Pearson Dogwood Master Plan Transportation Assessment

Transcription

1 Pearson Dogwood Master Plan Transportation Assessment Draft Report Prepared for Onni Group. Date December 23, 215 Project No

2 TABLE OF CONTENTS 1. INTRODUCTION Background Report Layout EXISTING CONDITIONS Introduction Site Context Study Network and Surveys Past Vehicle Volumes Street Network Review Pedestrian Circulation Cycling Connections Transit Routes Summary DEVELOPMENT PLAN REVIEW Introduction Design Principles Development Plan Street Network and Design Pedestrians Bicycle Facilities Transit Summary PARKING AND LOADING REVIEW Introduction Market Residential Parking Parking Demands for Social Housing Residential Visitor Parking Commercial / Grocery Store Community / YMCA VCH Facilities Child Care Facility Bylaw Vehicle Parking Review Bicycle Parking Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report\215311_ _PearsonDogwood_TAR_V1_TAB.docx 4.11 Loading Planned Loading Bylaw Loading Summary Summary VEHICLE TRIP GENERATION Introduction Vehicle Trip Generation Langara Gardens Trip Distribution Summary OPERATIONAL CAPACITY REVIEW Vehicle Flow Diagrams Site Access Modeling Percentages Change on the Study Network Capacity Preamble Existing Operational Analysis Future Operational Analysis Capacity Mitigation Measures Site Accesses Discussion for 57 th and 59 th Avenues intersections at Cambie Street Traffic Calming Considerations Summary CONCLUSSIONS APPENDIX A Traffic Flow Diagrams... 1 APPENDIX B Synchro Outputs... 2 EXHIBITS Exhibit 1.1: Local Context... 2 Exhibit 2.1: Site Context... 4 Exhibit 2.2: Street Network... 7 Exhibit 2.3a: Existing Peak Hour Traffic Flows AM... 8 Exhibit 2.3b: Existing Peak Hour Traffic Flows - PM... 9 Exhibit 2.4: Cyclist & Pedestrian Network Exhibit 2.5: Transit Network Exhibit 3.1 Development Site Plan Exhibit 5.1: Site Traffic Distribution... 28

3 Exhibit 6.1a: Site Trip Totals - AM... 3 Exhibit 6.2a: Site Trip Totals - PM TABLES Table 2.1: Study Network Intersections... 5 Table 2.2: Existing Vehicles Flows Two-way Peak-hour... 5 Table 2.3: Link Flow Changes... 5 Table 2.4: Traffic Entering Vancouver 1981 to Table 2.5: Street Characteristics (fronting the site)... 6 Table 2.6: Service Frequencies for Transit Services... 1 Table 3.1: Development Content Table 3.2: Development Content by Parcel Table 3.3: Proposed Typical Street Cross Sections Table 3.4: Internal Street Connections with City Streets Table 4.1a: MVPS Supply v Demand for Vancouver / UBC Area (per unit) Table 4.1b: MVPS Influence of Transit (Region-Wide) Household Survey Table 4.2a: MVPS Supply v Demand for non-market Housing Table 4.2b: MVPS Influence of Transit (Region-Wide) on Market Rental Table 4.3: YMCA Parking Review... 2 Table 4.4: VCH Parking Details (Parcel B and C)... 2 Table 4.5: Vehicle Bylaw Rates Table 4.6: Planned Parking Provision in the Context of Bylaw Table 4.7a: Bicycle Parking Bylaw Rates Table 4.7b: Bicycle Parking Per Parcel Table 4.8: YMCA Loading Demand Table 4.9: VGH Loading Survey Table 4.1: City of Vancouver Off-Street Loading Space Regulations Table 4.11: Loading Summary Bylaw vs Proposed Table 5.1: Trip Generation Rates Table 5.2: New Development Vehicle Trips Table 5.3: Vehicle Trip Distribution Table 6.1: Site Access Modelling Assumptions Table 6.2a: Changes in Traffic on Network Afternoon Peak-Hour Table 6.2b: Internal Street Volumes (per hour) Table 6.3: Level of Service and Delay Relationship (Source: HCM) Table 6.4a: Existing Peak Hour Operations (Fully Signalized Intersections) Table 6.5a: Future Peak Hour Operations (Signalized Intersections) Table 6.5b: Future Peak Hour Operations (Pedestrian-Actuated and Un-signalized Intersections) Table 6.6: Proposed Mitigation Measures Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report\215311_ _PearsonDogwood_TAR_V1_TAB.docx Table 6.7: Future Peak Hour Operations with Mitigation Measures (Signalized Intersections) Table 6.8: Future Peak Hour Operations at Site Accesses (57 th Avenue) Table 6.9: Volume Changes (at Build-Out) with 57 th Avenue through-movement at Cambie Street... 37

4 1. INTRODUCTION 1.1 Background Onni Group, in partnership with Vancouver Coastal Health, is planning to develop the Pearson Dogwood site located on the west side of the Cambie Corridor, between 57 th Avenue and 59 th Avenue, in the City of Vancouver, BC. The site is shown in the context of the local street network at Exhibit 1.1. The master plan development follows the Policy Statement (February 214) that established a broader range of allowable land uses and higher densities across the site, and it follows a similar planning processes on other sites along the Cambie Corridor, including at the Oakridge Shopping Centre and Marine Landing. One of the main catalysts for the site development will be the potential for a new Canada Line station located at the south west corner of 57 th Avenue and Cambie Street, and much of the site planning has revolved around how this node will integrate with the new land uses and street forms planned. Consideration will also be given to the Langara Gardens master plan, located immediately to the north, which is currently going through its own Policy Statement review process. At the Policy Statement, a high-level transportation review was undertaken to show how the new vehicle movements generated could potentially be accommodated on the local street network with the master plan in place with a particular focus on the intersections at Cambie Street and Oak Street adjacent to the site. This report develops further the earlier work, taking into consideration a more detailed review of the expected land uses along with the street network developed in the current master plan. Existing Conditions highlights surrounding land uses, presents transportation volumes, describes streets and intersections, and reviews the site context with respect to pedestrian circulation, bicycle connections and transit routes; Development Plan Review presents the general features of the master plan design from a transportation perspective, covering design principles, development content, streets, pedestrians, cycling, and transit; Parking and Loading Review an assessment is made on the expected needs for vehicle parking and truck loading to support the development plan and this is presented in the context of the bylaw requirements, while bicycle requirements will follow the City s minimum requirements for the individual land uses; New Vehicle Trip Projections estimates the number of new vehicle movements projected for the development master plan and shows how these would be distributed on the local street network, also taking into consideration the potential changes for Langara Gardens; Operational Review this section assesses the study network intersections from an operational standpoint for the existing conditions (i.e. without development) and future conditions, with development, to determine what challenges arise and assessing appropriate mitigation measures. The report will also present the expected demands for vehicle parking and loading spaces and this will be shown in the context of the bylaw requirements, while the input to the Green Mobility (Rezoning Policy for Sustainable Large Developments) can be found within the main report. Plans and details relating to the master plan design and layout covering streets, pedestrians, cycling, transit, loading etc., are located within the main rezoning documentation materials. 1.2 Report Layout This report aims to provide sufficient confidence that the development master plan can be supported from a transportation perspective and will be set out in the following manner. 1 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

5 N Oakridge - 41st Avenue Station T ST W 41 AVE S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports GRANVILLE ST OAK ST HEAER ST Oakridge Centre CAMBIE ST Langara - 49th Avenue Station T W49 AVE MAIN ST FASER ST W 54 AVE Langara Golf Course W 57 AVE SITE W 59 AVE W 7 AVE SW MARINE DR T Marine Drive Station Faser River Exhibit 1.1 Local Context Pearson Dogwood Transportation Study December 215 Scale NTS &

