June 12, 2017
6210.01
Derick Flucker
Principal
Form Retail
Suite 1280 – 333 Seymour Street
Vancouver, BC
V6B 5A6
VIA EMAIL: [email protected]
Dear Mr. Flucker:
Re: 2715 West 12th Avenue Parking Supply & Demand Review
Draft Report
As requested, Bunt & Associates Ltd. (Bunt) has carried out a Parking Supply & Demand Study for the
proposed redevelopment of 2715 West 12th Avenue in Kitsilano, Vancouver. The attached draft report
provides a summary of our findings.
We trust that the information provided in this report will be of assistance to you. Please let us know if you
have any questions or comments.
Yours truly,
Bunt & Associates
Bethany Dobson, MScP, EIT Matt Taylor, P.Eng
Transportation Analyst Transportation Engineer
2715 West 12th
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1. INTRODUCTION
Bunt & Associates (Bunt) was retained by JTA Development Consultants (JTA) to assess the available off-
street parking supply and expected parking demand of the proposed redevelopment at 2715 West 12th
Avenue, Vancouver, whose location is shown in Exhibit 1. JTA is proposing to redevelop the site from its
existing Church use to a 15-unit townhouse development. Parking and supply requirements are outlined in
the redevelopment process, which triggered the need to re-examine the parking supply.
Bunt conducted a parking demand survey of the area, reviewed City of Vancouver bylaw parking and
loading requirements, and explored local context factors to determine an appropriate parking supply for
the site with the proposed land use alteration. The findings are summarized below.
2. EXISTING CONDITIONS
2.1 Existing Land Use
Located on the north side of West 12th
Avenue, 2715 is currently a church with no parking supply of its
own. It is surrounded by single-family residential neighbourhoods with street parking available on West
12th
Avenue and the nearby local roads including West 11th
Avenue and Stephens Street.
2.2 Neighbourhood Transportation Context
The site is well situated near the commercial corridors of West Broadway and West 16th
Avenue. Kitsilano
has a high transit/walk/bike mode share split of 53% according to the City of Vancouver 2015
Transportation Panel Survey.
2.2.1 Walking
As shown on Exhibit 1, the area has a fine grained street and lane network with good permeability for
pedestrians. Given the location of the site, there is also a wide range of commercial, retail, and
recreational amenities within walking distance. Sidewalks are located on all streets within the study area.
According to the WalkScore1
website, the site is rated as a “Walker’s Paradise” (score 95), meaning that
daily errands do not require a personal vehicle.
2.2.2 Transit
This site benefits from high transit accessibility. It is within 3 blocks (10 minutes) of the Macdonald Street
& West Broadway intersection, which is a crossing point for bus routes north-south and east-west. These
include bus routes 02, 09, 14, 33, N17, N22, and the 99 B-Line, each of which having 3-20 minute peak
hour headways resulting in excellent transit connections to the SkyTrain and downtown core.
1
https://www.walkscore.com/
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Exhibit 1
Site Area
May 2017
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Bus Routes 09, 14, 99, N17
Bus Routes 02, N22
Bus Routes 33
Cycling Routes
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2.2.3 Cycling
The site is well positioned to take advantage of existing cycling facilities, as shown in previously in Exhibit
1. For routes extending north-south, Trafalgar Street is approximately 140 m to the east and Balaclava
Street is about 540 m to the west. East-west routes include 7th
/8th
Avenue 450 m north and West 10th
Avenue 160 m north of the site, beginning east of Trafalgar Street.
2.3 Existing Parking Conditions
2.3.1 Existing Site Off-Street Parking Requirements
The City of Vancouver parking bylaw requirements for the existing church are presented below in Table
2.2. The church has one assembly area with a floor area of approximately 107.7 m2
.
Table 2.1: Existing Parking Requirements
USE BYLAW RATE SIZE BYLAW REQUIREMENT
Church
A minimum of one space for each 9.3 m2
of floor area used for
assembly purposes, except that where two or more separate areas of
assembly exist within a site are not used concurrently, the Director of
Planning may require parking for only the largest of these areas.
107.7 m2
12
TOTAL
According to Vancouver’s parking bylaws, the church requires 12 parking spaces although the existing
site provides no on-site parking.
