West 1 st Street North Vancouver, BC

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1 MMM Group Limited Suite Howe Street Vancouver, BC V6Z 2A9 t: f: April 7, 2014 File: c/o Pacific Honda 816 Automall Drive North Vancouver, BC V7P3R8 Attention: Dear Mr. Hutton, Reference: Mini Transportation Review West 1 st Street North Vancouver, BC The is proposing to demolish an existing automotive building on the south side of West 1 st Street at Donaghy Avenue and to construct a new two-storey building that will be the new home of North Shore Kia. The City of North Vancouver (City) requires that the transportation implications of new developments such as West 1 st Street be assessed and documented. Such reviews are necessary for City staff to ascertain how proposed developments could affect transportation and mobility in the development s area of influence. As part of the preliminary rezoning application, MMM Group has been retained to prepare a Mini Transportation Review. This letter report presents the methodology, findings, recommendations and conclusions of the investigation. PROPOSED DEVELOPMENT The is embarking on plans to demolish an existing automotive building at West 1 st Street and to construct a two-storey building that will be the new home for North Shore Kia (see Figure 1). The current form of development which is being put forward for consideration by the City of North Vancouver consists of a new 20,131 square foot auto dealership building with showroom, service and parts departments on the ground floor and office space on the second floor (see Figure 2). The 80 parking stalls serving customers and staff as well as housing inventory would access West 1 st Street via one all-movement driveway (East Driveway) and one right-in / right-out driveway (West Driveway). The project would be completed in a single phase and it is anticipated that the building would be completed and fully occupied within two years, i.e The site is located in the Marine-Hamilton neighbourhood on the City s western boundary. Other than the development envisioned as part of the Harbourside Waterfront, there do not appear to be any nearby developments that have been recently re-zoned or are close-to or under construction. INFRASTRUCTURE Page 1 of 18

2 Figure 1 Site Location INFRASTRUCTURE Page 2 of 18

3 Figure 2 Site Plan INFRASTRUCTURE Page 3 of 18

4 METHODOLOGY In order to address the City s requirements, MMM Group completed the following work program: Reviewed the site plans and statistics for the proposed development. Confirmed Terms of Reference of the Mini Transportation Review with the City of North Vancouver and determined that there were no nearby projects that have been recently rezoned. Conducted a site visit. Visited the site and surroundings on Thursday, August 8, 2013 to clearly understand the site development in terms of current access, street laning, parking, pedestrian and cyclist facilities, transit, and traffic control measures. Estimated trip generation: Based on information in the Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition, estimated the future trip generation by mode (pedestrian, cyclist, public transit, car) for the site. As the site is being re-zoned, estimated the maximum number of trips that could be generated by the current designation, i.e. auto dealership. Reviewed site access and on-site circulation: Reviewed traffic interaction at the points where the development site joins the transportation network with a view to ensuring that safe and efficient traffic operations are maintained along the road network. Described any onsite circulation routes along with commercial vehicle (such as garbage collection) activities, and loading/unloading activities for commercial uses. Conducted a geometric review of the proposed parkade access and internal circulation using AutoTURN software to test turning manoeuvres of Design Vehicles (i.e. passenger cars and Medium Single Unit (MSU) trucks). Reviewed parking to address the issue of parking proposed versus how much is required per the City s bylaw. Identified Transportation Demand Management (TDM) strategies that may reduce car trips to site. Formulated mitigation alternatives. For any adverse impacts on the transportation system that were identified; investigated improvements in access, geometry, traffic control, or operations. Recommended mitigating measures were investigated from a multimodal perspective to ensure that the needs of active mode users are not compromised by efforts to improve vehicular operations and safety. INFRASTRUCTURE Page 4 of 18

5 FINDINGS Existing (pre-development) Site Conditions The following describes the parcel that is the subject of this study West 1st Street A 6,500 sq.ft. auto dealership and a vehicle storage yard for other auto dealers is currently located on the rectangular site bounded by West 1 st Street on the north, the CN Rail Squamish Subdivision on the south and existing commercial buildings on the east and west. Existing site access is provided via two all movements driveways on West 1 st Street. The following describes the road network in the study area: West 1 st Street is a Major Arterial that runs east-west through the study area. It has a three-lane cross-section with a painted median / left-turn lanes at intersections and a posted speed limit of 50 km/h. West 1 st Street is designated as an on-street bike route and has bike lanes. No bus routes currently follow West 1 st Street although new bus service along West 1 st Street is being discussed with TransLink. Sidewalk is provided along the south side of West 1 st Street and onstreet stopping/parking is permitted on both sides of the street. All-movement driveways generally provide access to the commercial properties that front the West 1 st Street. Fell Avenue is classified as a Major Arterial between West 1 st Street and Marine Drive. It has a posted speed limit of 50 km/h. Between West 3 rd and West 1 st Streets, Fell Avenue has a twolane cross-section with on-street parking permitted. Sidewalk is provided along the west side of Fell Avenue and on the east side of Fell Avenue south of West 3 rd Street. All movement driveways generally provide access to the commercial properties that front Fell Avenue. Donaghy Avenue is a north-south local street and runs between West 1 st and West 3 rd Streets. It has a two-lane cross-section, a posted speed limit of 50 km/h and on-street parking on both sides of the street. Sidewalk is provided along sporadically on the east side of Donaghy Avenue as is on-street parking. All movement driveways generally provide access to the commercial properties that front Donaghy Avenue. Table 2 describes the intersections in the study area while Table 3 summarizes the characteristics of the street network. INFRASTRUCTURE Page 5 of 18