6 2. EXISTING CONDITIONS 2.1 Introduction The following presents the site s context with respect to the surrounding land uses, existing and past vehicle volumes, street and intersection characteristics, pedestrian circulation, cycling connections, and transit routes. It will provide important context when reviewing the development master plan s design features and understanding future vehicle operations. located on the north side of 57 th Avenue, close to Cambie Street, and on a short section of Cambie Street south of 59 th Avenue. Oakridge Shopping Centre is located approximately 1,5-metres to the north of the site at Cambie Street and 41 st Avenue, and can be reached by cycling or transit. Closer to the site is the new commercial precinct under construction at Marine Landing (Cambie Street and SW Marine Drive) and is within a 1 to 15-minute walk from most parts of the site. 2.2 Site Context The site master plan is bounded by 57 th Avenue to the north, Cambie Street to the east, 59 th Avenue to the south, and Heather Street to the west. It is shown in the context of the local street network at Exhibit 2.1. It is currently occupied by around 236, Gross Floor Area of space used by Vancouver Coastal Health facilities which is spread across the site. Future VCH operations will be consolidated into two buildings in the new master plan, releasing land for the new master-planned community. Residential forms the main land uses surrounding the site with both single and multi-family housing. There are also a number of non-residential uses to support the local community including three schools located on the west side of the site, summarized below: Sir Wilfred Laurier (elementary) school, Ideal Mini School (academic alternative school), and Sir Winston Churchill (secondary) school. Combined, the schools can present short-term parking challenges at certain times of the day with parent pick-up or drop-off activities and this is highlighted at Exhibit 2.1. However, there is only two short sections of street adjacent to the site, i.e. Heather Street and 57 th Avenue, where this activity occurs and it is only for relatively short periods of time, i.e. in the afternoon period at the school end (3:pm to 3:15pm). On the north side of the site is Langara Gardens, a residential multi-family community with some commercial elements located on 57 th Avenue close to Cambie Street. Langara Gardens is currently subject to a separate Policy Statement review process and the projected new vehicle movements through increased density will be covered in Sections 5 and 6 of the report with the understanding that this site plan is expected to evolve over time. Marpole / Oakridge Community Centre is located at the corner of 59 th Avenue and Oak Street and is within 6-metres of the centre of the site. Commercial uses within reasonable walking distance of the site are 3 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

7 N S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports W 54 AVE Sir Winston Churchill Secondary School 4m ASH CRES Langara Golf Course OAK ST CAMBIE ST W 57 AVE Langara Gardens Retail Fire Station W 55 AVE LAUREL ST Sir Wilfred Laurier Elementary School Ideal Mini School HEAER ST SITE Ambulance W 59 AVE Marpole/Oakridge Community Centre & Oak Park School Retail/ Services Retail/ Services Winston Churchill Pick-up/Drop-off Area Wilfred Laurier Pick-up/Drop-off Area Ideal Mini School Pick-up/Drop-off Area W 6 AVE Exhibit 2.1 Site Context Pearson Dogwood Transportation Study December 215 Scale NTS &

8 2.3 Study Network and Surveys Table 2.1 summarizes the transportation survey locations and Exhibit 2.2 highlights the existing traffic control and laning for the study network. Table 2.1: Study Network Intersections Intersection Intersection Control Type Survey Cambie Street at 57 th Avenue Fixed-Time Signal February 6 th, th Avenue at Heather Street Pedestrian Signal February 6 th, th Avenue at Oak Street Minor stop February 6 th, 213 Cambie Street at 59 th Avenue Fixed-Time Signal September th Avenue at Heather Street Traffic Circle September 213 Oak Street at 59 th Avenue Pedestrian Signal September 213 Surveys times covered the weekday morning (7am to 9am) and afternoon (3pm to 6pm) peak periods and the results have been reviewed in the context of the City s data (most recent counts on Vanmap from 29). This allows for a comparison of the volume changes after the 59 th Avenue and Cambie Street modifications (implemented in January 213), where the vehicle turning movements on 59 th Avenue, west of Cambie Street, were restricted to a right-in /-out (previously full movements). Weekday peak-hour periods were identified at 7:45am to 8:45am and 4:45pm to 5:45pm and these periods have been used throughout the report, including for the operational analysis. Vehicle volumes for these periods are presented at Exhibits 2.3 and 2.4 for the study intersections and Table 2.2 summarizes the peak-hour two-way vehicle volumes on local street network to provide context. Table 2.2: Existing Vehicles Flows Two-way Peak-hour Location am pm Cambie Street south of 57 th Avenue 2,827 2, th Avenue west of Cambie Street th Avenue west of Heather Street th Avenue west of Oak Street th Avenue west of Cambie Street th Avenue west of Heather Street th Avenue west of Oak Street In the morning peak-hour period, vehicle volumes on 57 th Avenue are around 15 movements higher than the afternoon peak-hour period, probably due to the influence of the local schools. 59 th Avenue carries around 1% to 2% of the vehicle volume observed on 57 th Avenue and Cambie Street has the highest volume at 2,8 to 2,9 vehicles per hour in the peak-hour periods. West 57 th Avenue adjacent to the site operates with 6 to 73 two-way vehicle movements in the peakhour periods. As a comparison, West 16 th Avenue (east or west of Cambie Street) shares similar street characteristics (parking both sides, two travels lanes) and it carries around 1, vehicles per hour during the peak-hour periods, while 49 th Avenue at Langara College (also similar) carries 1,5 vehicle movements per hour. Such comparisons highlight the available capacity on 57 th Avenue to carry higher vehicles volumes in the future and still function satisfactorily. A before and after review was made with the changes at 59 th Avenue and Cambie Street, which was restricted to a right-in / out at 59 th Avenue west of Cambie Street (January 213) and this is summarized in Table 2.3. Table 2.3: Link Flow Changes Pre 213 Vanmap 213 (Bunt) Street Section AM / PM AM / PM 57 th Avenue Ash to Cambie 52 / 5 6 / th Avenue Ash to Cambie 4 / 35 6 / 11 This table demonstrates vehicle volumes are lower by 25 movements in each of the peak-hour periods on 59 th Avenue due to the removal of the westbound and eastbound through movements at Cambie Street. Conversely, 57 th Avenue shows an increase of around 5 to 8 vehicle movements in each of the peakhour periods. By inference, this suggests that around 2 vehicle movements which previously used 59 th Avenue (adjacent to site) have been redirected to parallel east-west routes in the local area (e.g. 54 th Avenue). In a wider context, the arterial street network in Vancouver generally operates close to capacity at peak times, but the City has grown without noticeable vehicle traffic growth in the past 15 years and this point is covered in the following paragraphs. 2.4 Past Vehicle Volumes Vehicle volumes were reviewed at the local and city-wide level to understand how patterns have changed over time as the City has grown. Figure 2.1 shows the trend on Cambie Street, just north of 57 th Avenue, and as can be seen volumes have been trending down since Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

