March 12, File: Darwin Properties Ltd. # Forester Street North Vancouver, BC V7H 0A6. Attention: Mr.

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1 MMM Group Limited Suite Howe Street Vancouver, BC V6Z 2A9 t: f: March 12, 2014 File: # Forester Street North Vancouver, BC V7H 0A6 Attention: Dear Mr. Howard, Reference: Mini Transportation Review 725 Marine Drive North Vancouver, BC is proposing a mixed-use development at 725 Marine Drive, a site that currently houses the North Shore Kia auto dealership. The City of North Vancouver (City) requires that the transportation implications of new developments such as 725 Marine Drive 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. INFRASTRUCTURE Page 1 of 20

2 PROPOSED DEVELOPMENT is embarking on plans for a mixed-use development on a 0.88 acre site at 725 Marine Drive that currently houses the North Shore Kia auto dealership (see Figure 1). The current form of development which is being put forward for consideration by the City consists of a 6-storey building with 11,494 square feet of ground floor commercial plus 5 storeys of residential (= 15 rental units + 85 market units). The residential lobby would be located on Marine Drive while access to the 38 parking stalls (commercial and residential visitor) on the Retail / Main Level would be from a right-in/right-out driveway on Marine Drive (see Figure 2). Access to the 96 residential parking stalls on the P1 Underground Parking Level (see Figure 3) would be from the newly constructed cul-de-sac of West 3 rd Street. A total of 134 parking stalls would be provided as well as 156 secure bicycle parking spaces. The project would be completed in a single phase and it is anticipated that the building would be completed and fully occupied within 5 years, i.e The site is located in the Marine-Hamilton neighbourhood on the City s western boundary. The area surrounding the site is currently undergoing redevelopment as characterized by projects listed in Table 1. Remix Table 1 - Nearby Developments Recently Re-Zoned/Close-To or Under Construction Name Developer Address Description Adera Marine Drive 733 W 14th Street The Shore Adera W 3rd Street 700 Marine I4 Property Group 700 Marine Drive 4-storey mixed-use development with 60 dwelling units, and 14,400 sq.ft. of ground floor commercial / live-work space Four 5 to 6-storey multi-family residential buildings containing approximately 375 dwelling units 4-storey mixed-use development with 26 dwelling units, 12,600 sq.ft. of ground floor commercial space, and 11,100 sq.ft. of 2 nd floor office INFRASTRUCTURE Page 2 of 20

3 Figure 1 Site Location INFRASTRUCTURE Page 3 of 20

4 Right-in / Right-out Driveway Figure 2 Site Plan (Retail / Main Level) INFRASTRUCTURE Page 4 of 20

5 Parkade Access Figure 3 Site Plan (P1 Underground Parking Level) INFRASTRUCTURE Page 5 of 20

6 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 obtained Transportation Impact Studies / relevant reports from the City for nearby projects that were recently rezoned (see Appendix A). 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 point 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 residential and 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, medium single unit (MSU truck). 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 6 of 20

7 FINDINGS Existing (pre-development) Site Conditions The following describes the parcel that is the subject of this study. 725 Marine Drive The North Shore Kia auto dealership is currently located on the triangular site bounded by Marine Drive on the north, The Shore multi-family residential development (currently under construction) on the south and existing commercial retail on the west. Existing site access is provided via three right-in/right-out driveways on Marine Drive. The following describes the road network in the study area: Marine Drive is a Major Arterial that runs east-west through the study area. It has a four-lane cross-section with a centre median, left-turn lanes at signalized intersections and a posted speed limit of 50 km/h. Marine Drive is designated as on-street bike route with bike lanes planned between Bewicke and McKay. A number of bus routes use Marine Drive, which connect to the Lonsdale Quay Transit Exchange. Sidewalk is provided along both sides of Marine Drive and onstreet stopping/parking is prohibited. Right-in/right-out driveways generally provide access to the commercial properties that front the south side of Marine Drive. Fell Avenue is classified as a Major Arterial between West 1 st Street and Marine Drive and as a Minor Arterial north of Marine Drive. It has a posted speed limit of 50 km/h and is designated as on-street bike route north of Marine Drive. Between Marine Drive and West 3 rd Street, Fell Avenue has a three-lane cross-section with left-turn and right-turn lanes at the signalized intersection of Marine Drive. On-street parking is prohibited on this section of Fell Avenue. Between West 3 rd and West 1 st Streets, Fell Avenue has a two-lane 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. Bewicke Avenue is a north-south Collector. It has a two-lane cross-section, left-turn lanes at signalized intersections and a posted speed limit of 50 km/h. Bewicke Avenue is also designated as on-street bike route. Sidewalk is provided along both sides of Bewicke Avenue as is on-street parking. All movement driveways generally provide access to the commercial properties that front Bewicke Avenue. West 3 rd Street is an east-west Collector that ends at Fell Avenue. This street is currently being extended eastward over Mosquito Creek with a cul-de-sac providing access to The Shore residential development as well as the proposed development s P1 Underground Parking Level. West 3 rd Street has a two-lane cross-section and a posted speed limit of 50 km/h. Sidewalk is provided along both sides of West 3 rd Street as is on-street parking. All movement driveways generally provide access to the commercial properties that front West 3 rd Street. INFRASTRUCTURE Page 7 of 20