6 Intersection Fell Avenue & West 1st Street Donaghy Avenue & West 1st Street Table 2 - Existing Intersection Traffic Control and Geometry 1 Control Type Coordinated signalized intersection Minor Street Stop Controlled T- intersection Direction of Major Flow Southbound & westbound direction in AM peak. Northbound & eastbound in PM peak Westbound in the AM peak & Eastbound in the PM peak Cyclist Amenities Cycle lanes are marked on West 1st Street Cycle lanes are marked on West 1st Street Pedestrian Amenities Crosswalks marked on all approaches Sidewalks form the south side of the T- intersection. Street Table 3 - Street Network Characteristics 2 Street Classification 2011 AM Peak Hour Traffic Volume (vph) 2011 PM Peak Hour Traffic Volume (vph) West 1st Street Major Arterial Fell Avenue Major Arterial Donaghy Avenue Local Street n/a n/a 1 City of North Vancouver Works Yard Relocation Transportation Assessment (Vancouver, BC: Bunt & Associates, April 2011), p 12 2 Ibid. Appendix B Traffic Flows INFRASTRUCTURE Page 6 of 18

7 New Trips Generated by the Site Once this auto dealership is complete, the busiest time period for traffic accessing this site would be during the Saturday peak hour due to the trip generation characteristics of an automobile dealership. Table 4 presents the vehicle trip generation rates utilized for the land uses allowed under the existing zoning and land uses contemplated for the proposed mixed-use development. Table 4 Trip Generation Rates (Automobile Sales) Time Period Units Directional Distribution In Out Trip Rate (vph per unit) Remarks Weekday AM Peak Hour 1000 sq.ft. GLA 75% 25% Weekday PM Peak Hour 1000 sq.ft. GLA 40% 60% Saturday Peak Hour 1000 sq.ft. GLA 50% 50% Notes: DU Dwelling Unit; GLA Gross Leasable Area; vph vehicles per hour 1 - Trip Generation Manual, 9th Edition Average rate (AM) / Fitted curve equation (PM) for Land Use 841 Automobile Sales Trip Generation of Original Land Use Designation Vehicle trip generation of land uses allowed under the existing zoning (i.e. auto dealership) is summarized in Table 5. Table 5 Vehicle Trips Generated by the Existing Site Time Period Component In (vph) Out (vph) Weekday AM Peak Auto Dealership Weekday PM Peak Auto Dealership Saturday Peak Hour Auto Dealership Total (vph) Notes: vph vehicles per hour A key finding is that the land uses allowed under existing zoning (i.e. auto dealership) could generate up to 36 vehicle trips during the peak hour, in this case the weekday PM peak hour. INFRASTRUCTURE Page 7 of 18

8 Site-Generated Traffic Volumes Vehicle trip generation of the proposed development (i.e. auto dealership) is summarized in Table 6. Table 6 Vehicle Trips Generated by the Proposed Development Time Period Component In (vph) Out (vph) Weekday AM Peak Auto Dealership Weekday PM Peak Auto Dealership Saturday Peak Hour Auto Dealership Total (vph) Notes: vph vehicles per hour Key findings include: When completed, the development is expected to generate 39 vehicle trips (= 29 entering + 10 exiting) during the weekday AM peak hour, 62 vehicle trips (= 25 entering + 37 exiting) during the weekday PM peak hour and 77 vehicle trips (= 39 entering + 38 exiting) during the Saturday peak hour. The proposed auto dealership would add up to 26 new vehicle trips to the adjacent street during both the weekday AM and PM peak hours and up to 51 new vehicle trips during the Saturday peak hour (see Figure 4). Site-Generated Traffic (vehicles per hour) Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour Existing - Auto Dealership Proposed - New Auto Dealership Figure 4 Comparison of Existing and Proposed Trip Generation INFRASTRUCTURE Page 8 of 18

9 Site-Generated Person Trips The proposed development will generate pedestrian activities that would be added to the adjacent pedestrian network. Table 7 presents the person-trips that are estimated to be generated by the site based in part on the mode splits documented in the City of North Vancouver Long-Term Transportation Plan (Vancouver, BC: Urban Systems, April 2008). When completed, the auto dealership is expected to generate 45 person-trips (= 35 entering + 10 exiting) during the weekday AM peak hour, 75 persontrips (= 30 entering + 45 exiting) during the PM peak hour and 95 person-trips (= 50 entering + 45 exiting) during the Saturday peak hour. Mode Table 7 Person-Trips and Modal Splits Mode Share Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour In Out Total In Out Total In Out Total Vehicle 80% Person-Trips per Hour by Vehicle 80% Bicycle 2% Public Transit 9% Walk 9% Person-Trips per Hour by Pedestrians 18% TOTAL Person-Trips per Hour* 100% Notes: * - Total Trips rounded to nearest five The mode shares align with information provided by North Shore Kia: 71% of 28 employees (= 25 full-time + 3 part-time) currently drive to work 29% currently are dropped off by others, take transit, bicycle or walk Note that employee driving numbers assume worst case as employees are reported to often use alternate modes of transportation (e.g. motorcycles, bicycles) when weather cooperates. INFRASTRUCTURE Page 9 of 18