9 35 3 Figure 2.1: Cambie north of 57th Peak-Hour Vehicles Street classifications identify 57 th Avenue as a collector road ; Heather Street as a local street / bikeway ; 59 th Avenue as a local street / greenway ; and Cambie Street as an arterial road. Table 2.5 presents the key dimensional elements for each street and this will provide important context when reviewing the new street designs formed with the new development plan. 25 Table 2.5: Street Characteristics (fronting the site) 2 15 Street Travel Lanes Parking Sidewalks Bicycle Facilities ROW Cambie Street 4 x 3.5m 2 x 2.5m 2 x 1.8m painted lanes plus shared path on eastside 59 th to 58 th 44.5m 57 th Avenue 2 x 3.m 2 x 2.5m 2 x 1.8m None 24.5m 59 th Avenue 2 x 3.m 2 x 2.5m 2 x 1.5m None 2m AM PM Heather Street 2 x 3m No formal parking 1 x 1.5m (west side) shared and speeds bumps 2m Similar patterns are being reflected across the City, as highlighted in Table 2.4, which was reproduced from the City of Vancouver s website. Table 2.4: Traffic Entering Vancouver 1981 to 26 Year of Count 7am to 9am 4pm to 6pm Rest of the day All Day , 44, 212, 318, , 47, 235, 348, , 6, 294, 429, , 6, 34, 433, 21 62, 56, 28, 398, 26 58, 53, 27, 381, Moreover, these trends are consistent with the City of Vancouver s Transportation 24 Plan where by 22 at least 5% of all trips will be by foot, bike, or transit, and by 24, this is expected to increase to at least two-thirds of all trips. Even though 57 th Avenue and 59 th Avenue both have an 11-metre roadway width, they do have different vehicle use characteristics with 57 th Avenue carrying 5 to 6 times the volume. Cambie Street has four travel lanes, parking, and painted bicycle lanes, while Heather Street has traffic calming features to slow / discourage through vehicle movements between 57 th and 59 th. 57 th Avenue is expected to be the primary vehicle access for the site given it essentially has full movement traffic signals located at Oak Street (Highway 99) and Cambie Street. One minor exception is at the Oak Street and 57 th Avenue intersection where the southbound left-turn movement (from Oak Street) is restricted to 57 th Avenue (east) in the weekday afternoon period (3pm to 6pm). This point will be covered further in the operational review. Cambie Street at 57 th Avenue operates as a T intersection and where there is a northbound left-turn lane from Cambie Street to 57 th Avenue (westbound). This left-turn movement has restricted visibility to the north due to the tree boulevard and recently a protected left signal was introduced by the City. 2.5 Street Network Review 6 Characteristics for the four streets fronting the site have been reviewed in the following paragraphs and these are shown in the context of the wider network at Exhibit 2.2. Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

10 S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports N W 54 AVE No southbound left turns (3pm - 6pm) OAK ST Pedestrian / Cyclist Signal ASH CRES CAMBIE ST W 57 AVE Pedestrian / Cyclist Signal W 55 AVE LAUREL ST HEAER ST Gate Gate W 59 AVE Gate LEGEND Arterial Road Collector Road Local Road Bike / Local Road Greenway / Local Road Private Road Existing Site Access West approach restricted to right/in-right/out movements only W 6 AVE Exhibit 2.2 Street Network Pearson Dogwood Transportation Study December 215 Scale NTS &

11 S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports N Legend Less than 5 Vehicles 5-1, Vehicles 1, - 1,5 Vehicles 1,5-2, Vehicles 2, - 2,5 Vehicles Greater than 2,5 Vehicles Scale: NTS W 54 AVE ASH CRES CAMBIE ST OAK ST W 57 AVE W 55 AVE HEAER ST LAUREL ST W 59 AVE W 6 AVE Exhibit 2.3a Existing Peak Hour Traffic Flows - AM Pearson Dogwood Transportation Study December 215 NTS &

12 S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports N Legend Less than 5 Vehicles 5-1, Vehicles 1, - 1,5 Vehicles 1,5-2, Vehicles 2, - 2,5 Vehicles Greater than 2,5 Vehicles Scale: NTS W 54 AVE ASH CRES CAMBIE ST OAK ST W 57 AVE W 55 AVE HEAER ST LAUREL ST W 59 AVE W 6 AVE Exhibit 2.3b Existing Peak Hour Traffic Flows - PM Pearson Dogwood Transportation Study December 215 Scale NTS &

13 As mentioned earlier, the layout at the Cambie Street and 59 th Avenue intersection changed in January 213 to prioritize active transportation modes and lower vehicle use on 59 th Avenue west of Cambie Street. As well, Cambie Street s southbound approach to 59 th Avenue has a no right-turn on red restriction. The new layout for this intersection has caused operational challenges during the peak-hour times, specifically with the southbound left-turn movement from Cambie Street (southbound) to 59 th Avenue (eastbound), where blocking of southbound through-movements occurs due to it having no dedicated leftturn lane (this matter arose at the Policy Statement stage). It has also putted added pressure on Cambie Street s intersections with 57 th Avenue and 54 th Avenue. Oak Street at 59 th Avenue operates as a pedestrian signal and this forms part of the greenway treatments along this corridor to promote active transportation and discourage through vehicle movements. Heather Street on the west boundary of the site is a City bikeway and its connection with 57 th Avenue forms a pedestrian / bicycle activated signal while at 59 th Avenue there is a traffic circle. Both intersection treatments are consistent with prioritizing active transportation and slowing / discouraging through vehicle movements along with the traffic calming features located between these intersections. 2.6 Pedestrian Circulation Pedestrian permeability around the site is impacted to the north by Langara Gardens (private lands), three schools to the west (e.g. no through connection on 58 th Avenue), and Langara Golf Course to the east. Langara Gardens is going through a separate Policy Statement process and opportunities are expected to arise through improved permeability for pedestrians. Streets to the south of the site form a fine-grained block structure, providing permeability and choice of routes. Crossing Cambie Street can be challenging for certain age groups to negotiate and its treatment will be an important design consideration for the site plan development. Sidewalks fronting the site on Cambie Street, Heather Street, 57 th Avenue, and 59 th Avenue will be enhanced through the development plan and in particular to make them more user-friendly for the mobility-impaired while new widths will be reflective of the higher expected pedestrian demands. An urban trail is located along the perimeter of Langara Golf Course and integration with this trail will be an important design consideration for the master plan. 2.7 Cycling Connections Key commercial destinations within a 5-kilometre cycle distance are: Oakridge Shopping Centre (1,5- metres), new commercial precinct at Marine Landing (8 to 12-metres), Cambie Village, Kerrisdale, Main Street (south of 33 rd Avenue), and Richmond City Centre (via the Canada Line bridge). Cycling (and pedestrian networks) adjacent to the site are presented at Exhibit 2.4. It highlights that there is a greenway route along the site s south side at 59 th Avenue (North Arm Trail), while east of Cambie Street, this route runs along 58 th Avenue (to Ontario Street). Heather Street bikeway is located on the west side of the site, providing direct connections to the City s strategic networks (e.g. 37 th Avenue, 1 th Avenue, Seawall, Kent Avenue). Supplementing these routes are the painted bicycle lanes on Cambie Street, which provide access to the Canada Line stations at 49 th Avenue and SW Marine Drive. The City is considering the development of separated bicycle facilities along this corridor, and the site s interface with Cambie Street will respect these potential changes where it should be noted the right-of-way on Cambie Street is around 44-metres. 2.8 Transit Routes Transit routes for the site are presented at Exhibit 2.5, covering buses and Canada Line, and summarized in Table 2.6 are the destinations that can be accessed directly along with the frequencies at different times of the day. Table 2.6: Service Frequencies for Transit Services Service Route Description Weekday Weekday Weekday Peak Midday Evening Bus #15 SW Marine Drive Loop to Olympic Village 17-minutes 17-minutes 2-3 minutes Bus #17 SW Marine Drive to Waterfront Station via Cambie Bridge 5-6 minutes 6-7 minutes 15 minutes Canada Line Downtown Vancouver to Richmond City Centre and Airport 3-4 minutes 3-4 minutes 6 minutes Closest stations for the Canada Line are located at Langara-49 th Avenue and SW Marine Drive, where both are around 8-metres from the site s Cambie Street extents and 12 metres from the centre of the site. This equates to a 1 to 15-minute walk whereas 1-minutes is typically regarded as being the maximum reasonable walking access to rapid transit. 1 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

14 Bus routes operate on Oak Street (#17) and Cambie Street (#15) with the former connecting to Downtown Vancouver (close to Waterfront Station) and the latter follows the Canada Line route to Oakridge Shopping Centre, Cambie Village, and Olympic Village. A future Canada Line Station is planned at the south west corner of Cambie Street and 57 th Avenue and this will mean all of the development site would be within a 5-6 minute walk of rapid transit. 2.9 Summary Key points: The site location has good access to schools and community facilities, but local retail is limited; Vehicle volumes on the arterial road network have been trending down over time and this will be an important point of reference for the operational review in Section 6; Local vehicle circulation has been impacted by the changes to the 59 th Avenue and Cambie Street intersection and this will be an important consideration for the development plan; Access to the City s bicycle network is good (Heather, North Arm Trail, Cambie Street); and, Transit access is reasonably good with the Oak Street and Cambie Street bus routes, and the Canada Line Stations within 15-minutes walk, and this will be further enhanced with the new Canada Line station at 57 th Avenue and Cambie Street 11 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

