site.

Some possible TDM measures include:

•Car-sharing programs; •Employer-initiated flexible work arrangements; •On-site parking reduction; •Pedestrian improvements that would encourage more walking trips; •Bicycle improvements that encourage more bike trip, such as destination facilities; •Transit pass programs; •Transit signal priority measures; and •Converting unassigned parking spaces into pay-parking.

7) Findings and Recommendations Findings - Based on the analytic findings compiled within the TS, the consultant must highlight how the proposed development will impact the transportation system.

Recommendations - The TS should then recommend engineering measures, where required, that would mitigate any adverse impacts on the transportation system. Recommended mitigating measures should be investigated from a multimodal perspective, to ensure that the needs of active mode users are not compromised by efforts to improve vehicular operations and safety.

8) Other Required Elements Since each development site has unique characteristics and will affect the transportation network differently, City staff identify additional study requirements on a site-to-site basis.

Additional requirements (including those specifically required per Page 1) may include:

-intersection or link traffic counts (all modes) -signal warrant calculations -collision analysis -speed surveys -parking surveys -operational (level-of-service) analysis for vehicles and/or active transportation users -queueing surveys -geometric reviews using design constraints and vehicle turning templates -sight visibility surveys

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