195 Hespeler Road Transportation Demand Management and Parking Justification Report. Paradigm Transportation Solutions Limited

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1 195 Hespeler Road Transportation Demand Management and Parking Justification Report Paradigm Transportation Solutions Limited March 2018

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3 Project Summary Project Number March 2018 Client NHDG (Hespeler) Inc. 69 John Street South, Suite 400 Hamilton ON L8N 2B9 Client Contact Michael Foley 195 Hespeler Road Transportation Demand Management and Parking Justification Report List of Revisions Version Date Description 1 March 2018 Draft for Comment 2 March 2018 Report for submission Signatures Consultant Project Team Jim Mallett, P.Eng., PTOE Erica Bayley, P.Eng. Signature Engineer s Seal Disclaimer Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo ON N2J 1N8 p: This document has been prepared for the titled project or named part thereof (the project ) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project. To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report. Paradigm Transportation Solutions Limited

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5 Executive Summary Content New Horizon Development Group Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Demand Management Report (TDM), and Parking Justification Report for a proposed mixed-use development located at 195 Hespeler Road in Cambridge, Ontario. Development Concept The development proposes two buildings to include 33 affordable housing units, 95 traditional apartment units ( market units ), and 141 square metres of office space on the ground floor of one of the buildings. Parking is provided via 69 surface stalls and 78 stalls within an underground structure creating a total of 147 stalls. This is 17 stalls less than the By-Law requirement. Access to the development will be provided via a single right-in-right-out driveway onto Hespeler Road. The building is anticipated to be fully constructed and occupied by Conclusions Transportation Demand Management and Parking Justification Study The overall site proposes a parking allocation that is less than the by-law requirements by 17 parking spaces (164 required, 147 provided); The development is adjacent to three existing GRT routes (Routes 51, 60, and 200), one of which is an ixpress bus rapid transit line (Route 200); With the TDM measures that the developer will employ and the characteristic of the neighbourhood, the subject site is eligible for a parking reduction of approximately 9% under the Region of Waterloo TDM Checklist, resulting in a requirement of 149 parking spaces Observed vehicle ownership rates for similar affordable housing developments in the area are 70% lower than the by-law requirements (0.30/unit vs 1/unit); The provision of 147 vehicle parking spaces is anticipated to meet the needs of the proposed market units, affordable housing units, and office space. Paradigm Transportation Solutions Limited Page i

6 Recommendations Based on the findings of this study, it is recommended that the development be approved with the proposed parking allocation. To assist in managing the demand for parking at the site, it is recommended that in the longer term to further reduce demand for personal vehicle travel, the owner will look for opportunities to: Unbundle Parking: The owner should evaluate providing parking at the development unbundled from the units (for the residential component). The price of the parking space(s) is separated from the rent or purchase price and allows residents to pay only for parking that they need. Provide Transit Support: The developer should investigate the feasibility of providing access to real-time transit information for area transit routes, including the future express transit and that this information is readily available in public areas of the development. Provide secure convenient indoor/outdoor bike parking: The tenants should monitor the needs of the residents, employees, and commercial patrons and provide more bicycle parking as required. Provide Car Share Parking: The developer should consider working with the purveyor of Community CarShare to investigate the feasibility and timing of providing parking spaces to this function on the site, thus eliminating the need for some residents or employees to have a car. Paradigm Transportation Solutions Limited Page ii

7 Contents 1 Introduction Overview Existing Conditions Road Network Transit Network Cycling & Pedestrian Facilities Development Concept Development Description Transportation Demand Management Transportation Demand Management Techniques Pre-Occupancy Strategies Unbundled Parking Transit Support Cycling Support Alternative Post-Occupancy Strategies On-Site Transit Support TDM Coordinator Car Share Program TDM Checklist Assessment Parking Supply Management City of Cambridge Parking By-Law Requirements Applicability of City of Cambridge Parking By-Laws Area-Specific Auto-Ownership Comparable Site Data Hespeler Road (Cambridge) Station Street (Ajax) ITE Parking Rates Estimated Parking Demand at 195 Hespeler Road Risk Mitigation Through Unbundled Parking/Free Market Recommended Strategy Conclusions and Recommendations Conclusions Transportation Demand Management and Parking Justification Study Recommendations Paradigm Transportation Solutions Limited Page iii

8 Appendices Appendix A Region of Waterloo TDM Checklist Figures Figure 1.1: Study Area and Subject Development Location... 2 Figure 3.1: Development Concept Site Plan... 5 Figure 4.1: Existing Transit Routes Figure 4.2: Waterloo Region Future Rapid Transit Network Figure 4.3: Cycling Infrastructure Network Figure 5.1: Land Use Temporal Demand Profiles Paradigm Transportation Solutions Limited Page iv