15 S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports N W 54 AVE 23 (12) 15 (12) OAK ST Pedestrian / Cyclist Signal Proposed Urban Trail Network ASH CRES CAMBIE ST W 57 AVE 6 (6) 5 (6) Pedestrian / Cyclist Signal W 58 AVE LAUREL ST HEAER ST 14 (11) 22 (12) W 59 AVE 4 (5) 9 (6) LEGEND Greenway Local Street Bikeway On-Street Bike Lanes Proposed Streetscape Improvements Off-Street Path / Walkway Off-Street Cycle Connection 7 (1) Peak Hour Two-Way Cyclist Flows - AM (PM) Proposed Urban Trail Network W 6 AVE New Bicycle Priority (Jan 213) 7 (1) 19 (12) Exhibit 2.4 Cyclist & Pedestrian Network Pearson Dogwood Transportation Study December 215 Scale NTS &

16 S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports N OAK ST ~35m W 49 AVE HEAER ST W 57 AVE W 54 AVE Potential Future Canada Line Station ~8m CAMBIE ST Langara - 49th Avenue Station SITE ~22m ~38m ~5m W 59 AVE ~8m TRANSIT SERVICE FREQUENCY Service Frequency Canada Line 3-1 minutes #15 (Cambie/Olympic Village Station) 13-3 minutes #17 (Oak/Downtown) 6-15 minutes #N15 (Downtown/Cambie Night Bus) 3 minutes LEGEND Walking Distance to Transit Nearby Bus Stop - Route #15, N15 Nearby Bus Stop - Route #17 SW MARINE DR Marine Drive Station Exhibit 2.5 Transit Network Pearson Dogwood Transportation Study December 215 Scale NTS &

17 3. DEVELOPMENT PLAN REVIEW 3.1 Introduction 14 This section presents the master plan from a transportation perspective. It will first cover design principles and development content before presenting the master plan design with respect to streets, intersection controls, pedestrians, cycling, and transit. The master plan is presented at Exhibit Design Principles One of the overriding objectives of the development master plan is to provide a better mix / balance of land uses for the local community through the provision of retail / grocery store, local amenities, cafes / restaurants, leisure activities, etc. This will better support existing and new residents within the community and will be complemented by a new urban street and walkway system with a pedestrianfocused design. Outlined below are the key design principles: Expand the range of land uses to create a more self-contained community with less reliance on auto use; Create a transportation hub / focal point around the planned Canada Line Station at the south west corner of Cambie Street and 57 th Avenue with bus looping options, street-fronting activity, plaza, etc.; Develop a new internal street system consistent with the broad principles of the Policy Statement and which has been shaped by the preservation of trees and creating new park space; Maximize permeability for pedestrians through the master plan, while providing routes for cyclists around the periphery of the site (not through), including to the new Canada Line station; Ensure the master plan development respects the emerging plan for Langara Gardens; Adopt parking and loading levels consistent with expected demands and the future sustainability objectives for the community; and Support the mobility requirements of the master plan with the measures set out in the Green Mobility Plan. Travel behaviour for the Pearson / Dogwood site is expected to be strongly influenced by the approach to density, diversity, and design. These principles are presented below in the context of the development plan. Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report Density: this provides the critical mass to support the mix of uses planned, through maximizing the number of people within reasonable walking distance of each element along with supporting the use of transit. Moreover, it will generate activity at street level, creating a socially engaging and vibrant community, and one less reliant on the private automobile. Diversity (mix of uses): retail, including a grocery store, restaurants / cafes and local amenities (e.g. YMCA) will support the needs of the current and growing community. VCH employees and visitors will contribute to supporting activities, especially during the daytime periods. The new mixed community will be a place to live, work, and shop, and this will contribute to balancing transportation demands; for example, employees arriving and residents leaving in the morning peak, while the retail uses and YMCA demands will be more daytime, evening, and weekend focused activities. Design / Urban Form: this plays a pivotal role in creating a dynamic and flexible transportation system for the master plan with the following key features: Creating an engaging and safe environment for people to walk, with buildings fronting and overlooking sidewalks and walkways - eyes on the street' - especially in the evening and weekend periods; Developing a cycle-friendly environment around the periphery of the site and having bicycle parking facilities within the site, including the potential for a public bicycle station located at the new Canada Line station; and Creating a sense of place / arrival, particularly at the new transit hub / node, and with the new park located at the heart of the development, which will act as a focal point for connecting internal walkways. With the application of these high-level design principles, it is expected the master plan can form a model community for sustainability, consistent with the objectives of the City s Transportation Vision for Development Plan Vancouver Coastal Health existing facilities (around 236, gross square feet) will be condensed into two buildings located on the eastern portion of the site and close to the future Canada Line Station. This will allow the remaining parts of site to be redeveloped into a new urban community with parks and streets. The YMCA will relocate from its existing site at 49 th Avenue (adjacent to Langara College) to within the master plan and this is expected to provide positive synergies with the VCH facilities. New commercial uses will be located on the parcel for the new Canada Line station, including the provision of a grocery store, while retail will also extend along 57 th Avenue and down Cambie Street. This

18 N Commercial Street Local Street Protected Bicycle Facilities Transit Station T Scale: NTS Proposed Existing Langara Gardens Pedestrian Signal Traffic Signal Bus Stop B B B New New 57th Avenue B 5 1 H F B 2 C B D Cambie Street Heather Street T S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7.1 Graphics 6 Handydart Pull-over 1 New th 58 Avenue 5 B G A E B th 59 Avenue B Exhibit 3.1 Development Site Plan Pearson Dogwood Transportation Study December &

19 will augment the existing commercial located at Langara Gardens and combined will form an important focal point for the community. Residential is expected to be a combination of condominium and townhouses and will have a range of unit sizes. Of the overall total units planned, 2% of these will be for social housing and this will have an important influence on the parking numbers planned (see next section). Table 3.2: Development Content by Parcel Parcel Land Uses A breakdown of the estimated development content for each of land use is summarized at Table 3.1 Table 3.1: Development Content Land use GFA sq.ft GFA sq.m Comment Residential Care Facility 119,875 11,1136 Includes adult daycare facility (621sq.ft) CHC / Clinics 66,411 6,17 Incorporated within the amenity building which will also have the Therapy pool Community YMCA Typically non weekday peak-hour activities and 81,343 7,557 plus Therapy Pool supportive of other uses planned A B C D E F G H 333 residential units; 238sq.m retail 11,136sq.m VCH Care Facility (incl. 577sq.m adult day-care) 7557sq.m YMCA; 863sq.m daycare; 95sq.m retail; 617sq.m VCH; 116 residential units 492 residential units; 7551sq.m retail 53 residential units 325 residential units; 1561sq.m retail 371 residential units 366 residential units Supportive of existing and future population with Child Day-care 9, capacity for 69 children Small CRU s, restaurants, cafes, etc., along with a Commercial / Retail 132,661 12,324 medium size grocery store (5,632sq.ft GSF) Residential 2,693,781 25,252 Equivalent to 2,56 units including social housing These land use projections will form the basis for determining the future vehicle movements which are likely to be generated over a 1-year, or longer, period as the master plan builds-out, and which will also allow time for the project demands to be absorbed on the local street network with the City moving toward its 24 targets for increased walking, cycling and transit use. There is also what is known as Pearson Dogwood replacement units. These already exist on site and will have no parking associated with them in their new locations and have therefore not been accounted for in the assessment work. With the scale of the site area, the planning for the new uses has been broken down into individual parcels, see Table 3.2, which were defined by the new street network and expected phasing and these are also highlighted at Exhibit Street Network and Design The planned street network is highlighted at Exhibit 3.1 and it follows the same basic structure developed in the Policy Statement (February 214). Some of the minor internal connections have been removed for efficiency purposes, and to provide a more continuous park space. These changes were vetted by City staff. New street connections for the master plan follow the basic arrangements set out below: Five site access points to spread vehicle demands and avoid the over-design of particular intersection s with the peripheral street system; Strong bias for vehicle access focused on 57 th Avenue and Cambie Street; All driveways will be located on the internal streets and generally will be minimized to one or two per parcel (except for the VCH facility); and None of the internal street connections will be aligned with local streets, such as Ash Street to the south, to deter short cutting. In sum, 57 th Avenue, Cambie Street, and Oak Street are expected to be the primary routes for vehicle access for the master plan, while the connections at Heather Street and 59 th Avenue are 16 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

