Transportation Demand Management Plan

Transcription

1 Final Report Lansdowne Revitalization MRC McCORMICK RANKIN CORPORATION A Member of: October 2011

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3 Technical Report Global Transportation Engineering October 2011 McCORMICK RANKIN CORPORATION

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5 TABLE OF CONTENTS 1.0 Overview WHAT IS TRANSPORTATION DEMAND MANAGEMENT? TRANSPORTATION DEMAND MANAGEMENT AT LANSDOWNE PARK On site TDM Coordinator TDM Programs for Households ONE YEAR TRANSIT PASSES FOR CONDOMINIUM OWNERS AND ECOPASS PROGRAM CAR SHARING PROGRAMS INDIVIDUALIZED TRAVEL PLANNING Workplace Programs TRANSPORTATION MANAGEMENT ASSOCIATIONS (TMAS) CARPOOLING TRANSIT PASS PROGRAM ECOPASS BIKE SHARING PROGRAMS TDM for Special Events ENCOURAGING TRANSIT USE TO LANSDOWNE PARK SPECIAL EVENTS SHUTTLE BUS SERVICE FOR SATELLITE PARKING ENCOURAGING WALKING AND CYCLING Provision of Bicycle Parking Corrals and Set Up Requirements ON SITE PARKING FOR SPECIAL EVENTS SUMMARY OF TRANSPORTATION COSTS SPECIAL EVENTS Bicycle Infrastructure and Pedestrian Facilities Conclusions and Recommendations APPENDICES APPENDIX A: RESPONSIBILITIES AND ROLES FOR A TRANSPORTATION DEMAND MANAGEMENT (TDM) COORDINATOR LANSDOWNE SITE APPENDIX B: BUDGET FOR THE TDM COORDINATOR AND OFFICE APPENDIX C: SUMMARY OF TDM PROGRAM COSTS APPENDIX D: CASE STUDIES: EXAMPLES OF NORTH AMERICAN INDIVIDUAL TRAVEL PLANNING PROGRAMS APPENDIX E: MODAL SHARES BY LAND USE APPENDIX F: LETTER OF INTENT BETWEEEN NCC AND THE CITY OF OTTAWA APPENDIX G: ADDITIONAL TDM MEASURES FOR FUTURE CONSIDERATION October 2011 iii

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7 1.0 Overview McCormick Rankin Corporation prepared the Lansdowne Revitalization Transportation Impact and Assessment Study and Transportation Demand Management Plan (dated July 2010). This transportation study assessed the potential impacts of the redevelopment and revitalization proposal for Lansdowne Park by the Ottawa Sports and Entertainment Group (OSEG) referred to as the Lansdowne Partnership Plan (LPP). The study indicated that the transportation systems serving Lansdowne Park would be sufficient to support the mixed use development. In addition, with respect to the planned future refurbishment of the 11,000 seat arena, 24,000 seat stadium and the development of the Urban Park the assessment also identified that a number of transportation strategies would be required to support planned special events with peak attendance of 10,000, 25,000 and 40,000. These strategies included enhanced transit services, the provision of satellite parking lots connected to Lansdowne Park by frequent shuttle bus services, a comprehensive transportation demand management program which, for example, included the costs for enhanced transportation services within the price of all special event tickets, and a commitment to ongoing monitoring and intervention aimed at increasing the usage of sustainable transportation modes for event patrons. Following City Council s approval of the Stage 1 Site Plan in November of 2010, a number of detailed transportation studies which focused on the special events were identified as being required prior to final site plan approval (Stage II Site Plan Approval) and included the following: Transit Service and Shuttle Service Plan The transit service needs were identified based on the planned special events with attendance thresholds of 7,000 to 14,000 patrons (Civic Centre, smaller stadium and urban park events), 15,000 to 24,000 patrons (full stadium events and larger urban park events) and large events with 40,000 plus patrons (expanded stadium events). The shuttle services and associated operational requirements were consistent a Memorandum of Understanding between the National Capital Commission and the City of Ottawa to allow shuttle buses to use Queen Elizabeth Driveway for a three year pilot project period. Traffic and Parking Management Plan The traffic and parking management operations plan for off site traffic and parking operations related to special events with attendance thresholds of 10,000 patrons (Civic Centre, smaller stadium and urban park events), to 25,000 patrons (full stadium events and larger urban park events) and 40,000 plus (expanded stadium events); October 2011

