TRAFFIC AND PARKING ASSESSMENT FOR PROPOSED MIXED USE DEVELOPMENT 2250 COMMERCIAL DRIVE, VANCOUVER

Transcription

1 The City of Vancouver TRAFFIC AND PARKING ASSESSMENT FOR PROPOSED MIXED USE DEVELOPMENT 2250 COMMERCIAL DRIVE, VANCOUVER July 2009 ISSUED FOR USE EBA File: V ward consulting group A DIVISION OF EBA ENGINEERING CONSULTANTS LTD.

2 ISSUED FOR USE EBA File: V Image Development Inc. 510 West 49 th Avenue Vancouver, BC V5Z 2S4 Attention: Rajinder Goyal Dear Rajinder, Subject: Traffic and Parking Assessment for the Proposed Mixed Use Development At 2250 Commercial Drive, Vancouver In response to your request, we have now undertaken the traffic and parking assessment for your proposed rezoning of the existing development located at 2250 Commercial Drive in the City of Vancouver. The main objective of the study is to address concerns from the residents in the immediate area regarding traffic implications of the proposed rezoning for the existing development based on the available traffic data as well as site observations. In light of this, the study covers: Review the existing traffic conditions in the adjacent area, Comparison of traffic generation of the existing use and the proposed uses, Comparison of the parking requirements and provisions for both the existing and the proposed uses, Review loading requirements for the proposed use and, Assess the requirement of potential traffic calming measure in the adjacent area. 1.0 SITE LOCATION The site is located at the northeast corner of Commercial Drive/7 th Avenue intersection and the location of the site is shown in Exhibit 1 and an aerial photograph of the area is illustrated in Exhibit 2. The site is currently zoned as Commercial use (C-2C). The intent of C-2C zoning is to maintain commercial activities which encourage pedestrian oriented shopping area by increasing residential component and limiting office uses. The vehicular access to the underground parkade area is provided through a ramp from 7 th Avenue. 2.0 EXISTING TRAFFIC CONDITIONS The background traffic conditions adjacent to the site are briefly discussed below. Ward Consulting Group A Division of EBA Engineering Consultants Ltd. p f Oceanic Plaza, 9 th Floor 1066 West Hastings Street Vancouver, British Columbia V6E 3X2 CANADA

3 ³ SITE 2250 COMMERCIAL DRIVE - VANCOUVER Site Location ISSUED FOR USE PROJECT NO. DATE V July 2009 Exhibit 1

4 ³ Bauer Street Victoria Drive Commercial Drive East 6 Avenue SITE East 7 Avenue No rth East 8 Avenue Gr an dv iew Hi gh wa y East Broadway 2009 Image 2009 DigitalGlobe 2250 COMMERCIAL DRIVE - VANCOUVER Study Area Aerial Photograph ISSUED FOR USE PROJECT NO. V DATE July 2009 Exhibit 2

5 ISSUED FOR USE EXISTING ROAD NETWORK The following is a brief description of the key roads in the vicinity of the site. (a) (b) (c) (d) Commercial Drive: This road runs in the north-south direction from Powell Street in the north to Victoria Drive in the south. This road is classified as a secondary arterial road by the City of Vancouver. In the vicinity of the site, this road has two travel lanes per direction. In addition, there are on-street parking bays on both sides of the road. Along the frontage of the site, time limited parking regulation (1 hour parking between 9 a.m. and 6 p.m.) is in place. The road has curb, gutter and sidewalk on each side. The intersection of this road with East Broadway is signalized while there is a pedestrian controlled signal at 6 th Avenue and at 7 th Avenue traffic on Commercial Drive has priority. East Broadway: This is one of the major arterial roads in the City of Vancouver. It operates in the east-west direction from Alma Road in the west to Rupert Street in the east. East of Rupert Street it continues as Lougheed Highway. Adjacent to the site it is a six lane road with the westbound curb lane designated as High Occupancy Vehicles (HOV) in the peak hours. This road has curb, gutter and sidewalks on both sides of the road. Victoria Drive: This road travels in the north-south direction from Powell Street in the north to South East Marine Drive in the south. North of the point where it merges with the Commercial Drive, it is a two lane road while further to the south it is widened to a four lane road. This road has curbs, gutters and sidewalks on both sides of the road. Traffic on this road has priority at both 6 th Avenue and 7 th Avenue. 6 th Avenue: This road operates in the east-west direction and adjacent to the site it travels from North Grandview Highway in the west to Rupert Street in the east. It is a two-lane local road without lane markings. Parking is permitted on both sides of the road. At some sections, time limited parking regulations, i.e. 2 hours parking between 8 a.m. to 6 p.m. are in place while for the remaining road sections parking is allowed only to those with permits. In the vicinity of the site, this road has sidewalks on both sides of the road and the total pavement width gutter to gutter is approximately 8 metres. (e) 7 th Avenue: this is also a two-lane local road which travels in the east-west direction. Adjacent to the site it travels from Commercial Drive in the west to Rupert Street in the east. This road has sidewalks on both sides of the road and parking is permitted on both sides. Similar to 6 th Avenue, at some road sections parking is permitted only for those with permits while at other sections time limited parking is in place. Adjacent to the site, the total pavement width from gutter to gutter is approximately 9 metres. (f) Lane: There is a short lane/alley (approximately 90 metres) along the east side of the site that runs between 6 th Avenue and 7 th Avenue. The lane is approximately 6 metres wide close to 7 th Avenue, but it narrows to 4.9 metres close to 6 th Avenue. About 20 metres north of 7 th Avenue, due to the two existing hydro poles, the lane width is locally limited to 4.8 metres.