20 secondary but will assist in improving circulation. Table 3.3 presents the proposed street cross sections for peripheral and internal streets, including where protected bicycle facilities are planned. The internal intersection at 58 th Avenue and Internal Street 2 can potentially operate as a three-way stop control to slow vehicles down and this would also benefit pedestrians crossing Internal Street 2. Table 3.3: Proposed Typical Street Cross Sections Street Sidewalks Bicycle Facilities Travel Lanes Parking Internal Commercial 2.2m plus setback connections available Parallel separated Street 2 x 3.5m 2 x 2.7m Internal Local Street 2 x 2.1m Parallel separated 6-metre connections available travel surface 2 x 2.5m 57 th Avenue 2x3.3m plus (Internal Street 2 to 1 x 2.1m (s) 2 x 2.5m 3m left-turn / None Cambie) median 57 th Avenue (Heather- Ash) 1 x 2.5m (s) 2 x 2.5m plus buffer 2 x 3.6m None Heather 1 x 1.7m (w) 6-metre 2 x 2m plus buffer (57 th 59 th ) & 1 x 2m (e) travel surface None 59 th Avenue 1 x 1.8m (n) and 1 6-metre 2.4m (n) and 2.6m(s) (Heather-Cambie) x 1.6m (s) travel surface 1 x 2.2m One of the key street design changes for vehicles will be provision of a full width left turning travel lane on 57 th Avenue between the new commercial street (Internal Street 2) and Cambie Street. The intersection layout will also need to be developed in consultation with the Langara Gardens project team. Outlined in Table 3.4 are the proposed intersection controls for the master plan street system with the City s network along the site boundary and these will be used for the operational assessment in Section 6. Table 3.4: Internal Street Connections with City Streets Intersection Intersection Control Lanes Internal Street 2 at 57 th Avenue Fixed-Time Signal Two exit lanes & left-turn lane in Internal Street 2 at 59 th Avenue Minor stop Single lane exit Mobility network diagrams are presented in the main text of the rezoning document and the following provides a brief commentary on the key aspects of the design from the perspective of pedestrians, cycling, and transit movements. 3.5 Pedestrians A key focus of the master plan development has been creating a new permeable walkway structure, breaking down the existing large block form. New internal walkways will knit all the internal parcels together and provide permeability to / from the neighbouring blocks, and central to this will be the new park located at the heart of the site. A number of prominent connections stand out. In an east-west direction, the main pedestrian corridor is aligned with Internal Street 1 walkway through the park - 58 th Avenue, where a new pedestrian (and bicycle) actuated signal is planned at Cambie Street / 58 th Avenue. Supporting this route will be two eastwest diagonal walkways running from one corner of the site to the other and this pattern was firmly established in the Policy Statement. In a north-south direction between 57 th and 59 th Avenues, the central walkway corridor will be on the Ash Street alignment, running through the new parkland setting. At Ash Street (Langara Gardens) connection with 57 th Avenue a new pedestrian signal is planned to connect with the new walkway within the site leading to the park. Other important north-south pedestrian connections will be along the alignment of the two new internal streets planned on the east and west parts of the site. A new public plaza is planned at the future Canada Line transit station and this will be an important for place-making, sense of arrival, and gathering place. It will be animated by transit riders and people accessing the new neighbourhood commercial activities. Commercial frontage will generally have wider sidewalks, plus set-backs, to reflect the higher pedestrian demands at these locations. All pedestrian facilities would meet the minimum width and grade requirements for wheelchair use, which is expected to be strong user group within the new community and especially given the VCH facilities. 59 th Avenue at Cambie Street Pedestrian Signal Single lane exit Internal Street 1 at 57 th Avenue Minor stop Single lane exit Internal street 1 at Heather Street Minor stop Single lane exit 17 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

21 3.6 Bicycle Facilities One of the key objectives of the site planning has been to develop the existing City bicycle routes bordering the site at Heather Street and 59 th Avenue with new separated facilities and especially with the higher future vehicle volumes expected on these streets. On Heather Street, the new design has meant street parking cannot be provided on either side of the street, while on the 59 th Avenue parking on the north side cannot be provided but has been retained for residents on the south side. Although 57 th Avenue is not a formal City bicycle route, separated lanes are being considered to provide direct access to the future Canada Line station from the Heather Street route, but the space required is impacted by the need to avoid the envelope of the existing mature trees along this corridor. The current plan shows that two bicycle lanes can be developed with a 2.5-metre width. On Cambie Street, the painted bicycle lanes have been retained but if the City needs to develop separated facilities as part of a more comprehensive design, e.g. say from 49 th Avenue to SW Marine Drive, there would be sufficient right-of-way to achieve this objective adjacent to the site (see Table 2.1). On the east side of Cambie Street (between 59 th and 58 th Avenues), there is a short section of separated two-way bikeway that allows for the route transition from 59 th Avenue (west of Cambie) to 58 th Avenue (east of Cambie) for the North Arm trail. A new cycle / pedestrian traffic signal at 58 8th Avenue and Cambie Street will provide a direct connection from the development to the North Arm Trail to the east. This should be a comfortable crossing point, including for pedestrians, given the limited vehicle turning movements at this location. All parcels will have informal connections to the City s bicycle network and it is expected that cyclists would use caution if they decide to cycle internally and design features such as street furniture, materials, or changes in direction would be used to discourage speed and / or the number of movements. 3.7 Transit A new Canada Line Station is expected in the future at the south west corner of the 57 th Avenue and Cambie Street intersection. It is expected to be the focal point and would mean all future residents, visitors, and employees would be within a 5 to 6-minute walk of rapid transit and this will have an important influence on future travel patterns. The station is expected to be a catalyst for new east-west bus routes, feeding residential neighbourhoods beyond reasonable walking distance. Bus route options could include: 57 th Avenue westward to Kerrisdale; Cambie Street north to 49 th and east toward Main Street; or 59 th Avenue east toward Main Street and Fraser Street. The new internal commercial street will meet the minimum width threshold provided in TransLink s guidelines, e.g. 5.7 to 6.2-metres with a parking lane present. Bus stops can be provided on the parcel where the future Canada Line station is planned: one could potentially be located on 57 th Avenue (close to Cambie Street) and another one on Internal Street 2, and these would supplement the existing bus stops on Cambie Street. Space has been allocated at the front of the VCH facility in Parcel B to accommodate up to two HandyDart vehicles and the location is highlighted at Exhibit Summary The conceptual design follows the intentions set out the Policy Statement, and where material changes have occurred, these were vetted by the City. More detailed consideration of the functional needs for each parcel can be developed post-submission after the City s feedback on the master plan s mobility networks. The following section focuses on the master plan s vehicle parking and loading demands for each use along with the proposed bicycle parking rates. A location for a potential future public bicycle share system has been suggested within the development plan at the new transit station while at the corner of the 59 th Avenue and Heather Street bicycle routes a bicycle stop locations is proposed. Bicycle parking, in additional to the bylaw requirement for individual uses, will be explored around the new Canada Line Station and this is expected to follow best-design practice in the form of locking dock stations and weather-protection. 18 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