8 Transportation Demand Management Plan The Transportation Demand Management Plan for the different land uses planned for the site (residential, office, retail/entertainment, and special events) and in particular to encourage pedestrian, cycling and transit access to and reduce single occupant vehicles (SOV) and automobile use. The purpose of this report is to address the Transportation Demand Management Plan for Lansdowne Park. In this report special event attendance levels have typically been associated with an arena event (10,000), stadium (25,000), and expanded stadium event (+40,000), however, it is recognized that individual Lansdowne venues may accommodate different attendance levels including for example the Urban Park. Therefore the use of arena or stadium is simply a generalization for the potential size of an event. 1.1 What is Transportation Demand Management? Transportation Demand Management (TDM) is a wide range of policies, programs, services and products that influence how, why, when and where people travel to make travel behaviours more sustainable. 1 It can therefore often include the more efficient and effective use of existing transportation infrastructure. 1.2 Transportation Demand Management at Lansdowne Park This plan outlines the TDM program elements which are necessary to ensure the Lansdowne Park redevelopment achieves maximum benefits from a wider use of sustainable transportation modes. Infrastructure requirements in support of active modes of transportation are also discussed and are presented in section 4.0 of this report. The Lansdowne Park site provides a unique opportunity to integrate sustainable transportation programs into the development, from the early stages of planning. This can reduce the potential impact of movements to and from the site and create a sustainable community that can be showcased as a model elsewhere in the city and across the country. Reducing travel by the private automobile requires a suite of options to meet the needs of the diverse users that will access the site. Successful TDM programs require partnerships; individualized planning and information dissemination; marketing; and ongoing support. Voluntary participation in a TDM program may not have the anticipated impact upon travel behaviour and traffic patterns to and from the development. Therefore the institutionalisation of a formal program as part of the Lansdowne Park 1 From Transport Canada website: htm#what_is_tdm, Taken on January 4, October

9 Revitalization is necessary to ensure continued use and future growth in the proportion of travel choosing sustainable transportation modes. The City of Ottawa updated its Transportation Master Plan in Building on the policies set out in the 2003 Transportation Master Plan, there continues to be a strong desire to shift commuting trips from the private automobile to more sustainable modes. This may be achieved through a number of means, including TDM programs. Through their existing TDM program, TravelWise/SageVirage, the City intends to develop programs in partnership with other organizations, businesses and community groups to encourage the use of sustainable modes of transportation. The next section discusses TDM measures aimed at day to day operations on the site for those who will work and live there followed by specific additional measures for special events held on the site. 2.0 On-site TDM Coordinator Key to the achievement of the Lansdowne transportation modal shares, particularly related to the special events, is the on going development and support for TDM programs and their coordination, marketing and monitoring. This requires that an individual is located on site who will assume an ongoing role and responsibility as TDM Coordinator. This ongoing role and responsibility would be focused on developing TDM programs and ensuring that they are sustained. The TDM Coordinator ideally and to be most effective would be accommodated in a centrally located office at Lansdowne Park that would be easily accessible to the general public as well as those working on site. The programs the TDM Coordinator would promote include on line ride matching, transit and bicycle use, car and bicycle sharing and trip planning as well as TDM measures for special events. The TDM coordinator would provide information to those who drop into the office as well as proactively working directly with businesses and residents of the community to provide information specific to their individual needs. Coverage hours should be tailored to the needs of the community and businesses e.g. providing coverage for example on Saturday mornings and one weekday evening. Hours should also take into account the requirements of special events as well as opportunities for on site promotion of the services (kiosk) as part of special site programming or festivals. The TDM Coordinator would also work with a number of outside agencies and government departments to ensure that the required materials and information are available to those living and working on site. For example, there would be a need to develop a close working relationship with OC Transpo customer information staff to ensure that maps, schedules and fare media are all available and sufficient stock is onsite and a system for replenishment is set up. This would also be true for other materials from a variety of organizations. The specific responsibilities or duties of the October