10 Site Access and On-Site Circulation As noted earlier and illustrated in Figure 2, the 80 parking stalls serving customers and staff as well as housing inventory would access West 1 st Street via two driveways. East Driveway Forming the south leg of the intersection of Donaghy Avenue and West 1st Street, this all-movement driveway would typically be used for: Customer service and parts drop-offs and pick-ups; Truck access to the service enclosure and bulk oil room at the south east corner of the building; and Garbage/recycling trucks to exit the site after visiting the garbage/recycling enclosure that would be located in the southwest corner of the site. West Driveway - Located west of Donaghy Avenue, this right-in / right-out driveway would typically be used for: Sales inventory movement and test driving; and Garbage/recycling trucks to access the garbage/recycling enclosure. The two driveways proposed as part of this development should generally result in the status quo with regard to activity on West 1 st Street and the impact to the operation on both West 1 st Street and its intersection with Donaghy Avenue given that: The traffic volumes are expected to increase less than 1.7 percent ( = 26 new site-generated trips / 1,530 vehicle traveling along West 1st Street) as a result of this development; and There would not be an increase in the number of conflict points between pedestrians, cyclist and motor vehicles as there are already two driveways. Allowing all movements at the West Driveway may result in vehicles wanting to turn left from West 1 st Street (an undivided Major Arterial) into the site access on the far side of the Donaghy Avenue intersection being blocked by eastbound vehicles on West 1 st Street; the resulting traffic back up behind the vehicle waiting to turn may extend into the intersection area. This potential issue has been addressed by limiting movements at the West Driveway to right-in / right-out only. Furthermore: The West Driveway needs to function as a right-in / right-out in order to accommodate the garbage/recycling trucks that access the garbage / recycling enclosure. These trucks would enter via one driveway, drive through the site and exit out the other driveway. This form of site circulation is the safest operation as it eliminates the hazards associated with large trucks reversing in relatively confined spaces. INFRASTRUCTURE Page 10 of 18

11 Given the low volumes of traffic expected to use the West Driveway (<15 in + out movements per hour), movements could be controlled through the use of signage (i.e. R-15L NO LEFT TURN and custom STAFF ONLY signs) and pavement markings (double solid yellow lines in median). Furthermore, given that drivers using this driveway are typically employees (sales inventory movement and test driving) or vendors (garbage / recycling trucks); North Shore KIA can introduce administrative controls that prohibit drivers from attempting left-in / left-out movements at the western driveway. The proposed directional entrance signs illustrated in the site plan combined with the site layout direct / draw drivers to the East Driveway and make the West Driveway less appealing than the East Driveway. Two driveways are appropriate for this site because: Two driveways separate traffic between customer service and parts drop-offs and pick-ups (East Driveway) from the sales inventory movement and test driving (West Driveway). The vast majority (over 90%) of auto dealerships in North Vancouver have at least two access points. Those only having one did not have an option given site geometry, etc. The three lots that comprise the site at West 1 st Street currently have two access points and technically could have three if the lots were each developed separately. The proposed number of access points (two) reflects the status quo. The existing KIA dealership at 725 Marine Drive operates with three access points but is proposing only two driveways at West 1 st Street. The prevailing M-3/M-5 zoning in the area permits two access points for large sites over 35,000 sq.ft. in size. Note that the site is over 43,300 sq.ft. in size. It is anticipated that the largest vehicle (i.e. garbage / recycling truck) that will access the site is a Medium Single Unit (MSU) truck. As such, vehicle circulation of MSU s within the parking lot was reviewed. The corresponding AutoTURN analyses are included in Appendix B. The review suggests that MSU s manoeuvering into, around and out of the site would typically not have any issues. Consequently, smaller vehicles, i.e. passenger cars should also not have any issues. INFRASTRUCTURE Page 11 of 18

12 Parking Review As noted earlier and illustrated in Figure 2, 80 parking stalls would serve customers and staff as well as house inventory. This would consist of 58 standard stalls (including 3 tandem), 20 small car stalls (8 tandem) and 2 disability stalls located across from the entrance to the showroom. Furthermore, 14 of the 80 parking spaces would be reserved for staff. As shown in Table 8, application of the City s offstreet parking requirements detailed in Zoning Bylaw, 1995, No to this development yields a requirement for 44 parking spaces. Table 8 - By-Law Parking Requirements Component Number of Units / Area By-Law Parking Ratio Parking Requirement (Spaces) Commercial Uses 20,131 sq.ft. GFA 1 space per square metres (500 sq.ft.) of GFA 40 Visitor Parking 38 parking spaces 10% of the total Parking Spaces required 4 TOTAL REQUIRED 44 TOTAL PROVIDED 80 Surplus (Shortage) +36 Notes: GFA Gross Floor Area A key finding from Table 8 is that the proposed parking supply (80 spaces) exceeds the by-law parking requirement (44 spaces) for commercial uses of this nature. As experienced auto dealers, North Shore Kia confirmed that the proposed parking supply meets the anticipated needs. When accounting for vehicle bays and car display space then up to 104 spaces would be provided on the site for customers, staff, inventory and vehicles in maintenance. This would be broken down as follows: Visitor (customer) Disable Staff Service department Service loaner Service customer Show room Outdoor car display Outdoor inventory Total 8 vehicles 2 vehicles 14 vehicles 10 vehicle bays 6 vehicles 17 vehicles 8 vehicles 6 vehicles 33 vehicles 104 vehicles INFRASTRUCTURE Page 12 of 18