8 Table 2 describes the intersections in the study area while Table 3 summarizes the characteristics of the street network. Intersection Fell Avenue & Marine Drive Fell Avenue & West 3rd Street Fell Avenue & West 1st Street Bewicke Avenue & Marine Drive Table 2 - Existing Intersection Traffic Control and Geometry 1 Control Type Signalized intersection coordinated with intersections on Marine Drive Coordinated signalized intersection Coordinated signalized intersection Signalized intersection coordinated with intersections on Marine Drive Direction of Major Flow Westbound & southbound in AM peak. Northbound & eastbound in PM peak Southbound in AM peak and northbound in PM peak 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 planned on Marine Drive (Bewicke to McKay) Cycle lanes not marked on Fell Avenue or West 3rd Street Cycle lanes are marked on West 1st Street Cycle lanes are not marked on Bewicke Ave or Marine Drive, but a bike box is on the north leg. Bike lanes will be added on the north of Marine Drive between Bewicke and Fell as part of developments that are currently being completed. Pedestrian Amenities Crosswalks marked on all approaches Crosswalks marked on all approaches Crosswalks marked on all approaches Crosswalks marked on all approaches except eastbound approach. Street Table 3 - Street Network Characteristics 2 Street Classification 2011 AM Peak Hour Traffic Volume (vph) 2011 PM Peak Hour Traffic Volume (vph) Marine Drive Major Arterial West 3rd Street Collector Fell Avenue Major Arterial Bewicke Avenue Collector Notes: vph vehicles per hour 1 City of North Vancouver Works Yard Relocation Transportation Assessment (Vancouver, BC: Bunt & Associates, April 2011), p 12 2 Ibid, Appendix B INFRASTRUCTURE Page 8 of 20

9 New Trips Generated by the Site Once this mixed-use development is complete, the busiest time period for traffic accessing this site would be during the weekday PM peak hour due to the trip generation characteristics of the commercial component. 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 Component Units Directional Distribution In Out Trip Rate (vph per unit) Remarks Weekday AM Peak Hour Residential DU 17% 83% Commercial Retail 1000 sq.ft. GLA 62% 38% Automobile Sales 1000 sq.ft. GLA 75% 25% Weekday PM Peak Hour Residential DU 67% 33% Commercial Retail 1000 sq.ft. GLA 49% 51% Automobile Sales 1000 sq.ft. GLA 40% 60% Notes: DU Dwelling Unit; GLA Gross Leasable Area; vph vehicles per hour 1 - Trip Generation Manual, 9th Edition (Washington DC: Institute of Transportation Engineers, 2012) Fitted curve equation for Land Use 230 Residential Condominium/Townhouse 2 - Trip Generation Manual, 9th Edition Average rate for Land Use 820 Shopping Centre 3 - Trip Generation Manual, 9th Edition Average rate (AM) / Fitted curve equation (PM) for Land Use 841 Automobile Sales INFRASTRUCTURE Page 9 of 20

10 Trip Generation of Original Land Use Designation Vehicle trip generation of the existing North Shore Kia auto dealership is summarized in Table 5. Table 5 Vehicle Trips Generated by the Existing Site Time Period Component In (vph) Out (vph) Total (vph) Weekday AM Peak Auto Dealership Weekday PM Peak Auto Dealership 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 39 vehicle trips during the peak hour, in this case the weekday PM peak hour. Site-Generated Traffic Volumes Vehicle trip generation of the proposed development is summarized in Table 6. Table 6 Vehicle Trips Generated by the Proposed Development Time Period Component In (vph) Out (vph) Total (vph) Residential Weekday AM Peak Commercial Retail TOTAL TRIPS Residential Weekday PM Peak Commercial Retail TOTAL TRIPS Notes: vph vehicles per hour Key findings include: When completed, the development is expected to generate 63 vehicle trips (= 16 entering + 47 exiting) during the weekday AM peak hour and 103 vehicle trips (= 61 entering + 42 exiting) during the PM peak hour. The proposed mixed-use development would add up to 64 new vehicle trips (= 103 proposed 39 existing) to the adjacent streets (Marine and West 3 rd ) during the weekday PM peak hours (see Figure 4). INFRASTRUCTURE Page 10 of 20