9 1 Introduction 1.1 Overview New Horizon Development Group Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Demand Management Report (TDM), and Parking Justification Report for a proposed mixed-use development at 195 Hespeler Road in Cambridge, Ontario. Figure 1.1 details the location of the subject development. This report addresses the anticipated parking needs of the proposed development and evaluates TDM strategies to meet or reduce those needs. Paradigm Transportation Solutions Limited Page 1

10 Figure 1.1: Study Area and Subject Development Location Study Area Development Location 195 Hespeler Road Parking Justification & TDM Report Study Area and Subject Development Location Figure 1.1 Paradigm Transportation Solutions Limited Page 2

11 2 Existing Conditions This section documents existing transportation framework in which the site is found. 2.1 Road Network The study-area roadways include: Hespeler Road has 6-lane cross-section with a centre median within the study area and has posted speed limit of 60 km/hr. The study area is primarily bordered by commercial developments with several low, mid and high-rise residential developments as well. The intersections of Hespeler and Can-Amera Parkway (300 metres north of the development) and Hespeler and Munch Avenue (80 metres south of the development) are four-way signalized intersections. 2.2 Transit Network Grand River Transit operates three routes in the study area: Route #51 services the Hespeler area of Cambridge along Hespeler Road, with major stops at the Ainslie Terminal and the Cambridge Centre Station. This route operates on 30-minute headways from Monday-Saturday starting at 5:48 AM and concluding service at 12:32 AM. Sunday/Holiday service operates on 1-hour headways starting at 8:00 AM and concluding at 12:24 PM. Route #60 services the Hespeler area of Cambridge along Hespeler Road and Franklin Blvd, with major stops at the Cambridge Centre Station. This route operates on 30-minute headways from Monday- Saturday starting at 6:00 AM and concluding service at 11:54 AM. Sunday/Holiday service operates on 1-hour headways starting at 8:30 AM and concluding at 11:55 PM. ixpress 200 services Waterloo, Kitchener, and Cambridge from Conestoga Mall in Waterloo, to the Ainslie Street terminal in Cambridge. This route operates on 10-minute headways during peak periods and minute headways outside of peak hours. The route runs daily from approximately 5:30 AM to 12:00 AM. 2.3 Cycling & Pedestrian Facilities All streets within the study area provide sidewalk infrastructure on both sides of the street except for the north side of Can-Amera Parkway Street. There are no dedicated cycling facilities within the study area except for those on Can-Amera Parkway. Paradigm Transportation Solutions Limited Page 3

12 3 Development Concept 3.1 Development Description The development proposes two buildings to include 33 affordable housing units, 95 traditional apartment units ( market units ), and 141 square metres of office space on the group floor of one of the buildings. Parking is provided via 69 surface stalls and 78 stalls within an underground structure creating a total of 147 stalls. Access to the development will be provided via a single right-in-right-out driveway onto Hespeler Road. Figure 3.1 illustrates the proposed site plan. Paradigm Transportation Solutions Limited Page 4

13 Figure 3.1 Development Concept Site Plan 195 Hespeler Road Parking Justification & TDM Report Figure 3.1: Development Concept Site Plan Paradigm Transportation Solutions Limited Page 5

14 4 Transportation Demand Management 4.1 Transportation Demand Management Techniques Transportation Demand Management (TDM) refers to ways of making the capacity of our roads more efficient by reducing vehicle demand. TDM approaches consider how people s choices of travel mode are affected by land use patterns, development design, parking availability, parking cost, and the relative cost, convenience and availability of alternative modes of travel. Various TDM strategies are used to influence those factors so that the alternatives are more competitive with driving alone and potentially reduce reliance on motor vehicles. TDM strategies at a development can be divided into two basic categories: Pre-occupancy: things that need to be done while a development is being designed and built; and Post-occupancy: things that can be done once people are using the development. The pre-occupancy actions are critical as they are most likely to determine how attractive, convenient, and safe alternative travel will be once the site is occupied. Before a site is occupied, it can be designed to be convenient and safe for pedestrians and cyclists, and vehicle parking can be provided to meet but not exceed demand. After the development is built, incentives can be offered, but those incentives will not work as well if the site and its surroundings are oriented to cars. The incentives generally include subsidies to use transit, access to rideshare programs, and information about where and how to use alternatives. 4.2 Pre-Occupancy Strategies The owner has agreed to implement the following TDM strategies Unbundled Parking The owner will be providing parking at the development unbundled from the units (for the residential component), and may seek to charge for parking for the commercial components. Most apartment buildings and condominium complexes include the price of parking in the rent or purchase price of the unit, a practice known as bundled parking. This practice assumes that all residents have the same demand for parking and they all bear the cost through their rent or purchase. This practice fails to reward those who do not own a car and who provide social benefits by their non-auto travel choice. When parking is unbundled, the price of the parking space(s) is separated from the rent or purchase price and allows residents to pay only for parking that they need. Unbundling means that parking is rented or sold separately, Paradigm Transportation Solutions Limited Page 6