13 Based on the information provided by North Shore Kia: 6 parking stalls are provided for the 20 employees that drive at the existing dealership on Marine Drive, which is equivalent to a parking ratio of 0.30 parking stalls per employee. Staff parking stalls are shared given that the sales department runs 2 shifts so the parking stalls are used by more than 1 person on any given day. Consequently, it is reasonable to assume that of the 14 current total staff that do not get a stall, there would be 10 staff at any given time parking off-site (= 20 driving employees 6 parking on-site = 14 adjusted down because of shifts = +/-10). 14 parking stalls would be provided at the new site on West 1 st Street for the 31 employees expected to drive to work, which is equivalent to a parking ratio of 0.46 parking stalls per employee and exceeds the parking ratio at the existing dealership (= 0.30). Of the 17 future total staff that do not get a stall, there would be staff at any given time parking off-site (= 31 driving employees 14 parking on-site = 17 adjusted down because of shifts = 12-13). Other businesses on West 1st Street do not typically provide off-street parking for all of their employees. Consequently, on-street parking will continue to be shared with other employees, customers and visitors to the area. The shortfall for the new Kia site will be mitigated by the TDM strategies noted below, especially if transit is introduced to West 1 st Street. Transportation Demand Management (TDM) Review The travel behaviour of employees and customers of the area will also have an important effect on the liveability of the Marine-Hamilton neighbourhood through the air quality impacts and the amount of traffic generated by the site. While a significant portion of person trips will be by passenger car, the remaining trips will be on foot, by bike or by public transit. The transportation services will be supplemented by demand management programs that encourage non-auto travel. These could be implemented by the City and the developer and are separate from actual transit services. TDM covers three aspects of travel: Trip Elimination Programs under this heading focus on reducing the number of trips made and are targeted at large work sites. Given the relatively low employment expected at the site, there is little opportunity to implement these programs in this development. Mode-Shift Strategies These programs encourage trips to be made by means other than as a car driver and can be either cost-based by making travel by non-auto modes more economic compared to travelling by car, or by providing non-monetary incentives and services to encourage non-auto use. Cost based measures could include subsidizing transit fares, implementing parking fees and eliminating subsidized parking for employees. Incentive measures could include limiting INFRASTRUCTURE Page 13 of 18

14 parking availability, ride matching services, priority parking for carpools and vanpools, car-share programs, on-site assistance with trip planning and end-of-trip facilities for non-motorized travel. Both cost-based and incentive-based strategies are appropriate for employees and customers of the proposed development. Time-Shifting Measures The third strategy targets the time at which trips are made, away from the more congested periods into the shoulders of the peak and off-peaks. On a daily basis, these measures do not reduce overall traffic generation, but reduce the impact of any new traffic during peak hours. They have a positive impact on air quality by having a higher proportion of auto trips made when travel speeds are higher. These strategies are also employment based and usually achieved through flex-time working. Given the level of employment and the nature of that employment at the proposed development, there is little opportunity to divert travel from peak periods to non-peak hours. Taking the foregoing travel elements into consideration, the emphasis of the TDM Plan should therefore be focused on programs that will reduce the number of trips made by car, i.e. mode-shift strategies. Available TDM Strategies A summary of the mode-shifting strategies that could potentially be applied to the site are summarized in Table 9 along with a rating of their suitability to this development. Table 9 Potential TDM Strategies TDM Strategy Description Issues Suitability Annual Transit Pass Program Tax Exemption for Subsidized Transit Pedestrian Safety Measures / Pedestrian Realm Employees provided with an annual two-zone transit passes Subsidy for transit passes not considered a taxable benefit Ensure local pedestrian network is designed according to crime prevention through environmental design (CPTED) principles Similar to U-Pass system at UBC/SFU Requires ongoing subsidy by TransLink, City and/or developer Consistency of application across neighbourhood area Lack of adequate transit service Taxable benefit vs. free parking Federal/provincial jurisdiction X Streetscape design includes pedestrian friendly streets and walkways. Avoid use of enclosed pedestrian routes Wider corner cuts to accommodate increased pedestrian holding area X INFRASTRUCTURE Page 14 of 18