22 4. PARKING AND LOADING REVIEW 4.1 Introduction This section reviews the vehicle parking, bicycle parking, and truck loading provisions for the master plan development. It takes into consideration the expected demands for vehicle parking and loading, based on survey data collected at similar uses, while bicycle parking has been based on the bylaw requirements given the City s future expectations for this mode to increase. Variances with the bylaw are highlighted and this will form the basis for discussion with the City. 4.2 Market Residential Parking Vehicle parking supply needs to provide sufficient flexibility for the future residents to undertake activities at all times of the day and at weekends but without compromising the City s greenest goals. It is also influenced by the composition of bedrooms per unit and / or the number of families living within the new community. Parking demand has been reviewed for the development plan using the 212 Metro Vancouver Parking Survey (MVPS) and it also considers the influence of transit given the future station at 57 th Avenue and Cambie Street. Table 4.1a presents the data for the Vancouver / UBC sub region (Table 22 of report) and it shows the supply and actual demand from two different sources: i.e. Household Survey and Observed Demand. Evidently, the table highlights the supply ranges from 1.24 to 1.29 spaces per unit while the demand averages around 1 space per unit. Table 4.1a: MVPS Supply v Demand for Vancouver / UBC Area (per unit) Survey Type Supply Demand Household Survey Parking Facility Survey The influence of Frequent Transit Networks (FTN) and FTN stations is presented at Table 4.1b, covering the whole of the Metro Vancouver Region. Although parking demand is lower for the 1 and 2-bedroon units as transit accessibility improves, the 2-bedroom units clearly still have an appreciably higher parking demand. Table 4.1b: MVPS Influence of Transit (Region-Wide) Household Survey Survey Type Beyond FTN FTN Bus Only FTN Station One bedroom Two bedroom Parking Demands for Social Housing Market rental, used as a proxy for social housing, has a significantly lower level of supply and demand when compared to market housing as is evident from Table 4.2a. Table 4.2a: MVPS Supply v Demand for non-market Housing Survey Type Supply Demand Household Survey.9.81 Parking Facility Survey Parking demand lowers even further due to the influence of Frequent Transit Networks (FTN) and FTN stations, as highlighted in Table 4.2b, covering the whole of the Metro Vancouver Region. Table 4.2b: MVPS Influence of Transit (Region-Wide) on Market Rental Survey Type Supply Parked FTN Bus Only FTN Bus and Station Bunt s own work confirms social residential parking demands are typically lower than market ones. A recent survey close to Vancouver General Hospital indicated a rate of around.6 spaces per unit (based on car park observations) and another survey in North Vancouver at the Malborough Tower I apartment building indicated demand at around.66 spaces per unit. A recent project at South East False Creek (Concert Properties) applied for a rate of around.62 spaces per unit for Social Housing, which is consistent with the demands observed mentioned above. Altogether, these surveys confirm parking demand for non-market / social housing is appreciably lower by around 4% when compared to market housing. 19 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

23 4.4 Residential Visitor Parking Visitor parking demand needs to be considered separate to the resident demand as it has its own unique characteristics and periods of use. Building surveys in the Metrotown (Burnaby) identified peak parking demand for visitors at less than.1 spaces per unit and the Metro Vancouver Parking Survey (212) showed peak use at.4 to.6 spaces per residential unit (based on several buildings across the region). Visitor parking demand is planned at.75 to.15 spaces per unit for the market housing, consistent with South East False Creek bylaw, while the upper threshold would be reduced to.1 spaces per unit for social housing. 4.5 Commercial / Grocery Store Parking for the commercial uses, including the grocery store (5,632sq.ft), is planned at similar to the City s minimum bylaw requirement given the expected needs of the potential operator. Specifically it will assist in supporting commercial activities in the early years when the population density within 8- metres, or a1-minute walk, is unlikely to be sufficient to support the viability and hence driving will be an important component of the customer base. 4.6 Community / YMCA The YMCA has unique vehicle demand profiles that do not correlate with the City s generic community centre bylaw requirement. To articulate this point, two existing YMCA facilities have been reviewed in the City: 49 th Avenue/ Langara and downtown at Burrard Street. This information is presented in Table 4.3. Table 4.3: YMCA Parking Review Location Parking Spaces Membership Breakdown Additionally, basing the parking supply on the West 49 9th Avenue / Langara facility is not considered an appropriate proxy given the context of the single-family neighbourhood whereas the new location will be at the heart of a new compact urban community. The closest category in the City s bylaw is community use, at 18.6sqm per space, but this is purely based on floor area, and as mentioned above, does not reflect the specific dynamics of the YMCA. 4.7 VCH Facilities Vancouver Coastal Health has two distinct facilities located within the new master plan and these are presented in Table 4.4 along with the parking bylaw rates and potential reductions based on the proximity to transit and within the new compact urban design. VCH is reviewing its parking needs internally to understand more clearly the flexibility required and this exercise will take into consideration staff shift patterns, vehicles used for work purposes, and visitor requirements. As well, the CHC / Clinics will have positive parking demand synergies with the YMCA facilities that could lower overall demand. Table 4.4: VCH Parking Details (Parcel B and C) Use Type Floor Area / beds Bylaw Rate Bylaw Planned Number Provision Residential Care Facility - Beds 152 beds 1 space per 4 beds Residential Care Facility - Office 1765sqm 1 space per 28sqm Adult Daycare 577sqm 1 space per 28sqm 2 1 Langara Family YMCA 12 marked YMCA spaces 8,2 8% children/youth 18 years or younger, 43% years; 49% 35 years+ CHC / Clinics 6,17sqm 1 space per 28sqm Downtown YMCA 77 12, 28% children/youth 18 years or younger, 23% years; 49% 35 years+ Total 17,526sqm Pearson Dogwood Proposed , Similar demographics to Langara 2 Actual parking provision for the YMCA, as can be seen, is not directly related to floor area, and indeed, it is influenced by a multitude of factors, including membership numbers, specific class times, range of facilities available (the proposed new building has two pools), synergies with the new density, etc. Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

24 4.8 Child Care Facility Table 4.5: Vehicle Bylaw Rates On the basis the child care facility would a have capacity for 69 children with the floor area planned, this number has been used for the review. The City of Vancouver does not have a specific bylaw requirement for this use, but refers to the circular in brackets ( Specifically it advises: 'One drop-off stall should be provided for every eight full-time equivalent childcare spaces.' Drop-off parking should be located as close as possible to the daycare's entry and in no case more than 1 m from the entry. Drop-off parking spots should be full size; small car only spaces are not acceptable because they do not allow for easy loading and unloading of children into car seats, etc...a minimum of two on-site parking spaces should be provided for each childcare facility for staff; Based on this circular, 12 spaces would be required, i.e. 9 spaces for parents pick-up drop-off (PUDO) plus 3 spaces for staff (given the facility size). On other projects a ratio of.1 per child has been proposed, bringing this down to 7 spaces plus 3 for staff (i.e. 1 spaces). The City has advised that 11 spaces would be acceptable and these spaces are expected to be marked for child care use only on weekdays (8am to 6pm) while at other times they could be used for other uses. 4.9 Bylaw Vehicle Parking Review Table 4.5 presents a summary of the City of Vancouver bylaw requirements for each of the planned uses at Pearson Dogwood. Land Use Market Residential Non-market Residential (4.5A.7) Residential Visitor Community / YMCA Retail and Grocery Store Child Facility Community Care Facility Bylaw Requirement A minimum of one space for each 7 square metres of gross floor area, except that no more than 2.2 spaces for every dwelling unit need be provided. A minimum of.5 space for every dwelling unit that has less than 5 m² of gross floor area, and, for every dwelling unit that has 5 m² or more of gross floor area, at least.6 space for every dwelling unit plus one space for each 2 m² of gross floor area, except that, for every dwelling unit which has a gross floor area of 18 m² or greater, there need be no more than 1.5 spaces for every dwelling unit. A minimum of 1 space for every 2 dwelling units, and a maximum of 1 space for every dwelling unit (applied at South East False Creek) No specific requirement but the City normally applies a rate between.75 and.15 spaces per unit A minimum of one space for each 18.6 square metres of floor area used for assembly purposes. Retail: A minimum of one space for each 1 square metres of gross floor area up to 3 square metres, and one additional space for each additional 5 square metres of gross floor area. Grocery store: A minimum of one space for each 1 square metres of gross floor area up to 3 square metres, one additional space for each additional 2 square metres of gross floor area up to 2 3 square metres, and one additional space for each additional 3 square metres of gross floor area over 2 3 square metres. One drop-off stall should be provided for every eight full-time equivalent childcare spaces plus 2 for staff guidance not bylaw Minimum of one space for each 93 square metres of gross floor area and / or a minimum of one space for each four beds. Application of these rates to the planned uses is presented in Table 4.6 along with the planned supply covered in the earlier paragraphs. The only significant variances expected are for the YMCA and potentially for the VCH facility. 21 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