6 ISSUED FOR USE 3 The laning configuration and traffic controls of 6 th Avenue and 7 th Avenue intersections at Commercial Drive and Victoria Drive are summarized in Table 1. TABLE 1: EXISTING INTERSECTION CONFIGURATION Eastbound Westbound Northbound Southbound Traffic Intersection L T R L T R L T R L T R Control Commercial Dr./6 th Avenue Red signal Commercial Dr./7 th Avenue x x x - x - x x EW stop Victoria Dr./6 th Avenue EW stop Victoria Dr./7 th Avenue EW stop 2.2 EXISTING LAND USE The site is currently zoned as commercial development (C-2C). The land use east of the site is primarily residential while along both sides of Commercial Drive the developments are mainly commercial. 2.3 EXISTING VOLOMUES In June 2009, Ward Consulting Group undertook traffic counts at the intersections of 6 th Avenue/Commercial Drive, 6 th Avenue / Victoria Drive, 7 th Avenue/Commercial Drive and 7 th Avenue/Victoria Drive during the weekday a.m. (7:00 to 9:00 a.m.) and p.m. peak periods (3:30 to 7:30 p.m.) while at 6 th Avenue/Commercial Drive and 7 th Avenue/Commercial Drive intersections counts were also conducted during Saturday afternoon peak period (2:00 p.m. to 5:00 p.m.). In addition, volumes on the lane that runs between 6 th Avenue and 7 th Avenue were also recorded during the three peak periods. The volumes recorded include standard vehicles, heavy vehicles, bicycles and pedestrians. The existing vehicular volume recorded is illustrated in Exhibit 3 while bicycle and pedestrian volumes are shown in Exhibits 4A and 4B. A summary of the traffic link volumes at key locations are also summarized in Table 2 Following are the key observations related to the traffic count data: The existing two-way traffic volume on Commercial Drive between 6 th Avenue and 7 th Avenue is approximately 990 vehicles per hour (veh/h) in the a.m. peak hour, 1,130 veh/h in the p.m. peak hour and 1,060 veh/h in the Saturday peak hour; The existing two-way traffic volume on 6 th Avenue east of Commercial Drive is approximately 85 veh/h in all three peak hours observed. Approximately 20% of this volume is oriented to and from the lane on the east side of the site.

7 10(2) 303(477) 1(2) 1(2)[4] 6(6) 7(4) 17(21) 9(4) 11(4) 5(3) 10(4) 332(355) 1(1) 29(55)[38] 8(4)[8] 12(5)[12] 525(489)[542] 14(27)[16] 6(7)[3] 2(5)[3] 12(11)[14] 29(20)[27] 1(1)[2] 18(6)[9] 5(5)[2] 1(5)[5] 10(15)[13] 409(591)[466] 21(27)[27] ³ Bauer Street Victoria Drive East 7 Avenue iew Hig hw ay 532(511)[545] 32(65)[29] 19(10)[25] 21(8)[7] 0(0)[6] 3(0)[2] 0(8)[8] 8(10) 7(25) 29(69) 6(16) 15(4) 7(8) 11(10) 19(15) 368(430) 5(12) dv 9(13) 336(552) 5(16) an 9(6)[15] 7(4)[6] Gr 422(585)[478] 17(23)[11] rth SITE 9(8)[8] 7(10)[1] No Commercial Drive East 6 Avenue East Broadway 2009 Image 2009 DigitalGlobe 2250 COMMERCIAL DRIVE - VANCOUVER LEGEND 000 AM Peak Hour Traffic Volume (000) PM Peak Hour Traffic Volume [000] Saturday Peak Hour Traffic Volume Existing 2009 Traffic Volumes ISSUED FOR USE PROJECT NO. V DATE July 2009 Exhibit 3

8 0(0) 49(49) 0(0) 0(0) 0(0) 0(0) 1(1) 0(0) 0(0) 0(0) 31(31) 0(0) 1(0)[1] 1(6)[1] 1(1)[1] 0(1)[1] 3(0)[1] 0(0)[0] 0(3)[0] 16(58)[48] 0(1)[0] 4(1)[2] 27(37)[43] 2(4)[0] ³ Bauer Street an Victoria Drive East 7 Avenue dv iew Hig hw ay 16(61)[48] 1(4)[5] 0(1)[0] 2(3)[0] 0(0) 0(0) 0(0) 2(0) 1(0) 0(0) 1(0) 14(44) 0(3) Gr 28(35)[44] 0(3)[0] rth SITE 0(0) 20(16) 0(1) No Commercial Drive East 6 Avenue East Broadway 2009 Image 2009 DigitalGlobe 2250 COMMERCIAL DRIVE - VANCOUVER LEGEND 000 AM Peak Hour Volume (000) PM Peak Hour Volume [000] Saturday Peak Hour Volume Bicycle Volumes ISSUED FOR USE PROJECT NO. V DATE July 2009 Exhibit 4A

9 ³ 44(62)[77] 41(39) 11(17) 119(315)[320] 237(542)[554] 2(2) 6(5) Bauer Street No rth Gr an Victoria Drive Commercial Drive East 6 Avenue SITE East 7 Avenue dv iew Hig hw ay 13(22) 44(40) 286(643)[571] 4(13) 12(12) East Broadway 2009 Image 2009 DigitalGlobe 2250 COMMERCIAL DRIVE - VANCOUVER LEGEND 000 AM Peak Hour Volume (000) PM Peak Hour Volume [000] Saturday Peak Hour Volume Pedestrian Volumes ISSUED FOR USE PROJECT NO. V DATE July 2009 Exhibit 4B

