SUBJECT: Supplementary Transportation Assessment · SUBJECT: Supplementary Transportation...

MEMO

DATE: October 15, 2013

PROJECT NO: 4769.05

PROJECT: 2806-2850 Cambie Street and 454 West 12th Avenue

SUBJECT: Supplementary Transportation Assessment

TO: Peter Toigo, Shato Holdings Ltd.

FROM: Chris Cheng & Peter Joyce , Bunt & Associates

1. INTRODUCTION Shato Holdings Ltd. (Shato) is submitting a revised rezoning application for a proposed mixed-use

development located at 2806-2850 Cambie Street and 454 West 12th Avenue in Vancouver, BC.

A comprehensive transportation assessment report (“Cambie Village North Transportation

Assessment” dated March 23, 2012) was submitted to the City to support the original development

proposal back in April 2012.

This technical memo will serve as an addendum to the original Transportation Assessment report. It

first presents the current development statistics, along with parking and loading requirements

based on City’s zoning by-law. It then provides an update to the vehicle trip generation that are

expected for the current development scheme.

Supplementary analysis is also provided to address the City’s Engineering Department comments

regarding the assumed vehicle assignment pattern for the development. Finally, this technical

memo provides commentary on the City’s proposed Yukon Street bikeway improvement and its

potential implication to traffic patterns in the neighbourhood.

2806-2850 Cambie Street and 454 West 12th Avenue: Supplementary Transportation Assessment 2 bunt & associates | Project No. 4769.05 | October 15, 2013

2. PROPOSED DEVELOPMENT

2.1 Development Plan

Exhibit 1 shows the site plan of the current design scheme, while Table 1 provides a summary of

the proposed uses within the development.

Table 1: Proposed Development Content

Land Use Gross Floor Area (m2)

Restaurant 572.65 m2

Retail 623.66 m2

Heritage Condo (3 units) 437.94 m2

Residential

(Market Condo: 149 units; Rental Apartment:8 units) 12,736.98 m2

Total 14,371.23 m2

2.2 Vehicular Access

As per the original rezoning submission, the existing public laneway located within the

development site is planned to be realigned to connect to West 12th Avenue, removing this lane

crossing on Cambie Street along with two other former site access driveways along the Cambie

Street frontage. The removal of these three sidewalk crossings on Cambie Street significantly

improves the pedestrian realm on this key section of Cambie Street corridor. The reconfigured rear

lane will remain open to the public to continue to provide rear lane access to existing properties

east of the development site, as well as being used for loading and parking access for the

development.

Whereas the previous development scheme had its underground parking access ramp aligned north-

south, access to the underground parking with the revised plan is now oriented east-west, aligned

with the existing east-west public laneway.

2.3 Pedestrian Access

Pedestrian access to the development is located primarily off Cambie Street, while a pedestrian

mews is proposed between West 13th Avenue and the reconfigured laneway, providing access to the

ground-oriented condo units along the pedestrian mews. Pedestrian access to the heritage condo

units is located off West 13th Avenue.


2.4 Parking

The City of Vancouver’s Parking by-law (No. 6059) was reviewed in order to compare the by-law

parking supply requirement with the proposed parking supply. Table 2 summarizes the parking

requirements for the proposed development based on the City’s Parking by-law.

Table 2: Minimum Parking Requirements

Proposed Use Parking Rate Section Gross Floor Area

(m2) Minimum Required

Restaurant 1 per 50 m2 for GFA up to 100 m2; 1 per 10 m2 additional up to 500 m2; 1 per 20 m2 additional thereafter.

4.2.5.11 572.65 m2 46

Retail 1 per 100 m2 for GFA up to 300 m2; 1 per 50 m2 thereafter 4.2.5.1 623.66 m2 9

Heritage Condo (3 units)

Lesser of: 0.75 per 140 m2 GFA, or 0.75 per unit.

4.4.4 & 4.3.6 437.94 m2 2

Residential (157 units)

0.6 per unit plus 1 per 200 m2 GFA 4.2.1.4 12,736.98 m2 158

Total Required 215

A minimum of 215 parking spaces are required based on the City’s Parking by-law. The

development is providing 221 parking spaces, consistent with the City’s Parking by-law minimum

requirements.

2.5 Loading

The City of Vancouver’s Parking by-law also outlines the loading requirements for various uses for

new development. Table 3 summarizes the loading requirements for the development.