10 TDM Coordinator to support the advancement of the TDM plan and the overall transportation objectives for Lansdowne are set out in Appendix A. Ideally, the office accommodating the person with the TDM Coordinator role and responsibilities would be in a central location where information on the options for travelling to and from the site during special events would be available. Not only could information be provided to event goers regarding on site bicycle parking options, transit services, and off site parking and shuttle locations, the coordinator would develop marketing materials (transit use, off site parking, supervised bicycle parking) that could be distributed with tickets; develop a website that is dynamic, user friendly and informative and would be included in packages for promoters. The TDM Coordinator could also develop a newsletter that would outline the types of services available related to TDM and transportation alternatives/options at Lansdowne, list upcoming events, profiles of workers or residents who use sustainable modes of transportation and provide contact information and hours of operation for the office. This newsletter should be made available online with hard copies available in the office. The office would also be open during events (as mentioned above) and staffed by knowledgeable volunteers. Incentives for cyclists may be considered when they park their bicycles at the supervised parking corral as a means to increase overall cycling rates for special events. These could range from discounts on area restaurants and retail outlets, discounts on tickets for events at Lansdowne, bicycle lights or team apparel. It would also be important for the TDM Coordinator to set up a monitoring plan to identify the ongoing proportion of travelers choosing sustainable modes. The coordinator would receive information after each special event from various agencies such as: transit passenger counts going to events on site; shuttle bus and off site parking use; and number of bicycles left at supervised bicycle parking corrals. The TDM Coordinator should also be responsible for monitoring carpool creation and parking permits issued to see if there is an increase in carpool formation over time. Other data such as commuting trips via transit, cycling and walking can be obtained through onboard bus passenger counts, visual surveys of bicycle parking usage; annual surveys of residents and workers and comprehensive traffic counts designed to identify overall travel by various transportation modes. For this program to be successful, it is recommended that the TDM Coordinator role be a dedicated position. This is considered of particular importance when the TDM program is being set up to provide for a successful launch so as to meet the needs of residents and workers and in the early period of the program and operations. The possible order of magnitude costs for setting up and launching the TDM program with a dedicated position are identified in Appendix B. October

11 3.0 TDM Programs for Households In addition to the TDM Coordinator s role in the dissemination of information and providing assistance to the residents, a variety of incentives should be incorporated into the TDM program. To be successful, the following incentives should be incorporated into any program for residents. 3.1 One year Transit passes for condominium owners and ECOPASS program To create a climate in which sustainable transportation is considered the norm, a number of incentives need to be included in the condominiums purchase agreements. For example, the City of Toronto has recently introduced a policy requiring all new condominium developments with more than 20 units to include a one year TTC Metropass with the purchase of each unit. 2 Given the desire to create an environment where sustainable transportation options are the norm, the City of Ottawa should require the Lansdowne Park residential developers to provide all purchasers of residential units with a one year transit pass which would cost approximately $930 per unit. This would help create and establish a culture of transit use amongst the residents living at Lansdowne. As there will only be one transit pass issued to each residential unit, and it will only be valid for one year, residents should be encouraged to consider purchasing transit passes for other members of the household and upon expiration of the condominium issued pass. OC Transpo is working on a new smartcard fare system, Presto, which is expected to be in place by 2012, the approximate timeframe for the redevelopment of the Lansdowne site. With the smartcard system, a form of the current ECOPASS payroll deduction bus pass program, which is currently restricted to businesses, will be available to all residents through a debit or credit card deduction each month. The availability of the ECOPASS should be promoted by the TDM Coordinator. The pass will be easy to purchase as it will involve a monthly direct debit system and the discount will be applied to a varying degree, depending upon the number of months it is purchased (renewed) during the year. 3.2 Car Sharing Programs Car sharing programs are services that provide members with access to a fleet of vehicles, usually on an hourly basis. 3 It is an increasingly effective way of encouraging people to reconsider purchasing a car, or in some cases acquiring a second car. Success of car sharing programs relies upon having cars in conveniently located areas with 2 For the first year of occupancy, purchasers of new condominium units will receive a Metropass for a year to travel on the TTC. Certain conditions apply. The condominium development must be located in the designated growth areas and the development must have 20 or more units. This policy started on April 28, Definition from Carleton University website October

12 parking spaces allocated directly to the service. In Ottawa the main car sharing program is currently offered by Vrtucar, which was established in 2000, with one car and four members. The company has grown and is now a thriving business serving 1,300 members with over 80 fuel efficient cars located in Ottawa and Gatineau 4. Vrtucar currently has six cars located in the Glebe and Old Ottawa South. Two locations where cars are available to members in close proximity to Lansdowne are the intersections of Bank with Clarey and Bank with Sunnyside. The City should work with a car sharing company to identify opportunities to locate cars at the Lansdowne site. These spaces should be located in highly visible and accessible locations on the site to encourage the use of the program. 3.3 Individualized Travel Planning Research has indicated that going directly to residents and workplaces increases the likelihood that a shift to more sustainable modes of transportation will occur. 5 A synopsis of North American individualized travel programs is located in Appendix D. This shows the outcomes of each program, indicating that there are positive impacts upon both the environment and modal shift. These programs have demonstrated that working directly with residents as well as providing appropriate infrastructure increases the use of sustainable modes and reduces the number of vehicle kilometres traveled. This key conclusion was consistent amongst all the programs examined. It is therefore an important component to the encouragement of the use of sustainable modes of transportation on the Lansdowne site. The TDM coordinator will be in a position to provide personalized travel information for residents and visitors to the site. The earlier the information is provided to the residents (or even potential residents), the more likely it is that the use of sustainable options will occur and the use of the private automobile may not be the presumed mode of choice for these households. 4.0 Workplace Programs 4.1 Transportation Management Associations (TMAs) The creation of a TMA will enable the implementation of a Workplace Commuter Options program that can be provided to all workers on the site. A TMA is a group of workplaces that come together to encourage the use of sustainable transportation options and lobby for appropriate infrastructure. In the Greater Toronto Area, the Smart Commute program consists of a series of TMAs that workplaces within each 4 From Vrtucar website: taken November 1, The case studies in Appendix D show that directly working with households increases a modal shift to sustainable transportation. October