10 ISSUED FOR USE 4 TABLE 2: EXISTING 2009 TRAFFIC VOLUMES Link/ Location AM Peak Hour PM Peak Hour Saturday Peak Hour EB/NB WB/SB Two-Way EB/NB WB/SB Two-Way EB/NB WB/SB Two-Way Commercial Drive north of 7 th Avenue , ,059 Victoria Drive north of 7 th Avenue ,025 6 th Avenue east of Commercial Drive h Avenue east of Commercial Drive th Avenue west of Victoria Drive h Avenue west of Victoria Drive Lane volume north of 7 th Avenue Lane volume south of 6 th Avenue The existing two-way traffic volumes on 7 th Avenue east of Commercial Drive are approximately 90 veh/h, 105 veh/h and 70 veh/h in the a.m., p.m. and Saturday peak hours respectively. During all peak hours, over 20% of these volumes are oriented to the parkade of the site or to the lane located on the east side of the property line. Based on the turning movement counts at both ends of 6 th Avenue and 7 th Avenue, the potential cut-through traffic was estimated as shown in Table 3. For example, there is 37 eastbound traffic volume on 6 th Avenue arriving from Commercial Drive in the morning peak hour but only 30 eastbound traffic exiting to Victoria Drive in the same peak hour. If there is no local traffic exiting to Victoria Drive, the potential maximum cut-through traffic will be 30 vehicles. If 50% of these 30 vehicles are from the local area, then the cut-through traffic volume will be reduced to only 15 vehicles. In order to obtain detailed information about the cut-through traffic, licence plate survey should be considered. The estimated non local traffic travelling through 6 th Avenue will be in the range of 15 to 30 vehicles per direction; The estimated non local traffic travelling through 7 th Avenue will be in the range of 45 to 90 vehicles per direction; The estimated westbound cut-through traffic volumes on both 6 th Avenue and 7 th Avenue are generally lower than that in the eastbound direction; The potential cut-through traffic on 7 th Avenue is obviously higher than that on 6 th Avenue. It might be due to the narrower width of 6th Avenue. The non-local traffic estimates are based on the intersection traffic count data. To obtain a better and more accurate estimate, vehicle license plate survey is recommended.

11 ISSUED FOR USE 5 TABLE 3: ESTIMATED CUT-TRHOUGH TRAFFIC Potential Cut-through Traffic Commercial Dr Victoria Dr No local traffic 50% local traffic 6 th Avenue AM EB WB PM EB WB th Avenue AM EB WB PM EB WB The pedestrian count data as provided in Table 4 indicates that there is a very high pedestrian volumes travelling along commercial Drive across 6 th Avenue and 7 th Avenue during all peak hours especially during p.m. peak hour and Saturday peak hour. These high pedestrian volumes conflicts with traffic exiting from or turning onto 6 th Avenue or 7 th Avenue from Commercial Drive. As a result, turning traffic at these two intersections are experiencing higher delays due to heavy pedestrian volumes. TABLE 4: EXISTING 2009 PEDESTRIAN VOLUMES Link/ Location AM PM Saturday Across 6 th Avenue east leg at Commercial Dr Across 7 th Avenue at Commercial Dr Across 6 th Avenue west leg at Victoria Dr Across 7 th Avenue west leg at Victoria l Dr LOADING OPERATIONS OF ADJACENT DEVELOPMENTS The delivery trucks for the commercial developments located north of the subject site (close to 6 th Avenue) are required to share the limited parking/loading space at the rear of the stores. Apparently, the existing spaces are not long enough to accommodate trucks and as a result, part of the truck intrudes into the lane. This result in further narrowing the width of the lane close to 6 th Avenue and occasionally local traffic cannot get through it.

12 ISSUED FOR USE 6 To minimize the impact of delivery trucks on the neighbourhood traffic, the following suggestions could be considered to alleviate the existing loading/unloading issues: Make sure the loading space adjacent to the lane meets the City s Bylaw requirement and any other activities in the loading area including parking should be prohibited; Provide designated loading area along Commercial Drive. 2.5 SITE OBSERVATION Based on the site visit to the area the following key features were observed: The on-street parking spaces on 6 th Avenue as well as on 7 th Avenue are mostly occupied during the p.m. and Saturday peak periods. The paved width of 6 th Avenue is approximately 8 metres and with parked cars on both sides of the road. The effective travel width is less than four metres wide where only one car can travel through the space between the parked cars on both sides. Cars are therefore required to pull over to the curb side to make room for on-coming vehicles; however sometimes it might be difficult to find sufficient space to pull over. This road is therefore not expected to be an attractive route for non-local traffic. The road width of 7 th Avenue is slightly wider than 6 th Avenue, but it is still not wide enough for two-way traffic passing side by side when there are parked cars on both sides. The underground parking area of the existing development is gated. It is reserved for the offices and owners of the commercial developments and it is opened for the customers to the theatre between 6:00 pm to 12:00 a.m. 2.6 TRANSIT SERVICES There are several transit routes that provide services in the vicinity of the site. The Broadway SkyTrain station is at walking distance from the site i.e. within 250 metres or less than four minutes on foot. In addition, there are other transit routes with frequent services in the vicinity of the site including: 99 B-line: this express route runs from Broadway SkyTrain station to UBC via Broadway and provides service every 3 to 7 minutes during peak periods. Route 20: this route runs from Downtown area to Harrison Loop in the south and adjacent to the site it travels via commercial Drive. Service is provided every 5 to 7 minutes during peak periods Route 9: This route travels on Broadway between Boundary Loop and Alma Street. Service is provided every 3 to 7 minutes during peak periods