15 TDM Strategy Description Issues Suitability Bicycle Network Improvements / End-of-Trip Facilities Ride Matching Service Vanpools Spontaneous Carpooling Limited Road Capacity Unconstrained Pedestrian Movement Parking Pricing Establish Maximum Parking Requirements Shared Parking Provide attractive routes for commuter and recreational cycling and provide secure, conveniently located bike storage facilities. Provide shower and change-room facilities for commuter cyclists Provide ready access to ride matching databases/programs Provide passenger vans for employees to/from work Provide assembly points for ad-hoc carpooling to/from designated locations Road capacity based on lower levels of service to encourage non-auto use No marked sidewalks in high pedestrian areas pedestrians takeover roadways Implement parking fees for all public parking Use maximum parking thresholds to contain vehicle ownership Treat non-resident parking as part of common pool to take advantage of alternative demand profiles for different uses On and off-street bicycle network incorporated into transportation network Bylaw requires secured and public bike parking spaces Minimize truck traffic on bike corridors Minimize conflicts at parking accesses Seasonality of cycling Program already in place through TransLink Voluntary vs. mandatory registration Long term commitment of participants Program in place through TransLink Limited opportunity given low transit use Provision of carpool parking in parking lot Provide hitch-hike stations for limited destinations e.g. Lonsdale Quay Eliminates limited on-street parking Common destinations well served by transit Safety for single travelers Street network not designed to reduce speeds and emphasize pedestrian activity Limited access to parking facilities Truck movements along West 1 st Street Require access to West 1 st Street for parking access Requires public parking which is not part of this development On-street parking easily adapted for parking fees Parking meters could reduce effective sidewalk space Bylaw establish minimum and maximum parking requirements for proposed use Only one type of use X (X) X X X X X INFRASTRUCTURE Page 15 of 18

16 TDM Strategy Description Issues Suitability Parking Time Limits Car Share / Car Co-ops Transportation Resource Centre Transportation Coordinator Guaranteed Ride Home Monitoring Programs Limit public parking to maximum stay e.g. 2 hours Standard practice in commercial areas with on-street parking but requires enforcement Implement car co-op service specific to the site Development is automobile oriented (X) Provide centralized centre to deliver information on transportation alternatives Hire full or part time transportation coordinator to implement / monitor demand management programs Provide employees with free or subsidized ride home in cases of family emergency or unforeseen overtime work. Can be in form of subsidized taxi ride to or from transit station. Undertake routine transportation surveys of employees to monitor travel habits Cover entire neighbourhood as opposed to site Insufficient employees to warrant full time staff Medium sized employment base in development Avoid misuse/abuse Administration of surveys Coordinate with City count programs Control areas required to monitor success e.g. West 1 st /Fell (X) X X (X) Notes: = Suitable; (X) = Limited potential; X = Unsuitable Short Listed Strategies Not all of the strategies listed in Table 9 are appropriate for application in the proposed development. Barriers to the implementation include: Lack of jurisdictional framework; Requirement for co-operation from other agencies, e.g. TransLink, Provincial/Federal Government, transportation service providers, etc.; Initial and ongoing costs of implementation and administration over the longer term; Limited potential to achieving reduction in non-peak auto travel; and Consistency/equity with other nearby developments. A further consideration is the complexity of implementation and the ability for the program to be directly recognizable in the community. Recognizing the above constraints, a short list of programs was selected that could be considered for application in the long term. These were: Pedestrian safety measures / pedestrian realm (Note that the existing sidewalk will be retained along the site frontage on West 1 st Street as part of this project); INFRASTRUCTURE Page 16 of 18

17 Bicycle network improvements / end-of-trip facilities (Note that the existing bike lane will be retained along the site frontage on West 1 st Street as part of this project. Secure bike storage facilities and shower and change-room facilities for commuter cyclists will be provided as part of this project); Ride Matching Service; and Guaranteed Ride Home. North Shore Kia currently offers a program similar to the Guaranteed Ride Home program. They are also open to instituting a Ride Matching Service by providing staff with information to ride matching databases and would post this information in a prominent space, e.g. staff lunchroom. RECOMMENDATIONS In light of the findings, the following recommendations are forwarded for consideration: 1. Site Access and On-Site Circulation a. Provide two driveways onto West 1 st Street; and b. Limit movements at the West Driveway to right-in / right-out only. 2. Transportation Demand Management Strategies a. Provide end-of-trip facilities, such as secure bike storage facilities and shower and changeroom facilities for commuter cyclists (Note: already provided as part of this project). b. Institute a Ride Matching Service that provides employees with access to ride matching databases / programs; and c. Institute a Guaranteed Ride Home program that provides employees with free or subsidized ride home in cases of family emergency or unforeseen overtime work. Can be in form of subsidized taxi ride to or from nearby transit station, e.g. Lonsdale Quay. INFRASTRUCTURE Page 17 of 18