11 Site-Generated Traffic (vehicles per hour) Weekday AM Peak Hour Weekday PM Peak Hour Existing - Auto Dealership Proposed - Mixed-Use Development Figure 4 Comparison of Existing and Proposed Trip Generation Up to 43 vph (= 21 entering + 22 exiting) would use the Marine Drive driveway as commercial customers and residential visitors access the Retail / Main Level. The development is expected to add up to 60 vph (= 40 entering + 20 exiting) to the intersection of West 3 rd Street and Fell Avenue as residents access the P1 Underground Parking Level. Marine Drive is expected to experience a nominal increase in traffic (= 43 proposed 39 existing) and the site generated traffic would consequently not be noticeable to motorists traveling along Marine Drive. Note that the intersection of West 3 rd Street and Fell Avenue is expected to operate at LOS C or better during the weekday peak hours in 2024 when 1,840 vph are expected to enter the intersection during the PM peak hour. 3 The 60 site-generated vehicles added to West 3 rd Street and Fell Avenue during the PM peak hour equate to an increase in the total number of vehicles entering this intersection of less than 3 percent. Consequently, West 3 rd Street and Fell Avenue should continue to operate at LOS C or better with the addition of traffic generated by the proposed development. 3 City of North Vancouver Works Yard Relocation Transportation Assessment (Vancouver, BC: Bunt & Associates, April 2011), p 49 INFRASTRUCTURE Page 11 of 20

12 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). Mode Table 7 Person-Trips and Modal Splits Mode Share Weekday AM Peak Hour Weekday PM Peak Hour 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 When completed, the development is expected to generate 80 person-trips (= 20 entering + 60 exiting) during the weekday AM peak hour and 130 person-trips (= 75 entering + 55 exiting) during the weekday PM peak hour. INFRASTRUCTURE Page 12 of 20

13 Site Access and On-Site Circulation As noted earlier and illustrated in Figures 2 and 3, the residential lobby would be located on Marine Drive while vehicle access to the 34 parking stalls on the Retail / Main Level would be from a rightin/right-out driveway on Marine Drive. Vehicle access to the 96 parking stalls on the P1 Underground Parking Level would be from the newly constructed cul-de-sac of West 3 rd Street. Loading / unloading activities for the entire building and garbage / recycling collection activities for the ground level commercial uses along Marine Drive would occur on the Retail / Main Level, where two loading spaces are provided; one for the residential units and a second for the commercial component. Trucks would access the loading spaces via the right-in/right-out driveway on Marine Drive. For the residential component, garbage and recycling collection activities would occur on the P1 Underground Parking Level, where a garbage / recycling room is provided adjacent to the underground parkade entrance. Trucks would access the residential garbage / recycling room via West 3 rd Street. To maximize user convenience, parkade design should provide adequate space to accommodate the concurrent movement of two vehicles in opposite directions along all drive aisles. As such, vehicle circulation within the P1 Underground Parking Level was reviewed. The corresponding AutoTURN analyses are included in Appendix B. The review suggests that opposing movements are constricted at a number of locations, especially at turning points with minimum aisle widths, which is typical of parkades. Consequently, the design incorporates convex mirrors at parkade turning points to improve visibility and safety; however the following measures should also be considered: Install signage to enforce lower vehicle speeds within the parkade, and to warn drivers of turning vehicles / conflict zones ahead. It is anticipated that the largest vehicle that will access the site is a Medium Single Unit (MSU) truck. As such, vehicle circulation within the Retail / Main Level was reviewed. The corresponding AutoTURN analyses are also included in Appendix B. The review suggests that an MSU manoeuvering into and out of either loading space appears to have no issues. INFRASTRUCTURE Page 13 of 20