13 ISSUED FOR USE PEDESTRIANS AND CYCLISTS There are existing sidewalks along both sides of Commercial Drive, 6 th Avenue as well as 7 th Avenue. At 6 th Avenue/Commercial Drive intersection, pedestrian crosswalks are provided on both legs of Commercial Drive where pedestrian controlled signals are installed. At 7 th Avenue/Commercial Drive intersection, there are no marked pedestrian cross walks. There are no dedicated bicycles lanes on either side of Commercial Drive, 6 th Avenue or 7 th Avenue, cyclists are however expected to share the travel lane with other vehicles. 3.0 TRIP GENERATION COMPARISON Comparison of the site traffic volumes for both the proposed uses and the existing uses was carried out based on the Institute of Transportation Engineers (ITE) standard trip generation rates as detailed below. The purpose of this comparison is to identify if the proposed change of development usages might generate more traffic than the current usages. 3.1 EXISTING DEVELOPMENT The existing development on the site incorporates retail, theatre, restaurant and Credit union facility on the ground floor and office spaces on the second and third floors. The existing development comprises approximately 24,000 ft 2 (2,230 m 2 ) of office space, a theatre with 476 seats, restaurant with approximately 2,100 ft 2 (195 m 2 ) floor area and a Credit union facility and approximately 6,900 ft 2 (640 m 2 ) retail space. The breakdown of the existing uses is summarized in Table 5 and a site plan for the existing development is shown in Exhibit 5a. 3.2 PROPOSED DEVELOPMENT The proposed development includes mixed usage of residential, commercial, restaurant and bank. The development will comprise approximately 3,500 ft 2 (325 m 2 ) of restaurant space, 3,300 ft 2 (306 m 2 ) of bank space, 4,200 ft 2 (390 m 2 ) of retail space, and 58 residential units (size of units ranges from 250 ft 2 loft to 975 ft 2 2-bedroom unit). The breakdown of the proposed use is also summarized in Table 5 and the site plan is illustrated in Exhibit 5b. TABLE 5: EXISITNG AND PROPOSED DEVELOPMENT USES Existing Proposed Existing Area /seats Proposed Area / units ft 2 m 2 ft 2 m 2 Retail/bank ~6, , Restaurant 2, Office 24,000 2,230 Theatre 476 seats Residential 58 units

14 ³ 2250 COMMERCIAL DRIVE - VANCOUVER Existing Site Plan ISSUED FOR USE PROJECT NO. DATE V July 2009 Exhibit 5A

15 UP DN DN Circ. S. Stair 150 SF CRU SF 13' - 6 1/2" CRU SF CRU SF UP 5% CRU 4 CRU SF 1149 SF Residential Main Entry Service Circulation Res./Com. elev.: 103.5' DN 5% elev.: 104.5' 812 SF Com. Bike Stor. 55 SF DN DN 2.3% 17 Residential Storage 994 SF RESIDENTIAL REFUSE 9' - 6" 789 SF 73' - 7" Commercial Entry CRU 7 Existing 238 SF 1130 SF Bank Elevator Shaft 3290 SF MAIL UP Residential Office Exit Stair 19' - 1 1/4" 7' - 6 3/4" 9' /8" 11' - 0" RESIDENTIAL ELEVATOR Office DN 10' - 0 1/4" 11' - 6 1/2" 21' - 2 3/8" Circ. Parking Stair 1 Manager 113 SF Office Manager DN Office Office 4 Residential Storage 261 SF Existing Vault 10' - 1 3/4" 10 Residential Storage Office elev.: 104.5' 644 SF Conference room Office 34' - 6 1/2" Existing Loading Kitchenette Lunch Office Office Room 9' - 7" 5' - 4 7/8" 10' - 5 1/2" 12' /4" 6' - 4 5/8" 6' - 2 3/8" Men's Washroom DN Women's Washroom Circ. Parking Stair 2 96' - 3" A ' - 3" 14' - 2 1/2" 13' - 11" 3' - 11" 17' - 3" 15' - 5 1/2" 10' - 0"Travel Distance 39' (11.8 m) 2 ³ 33' - 11" Slope Down Slope Down 28' - 8 1/2" 80' - 9" 21' - 7 1/2" 19' /4" 39' - 2 3/4" 57' - 9" 37' - 6" 24' /8" 90' - 8 1/2" 12' - 4" 14' - 5" 8' - 2" 17' /4" 2 3 Potential Cafe Terrace Or store products stands elev.: 103.5' Potential Cafe Terrace Potential Cafe Terrace Or store products stands Or store products stands Potential Cafe Terrace Or store products stands 3 Class B Bike 6 Class B Bike Racks Racks 3 Class B Bike Racks elev.: 103.5' elev.: 103.5' elev.: 103.5' elev.: 104.5' elev.: 104.5' 14' - 1 1/2" 17' - 10" 17' - 3" 21' - 0 1/2" elev.: 104.5' DN DN 10% COMMERCIAL Existing 190 SF DN EXISTING UNDERGROUND REFUSE Electrical PARKING ACCES RAMP Room CRU SF Information 8' - 9 5/8" 4' - 0 7/8" 14' - 7 1/4" 6' - 2" 8' - 0" 8' - 0" 8' - 0" 7' - 9 1/2" 12' - 5 1/2" Various tellers 8' - 2 7/8" 4' - 5 5/8" 6' - 2 3/8" 6' - 4 7/8" 50' - 4 1/4" 6' /8" 7' - 3 3/8" 14' - 0 1/2" 28' - 6 1/2" 9' /8" 11' - 0" elev.: 103.7' 2250 COMMERCIAL DRIVE - VANCOUVER Proposed Site Concept Plan ISSUED FOR USE PROJECT NO. DATE V July 2009 Exhibit 5B