25 Table 4.6: Planned Parking Provision in the Context of Bylaw Land Use Unit / sqft Planned Bylaw Difference Market Residential 1645 units 2,838 3,6 maximum Within range Non Market Residential 411 units to 411 Low end of range Residential Visitor 256 units to 39 Low end of range Commercial General 7,62sqm None Commercial Grocery 4,74sqm % above minimum YMCA (+ therapy pool) 7,557sqm % lower VCH See Table % lower Child care 92sqm (69 children) 11 11# None Note: a) assumes average.1 space per unit for residential visitor; b) agreed with City Further work will be undertaken to assess the potential for shared parking as each of the land use demands have been considered in isolation. Shared parking would be particularly beneficial between the VCH facilities and the YMCA (mentioned earlier), while the child care spaces would be available for other uses during the evening and weekend periods. 4.1 Bicycle Parking Rates for bicycle parking are presented in Table 4.7 for each of the main uses planned. Table 4.7a: Bicycle Parking Bylaw Rates Land Use Class A Class B Residential Commercial Community / YMCA Pearson Dogwood Care Facility A minimum of 1.25 spaces for every unit. 1 space for each 5 square metres of floor area A minimum of 1 space for each 5 square metres of floor area used for assembly purposes. A minimum of 1 space for every 1 beds. A minimum of 6 spaces for any development containing a minimum of 2 units A minimum of 6 spaces for any development containing a minimum of 1, square metres of gross floor area. A minimum of 6 spaces for any portion of each 1,5 square metres of floor area used for assembly purposes. No requirement Applying the floor areas and unit numbers from Table 3.1, the following Table 4.7b presents the estimated bicycle parking supply on a per parcel basis consistent with the bylaw requirements. Class-A bicycle parking spaces will be located in secure locations within buildings and the point of access can be determined at DP. The storage space may come in different forms and there is the potential for a bicycle hub room in some buildings. Class-B spaces will be located in visible locations close to the main building entrances. Details for the bicycle parking can be developed at the DP stage for each building. 22 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

26 Table 4.7b: Bicycle Parking Per Parcel Parcel Parcel Content Residential Non-Residential Class A / B Class A / B A 333 residential units; 238sq.m retail 417 /6 5 / 6 B 11,136sq.m VCH Care Facility (incl. 577sq.m adult day-care) / 24 / 6 C 7557sq.m YMCA; 863sq.m daycare; 95sq.m retail; 617sq.m VCH; / 6 33 / 12 residential units D 492 residential units; 7551sq.m retail 615 / / 6 E 53 residential units 66 / 6 n / a F 325 residential units; 1561sq.m retail 47 / 12 4 / 6 G 371 residential units 464 / 42 n/a H 366 residential units 458 / 24 n/a Class-B visitor stalls can be shared between different uses and especially between the residential and commercial components but no assumption has been made for this in the above table. Bicycle parking at the future transit station, mentioned in the previous section, will be considered separately from the needs of each building Loading Planned Residential uses are expected to generally follow the bylaw requirements, but each parcel will need to be proven out to see how it can be accommodated and / or whether there is an opportunity to share between buildings or uses. Where appropriate, Class-A loading spaces will be proposed as part of the loading design. Specific focus has been given to the YMCA / VCH (Parcel C); VCH Care Facility (Parcel B); and Commercial Precinct (Parcel D) given the range of uses planned and the opportunities for shared loading. Table 4.8: YMCA Loading Demand Activity / Vehicle Type Loading Space Maintenance and deliveries / Van, car or pick-up Class-A - trades & building maintenance - up to 2-3 times per week - cleaners - daily (at night/evening) - misc deliveries daily (courier & packages) -2 times per week for office, vending, cleaning, maintenance supplies; General Servicing - 2 times per month for pool chemicals (chlorine, muriatic acid, Class-B / SU9 or similar alkaline, and filter media); -annual use for major maintenance, painting and refurbishment activities - daily (5x per week) garbage (4 cubic yard container) Garbage and - weekly cardboard recycling (4 yard container) Recycling / SU9 or Class-B - organic - 1/2 time/week (3 yard container) similar - additional small recycling bins for containers, bottles, paper etc. Vancouver Coastal Health has advised that they will require flexibility for loading requirements to facilitate BC Ambulance requirements (to be determined in 216) on Parcel B, while for Parcel C they are reviewing loading (and parking) requirements based on service delivery models to be developed in 216. Therefore the following rational provides a first brush of the loading needs and this will be followed-up with more detailed work in 216. Bunt conducted surveys at Vancouver General Hospital (27,461sqm) on a weekday between the hours 1am and 6pm (25), and a breakdown of the total loading demands are summarized in Table 4.9. It confirms the majority of vehicle movements (i.e. 82%) are small trucks (equivalent to a Class-A space) while only 3 were semi trailer vehicles. YMCA, located on Parcel C, has advised on the loading schedules for their existing facilities in downtown Vancouver (88, sq ft) and Langara (43, sq ft) YMCAs, and this is summarized in Table 4.8. Based on this, YMCA staff has advised that 1-Class B space and 2/3 Class-A spaces will meet their daily needs. 23 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

27 Table 4.9: VGH Loading Survey Vehicle Type Number of Vehicles Vehicles / Hour Vehicles / hour / sqm Small Truck SU9 / City Truck Loading Bylaw Table 4.1 highlights the minimum loading space requirements based on Section 5 of the City s bylaw. Table 4.1: City of Vancouver Off-Street Loading Space Regulations Use Class A Class B Class C Semi Trailer At least one space for 1 to 299 dwelling units; a minimum of one For the Women s Hospital expansion (55,sqm) at Oak Street, staff advised there was only the need for Residential - additional space for 3 to 499 dwelling units, and at least one - 3 Class-B spaces, but they wanted them capable of accommodating WB-12 movements if necessary. additional space for any portion of each With 17,526sqm of health-related space programmed at Pearson Dogwood on Parcel B, VCH has additional 2 dwelling units provisionally identified 3 Class-B spaces and are exploring how demands can be managed without the need for a Class-C space. On Parcel C, VCH loading can be shared with the residential, retail, and YMCA uses and which can be achieved through a Loading Management plan. Parcel D will accommodate the main commercial uses (7,289sqm), including the grocery store (4,46sqm). along with 492 residential units. The commercial uses alone would require 5 Class-B spaces plus 1-Class-C Retail - 1 space for the first 465 sq m GFA; plus 1 space for any portion of the next 1,86 sq m; and 1 additional space for each additional 2,325 sq m. 1 space for 2, to 5, sq m GFA for retail use, except for a neighbourhood grocery store, storage warehouse, or wholesale use, separately or in combination space per the bylaw; however, the 5 Class-B spaces could be shared with the residential (which requires 2 Class-B) and again this could be achieved through a Loading Management plan. Hospital Use - A minimum of one space for each 2,8 sq m GFA. No requirement for less than 2, sq m GFA. YMCA / Community Use - A minimum of one space for each 2,8 sq m GFA. No requirement for less than 2, sq m GFA. 24 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