14 Parking Review As noted earlier and illustrated in Figures 2 and 3, the mixed-use development would provide 134 parking stalls (= 38 parking stalls on the Retail / Main Level + 96 parking stalls on the P1 Underground Parking Level). Residential parking on the P1 Underground Parking Level would be secured behind gates. As shown in Table 8, application of the City s off-street parking requirements detailed in Zoning Bylaw, 1995, No to this development yields a requirement for 113 parking spaces. Table 8 - By-Law Parking Requirements Component Number of Units / Area By-Law Parking Ratio Rental Apartment Residential Use Market Apartment Residential Visitor Parking Requirement (Spaces) Proposed Parking Supply (Spaces) 15 DU 0.75 Spaces per DU DU 100 DU 1.2 Spaces per DU including 0.2 spaces per DU for residential visitors 10% of the total Parking Spaces required or 0.2 spaces per DU, whichever is the greater Commercial 11,427 sq.ft. GFA 1 space per square metres (500 sq.ft.) of GFA SUBTOTAL Parking Reduction for the Provision of Secure Bicycle Parking Spaces for Residential Uses 156 secure bicycle parking spaces 1 parking space for every 6 required secure bicycle parking spaces -26 n/a TOTAL Notes: DU dwelling unit; GFA Gross Floor Area Gross Residential Floor Area - sum of the floor areas of all dwelling units including the areas occupied by walls and partitions, but excluding the floor areas of balconies. INFRASTRUCTURE Page 14 of 20

15 Transportation Demand Management (TDM) Review The travel behaviour of residents, customers and visitors 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 car trips made and are targeted at large work sites. Given the 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 include subsidizing transit fares, implementing parking fees and eliminating subsidized parking for employees. Incentive measures include limiting 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 residents, employees and visitors to 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. INFRASTRUCTURE Page 15 of 20

16 Available TDM Strategies A summary of the mode-shifting strategies that could potentially be applied to the site are summarized in Table 9. Table 9 Potential TDM Strategies TDM Strategy Description Issues Suitability Annual Transit Pass Program Tax Exemption for Subsidized Transit Pedestrian Safety Measures / Pedestrian Realm Bicycle Network Improvements / End-of-Trip Facilities Ride Matching Service Vanpools Residents provided with an annual twozone 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 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 residents to/from work Requires ongoing subsidy by TransLink, City and/or developer Consistency of application across neighbourhood area Need to ensure adequate transit capacity available throughout the day 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 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 high transit use (X) (X) (X) INFRASTRUCTURE Page 16 of 20

17 TDM Strategy Description Issues Suitability Spontaneous Carpooling Limited Road Capacity Unconstrained Pedestrian Movement Road Closures Parking Pricing Establish Maximum Parking Requirements Priority Parking Shared Parking 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 Limit access to high pedestrian activity generators Implement parking fees for all public parking Use maximum parking thresholds to contain vehicle ownership Limit convenient parking spaces to high occupancy vehicles/car share vehicles Treat non-resident parking as part of common pool to take advantage of alternative demand profiles for different uses Provision of carpool parking in parkade Provide hitch-hike stations for limited destinations e.g. Capilano University Eliminates limited on-street parking Common destinations well served by transit Safety for single travelers Street network designed to reduce speeds and emphasize pedestrian activity Limited access to parking facilities Bus movements along Marine Drive Require access to West 3 rd Street for parking access Potential closure of West 3 rd Street during events Requires public parking to be pooled in one or two locations On-street parking easily adapted for parking fees Parking meters could reduce effective sidewalk space Mechanism required to discourage overnight use of on-street parking by residents Bylaw establish minimum and maximum parking requirements for each use Requires enforcement for HOV parking Easily enforced for car share if vehicles clearly identifiable Requires visitor/public parking to be pooled in one or two locations X X X X X X INFRASTRUCTURE Page 17 of 20

18 TDM Strategy Description Issues Suitability Parking Time Limits Car Share / Car Co-ops Walking School Bus Transportation Resource Centre Transportation Coordinator Car Free Days Guaranteed Ride Home Monitoring Programs Limit public parking to maximum stay e.g. 2 hours Implement car co-op service specific to the site Designate fixed route for walk trips to/from school with designated collection points Provide centralized centre to deliver information on transportation alternatives Hire full or part time transportation coordinator to implement / monitor demand management programs Select one or two days per year when auto access to the site is either prohibited or constrained 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 with residents and employees to monitor travel habits Standard practice in commercial areas with on-street parking but requires enforcement Opportunity to provide for overnight parking by residents City support of car co-op vehicles and on-street spaces Depends on catchment area for schools and number of elementary school children Requires parent/adult supervision Consider designating one location in the development as an assembly point Cover entire neighbourhood as opposed to site Insufficient residents/employees to warrant full time staff Ensure emergency access maintained Ensure adequate advanced notice Small employment base in development Avoid misuse/abuse Administration of surveys Coordinate with City count programs Control areas required to monitor success e.g. Marine/Hamilton (X) (X) X X X X Notes: = Suitable; (X) = Limited potential; X = Unsuitable INFRASTRUCTURE Page 18 of 20