15 rather than automatically included with building space. Parking can be unbundled in several ways: facility managers can unbundle parking when renting building space; developers can make some or all parking optional when selling buildings; in some cases, it may be easier to offer a discount to renters who use fewer than average parking spaces, rather than charging an additional fee; parking costs can be itemized in lease agreements to help renters understand the parking costs they bear, and to help them negotiate reductions; and informal unbundling can be encouraged by helping to create a secondary market for available spaces Transit Support The development will facilitate on-site pedestrian access to the greater sidewalk network, which in turn, will provide access to the transit stops. The development is located near three well-established bus lines, Route 51 Hespeler, Route 60 Northview Acres and ixpress 200. These three routes provide access within Kitchener/Waterloo/Cambridge. Route 51 runs northsouth connecting Ainslie Street Terminal in the south to north of the 401. Route 60 runs east-west and connects the Cambridge Centre Station to east of Franklin Blvd. The ixpress 200 runs north-south connecting Conestoga Mall in the north (Waterloo) to Ainslie Street Terminal in the south (Cambridge). Figure 4.1 displays the existing bus transit service near the subject site. The Region of Waterloo is implementing the Ion Rapid Transit system (service to start in 2018) that will connect Conestoga Mall in the north to Fairview Mall in the south and traverse the University area as well as Uptown Waterloo and Downtown Kitchener. While this development is not located directly on the Ion route, with its opening the Region is anticipating a wider uptake in transit modes. Figure 4.2 displays the future ION Rapid Transit Network. This is very beneficial to encouraging residents to utilize transit, by providing easy access to multiple locations. The provision of high-capacity, highfrequency transit service will be a significant factor contributing to a reduction of automobile trips to/from the site Cycling Support The development will be providing bicycle parking through a shared storage facility in each of the two buildings. Building A will have a locker that can accommodate 12 bicycles and Building B will have a locker than can accommodate 20 bicycles. Overall, a total of 32 bicycle parking stalls will be provided on the site. Paradigm Transportation Solutions Limited Page 7

16 The zoning by-laws requires that 10% of the required vehicle parking spaces, be provided as additional bicycle parking. Therefore, with the site requiring 164 vehicle parking spaces, the development needs to provide 17 bicycle parking stalls. With the development providing 32 bicycle stalls, 15 additional bicycle parking stalls are being provided which is very supportive of TDM initiatives. Near the development site there are cycling facilities on Can-Amera Parkway. Figure 4.3 displays the nearby cycling facilities. 4.3 Alternative Post-Occupancy Strategies On-Site Transit Support The owner should investigate the feasibility of providing access to real-time transit information for area transit routes, including the future express transit and that this information is readily available in public areas of the development TDM Coordinator The building owner should look to delegate an interested individual, or require the property manager to act as a coordinator for the TDM measures. The TDM coordinator will provide information for the Community CarShare program, and administer access to the secured bicycle parking. It is expected that a representative of the City of Cambridge or Region of Waterloo will be available to assist the TDM coordinator to help get the programs started during the early stages of operations Car Share Program Community CarShare is a co-operative which provides a car share service within Waterloo Region. The availability of a shared vehicle will allow residents who normally would not need a vehicle for their daily activities to be comfortable with the decision to not own a vehicle. The owner should consider providing a parking space as a designated Community CarShare space, pending demand. The owner should liaise with the CarShare Anywhere program, to determine the feasibility of providing a vehicle stored on site in a surface lot space. 4.4 TDM Checklist Assessment The site has been designed to be supportive of the TDM objectives of the City and Region by providing and incorporating the design objectives in the Master Plan document for the site development. Most important of these is flexibility of the plan to evolve over time to increase development density and reduce parking. The Region of Waterloo has developed a TDM Checklist and Parking Management Worksheet as part of their Transportation Master Plan. This worksheet was created to assist in assessing whether developments are Paradigm Transportation Solutions Limited Page 8