18 SUMMARY AND CONCLUSIONS The is proposing to demolish an existing building at West 1 st Street and construct a new two-storey building that will be the new home of the North Shore Kia auto dealership. Once this automobile dealership is complete, the busiest time period for traffic accessing this site would be during the Saturday peak hour when the development is expected to generate 77 vehicle trips (= 39 entering + 38 exiting). However, only 51 new vehicle trips would be added to the road network when accounting for traffic generated by the existing land use. In terms of person trips, the development is expected to generate 45 person-trips (= 35 entering + 10 exiting) during the weekday AM peak hour, 75 person-trips (= 30 entering + 45 exiting) during the PM peak hour and 95 person-trips (= 50 entering + 45 exiting) during the Saturday peak hour. Note that up to 80 percent of these trips are expected to be by motor vehicle. Application of the City s off-street parking requirements detailed in Zoning Bylaw, 1995, No to this development yields a requirement for 44 parking spaces. The proposed parking supply of 80 parking stalls would exceed the City s requirements and addresses North Shore Kia s needs. Note that when accounting for vehicle bays and car display space then up to 104 spaces would be provided on the site for customers, staff, inventory and vehicles in maintenance. A Transportation Demand Management (TDM) plan is included in this report with strategies that emphasize on mode-shifting to encourage non-auto travel. A short list of programs was selected that could be considered for application in the long term. Recommendations have been identified for consideration in this report, which include improvements to the site access as well as TDM measures. * * * * * If you have any questions about our methodology, findings or conclusions, please contact me at or vanweelderenf@mmm.ca. Yours truly, MMM Group Limited <original signed by> Floris van Weelderen, P.Eng., PTOE Manager, Transportation Planning Associate Partner REP-01-Rev6 (Mini Trans Review) INFRASTRUCTURE Page 18 of 18

19 APPENDIX A MINI REVIEW STUDY TERMS OF REFERENCE INFRASTRUCTURE INFRASTRUCTURE

20 Guidelines for the Submission of a Mini Transportation Review For Site Development Applications in the City of North Vancouver Transportation Group, City of North Vancouver Engineering, Parks & Environment Department This document was updated on date by CNV Engineering staff and applies to the proposed development at: address.

21 Guidelines for the Submission of a MINI Transportation Review Site Specific Requirements from City Staff Above and beyond the guidelines contained within this document, City of North Vancouver staff may have requirements or exemptions for individual developments, as transportation conditions are unique from site-to -site. This page generally provides (where applicable) staff requirements related to a specific development proposal. Development Name and Address: Date: CNV Engineering (Transportation) Staff Contact: Staff requirements regarding preparation of Transportation Review for this development proposal: 1) City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 1

22 Table of Contents 1.0 Introduction What Type of Transportation Study is Required? Transportation Study Structure Study Area Description of Development Proposal Required Report Elements... 6 City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 2

23 1.0 INTRODUCTION The City of North Vancouver requires that the transportation implications of new developments be assessed and documented. Such reviews are necessary for City staff to ascertain how proposed developments could affect transportation and mobility in the development s area of influence. The City therefore requires that each development submission be accompanied by a transportation review that is proportionate in scope to the development s magnitude. With staff guidance, developers are advised what type of transportation review is required to accompany their development submission, and are provided with a set of guidelines to follow. The various types of transportation reviews are described in the following section. This document contains the City s guidelines for preparation of a Mini Transportation Review. The City of North Vancouver Engineering Department generally adheres to Institute of Transportation Engineering recommended practice. Occasionally there are elements of a site that are unique, or for which there are multiple methods for analysis; in these cases it is recommended to confirm technical assumptions with City staff prior to proceeding with analysis work. 1.1 What Type of Transportation Study is Required? Development proposals are associated with a change in travel patterns in the vicinity of the site. This change is generally measured in terms of how many cars, pedestrians or bicycles will travel to or from the site, during the site s busiest hour. Usually, the weekday late afternoon period is when City streets have the most vehicular traffic. In general, if a development is expected to add fewer than 30 vehicle trips to or from the site in the afternoon peak hour period, the City does not require a transportation review to accompany the development submission. When staff estimates that site traffic will exceed this threshold, it is necessary to submit either: a Mini Transportation Review for developments that could add between 30 and 99 vehicle trips during the PM peak hour; a Transportation Study Level 1 for developments that could add between 100 and 149 peak hour vehicle trips; or Transportation Study Level 2 for any development that has the potential to add 150 or more PM peak hour vehicle trips. How many vehicles will come or go from the site during its busiest 1-hour period (usually a weekday afternoon)?* Fewer than ~30 vehicles Between ~30 and ~100 vehicles Between ~ 100 and ~150 vehicles ~150 or more vehicles No Transportation Study Required Mini Transportation Review Transportation Study - Level 1 Transportation Study - Level 2 *Note: PM peak hour trips are estimated by staff, accounting for the size of development and land use type City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 4

24 Above and beyond the thresholds outlined above, other circumstances may trigger the need for a specific scope of transportation review. In these situations, City staff will advise the development applicant what the circumstances are and what specific issues need to be incorporated into the scope of their transportation review. Two examples of such scenarios include: When the location of a development site is adjacent to a roadway or intersection with known safety or capacity deficiencies; or When the road adjacent to the development site has unique traffic or geometric conditions that may affect the ability of the road system to accommodate the proposed development. 2.0 MINI REVIEW STRUCTURE The following sections describe the standard contents of a mini transportation review. 2.1 Study Area For a mini transportation review, the study area generally includes the site access points, plus adjacent street(s) and sidewalk(s). Engineering staff will determine whether additional intersections or road segments within 200 meters of the site are necessary to include in the study area, based on known safety or operational issues that may be adversely impacted by the development proposal. 2.2 Description of Development Proposal The applicant s submission must provide a concise description of the development proposal for which the transportation review is accompanying. An introductory section within the transportation review must include the items listed below (these are required). 1-Title and address of project 2-Location of development and description of the local neighbourhood 3-A site plan with accesses and parking areas shown 4-A description of the purpose and nature of the project, with a description of the market area or area of influence (where appropriate) 5-Land use type and density and details of re-zoning when relevant 6-Development phasing (if relevant) and expected opening day 7-Description of nearby developments that are recently re-zoned/close-to or under construction that will affect the same street network or portions of it 8-A study area boundary map, with the site, study intersections and other notable landmarks noted City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 5