19 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: Parking management strategies (flexible parking requirements, priority/preferred parking, unbundling of parking, shared parking for residential visitors and commercial customers). Pedestrian safety measures / pedestrian realm (Note that a 2m wide sidewalk and a 1.5m wide landscape boulevard will be constructed along the site frontage on Marine Drive as part of this project). Bicycle network improvements / end-of-trip facilities (Note that as part of this project, a 1.6m wide bike lane will be constructed along the site frontage on Marine Drive and 156 secure bicycle parking spaces as well as end of trip shower for retail component will be provided). Monitoring program. RECOMMENDATIONS In light of the findings, the following recommendations are forwarded for consideration: 1. Site Access and On-Site Circulation a. Install signage to enforce lower vehicle speeds within the parkade, and to warn drivers of turning vehicles / conflict zones ahead. 2. Transportation Demand Management Strategies a. Implement parking management strategies (i.e. flexible parking requirements, priority / preferred parking, unbundling of parking, shared parking for residential visitors and commercial customers/employees). b. Implement a monitoring program to measure travel habits of all users of the development. INFRASTRUCTURE Page 19 of 20

20 SUMMARY AND CONCLUSIONS is proposing a mixed-use development at 725 Marine Drive in the City of North Vancouver. The site currently houses the North Shore Kia auto dealership. Once this mixed-use development is complete, the busiest time period for traffic accessing this site would be the weekday PM peak hour when the development is expected to generate 103 vehicle trips (= 61 entering + 42 exiting); however, only 64 new vehicle trips would be added to the road network after accounting for traffic generated by the existing land use. The signalized intersection of West 3 rd Street and Fell Avenue should continue to operate at acceptable levels (i.e. LOS C or better) with the addition of the 60 site-generated vehicle trips. In terms of person trips, the development is expected to generate 80 person-trips (= 20 entering + 60 exiting) and 130 person-trips (= 75 entering + 55 exiting) during the weekday AM and PM peak hours, respectively. 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 113 parking spaces. The proposed parking supply of 134 parking stalls (= 38 parking stalls on the Retail / Main Level + 96 parking stalls on the P1 Underground Parking Level) would exceed the City s requirements. Transportation Demand Management (TDM) strategies are included in this report 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 and TDM strategies to encourage non-auto travel. * * * * * 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 20 of 20

21 APPENDIX A MINI REVIEW STUDY TERMS OF REFERENCE INFRASTRUCTURE

22 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 14 th August 2013 by CNV Engineering staff and applies to the proposed development at: 725 Marine Drive.

23 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: 725 Marine Drive Date: 14 th August 2013 CNV Engineering (Transportation) Staff Contact: Daniel Watson dwatson@cnv.org Staff requirements regarding preparation of Transportation Review for this development proposal: 1) Intersection operation analysis for the 3 rd and Fell intersection on opening day with specific recommendations. Vehicle Mode The operational performance of the transportation system from a vehicular perspective must be primarily expressed in terms of intersection level of service (LOS) and v/c ratio. For the purpose of capacity analysis, 2010 Highway Capacity Manual (HCM) methods must be adhered to. The City requires that consultants use Synchro software as their analysis tool when assessing capacity, with care taken to include the components listed below. Synchro summaries must be provided in tabular or graphical format, clearly identifying intersection performance indicators. The volume to-capacity ratio (v/c) and LOS should be provided for each intersection overall, and per each movement. Detailed output from Synchro must be provided in an attachment to the report, as well as electronically (upon finalization of the study). For the purpose of assessing acceptable operational thresholds, the City generally requires the following: LOS D is the minimum accepted level of both signalized and unsignalized intersections. Overall at signalized intersections the minimum acceptable v/c is 0.9, while the minimum v/c for individual movements is The report should provide a brief summary in text regarding the analysis highlights, including identification of locations where existing operational issues exist. 2) The requirements stipulated in the following pages. City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 1

24 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

25 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

26 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

27 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 City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 6

28 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 7

29 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 City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 8

30 -sight visibility surveys City of North Vancouver Guidelines for the Submission of a Mini Transportation Review 9

31 APPENDIX B AUTOTURN ANALYSES INFRASTRUCTURE

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