17 planned in such a manner to support the overall objectives of the Region of Waterloo to increase transit use and to reduce single occupant vehicle (SOV) travel. Based on the checklist the development is eligible for a parking reduction of approximately 9% based on the location of the site and the provision of onsite TDM measures. Appendix A contains the City of Cambridge TDM Checklist. Some features in the checklists are unknown whether they are applicable to the subject development. As such some items were not selected from the list. However, if these features can be confirmed by the developer, a higher score could be achieved. The features that were considered for the subject development include: Building owner/occupant agrees to charge for parking as a separate cost to occupants; Parking is located underground or in a structure; and Several features were unknown at the time of this study and were not included in the checklist scoring: The building owner/occupant will make available car sharing services (e.g. Community CarShare); Provision of subsidized transit passes for all occupants; Information regarding public transit routes, schedules and fares are provided in accessible and visible location on-site. Paradigm Transportation Solutions Limited Page 9

18 Figure 4.1: Existing Transit Routes Existing Transit Routes Figure Hespeler Road Parking Justification & TDM Report Development Location Paradigm Transportation Solutions Limited Page 10

19 Figure 4.2: Waterloo Region Future Rapid Transit Network Waterloo Region Future Rapid Transit Network 195 Hespeler Road Parking Justification & TDM Report Figure 4.2 Paradigm Transportation Solutions Limited Page 11

20 Figure 4.3: Development Cycling Infrastructure Network Cycling Infrastructure Network Figure Hespeler Road Parking Justification & TDM Report Location Paradigm Transportation Solutions Limited Page 12

21 5 Parking Supply Management As with any equilibrium system, there are a minimum of two components that are required to be in balance to reach the equilibrium point. With parking systems, this requires the balance of parking supply and demand. Reaching an appropriate supply level is equally important as demand. The ubiquitous oversupply of cheap and accessible parking has been longidentified as a major contributing factor to the growth in single-occupant vehicle (SOV) travel. Reduction of the proliferation of SOV travel has been identified in the Region of Waterloo Transportation Master Plan and City of Cambridge Transportation Master Plan as a long-term desirable goal. 5.1 City of Cambridge Parking By-Law Requirements The current City of Cambridge zoning requirement for the 195 Hespeler Road is as follows: 1 space per residential unit (128 spaces required); 1 space per 4 residential units for visitors (32 spaces required); and 2.5 spaces per 100 square metres office (4 stalls required). Based on the By-Law requirements 195 Hespeler Road requires a total parking provision of 164 parking spaces. The developer is planning to provide 147 parking spaces and is therefore 11% (17 spaces) deficient. The market apartment units and the office component will be allocated parking at rates which meet the By-Law. The affordable housing units will be provided parking at a rate below the By-Law. The 147 stalls will be allocated at the following rates: 1 space per market residential unit (95 spaces provided); 1 space per 4 market residential units for visitors only (24 spaces provided); 0.7 spaces per affordable housing unit (24 spaces provided) No unique visitor parking stalls provided for affordable housing units; and 2.5 spaces per 100 square metres office (4 stalls provided). 5.2 Applicability of City of Cambridge Parking By-Laws There are fundamental issues related to the application of the parking by-law policies to the subject development, particularly: General over-estimation of the actual demand for market-based apartment parking; Paradigm Transportation Solutions Limited Page 13

22 Lack of recognition that the developer will be offering unbundled parking for the residential units, therefore making it more desirable not to own a vehicle; Lack of recognition of the vehicle ownership habits of affordable housing tenants; Access to alternative modes of transportation through committed TDM measures. 5.3 Area-Specific Auto-Ownership The need for parking is based in part on auto ownership rates. The most recent Transportation Tomorrow Survey (TTS) 1 (a household travel survey conducted within the Greater Golden Horseshoe by the Data Management Group at the University of Toronto) provides data with respect to the number of vehicles owned by private households within Waterloo Region in 2006 and Data was collected from the TTS zones within 1 km of the study area. With regards to auto ownership, the following is noted: In 2011, 31% of apartments in the area do not have a vehicle, 52% only have one vehicle, and 16% have two or more vehicles; Compared to 2006, vehicle ownership has decreased overall by 3%. In 2006, the average number of vehicles per apartment was 0.95, by 2011 this decreased to 0.76; and This trend in decreased vehicle ownership within central corridor areas is expected to continue as more resources are invested into public transit and active transportation modes. 5.4 Comparable Site Data To better understand the actual parking demand that can be expected for the affordable housing component of this development, parking utilization surveys were reviewed at three different sites with similar land uses to the proposed development Hespeler Road (Cambridge) 175 Hespeler Road is a five-storey affordable housing apartment building located 150 metres south of the development at 195 Hespeler Road in Cambridge. This development has 34 units with floor plans ranging from 1 bedrooms to 2 bedrooms. The development at 195 Hespeler Road is proposing 33 affordable housing units making this site very applicable. This 1 The Transportation Tomorrow Survey (TTS) is a comprehensive travel survey conducted in the Greater Toronto and Hamilton Area (GTHA) once every five years and it includes the Region of Waterloo. Paradigm Transportation Solutions Limited Page 14