25 2.3 Required Report Elements Mini transportation reviews submitted to the City must be structured in a logical order and reflect transportation engineering best practices. It is important to confirm data collection methods with City staff prior to proceeding with the required work. Unless otherwise indicated by City staff, the following report elements are required: 1) Describe the Development Proposal (see Section 2.2) 2) Describe the Existing (pre-development) Site Conditions: -Provide details about the existing site and the nearby transportation network in a qualitative and quantitative sense (land use, observed typical weekday traffic conditions such as congestion and queueing, pedestrian & cyclist network/activity, any unusual features of the site or surrounding transportation network, proximity to arterial roads, proximity to transit service). Unless specifically indicated on page 1, a capacity assessment is not required. 3) Describe the New Trips Generated by the Site: -Once the development is complete, what would be the busiest time periods for traffic accessing this site? -How much traffic will this site generate, during its busiest 1 hour period(s)? (This should be estimated based on accepted ITE methods) This estimate should include vehicles entering and leaving the site. -In addition, the applicant should estimate how much potential pedestrian, cycling and transit use this site will generate, and comment on how these active mode users will be accommodated on the nearby road network. -If the site is being re-zoned, subdivided or undergoing OCP change, how many trips will be generated by the proposed development compared to the maximum allowed by the original designation? 4) Describe the Site Access and On-Site Circulation: -The City requires that all traffic interaction at the point where the development site joins the transportation network be reviewed. The purpose of this review is to ensure safe and efficient traffic operations will be maintained along the road network. -Any onsite circulation routes should be described, along with any commercial vehicle (such as garbage) collection activities, and loading/unloading activities (for residential or commercial uses). -The study must demonstrate turning paths for the largest vehicles that will access/exit the site through the use of turning templates. 5) Parking Review A parking review should address the issue of parking proposed versus how much is required per the City s bylaw. The City promotes active modes of transportation in order to reduce dependency on cars for everyday trips. Given the relatively high density of the City and the availability of transit service, reducing the parking requirement (below the minimum bylaw requirement) for new developments generally results in fewer car trips. Therefore, the City occasionally endorses a reduction in parking spaces with new developments, in lieu of a commitment towards Transportation Demand Management (TDM) strategies. The developer should discuss with City staff whether the development site is a candidate for reduced parking. City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 6

26 6) Transportation Demand Management Review Transportation Demand Management Strategies may be considered by developers to reduce car trips to the site. Some possible TDM measures include: Car-sharing programs; Employer-initiated flexible work arrangements; On-site parking reduction; Pedestrian improvements that would encourage more walking trips; Bicycle improvements that encourage more bike trip, such as destination facilities; Transit pass programs; Transit signal priority measures; and Converting unassigned parking spaces into pay-parking. 7) Findings and Recommendations Findings - Based on the analytic findings compiled within the TS, the consultant must highlight how the proposed development will impact the transportation system. Recommendations - The TS should then recommend engineering measures, where required, that would mitigate any adverse impacts on the transportation system. Recommended mitigating measures should be investigated from a multimodal perspective, to ensure that the needs of active mode users are not compromised by efforts to improve vehicular operations and safety. 8) Other Required Elements Since each development site has unique characteristics and will affect the transportation network differently, City staff identify additional study requirements on a site-to-site basis. Additional requirements (including those specifically required per Page 1) may include: -intersection or link traffic counts (all modes) -signal warrant calculations -collision analysis -speed surveys -parking surveys -operational (level-of-service) analysis for vehicles and/or active transportation users -queueing surveys -geometric reviews using design constraints and vehicle turning templates -sight visibility surveys City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 7