Table 3: Loading Requirements

Use Class A Class B Class C Gross Floor

Area (m2) Required Loading

Retail/ Restaurant -

1 space for the first 465 m2 GFA; plus 1 space for any portion of the next 1,860 m2.

1 space for 2,000 to 5,000 m2 GFA for retail use, except for a neighbourhood grocery store, storage warehouse, or wholesale use, separately or in combination

1,196.31 m2 2 Class B

Heritage Condo (3 units) - - - 437.94 m2 -

Residential (157 units)

- At least one space for 100 to 299 dwelling units.

- 12,736.98 m2 1 Class B

Required Loading 3 Class B

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2806 - 2850 Cambie Street and 454 West 12th Avenue, Vancouver, BC4769.05 October 2013 Scale NTS

Exhibit 1

Site Plan


Three (3) Class B loading spaces are planned for the proposed development, consistent with the

requirements set out in the City of Vancouver’s Parking by-law. Loading areas are to be accessed

from the proposed realigned lane way off West 12th Avenue.

3. VEHICLE TRIP GENERATION AND ASSIGNMENT

3.1 Vehicle Trip Generation

The estimated vehicle trip generation for the development is based on vehicle trip rates established

in the original Transportation Assessment Report for the development. Table 4 summarizes the

proposed vehicle trip rates used for the development, while Table 5 summarizes the resulting

vehicle trip generation estimates based on the current development plan.

Table 4: Vehicle Trip Rates Summary

Use Variable

Vehicle Trip Rates

Weekday AM Weekday PM

In Out Total In Out Total

Restaurant per seat 0.11 0.05 0.16 0.11 0.05 0.16

Retail per 1,000 ft2 GFA 0.45 0.28 0.73 1.19 1.52 2.71

Residential per unit 0.04 0.13 0.17 0.17 0.08 0.25

Table 5: Vehicle Trip Generation Summary

Use Qty

Vehicle Trips per Hour

Weekday AM Weekday PM

In Out Total In Out Total

Restaurant* 240 seats 26 12 38 26 12 38

Retail 6,713 ft2 GFA 3 2 5 8 10 18

Residential 160 units 6 21 27 27 13 40

TOTAL 35 35 70 61 35 96

*The number of seats at the restaurant is estimated based on the same seat per square footage assumed in

the original Transportation Assessment report.

The development is expected to generate approximately 70 to 100 vehicle trips per hour, or less

than 2 vehicles per minute, during the weekday morning and afternoon peak-hour periods.


3.2 Vehicle Trip Distribution & Assignment

The assumed vehicle trip distribution for the development site is largely based on the observed

vehicle traffic patterns on the area road network. Table 6 summarizes the predicted traffic

distribution for the proposed development during the weekday AM and PM peak traffic periods.

Table 6: Predicted Traffic Distribution Pattern

To / From %

Cambie North 23%

Cambie South 25%

W. 12th West 24%

W. 12th East 23%

Yukon North 5%

Total 100%

The specific trip assignment at each of the study area intersections is based on the assumed trip

generation and distribution patterns described above, taking into consideration the existing traffic

access restrictions in place at a number of intersections along this section of 12th Avenue.

During the earlier review of the original Transportation Assessment report, the City’s Engineering

Department expressed concern regarding the vehicle assignment pattern assumed for the

development. In particular, the City questioned the assumption of having all development vehicle

movements using the north-south lane to access West 12th Avenue directly without using the east-

west lane.

The assumption of having no site vehicle movements on the east–west lane in the original report

was largely driven by the existing turning and through traffic restrictions along West 12th Avenue at

Yukon Street, Alberta Street, and Columbia Street, particularly for traffic arriving from the east.

While arguably some site traffic could travel several blocks westbound along West 13th Avenue, we

are of the opinion that drivers, particularly residents familiar with the access routing, would opt

instead to arrive from the east on alternate routes such as Broadway or King Edward Street, then

turn onto Cambie then onto eastbound West 12th Avenue for direct access into the site. This is

especially the case when the parking ramp was oriented north-south in the original design scheme.

For traffic departing from the site, right-turn access to eastbound 12th Avenue with a portion then

turning left from eastbound 12th onto northbound Yukon Street was considered to be more direct

than an eastbound trip down the rear lane to connect with Yukon Street, particularly with this

narrow lane operating with two-way traffic as is presently the case.