23 site has access good access to transit and pedestrian facilities. Parking is provided at a rate of 0.56 spaces per unit (19 spaces) A vehicle ownership survey was conducted and it was found that 30% of tenants required a parking space. This equates to 10 spaces required for tenants leaving 9 spaces for visitors Station Street (Ajax) 50 Station Street is an affordable housing development located in Ajax with 84 units and 22 parking spaces (0.26 spaces per unit). The density of this development is noted to be similar to 195 Hespeler Road and is located within a mixed-use corridor of Ajax, and has good access to transit and pedestrian facility thus would reflect similar parking requirements. A parking utilization survey was conducted in May The survey results indicate a peak parking demand of 0.14 parking spaces per residential unit ITE Parking Rates There are numerous industry associations and institutions that are dedicated to the survey and review of parking requirements related to various land uses. These associations, such as the Institute of Transportation Engineers (ITE), collect, review, and disseminate information related to parking demand, supply, and appropriate design standards. This data is useful in establishing typical range of requirements. The ITE parking rates, as noted in the Parking Generation Manual 4 th Edition 2 (0.45 spaces per unit) are noted to be significantly lower than Cambridge s Zoning By-law. One important point to take from this comparison is that many municipalities are gravitating towards lower standards for residential use within economic growth centres. These trends reflect a recognition that sustainable travel options are having an increasing impact on parking rates, as are changes in demographics. This is also reflected in the TTS data as vehicle ownership for apartments has decreased. 5.5 Estimated Parking Demand at 195 Hespeler Road The development at 195 Hespeler Road proposes a parking allocation of 147 spaces, a deficiency of 17 spaces. The market units will be provided parking at a rate that meets the By-Law (1 space per unit + 1 space per 4 units for visitors). The office component will also be allocated parking at a rate that meets the By-Law (2.5 spaces for 100 square metres). The affordable housing units are where the deficiency exists with parking provided at a rate of 0.7 spaces per unit and no visitor parking. If vehicle ownership rates are considered based on the 175 Hespeler Road study (30% of tenants own a vehicle) and applied that rate to the affordable 2 ITE Parking Generation, 4 th Edition, Washington, DC, 2010 Paradigm Transportation Solutions Limited Page 15

24 housing component at 195 Hespeler Road it can be expected that 10 vehicles will require parking. The ITE Parking Generation Manual lists percent demand for residential uses including visitors. Using these values and the above described vehicle ownership rates a temporal parking demand can be development. This demand is shown in Figure 5.1. Based on this the expected peak demand of the combined affordable-housing tenants and their visitors is 17 vehicles. Given the allocation of 24 parking spaces to these tenants this represents a surplus of 7 vehicles. Based the preceding analyses the proposed parking supply at 195 Hespeler Road will be able to meet the forecast demands of the site. Furthermore, during the day (5:00AM to 5:00PM) the stalls allocated to the affordable housing component are expected to have a surplus of over 50% available parking, which can be utilized by visitors to the site. Paradigm Transportation Solutions Limited Page 16

25 Maximum capacity = 24 spaces Figure 5.1: Visitors Tenants Land Use Temporal Demand Profiles 23:00 22:00 21:00 20:00 19:00 18:00 17:00 16:00 15:00 14:00 13:00 12:00 11:00 Time of Day Land Use Temporal Demand Profiles Figure :00 0:00 8:00 7: Vehicles Parked :00 5:00 4:00 3:00 2:00 1:00 0: Hespeler Road Parking Justification & TDM Report Paradigm Transportation Solutions Limited Page 17