28 4.13 Loading Summary Summarised in Table 4.11 is a preliminary breakdown of the potential loading for each parcel and will need to be proven out based on the opportunities for shared loading and further review of the expected demands. Table 4.11: Loading Summary Bylaw vs Proposed Parcel Uses Bylaw Proposed A B C D 333 residential units; 238sq.m retail 11,136sq.m VCH Care Facility (incl. 577sq.m adult day-care) 7557sq.m YMCA; 863sq.m daycare; 95sq.m retail; 617sq.m VCH; 116 residential units 492 residential units; 7551sq.m retail 4 Class-B 1 Class A, 2 Class-B 4 Class-B, 2 Class-C 3 Class-A, 3 Class-B 9 Class-B, 4 Class-C 4 Class-B 7 Class-B, 2 Class-C 5 Class-B, 2 Class-C E 53 residential units F 325 residential units; 1561sq.m retail 4 Class-B 2 Class-B G 371 residential units 2 Class-B 2 Class-B H 366 residential units 2 Class-B 2 Class-B 4.14 Summary This section has highlighted the balancing act in achieving the right level for vehicle parking and loading space accommodation needed to support the new master plan, and that some degree of flexibility will be needed with the application of the City s bylaws, specifically with respect to loading. Bicycle parking will meet the City s minimum bylaw requirements. 25 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

29 5. VEHICLE TRIP GENERATION 5.1 Introduction This section presents the projected the number of new vehicles expected to be generated by the development master plan and this exercise has been broken down by land use and parcel block grouping (within the traffic model). Residential and employee uses are the ones most likely to be influenced by the new Canada Line station on the site, while the retail, daycare, and YMCA uses will be less so. Projections made in this section are conservative and will allow for some latitude should the Canada Line station be delayed. For example, the residential numbers incorporate 2% social housing; but the vehicle (and parking) demands are typically lower by around 3% to 4%, while the existing VCH movements have not been fully discounted from the street system. 5.2 Vehicle Trip Generation Future development vehicle movements were estimated for the weekday morning and afternoon peak-hour periods. Trip rates for the residential are based on what was used for the Marine Landing Neighbourhood Transportation Study (by MMM Group), which was approved by the City. These rates are also higher than that applied for the Oakridge redevelopment plans, at Cambie and 41 st, which has a wider mix of land uses and low parking provisions. For the health care facilities, the Institute of Transportation Engineers (ITE) Trip Generation Manual (9 th Edition) does not have a trip rate directly applicable to the type of VCH facilities proposed in the master plan and therefore a blended rate between ITE Code 61 (hospital) and Code 62 (nursing home/ acute care) has been applied as a conservative estimate. Hospitals generate more vehicle trips than health care facilities as patients can often drive themselves, while for the health care facilities and nursing homes patients tend not to drive. Some deductions were made to account for the existing VCH movements. ITE Code 826 (Specialty Retail) was used for the commercial retail and these rates are consistent with the parking levels proposed. In the case of the YMCA, a similar rate was applied to that used for the downtown facility, which at the time was based on a very conservative estimate while the rate proposed here is also broadly in line with the proposed parking supply at 125 spaces. Table 5.1 summarizes the trip generation rates proposed and Table 5.2 highlights the number of new vehicle movements that could potentially be generated based on the planned unit numbers / floor areas. Table 5.1: Trip Generation Rates Land Use Source AM Peak-Hour PM Peak-Hour In Out Total In Out Total Residential Marine Landing Study Health Care Facilities Commercial Retail Community Centre/YMCA ITE Blended Rate ITE (826) Specialty Retail Downtown YMCA Daycare Marine Landing Study Table 5.2: New Development Vehicle Trips Land Use Residential (market) Quantity (Units/GSF)* AM peak-hour PM peak-hour In Out Total In Out Total Healthcare 186, Commercial Retail 132, YMCA 81, Daycare 9, Totals Evidently, the afternoon peak-hour period is expected to generate the highest number of new vehicle movements at approximately 126 per hour, while the morning peak-hour would be lower at around 87 vehicle movements per hour or 3% less. As previously mentioned in Section 2, local background vehicle 26 Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report

30 27 volumes are slightly higher in the morning period (due to the schools), but the combined projected new development and background volumes will be higher in the afternoon peak-hour period. With new mixed-use communities, including the supporting facilities, it is expected that a proportion of the vehicle trips projected will not materialize on the external network due to internal trips (known as internal capture) or if the trip is already on the road network and diverts to the site (known as pass-by). Application of a 3% reduction has been applied for the retail trips, consistent with the ITE guidelines during the peak-hour periods. Using the afternoon peak-hour figure of around 1,26 vehicle movements, indicates an average of 25 to 3 vehicle movements per street access point; however, the commercial connector at 57 th Avenue is expected to handle the highest load given the density and mix of uses on the neighbouring where the twoway volume could be as high as 56 movements. In contrast, vehicle flows at Heather Street and 59 th Avenue are expected to be lower at 15 to 3 vehicles per hour and this could be reinforced through the street design. Obviously, maximizing the number of access points will distribute vehicle movements more evenly across the site and avoid the need for over-designing intersections. In the next section, opportunities will be explored to better utilize the local street network in the context of the development master plan changes. 5.3 Langara Gardens Langara Gardens is currently in the early stages of the Policy Statement process but it will be important to understand the expected future vehicle movements as part of this work. The site is currently accessed from 54 th Avenue to the north, Cambie Street to the east and 57 th Avenue to the south and Neal Street to the west. Of these connections, 57 th Avenue would be shared with the Pearson Dogwood site and this will be a particular focus for the operational analysis in the next section. The net increase in residential units is expected to be around 2,2 with the development of a more compact urban form. Using the trip rates in Table 4.1 for residential, it would indicate this site could generate an additional 53 to 62 vehicle movements in the peak-hour periods with the higher level observed in the afternoon peak-hour. These new movements have been layered onto the base street network condition with around 6% allocated to 57 th Avenue and distributed in a similar manner to the Pearson / Dogwood movements, outlined later in the section. Pearson Dogwood Master Plan Transportation Assessment Draft Report December 23, 215 S:\PROJECTS\PD\ Pearson Dogwood\7. Deliverables\7. Reports\Main Report 5.4 Trip Distribution Trip distribution for the site is based on a consolidated pattern for all uses with the residential and employment uses being the most dominate generators while the commercial will essentially be local serving. These distributions have been used for both the morning and afternoon peak periods. Distribution patterns adopted follow those applied for the Marine Landing and Oakridge Shopping Mall developments and have been refined based on the local turning movements at 57 th Avenue s connections with Oak Street and Cambie Street. Outlined in Table 5.3 is the projected distribution pattern for vehicle trips and this is also shown at Exhibit 5.1. Table 5.3: Vehicle Trip Distribution External Street Section Proportion Oak Street (north) 2% Oak Street (south) 25% Cambie Street North 2% Cambie Street south 2% 57 th West 1% 59 th East 5% This breakdown does not rely upon on Heather Street or Ash Street being used outside the boundaries of the site and this position can be reinforced with the design treatments (existing and future) to discourage such movements on these streets. 5.5 Summary Pearson Dogwood is projected to generate 87 to 126 vehicles movements per hour in the peak periods at full-build out. The mix of uses should assist in balancing inbound and outbound vehicle movements at the peak times while the new retail and amenity uses should assist in lowering the need for existing and future residents to drive to other locations, reducing the number and length of vehicle movements. Langara Gardens is expected to generate 52 to 6 new vehicle movements in the peak-hour periods but the site is also connected with 54 th Avenue, taking the pressure off 57 th Avenue. In the following section, all these new vehicle movements will be incorporated into the traffic model developed for the study network and this will highlight where there are potential challenges and how these could be addressed.

31 N S:\PROJECTS\ Pearson Dogwood Transportation Study\Deliverables\Draft Reports\Graphics 2% 2% 1% 57th Ave SITE 59th Ave 5% Oak St Cambie St 25% 2% Exhibit 5.1 Site Traffic Distribution Pearson Dogwood Transportation Study December 215 Scale NTS &