Bunt contacted the church’s pastor to understand the current parking demand and his experience with the
parking supply in the area. The Sunday service runs from 12:00 – 2:00 PM and has an average attendance
rate of approximately 60 people. Anecdotally, he said that the people he spoke to who drive do not have
issues finding parking in the area. He believes about half the attendees drive, which is similar to the
findings of a previous Bunt travel survey2
for Oakridge Lutheran Church that found that 47% of attendees
drive to church service. As a result, the existing church’s parking demand is estimated to be
approximately 30 vehicles, which are currently accommodated by the surrounding street parking.
2.3.2 Existing On- Street Parking Supply & Demand
Bunt conducted two on-street parking demand surveys on Thursday April 27th
and Sunday April 30th
, 2017
as well as a spot check on the morning of Thursday June 1st
, 2017 to observe available street parking in
the area within a 140 m walk of the site, on West 11th
Avenue, West 12th
Street, Stephen Street, Trafalgar
Street, and Kitsilano Diversion. This area is illustrated in Exhibit 2.
2
“Oakridge Lutheran Church Redevelopment” (2015). Project Number 6075.01
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Surveyed On-Street Parking
2715 West 12th
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Most of the parking in the surrounding neighbourhood has no restrictions except for time restrictions on
Macdonald Street and the area surrounding Kitsilano Secondary School. Table 2.2 summarizes the
approximate number of parking spaces in the surrounding street network (resident only parking spaces
are not included).
Table 2.2: Available On-Street Parking
STREET NO. OF PARKING SPACES
West 12th
Ave 51
Stephen Street 30
Kitsilano Diversion 44
TOTAL 111
As shown in Table 2.2, there are nearly 111 on-street parking spaces available within 130 m of the site.
The number of unoccupied on-street parking spaces, by location, are illustrated in Figures 2.2 and 2.3 for
the weekday and Sunday observation periods.
Figure 2.1: Number of Unoccupied Street Parking Spots on a Weekday
0
10
20
30
40
50
60
70
15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30
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Time (PM)
West 12th Ave
Stephen St
Kitsilano Diversion
Total
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Figure 2.2: Number of Unoccupied Street Parking Spots on a Sunday
As shown in the previous two figures, the streets in the study area had between 8-28 available parking
spots during the weekday afternoon and Sunday morning periods.
To illustrate demand versus supply, total demand profiles for a weekday and Sunday are shown in Figures
2.4 and 2.5.
According to Bunt’s surveys, weekday on-street parking demand peaked between 5:00-5:30 PM, at which
time there were approximately 50 available spaces remaining. In contrast, the Sunday on-street parking
demand peaked between 10:00-11:00 AM with approximately 40 available spaces. None of the study
streets were 100% occupied during the observed times.
Weekday morning observations yielded a similar result. At 7:30 AM, all of the study streets had additional
parking capacity with occupancy rates of approximately 10-60%.
0
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Figure 2.3: Weekday Parking Demand
Figure 2.4: Sunday Parking Demand
47
37 39 39
37 40
36 36
111
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3. FUTURE CONDITIONS
3.1 Proposed Development
As described previously, the existing church land use has a bylaw requirement of 12 parking spaces, but
functions presently without any parking spaces. The alteration from the existing land use to the proposed
future residential land use will result in a different bylaw requirement of parking spaces, which are
calculated in Table 4.1.
Table 3.1: Future Parking Requirements
USE DENSITY PARKING
REQUIREMENT TYPE
BYLAW MINIMUM
RATE
BYLAW SUPPLY
REQUIREMENT PROVIDED
Secured
Market
Rental
Housing
15 Units
Resident Parking 1 space for each 125
m2
of GFA
10 parking spaces
(with shared vehicle
substitution allowed)
2 shared vehicle
parking spaces
Visitor Parking 7.5% of total number
of dwelling units 1 parking space
1 accessible parking
space
Bicycle Parking 1.25 spaces for every
dwelling unit
19 Class A bicycle
spaces
19 Class A bicycle
spaces
The Bylaw requires 10 parking spaces, but Section 3.2.2 allows for shared vehicles for secured market
rental housing to be substituted at a 1:5 ratio to a maximum of 4 shared parking spaces for every 100
dwelling units:
The Director of Planning and General Manager of Engineering Services, on conditions that
are satisfactory to them, may allow the substitution of shared vehicles and shared vehicle
parking spaces for required parking spaces:
c) for secured market rental housing not Downtown, at a 1:5 ratio, to a maximum
of 4 shared vehicles and 4 shared parking spaces for each 100 dwelling units
JTA proposes to supply 2 shared vehicle parking spaces plus 1 accessible parking space for visitors, which
exceeds the bylaw requirement.