16 ISSUED FOR USE TRIP GENERATION FOR THE EXISTING DEVELOPMENT The trip generation rate for the existing development was calculated based on the standard trip generation rates from the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). The trip generation calculation covers the a.m., p.m. and Saturday peak hours as well as also the total weekday daily trips. The trip rates for the different uses were based on the following ITE categories: Retail uses: Shopping Centre (Code 820); Office use: General Office Building (Code 710); Restaurant use: High-Turnover (Sit-Down) Restaurant (Code 932); Theatre: Movie Theatre without Matinee (Code 443); Walk-in Banks: The ITE Trip Generation Manual provides trip rates for the p.m. peak hour only. This rate is similar to the rate for the commercial use. For this analysis, the floor area for the bank use was therefore grouped as the commercial use. Given the mix of uses, there will be some internal trips between the different components. Based on the ITE Trip Generation Handbook, the average internal trips between different uses are summarized in Table 6. Based on the regression equation in the ITE Trip Generation Handbook, it is estimated over 50% of the trips generated by the commercial uses could be pass-by trips. However, for the purpose of this traffic analysis, only 25% of the commercial and restaurant trips were assumed to be pass-by trips for both the existing and the proposed commercial uses. The pass-by trip adjustment was applied only to the p.m. and the Saturday peak hours. As discussed in section 2.6, there are several transit routes running adjacent to the site and in addition the Broadway SkyTrain Station is within a walking distance from the site. As a result, it is expected that a higher portion of the site traffic will be non-auto trips as compared to the ITE rates. For the purpose of our assessment, 15% of the site generated trips were assumed to be non-auto, i.e. by transit. The resulting trip generation for the existing uses in comparison to the proposed uses are summarized in Tables 7, 8, 9 and TRIP GENERATION FOR THE PROPOSED DEVELOPMENT The trip generation rate for the proposed development was also calculated based on the standard trip generation rates in the ITE Trip Generation Manual. The trip rate for the residential uses was based on ITE rate for residential apartment category (Code 220). Based on the guidelines in the ITE handbook, the internal trips between the different uses were calculated and summarized in Table 6.

17 ISSUED FOR USE 9 TABLE 6: INTERNAL TRIPS Internal trips (%) Existing Proposed a.m. peak 18% 33% p.m. peak 22% 30% Saturday peak 24% 23% Daily 40% 33% Similar to the existing development, 25% of the commercial and restaurant trips are assumed to be pass-by trips. In addition, 15% of the site generated traffic was assumed to be non-auto trips. Summary of trip generation results are given in Tables 7, 8, 9 and 10. TABLE 7: TRIP GENERATION COMPARISON FOR A.M. PEAK HOUR Existing Proposed Size(ft 2 ) Rate Total In Out Size Rate Total In. Out Unadjusted trips Office 24, /1000ft Restaurant 2, /1000ft , /1000ft Theatre 476 seats 0.01/seat Retail 6, /1000ft , /1000ft Residential units 0.51/unit Total unadjusted trips Total internal trips 18% % Total transit trips 15% % Total adjusted trips Total pass-by trips* Total adjusted new trips **Adjusted new trips with 18% internal trip 18%

18 ISSUED FOR USE 10 TABLE 8: TRIP GENERATION COMPARISON FOR P.M. PEAK HOUR Existing Proposed Unadjusted trips Size(ft 2 ) Rate Total In Out Size Rate Total In. Out Office 24, /1000ft Restaurant 2, /1000ft , /1000ft Theatre 476 seats 0.06/seat Retail 6, /1000ft , /1000ft Residential units 0.62/unit Total unadjusted trips Total internal trips 22% % Total transit trips 15% % Total adjusted trips Total pass-by trips* Total adjusted new trips **Adjusted new trips 22% with 22% internal trip *25% of restaurant trips and 25% of retail trips are assumed to be pass-by trips ** Adjusted trips for proposed development was computed based on the same internal trips as existing development TABLE 9: TRIP GENERATION COMPARISON FOR WEEKDAY DAILY TRAFFIC Existing Proposed Size(ft 2 ) Rate Total In Out Size Rate Total In. Out Unadjusted trips Office 24, /1000ft Restaurant 2, /1000ft , /1000ft Theatre 476 seats 1.76/seat Retail 6, /1000ft , /1000ft Residential units 6.65/unit Total unadjusted trips Total internal trips 40% % Total transit trips 15% % Total adjusted trips Total pass-by trips* Total adjusted new trips *25% of restaurant trips and 25% of retail trips are assumed to be pass-by trips ** Adjusted trips for proposed development was computed based on the same internal trips as existing development