27 APPENDIX B AUTOTURN ANALYSES INFRASTRUCTURE INFRASTRUCTURE

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29 WEST 1ST STREET BRITISH COLUMBIA RAILWAY TAC-1999 (CA) TAC-1999 (CA) MSU MSU 2 MSU TAC-1999 (CA) RONA/ GREENHOUSE GUTTER EL.10.3 GARBAGE/ SECURED RECYCLING BIKE ENCLOSURE RACKS (8) +/- 22'x18.5' (404 SF) EL EL.10.5 EL.10.7 RETAINING WALL/ FENCE/ LANDAPING EL.10.7 RETAINING WALL/ FENCE EL EL.9.9 TANDEM STALLS TEMP STALLS PARTS DELIVERY O/H DOOR 11'-0"x10'-0" EL.10.2 EL WAY DRIVE AISLE MMM Group Limited Suite 700, 1045 Howe Street Vancouver, BC V6Z 2A9 t f PARKING (APP. 80 STALLS) EL.10.4 EL.10.3 SERVICE CANOPY ABOVE 2 WAY DRIVE AISLE ALE: 2 WAY DRIVE AISLE ELEV. +/-14.8' (4.5M) 32 EL.10.4 EL.10.3 CUSTOMER RAMP SLOPE UP 5% CANOPY ABOVE FAP ELEV. +/-14.8' (4.5M) EL.10.4 RAMP SLOPE UP 1:12 (8.3%) EL WAY ACCESS LANDAPING TANDEM STALLS BIKE RACKS (11) SPECIAL PAVING West 1st Street, North Vancouver NTS Turning Movement Analysis - MSU Garbage/Recycling Loading Space (Inbound) DATE: Jan 20, 2014 Project No DWG-01-Rev2 OUTDOOR CAR DISPLAY (1) ACC. RAMP SLOPE UP 1:12 (8.3%) MSU Width Track Lock to Lock Time Steering Angle meters : : : : LANDAPING EL.10.7 EL LEGEND ELEV. 10.8' LANDAPING ELEV. 10.9' EL.11.0 SIDEWALK EL.11.0 EL.10.8 CURB APRON EL.10.3 EL.10.4 GUTTER GUTTER ACCOMMODATED CONFLICT

30 : : : : BLACKTOP DRIVEWAY CLEANOUT EL.10.4 EL.10.4 BOX VALVE EL.9.7 EL.10.4 EL.10.3 EL.10.5 EL.10.8 EL.10.8 EL.10.1 EL.9.9 EL.10.1 EL.11.1 EL.11.1 EL.11.3 EL.10.8 EL.11.4 EL.10.6 EL.11.0 EL.11.5 EL.10.6 EL.10.7 EL.10.6 EL.10.3 EL.11.3 EL.11.4 EL.11.1 EL.11.0 EL.10.5 EL.10.5 EL.11.2 EL.10.5 EL.10.4 EL.10.3 EL.11.0 EL.10.3 EL.11.0 EL.11.0 EL.10.8 EL.11.1 EL.10.7 WEST 1ST STREET BRITISH COLUMBIA RAILWAY TRACK RAILWAY MANHOLE GAS SANITARY HYDRO GUTTER GUTTER GUTTER EL.10.2 EL.10.5 EL.10.5 EL.10.7 EL.10.7 EL.10.0 EL.10.7 EL.9.9 EL.10.2 EL.10.4 EL.10.4 EL.10.4 EL.10.3 EL.10.3 EL.10.2 SIDEWALK GUTTER GUTTER CURB APRON RAILWAY RETAINING WALL/ FENCE PARTS DELIVERY O/H DOOR 11'-0"x10'-0" WASH DETAIL BAY #11 SERVICE DEPARTMENT 6,583 SF (GROUP F2) SERVICE CANOPY ABOVE SKYLIGHT ABOVE SERVICE MANAGER TECH COUNTER SERVICE RECEPTION RETAIL PARTS EXIT STAIR PARTS DISPLAY WOMEN'S PARTS W/R MANAGER WARRANTY O/H DOOR 16'-0"x10'-0" POTENTIAL DOOR ELECT. CAR CHARGER OUTLETS (2) GREENHOUSE BENCH BENCH BENCH BENCH BENCH WATER ENTRY AREA PANEL (REFER TO ELECT. DWGS) EYE WASH HAND WASH 2 WAY DRIVE AISLE FIRST AID MEN'S W/R CUSTOMER WAITING AREA CANOPY ABOVE FAP RECEPTION/ WELCOME WALL MANAGER FIN & INV FIN & INV SALES TOWER SHOWROOM 4,531 SF (GROUP E) INSURANCE DESK CANOPY ABOVE ELEV. +/-14.8' (4.5M) RAMP SLOPE UP 1:12 (8.3%) ELEV. 10.8' 2 WAY DRIVE AISLE 2 WAY DRIVE AISLE 2 WAY ACCESS ELEV. 10.9' GARBAGE/ SECURED RECYCLING BIKE ENCLOSURE RACKS (8) +/- 22'x18.5' (404 SF) 1 PARKING (APP. 80 STALLS) RAMP SLOPE UP 5% OUTDOOR CAR DISPLAY (1) ACC. RAMP SLOPE UP 1:12 (8.3%) OUTDOOR CAR DISPLAY (4) 2 WAY DRIVE AISLE LANDAPING LANDAPING TEMP STALLS 73 ELEV. +/-14.8' (4.5M) RETAINING WALL/ FENCE/ LANDAPING MMM Group Limited Suite 700, 1045 Howe Street Vancouver, BC V6Z 2A9 t f LANDAPING TANDEM STALLS ALE: BIKE RACKS (11) SPECIAL PAVING West 1st Street, North Vancouver NTS Turning Movement Analysis - MSU Garbage/Recycling Loading Space (Outbound) DATE: Jan 20, 2014 Project No DWG-02-Rev MSU Width Track Lock to Lock Time Steering Angle LEGEND meters ACCOMMODATED CONFLICT TANDEM STALLS LANDAPING MSU TAC-1999 (CA) TAC-1999 (CA) MSU AVE DON 10