26 5.6 Risk Mitigation Through Unbundled Parking/Free Market Parking on site is to be offered unbundled from the cost of a unit. With parking having an associated cost, residents will be rewarded for not owning a vehicle and therefore can be anticipated to be less likely to own a vehicle. Additionally, should potential residents requiring multiple parking spaces and none are available due to the limited supply, that individual will simply seek alternate accommodation, and puts the burden on the management group to find tenants which requires fewer or no parking spaces. 5.7 Recommended Strategy To assist in managing the demand for parking at the site, it is recommended that in the longer term to further reduce demand for personal vehicle travel, the owner will look for opportunities to: Provide Transit Support: The developer should investigate the feasibility of providing access to real-time transit information for area transit routes, including the future express transit and that this information is readily available in public areas of the development. Provide secure convenient indoor/outdoor bike parking: Secure bike storage is provided for tenants with 32 spaces available between the two buildings. Further to this, the future occupants should monitor the needs of the residents and commercial patrons and provide more bicycle parking as required. Provide Car Share Parking: The developer should consider working with the purveyor of Community CarShare to investigate the feasibility and timing of providing parking spaces to this function on the site, thus eliminating the need for some residents to have a car. Paradigm Transportation Solutions Limited Page 18

27 6 Conclusions and Recommendations 6.1 Conclusions Transportation Demand Management and Parking Justification Study The overall site proposes a parking allocation that is less than the by-law requirements by 17 parking spaces (164 required, 147 provided); The development is adjacent to three existing GRT routes (Routes 51, 60, and 200), one of which is an ixpress bus rapid transit line (Route 200); With the TDM measures that the developer will employ and the characteristic of the neighbourhood, the subject site is eligible for a parking reduction of approximately 9% under the Region of Waterloo TDM Checklist, resulting in a requirement of 149 parking spaces Observed vehicle ownership rates for similar affordable housing developments in the area are 70% lower than the by-law requirements (0.30/unit vs 1/unit); The provision of 147 vehicle parking spaces to meet the needs of the market units, affordable housing units, and office space is anticipated to meet the needs of the development. 6.2 Recommendations Based on the findings of this study, it is recommended that the development be approved with the proposed parking allocation. To assist in managing the demand for parking at the site, it is recommended that in the longer term to further reduce demand for personal vehicle travel, the owner will look for opportunities to: Unbundle Parking: The owner should evaluate providing parking at the development unbundled from the units (for the residential component). The price of the parking space(s) is separated from the rent or purchase price and allows residents to pay only for parking that they need. Provide Transit Support: The developer should investigate the feasibility of providing access to real-time transit information for area transit routes, including the future express transit and that this information is readily available in public areas of the development. Provide secure convenient indoor/outdoor bike parking: The tenants should monitor the needs of the residents, employees, and commercial patrons and provide more bicycle parking as required. Paradigm Transportation Solutions Limited Page 19

28 Provide Car Share Parking: The developer should consider working with the purveyor of Community CarShare to investigate the feasibility and timing of providing parking spaces to this function on the site, thus eliminating the need for some residents or employees to have a car. Paradigm Transportation Solutions Limited Page 20

29 Appendix A Region of Waterloo TDM Worksheet Paradigm Transportation Solutions Limited Appendices

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31 Travel Demand Management (TDM) Implementation Checklist Version 9/18/2013 Appendix H Case Study: 195 Hespeler Road, Cambridge Site Context: TDM Checklist No: ZBL Parking Requirement: Date: March 19, 2018 Applicable Parking Reduction: The Transportation Demand Management (TDM) Checklist and Parking Management Worksheet are not designed for residential properties, but can be used to inform mixed-use developments. TABLE A Site Access In creating an environment that supports pedestrian and cycling activity, the public realm must be accessible, safe, and comfortable to encourage movement on the street and in the surrounding area(s). These facilities and features should encourage walking and cycling. Points Features Yes N/A Development incorporates functional building entrances that are oriented to public space or to locations where pedestrians and A1 2 transit users arrive from such as a street, square, park or plaza. Yes A2 1 External to site: Continuous sidewalks (consistent with AODA Accessible Built Environment Standard) are provided along both sides of all adjacent public streets (over and above requirement) AND Internal to site: Pedestrian walkways (consistent with AODA Accessible Built Environment Standard e.g.1.8m min width) are provided through large parking areas to link the building with the public street sidewalk system Yes A3 3 Non-residential: development provides secure bike storage for 5% of the building occupants. Consistent with LEED requirements. A4 4 Shower and change facilities for employees provided on-site consistent with LEED requirements. A5 2 Provision of active uses at-grade along street frontages (e.g. retail). Yes Category Max = 10 Total Points Applicable = 10 Score = 5 TABLE B Public Transportation Access The availability and proximity of convenient public transit service with direct pedestrian linkages to the building will provide viable travel options for employees, visitors and residents. Yes Points Features B1 1 Bus shelters with seating are provided at the transit stop immediately adjacent to the development in consultation with Transportation Planning at the Region of Waterloo Yes B2 1 Information regarding public transit routes, schedules and fares are provided in an accessible and visible location on site and in adjacent bus stops N/A B3a 5 Located within 800m of a Rapid Transit Station Located within 600 m of a bus service with headways of 15 min or less or is located in a designated mixed use corridor or node. B3b 3 Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of Yes transit. B3c 1 Category Max = Located within 400 m of a bus service with headways of 16 min to 30 min. Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit. 5 Total Points Applicable = 5 Score = 4 TABLE C Parking Vehicle parking facilities can affect the character, travel mode and cost of a development. Reducing parking supply to match expected demand can a have a positive influence on the selection of alternative travel modes. Points Features Yes N/A C1 24 Utilizes reduced parking supply consistent with the TDM Parking Management Worksheet. Contact your Area Municipal planning authority to determine whether the Worksheet is applicable to your development. Note: Points are awarded for either C1, C2, or C3 only. Please choose whichever applies with the highest value. C2 24 Includes allowances for shared parking in mixed-use zones. Note: Points are awarded for C1, C2, or C3 only. Please choose whichever applies after consulting with the Area Municipal planning authority. Provides no more than the minimum number of parking spaces, as required by applicable Zoning By-Law. Note: Points are C3 15 awarded for either C1, C2, or C3 only. Please choose whichever applies. Yes C4 10 C5 3 C6 5 C7 3 C8 5 Implements paid parking on part or all of the site (e.g. parking permits, paid parking zones near main entrances) Provides priority parking for carpooling/vanpooling participants equivalent to 5% of employee spaces Commercial Uses: Provide car-share spaces equivalent to 2% of building occupants Parking is not located on major street frontage or between a road right of way and the building facade. 25% to 50% of parking is located underground or in a structure Page 1 of 5