19 ISSUED FOR USE 11 TABLE 10: TRIP GENERATION COMPARISON FOR SATURDAY AFTERNOON PEAK HOUR Unadjusted trips Existing Proposed Size(ft 2 ) Rate Total In Out Size Rate Total In. Out Office 24, /1000ft Restaurant 2, /1000ft , /1000ft Theatre 476 seats 0.36/seat Retail 6, /1000ft , /1000ft Residential units 0.52/unit Total unadjusted trips Total internal trips 24% % Total transit trips 15% % Total adjusted trips Total pass-by trips* Total adjusted new trips *25% of restaurant trips and 25% of retail trips are assumed to be pass-by trips 3.5 COMPARISON OF TRIP GENERATION BETWEEN EXISTING AND PROPOSED USES The trip generation results from the existing and the proposed use were compared for various time periods. The comparison of the trip generation of the three peak hours for both the unadjusted trips and the adjusted trips are illustrated in Exhibit 6a and 6b respectively. Following are the key features for the unadjusted trip generation comparisons: For the weekday a.m. and p.m. peak hours, the unadjusted total trips for the existing and the proposed developments are projected to be in the same range while for the Saturday peak hour, the proposed use will generate approximately two-third (239 vs. 361) of the trips from the existing use. This is essentially due to the high traffic volumes generated from the existing theatre in the Saturday peak hour. The Saturday peak hour trips for both the existing and the proposed uses are projected to be higher than the weekday peak hour trips. This is because the Saturday peak hour trip rates for the commercial use as well as the restaurants are generally higher than the weekday rates.

20 ISSUED FOR USE 12 Exhibit 6a- Unadjusted Trip Comparison peak trips (veh/h) A.M. Exist. A.M. Prop. P.M. Exist P.M. Prop. Saturday Exist Saturday Prop. Exhibit 6b- Adjusted Trip Comparison 250 peak trips (veh/h) A.M. Exist. A.M. Prop. P.M. Exist P.M. Prop. Saturday Exist Saturday Prop.

21 ISSUED FOR USE 13 After the reduction of the estimated internal trips and the non-auto trips, the adjusted total trips generated from the proposed uses are projected to be approximately 85% of the trips of the existing use in the a.m. peak hour, 87% in the p.m. peak hour and 58% in the Saturday peak hour. Based on ITE Trip Generation Handbook, the internal trips between the commercial and the residential developments are higher than the internal trips between the commercial and the office uses. In order to review the implications of the internal trips, the same internal trips were applied to both the existing uses and the proposed uses. It is concluded that even if the lower internal trips were applied to the proposed uses, the resulting adjusted trips for both the existing uses and the proposed uses are still in the same range. The daily trip generation comparisons are shown in Exhibit 6c. Exhibit 6c- Daily Trip Comparison Daily trips Unadjusted Exist Unadjusted Prop. Adjusted Exist Adjusted Prop. The daily trips for the proposed uses are projected to be lower than the daily trips of the existing uses. Both the unadjusted and adjusted daily trips for the proposed uses represent approximately 80% of the corresponding daily trips from the existing uses. It is concluded that the proposed uses will generate less site traffic than the existing uses.

22 ISSUED FOR USE PARKING REVIEW A parking review was undertaken to assess the parking supply and parking demands of the existing and future proposed uses. In this parking review, the parking demand and supply of the existing and the proposed uses was assessed in light of the parking Bylaw requirements. Factors that are expected to contribute to a reduced parking demand on the site were also assessed. 4.1 BYLAW PARKING REQUIREMENT The number of parking spaces required under the City of Vancouver s Zoning Bylaw is specified in Section 4 Off-Street Parking Space Regulations. The parking spaces required for the different uses under the Bylaw are: Under the Zoning Bylaw (Area A), office uses and retail uses are required to provide a minimum of one parking space per 100 m 2 of Gross Floor Area up to 300 m 2 and one additional space for each additional 70 m 2 of Gross Floor Area. The number of parking space should be a maximum of one space for each 46.5 m 2 of Gross Floor Area. Restaurants with less than 250 m 2 of Gross Floor Area are required to provide a minimum of one space for each 50 m 2 of Gross Floor Area while those with greater than 250 m 2 of Gross Floor Area are required to provide a minimum of one space for each 50 m 2 of Gross Floor Area up to 250 m 2 and additional one space for each additional 10 m 2 of Gross Floor Area up to 500 m 2. Theatre use is required to provide one space per 9.3 m 2 of floor area. Multiple dwelling units in commercial zoning (C) (except C-5 and C-6) are required to provide 0.5 space for every dwelling unit that has less than 50 m 2 of Gross Floor Area and 0.6 space for a unit that has greater than 50 m 2 of Gross Floor Area plus one space for each 200 m 2 of Gross Floor Area. Each disability parking space provided to satisfy the minimum required number of such spaces counts as two parking spaces. A summary of the parking requirements for the existing and proposed uses under the City s zoning bylaw are summarized in Table 11.