Bunt’s parking demand survey indicated that there is ample street parking available in the area. During the
survey times, there were always at least 40 available spaces in the study area, which is significantly more
than the anticipated demand of the proposed residential development. Moreover, some of the Sunday
demand is associated with the church, which will end with the redevelopment.
3.1.1 Car Share
Car-sharing services have developed significantly in the last 10-15 years (and increasingly in the past 2-3
years in Vancouver). These services allow people to have short term access to a shared vehicle located on
or close to their site, without having to buy or maintain their own vehicle. Members usually pay a small
monthly administration fee to cover some of the fixed costs of the car and then a “pay as you go”
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approach is adopted as members pay by the hour and mile when they use a vehicle. Each shared car has
been shown to remove between 3 – 11 private vehicles from the street system, and number of vehicles
owned per household was shown to drop when a car sharing membership was acquired3
.
The recent Metro Vancouver Car Share Study provides some information about the reduction of auto
ownership based on car share usage. Table 4.2 below shows the vehicle holdings per household prior and
after residents joined a car share program.
Table 4.2: Vehicle Holdings Prior to and After Joining Car Share
MEMBERSHIP
VEHICLES PER HOUSEHOLD
PERCENT CHANGE PRIOR TO JOINING CAR
SHARE
AFTER JOINING CAR
SHARE
Modo Only 0.70 0.51 -27%
Car2go Only 1.06 1.01 -5%
Modo + Car2go 0.59 0.38 -36%
Source: Metro Vancouver Car Share Study
Market rentals housing typically generates a parking demand of 0.5 – 0.75 stalls/unit. According to the
Car Share study the number of vehicles per household decreased between 5 and 36% when the residents
joined a car share program.4
This would decrease the expected parking demand to approximately 0.33 –
0.72 stalls/unit or 5 – 11 vehicles. This is substantially lower than the on-street parking demand generated
by the existing Church, which was found to be approximately 30 vehicles. The Car Share study also shows
that the top home-based amenity that survey respondents indicated would have them shift modes is the
availability of car share vehicles. This study reinforces the premise that supplying car share vehicles for
the development will work to reduce the parking demand on the site.
3
http://www.metrovancouver.org/services/regional-
planning/PlanningPublications/MetroVancouverCarShareStudyTechnicalReport.pdf
4
Metro Vancouver Car Share Study – Page 30 - http://www.metrovancouver.org/services/regional-
planning/PlanningPublications/MetroVancouverCarShareStudyTechnicalReport.pdf
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4. CONCLUSIONS
The proposed development is located in a neighbourhood with good permeability and pedestrian
infrastructure. It also has various transit connections and nearby cycling routes. The high
walk/cycle/transit mode split of the neighbourhood is reflective of these conditions.
The City of Vancouver Bylaw requires 10 parking spaces for the proposed development with the option to
substitute 2 shared vehicle parking stalls at a 1:5 ratio, resulting in a requirement of 2 shared vehicle
spaces. The developer proposes to supply 2 shared vehicle parking stalls as well as 1 visitor accessible
stall.
The proposed development is located in an area with the high level of walkability, bikability, and access to
major lines. The parking demand generated by this development is expected to be minimal at 5 – 11
vehicles. This is less than the 30 vehicles estimated to be currently generated by the existing church.
Moreover, the Sunday parking demand previously generated by the church will become available to future
residents. Access to car share vehicles will further reduce the parking demand generated by this site,
while the high level of parking availability on the nearby streets will easily accommodate any of the
remaining parking demand.