Given the current design has the development parking ramp oriented east-west to align with the

east-west lane, and to provide a robust analysis, vehicle assignment pattern for the development is

being revisited. Exhibit 2 shows the vehicle assignment pattern for both the residential and

commercial (restaurant and retail) components of the development, while Exhibits 3a and 3b show

the overall development (residential and commercial) site vehicle movements on the area road

network for the AM and PM peak hours, respectively.

As indicated, even with the assumption of having some of the site vehicle movements directed to

the east-west lane, the future traffic using the lane is relatively low volume and would have minimal

impact on the operation of the lane and the Yukon bikeway.

3.2.1 Mitigation Measures on East-West Lane

While the future traffic volumes on the rear lane are anticipated to be relatively light, Bunt has

nonetheless considered possible traffic calming measures on the east-west lane to reduce traffic

use as much as possible.

One option to reduce traffic using the existing east-west lane is to restrict movement to one-way

traffic flow only. Given the existing neighbourhood traffic access restrictions on 12th Avenue at

Yukon Street (no southbound access onto Yukon Street from either 12th Avenue or Yukon Street

north of 12th) it is our opinion that a one-way eastbound traffic flow on the lane would be preferable

over a one-way westbound operation. With this arrangement, all vehicle access to the new

development and to the rear of existing residences on this section of 12th and 13th between Cambie

and Yukon Streets would be required to enter the lane as right-turn from eastbound 12th where the

new lane connects to 12th just east of Cambie Street.

Traffic exiting the new development would have the option of either the north-south lane for right-

turn exit onto eastbound 12th or travel eastbound down the rear lane to Yukon Street. Traffic

exiting from the rear of the existing residences along 12th would have to use the lane eastbound for

access to Yukon Street.

One-way westbound traffic flow on the east-west lane is not recommended as inbound traffic access

to the Yukon Street end of this lane necessarily requires travel through the local residential streets

(13th Avenue) on account of the existing traffic access restrictions at the Yukon/12th intersection.

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Exhibit 2

Vehicle Assignment Pattern

13% 5%

17% 25% 36% 7%

24% 95% 23%55%

24% 35% 75% 20% 7% 5% 3%

Lane

W. 12th AveC

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Yu

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15%10% 5%

4%25% 5% 5%

5%

35% 1%

35%

W. 13th Ave

ParkadeDriveway

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Exhibit 3a

Development Site Vehicle Movements (AM)

6 9 13 2

3319

8 12 26 7 2 2 1

Lane

W. 12th AveC

am

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SITE

Yu

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Site Traffic 5IN 35 4 2

OUT 35

19 2 2

2

12 0

W. 13th Ave

ParkadeDriveway

+11 Vehicles

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Exhibit 3b

Development Site Vehicle Movements (PM)

6 9 22 2

5819

15 21 26 7 2 2 1

Lane

W. 12th AveC

am

bie

St

SITE

Yu

ko

n S

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Site Traffic 5IN 61 4 3

OUT 35

29 2 2

2

21 1

W. 13th Ave

ParkadeDriveway

+12 Vehicles


3.2.2 Yukon Street Bikeway

It is acknowledged that the City has expressed concern about the existing relatively high volume

peak period northbound traffic using Yukon Street through this neighbourhood, and its impact to

cyclists using the Yukon Street bikeway. To address this issue, the City is looking at ways to

minimize vehicle volumes along the section of Yukon Street between West 12th Avenue and West 13th

Avenue to protect the bikeway, including the prospect of closing off Yukon Street to vehicular traffic

between West 13th Avenue and the lane north of West 13th Avenue.

A cursory review of the existing vehicle movements on Yukon Street suggest that there are up to

200 vehicles per hour using this route during the weekday peak-hour periods.

While the City proposed closure of Yukon between 13th and the lane might be a reasonable

measure to reduce traffic flow through the neighbourhood, the full impact of such a closure needs

to be carefully considered to understand how affected traffic would be diverted and whether this

change would create other operational issues elsewhere within the neighbourhood. This impact to

neighbourhood traffic operation is not triggered by the proposed development and in our view the

two items should not be linked together.

If this closure of Yukon Street between 13th Avenue and the east-west lane as contemplated by the

City were to be implemented, the east-west lane could operate either with the one-way eastbound

operation described above, or be maintained with its existing two-way traffic operation as there

would be very limited opportunity for westbound traffic to access the lane (only the rear lane to the

east of Yukon Street would be available as in inbound access route).

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