23 ISSUED FOR USE 15 TABLE 11 : EXISTING DEVELOPMENT AND BYLAW PARKING REQUIREMENT) Gross Floor Area Bylaw Requirement Spaces Existing Uses Use IMPERIAL (ft 2 ) METRIC (m 2 ) Rate min max Retail/Office use 30,900 (24, ) /100 m 2 up to 300 m 2 & 1/70 m 2 for additional space theatre space per 9.3 m 2 35 Restaurant spaces per 50 m 2 4 Total 79 Proposed Uses Retail use 1/100 m 2 up to 300 m 2 & 1/70 m 2 7, for additional space 9 15 Restaurant 1/50 m 2 up to 250 m 2 & 1/10 m 2 for 3, additional space 13 Residential 0.5 space for unit < 50 m 2 and units for unit > 50 m 2 + 1/200 m 2 62 Total PARKING SUPPLY Based on the underground parking drawings provided for this review, there are a total of 88 marked underground parking spaces which are secured by gate control. The theatre customers can use the underground parking area between 6:00 p.m. and mid-night; however some of them might consider using the available on-street parking spaces in the neighbourhood rather than the underground parking space. According to the information provided, 20 of the existing parking spaces are reserved for Translink employees with 3 shifts a day and are provided with 24 hours access to the parking area. Out of the 88 existing parking spaces, effectively 68 spaces are being used by the existing development. In addition, the commercial customers of the existing commercial developments don t have access to the secured underground parking area. The customers of the existing development are therefore required to use the available on-street parking in the neighbourhood. The proposed development is planning to provide 67 spaces for residential use and 26 spaces for commercial use, to a total of 93 off-street parking spaces. Two of the residential and two of the commercial parking spaces will be reserved for disability parking and based on the Bylaw each of the disability parking spaces are counted as two. The adjusted total parking supply on the site will then be 97 spaces (69 for residential uses and 28 for the commercial uses).

24 ISSUED FOR USE 16 Apparently, the proposed parking supply will meet and exceed the minimum Bylaw parking requirements for the proposed uses. Due to this sufficient off-space parking spaces, site traffic are not expected using the on-street parking spaces in the neighbourhood. In addition, the following factor is expected to contribute to a lower parking demand on the site for the proposed uses. Access to transit: Currently there is good transit service in the vicinity of the site. The Broadway SkyTrain station is at a walking distance from the site and there are different bus routes running close to the site. This good accessibility to the existing transit services is expected to motivate the customers of the different commercial developments and the residents to use transit services as an alternative to travel by car. Internal trips: The proposed development comprises a mix of uses. As a result, there will be internal trips between the different uses. Based on the Section 3, internal trips vary from 15% to 40%. This will result in a reduction in parking demand. Access to services: The site is located in an area where many other services and facilities, including shopping centres, schools, recreation centres and other uses are within reasonable walking distance. The proximity of the site to other services and facilities is expected to contribute to a lower vehicle ownership and less parking demand on the site. Shared parking: As described above the development comprises mixed-uses with the commercial parking spaces available to all commercial users. The peak parking demand for the different uses is expected to occur at different hours of the day. For example, the time for the peak parking demand for restaurant uses is expected to occur between 7 p.m. to 9 p.m. while for retail uses the demand peaks around 1 p.m. In addition, the time for the peak demand of the bank will also be different. As a result of these different parking demand profiles for the various uses, the site s peak parking demand will be less than the sum of the individual peak demands. 5.0 TRAFFIC CALMING At the recent open house meetings, residents raised their concerns over the use of both 6 th Avenue and 7 th Avenue by non-local traffic. For this traffic review, intersection turning movements counts were undertaken at both ends of 6 th and 7 th Avenue. The potential maximum cut-through traffic on 6 th Avenue and 7 th Avenue are shown in Table 3. Based on this estimate, the potential cut-through traffic on 6 th Avenue is lower than that on 7 th Avenue. This is due to the fact that 6 th Avenue is narrower in width which effectively reduces travel speed and drivers are also required to watch out for on-coming vehicles. As a result, traffic calming measure on 6 th Avenue is therefore not considered necessary. The estimated potential cut-through traffic on 7 th Avenue may be a concern. In order to discourage non-local traffic, various traffic calming measures could be considered. Measures that could be considered include:

25 ISSUED FOR USE 17 Curb bulges: Provision of curb bulges on 7 th Avenue at Commercial Drive and Victoria Drive could reduce the entrance and exit lane widths. In addition, it will also help in reducing turning speeds at these roads. Speed bumps: Installation of speed bumps at selected locations might reduce vehicle speeds and thus will discourage non-local traffic on this local street. Other strategies that could be considered in discouraging through traffic on these local roads include provision of speed tables at intersections, installation of turn restriction signs, prohibiting through and left turn movements by provision of delta islands etc. 6.0 LOADING OPERATION AND REQUIREMENT The loading requirement for the site was calculated based on the requirements under the City of Vancouver Zoning Bylaw. For the purpose of this calculation, two scenarios were considered: Scenario 1: aggregates all the commercial spaces including the bank and restaurant as retail use. Scenario 2: aggregates the commercial use and restaurant as retail use, and the bank as office use The loading requirements for each scenario are summarized in Table 12 and Table 13. TABLE 12: OFF-STREET LOADING REQUIREMENT SCENARIO 1 Loading Requirement Use size Class B Class C Residential 58 units Not required for < 100 dwelling units Not required Retail space 1,022 m 2 One stall up to 465 m 2 and one additional space for next 1,860 m 2 Not required for < 2,000 m 2 TABLE 13: OFF-STREET LOADING REQUIREMENT SCENARIO 2 Loading Requirement Use size Class B Class C Residential 58 units Not required for < 100 dwelling units Not required Retail space 715 m 2 One stall up to 465 m 2 and one additional space for next 1,860 m 2 Not required for < 2,000 m 2 Bank 307 m 2 Not required for < 1,000 m 2 Not required Under both scenarios, the site is required to provide two Class B loading spaces. The treatment of the bank is therefore not affecting the loading requirements for the site.