32 C % to 75% of parking is located underground or in a structure Yes C10 15 C11 3 Category Max = 75% of parking or more is located underground or in a structure Parking spaces provided off-site on a lot within 300 metres of the lot containing such use. 25 Total Points Applicable = 25 Score = 25 Region of Waterloo TDM Checklist v2.0 FORM-1 Case Study: 195 Hespeler Road, Cambridge Checklist No: 0 Date: March 19, 2018 Site Context: 0 TABLE D Trip Reduction Incentives A formal TDM plan will identify specific initiatives that will be initiated in order to encourage reduced single occupant vehicle travel. Points Features D1 2 The building owner/occupant will make available a ride matching service for car/vanpooling D2 2 The building owner/occupant will make available emergency ride home options D3 5 The building owner/occupant will make available subsidized transit passes for all occupants for a period of two years D4 5 The building owner/occupant agrees to charge for parking as an unbundled cost to occupants N/A D5 2 D6 10 D7 5 D8 14 D9 5 D10 2 Category Max = The building owner/occupant agrees to provide reduced cost parking for users of car/van pool, bicycle, moped/motorcycle spaces The building owner/occupant has prepared a TDM plan to the satisfaction of the Region of Waterloo and the Area Municipality that targets a 10% reduction in peak hour trips using forecast trip generation with status quo travel characteristics The employer has provided flexible working hours, telework or shift work arrangements. The development agrees to join Travelwise (TMA) that provides the same services outlined under items D1, D2, D6 The building owner/occupant will make available car sharing services The development includes mixed uses (i.e. retail, commercial or food services, daycares, or other complementary uses) on-site or located within 400 metres. 25 Total Points Applicable = 25 Score = TABLE E Checklist Summary For each item, a Yes answer is equivalent to the points as indicated in the section. N/A sections should be explained in an attachment to this table. The score for each section is reflected as a percentage and calculated by dividing the points by the Total Applicable. Category Pedestrian & Cyclist Orientation Public Transit Access Parking SUB-TOTAL Trip Reduction Incentives OVERALL TOTAL Minimum Requirement Total Applicable Points Scored Comments TABLE F Scoring Summary FINAL SCORE RATING (check one) **** *** ** X * TDM SUPPORTIVE DEVELOPMENT Non-TDM Supportive Development (Review and upgrade TDM elements to pass) Comments: Page 2 of 5