26 ISSUED FOR USE 18 The site is proposed to provide three Class B loading spaces which exceed the minimum loading requirement under the Zoning Bylaw. The existing loading area is on the west side of the lane with approximately 10.5 metres wide. Based on the City of Vancouver Bylaw, the minimum bay width for Class B vehicle is 3.0 metres and 8.5 metres in length. The existing width of the loading area is adequate for 3 loading bays. On the west side of the loading area, there is a 1.5 metres wide platform for loading. The remaining length measured from the platform to the existing gate of the loading area is around 6 metres. Due to the fact that the existing gate is recessed by 1.5 metres back from the northern external wall and 3.5 metres back the southern external wall. It is believed that the truck at the loading area would not or might only marginally affect the effective width of the lane. Since the loading area is located opposite from an existing back lane that runs in the east-west direction, trucks will have sufficient spaces to manoeuvre in and out of the loading area. 7.0 CONCLUSION The following is a summary of the key findings based on the traffic and parking review undertaken for the proposed rezoning: The study was undertaken to assess the traffic and parking implications of the proposed rezoning of an existing development located at 2250 Commercial Drive in the City of Vancouver, The subject site is well served by transit services, i.e. SkyTrain and bus services, within five minutes walking distance. The existing development comprises approximately 24,000ft 2 of office space, a theatre with 476 Seats, 2,100ft 2 restaurant, a credit union space and approximately 6,900 ft 2 retail space. The proposed development includes 58 residential units, approximately 3,500 ft 2 of restaurant space, 3,300 ft 2 bank spaces and, 4,200 ft 2 of retail space. The proposed use will generate 15% to 40% less traffic than the existing use. As a result, it will have less traffic impact in the neighbourhood. The existing underground parkade is secured by gate control and its use is restricted to the office and retail owners and to the theatre customers between 6:00p.m and mid-night. The other customers are required to use the available on-street parking spaces in the neighbourhood. For the proposed uses, a total parking supply of 97 spaces is proposed which exceeds the current City s Bylaw parking requirement (i.e. 84 stalls minimum). In addition, due to the good access to transit and other services, internal trips and shared parking spaces, the overall parking demand on the site might be further reduced.

27 ISSUED FOR USE 19 The proposed re-zoning of the development will reduce the on-street parking demands in the neighbourhood. The high pedestrian volume along Commercial Drive crossing 6 th Avenue and 7 th Avenue increase delay to traffic to and from both 6 th Avenue and 7 th Avenue. In addition, there are high demand of on-street parking on these two streets which are expected to discourage non-local traffic on 6 th Avenue and 7 th Avenue. Traffic calming measures such as curb bulging at the intersection or speed bumps at selected locations are recommended on 7 th Avenue. No traffic calming measures are recommended on 6 th Avenue. The development is proposed to provide three Class B loading spaces which meet the City s Zoning Bylaw requirement of two Class B spaces. I trust that this meets the information you requested. Please do not hesitate to call if you have any questions. Yours truly, WARD CONSULTING GROUP A Division of EBA Engineering Consultants Ltd. Daniel B. Ghile, M.Sc. Duncan Lo, M.Eng., P.Eng., PTOE. Traffic/Transportation Planner Sr. Traffic/Transportation Engineer Ph: Ph: dghile@wardconsulting.ca dlo@wardconsulting.ca

28 ISSUED FOR USE 20 APPENDIX A APPENDIX A GENERAL CONDITIONS AND LIMITATION OF REPORT GENERAL CONDITIONS This report incorporates and is subject to these General Conditions. Use of Report and Ownership These General Conditions apply to this Report, which Ward Consulting Group, a Division of EBA Engineering Consultants Ltd. (WARD) has prepared in fulfilment of certain project specific requirements that have been previously agreed to by WARD and its Client. The Report may include plans, drawings, profiles and other support documents that collectively constitute the Report. This report pertains to a specific site, a specific development, and a specific scope of work. It is not applicable to any other sites. This report and the assessments and the recommendations contained in it are intended for the sole use of WARD s Client unless otherwise authorized in writing by WARD. Any unauthorized use of the report is at the sole risk of the user. This report is subject to copyright and shall not be reproduced either wholly or in part without prior, written permission of WARD. Additional copies of the report, if required, may be obtained upon request. Alternate Report Format Where WARD submits both electronic file and hard copy versions of reports, drawings and other project-related documents and deliverables (collectively termed WARD s instruments of professional service), only the signed and/or sealed versions shall be considered final and legally binding. The original signed and/or sealed version archived by WARD shall be deemed to be the original for the Project. Both electronic file and hard copy versions of WARD s instruments of professional service shall not, under any circumstances, no matter who owns or uses them, be altered by any party except WARD. WARD s instruments of professional service will be used only and exactly as submitted by WARD. Electronic files submitted by WARD have been prepared and submitted using specific software and hardware systems. EBA makes no representation about the compatibility of these files with the Client s current or future software and hardware systems.

29 ISSUED FOR USE 21 LIMITATIONS OF REPORT This report and its contents are intended for the sole use of Image Developments Inc. and their agents. Ward Consulting Group, A Division of EBA Engineering Consultants Ltd., does not accept any responsibility for the accuracy of any of the data, the analysis or the recommendations contained or referenced in the report when the report is used or relied upon by any Party other than Image Developments Inc., or for any Project other than the proposed development at the subject site. Any such unauthorized use of this report is at the sole risk of the user. Use of this report is subject to the terms and conditions stated in EBA s Services Agreement and in the General Conditions provided above in this report.