33 Parking Management Worksheet Version 9/18/2013 Appendix I Case Study: 195 Hespeler Road, Cambridge Site Context: Date: March 19, 2018 Reduction Worksheet No: "Urban Growth Centres - (UGC) area classification includes the Downtown / Uptown and RT Station Areas of Kitchener, Waterloo and Cambridge. "Intensification Corridor" (IC) classification is applied to sites within 800 metres of the future CTC line "Other" classification applies to all other sites Please highlight the cell percentages applicable to your development under the appropriate classification. Please note that the Parking Management Worksheet and the Transportation Demand Management (TDM) Checklist are not designed for residential properties, but can be used for mixed-use developments. Local municipalities are the decision-making bodies with respect to consideration of parking reductions below Zoning By-law requirements. TABLE A Pedestrian and Cyclist Orientation In creating an environment that supports pedestrian and cycling activity, the public realm must be accessible, safe, and comfortable to encourage movement on the street and in the surrounding area(s). These facilities and features should encourage walking and cycling. Features UGC IC Other Development incorporates functional building entrances that are oriented to public A1 space or to locations where pedestrians and transit users arrive from such as a 1% 1% 1% street, square, park or plaza. Continuous sidewalks (1.5m min. width) are provided along both sides of all adjacent A2 public streets and pedestrian walkways (1.5m min width) are provided through large 0% 0% 1% parking areas to link the building with the public street sidewalk system A3 Non-Residential: Development provides secure bike storage for 4% of the building occupants 2% 2% 1% A4 Shower and change facilities provided on-site consistent with LEED requirements. 1% 1% 1% A5 Provision of active uses at-grade along street frontages. 1% 1% 1% Category Maximum 4% 4% 4% Available Parking Reduction TABLE B Public Transportation Access The availability and proximity of convenient public transit service with direct pedestrian linkages to the building will provide viable travel options for employees, visitors and residents. Features UGC IC Other B1 Bus shelters with seating are provided at the transit stop immediately adjacent to the development, in consultation with Transportation Planning at the Region of Waterloo 0% 0% 1% B2 Information regarding public transit routes, schedules and fares are provided in an accessible and visible location on site and in adjacent bus stops 0% 0% 1% B3a Located in an UGC or within 800 m of a future Rapid Transit Station 24% 12% 0% Page 3 of 5

34 B3b B3c Located within 600m a transit route with 15 minute headways (or less) or is located in a designated mixed use corridor or node. Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit. Located within 400 metres of a bus service with headways of 15 min to 30 min. Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit. Category Maximum Available Parking Reduction - - 3% - - 1% 24% 12% 5% TABLE C Parking Vehicle parking facilities can affect the character, travel mode and cost of a development. Reducing parking supply to match expected demand can have a positive influence on the selection of alternative travel modes. Features UGC IC Other C1 Provides priority parking for carpooling/vanpooling participants equivalent to 5% of employee spaces 0% 0% 5% C2 Commercial Uses: Provide car-share spaces equivalent to 2% of building occupants 2% 2% 0% Implements paid parking system on all or part of the site (e.g. parking permits, paid C3 2% 2% 1% parking zones near main entrances) C4 Parking is not located on major street frontage. 0% 0% 1% C5 25% to 50% of parking is located underground or in a structure 2% 1% 0% C6 50% to 75% of parking is located underground or in a structure 4% 2% 0% C7 75% of parking or more is located underground or in a structure 5% 3% 0% Category Maximum Available Parking Reduction Sample Parking Reduction Worksheet 6% 4% 6% 2% FORM-2 Case Study: 195 Hespeler Road, Cambridge Site Context: 0 Date: March 19, 2018 Worksheet No: 0 TABLE D Trip Reduction Incentives A formal TDM plan will identify specific initiatives that will be initiated in order to encourage reduced single occupant vehicle travel. Features UGC IC Other D1 The building owner/occupant will provide a ride matching service for car/vanpooling 0% 0% 1% D2 The building owner/occupant will provide emergency ride home options 3% 2% 1% D3 The building owner/occupant will provide subsidized transit passes for all occupants for a period of two years 10% 4% 2% D4 The building owner/occupant agrees to charge for parking as a separate cost to occupants 10% 5% 2% D5 The building owner/occupant agrees to provide reduced cost for users of car/van pool, bicycle, moped/motorcycle spaces 0% 0% 1% Page 4 of 5

35 The development agrees to join Travelwise (TMA) that provides the same services D6 outlined under items D1 and D2 9% 6% 4% Category Maximum Available Parking Reduction 23% 11% 7% 5% TABLE E Parking Reduction Summary Please indicate the total reduction available based upon Tables A through D above. Category Pedestrian & Cyclist Orientation Reduction Achieved Maximum Achievable Reduction UGC IC Other 0% 4% 4% 4% Comments Public Transit Access Parking Trip Reduction Incentives TOTAL 0% 24% 12% 5% 2% 6% 4% 6% 5% 23% 11% 7% 7% 57% 31% 22% TABLE F TOTAL REDUCTION ACHIEVED 7% Comments: Page 5 of 5