13 geographical area can join to take advantage of programs, incentives and support for their workers. 6 While each business can implement their own program, it is possible for business parks, universities and large campus single employer developments to create a TMA on their own or through a third party (sometimes it can be initiated with the assistance of a municipality or a non profit organization). A TMA can develop a number of programs; however, a workplace commuter options program is the foundation for encouraging the use of modes other than the single occupant vehicle for the commute to work. The workplace commuter options program is similar to the individual travel planning program in that information is provided to employees about sustainable transportation options such as transit, ridesharing, and active transportation and so on. Through lunch and learn sessions, presentations, online information and an on site coordinator, information is provided directly to each worker. Incentives, promotions and prizes help create interest and broader participation. Setting up central transportation fairs, bringing transit buses onto the site, demonstrating ride matching programs, sponsoring bike safety demonstrations and training sessions are some of the initiatives that can provide employees the hands on experience they may require to feel comfortable shifting to sustainable modes of transportation. The TDM Coordinator should lead the creation of the TMA at Lansdowne. The intent is to provide information about the options for commuting to work, to the various workplaces. As part of this, the TDM Coordinator would establish a committee of interested employers and be the chairperson. Through this organization information can be disseminated to all workers on the site and the coordinator can manage requests for information, suggestions for improvement to on and off site infrastructure, requests for services and develop an incentive program that individual work places are not able to do. As the TMA evolves, it could be expanded to include the executive of the BIA who would be important partners to the continuation of the TMA and further promote the use of sustainable modes of transportation amongst workers in the Lansdowne area. The workplaces on site will vary in type, number of employees and hours of operation, resulting in potential high automobile use. The modal shares identified for those working on site are approximately: 45% of office trips and 50% of retail trips will use private vehicles while 20% of office trips and 15% of retail trips will be made by transit. The use of non motorized modes is 25% for both the office and retail uses. To ensure the maximum proportion of trips are attracted to more sustainable modes, workers in both office and retail establishments need to receive ongoing information and incentives. Workplace representatives should share with their colleagues information about transit routes that run adjacent to the site, transit fares and the automated trip 6 See: for an outline of the program and the various TMA s in the greater Toronto and Hamilton area. October

14 planner; ridesharing (OttawaRideMatch.com); active transportation facilities and corridors; bike sharing programs; and car sharing programs. 4.2 Carpooling While transit, cycling and walking are the main alternatives to driving alone, there will be some employees who will not be able to make use of transit services or active transportation opportunities. While it is not possible to eliminate every private automobile based trip, the numbers can be reduced by providing incentives to carpool to and from work. The City of Ottawa s on line ridematching program OttawaRideMatch.com can be used by those who do not want to or are unable to use public transit and active modes. This could be accomplished through linking the parking card to the OttawaRideMatch.com website, as is the current practice for City of Ottawa employees. Carpools can be effective in reducing the number of cars in the area during peak travel times. To further encourage the creation of carpools, preferential parking can be provided to those in the carpools, such as being located adjacent to main entrances to office buildings and reduced monthly parking rates. The carpools would have to be registered and special carpool parking passes provided to each one. This should be administered by the TDM Coordinator and enforced by parking attendants. Workplaces could also be encouraged to offer incentives to their employees that may include a guaranteed ride home program that acts as an insurance policy if an employee needs to get home quickly in the case of an emergency; car share memberships; bicycle sharing memberships and secure bicycle parking. The TDM Coordinator, as part of the services offered to the workplaces, could provide live demonstrations of how the on line ride matching program works as well as providing information on ways to increase personal safety such as using their workplace address rather than their personal address. To encourage the creation of car pools, particularly for those who form car pools without the use of an on line ride matching services, the participants in the car pool could register with the TDM coordinator who would have the parking pass coded as a car pool and then could put the information about the car pool members, card number and car information, such as make, model and license plate number into a database that may eventually be linked to the on line ride matching service. 4.3 Transit Pass Program ECOPASS OC Transpo has a program in place, currently called ECOPASS which provides employees of some businesses with a discounted transit pass paid for through payroll deduction. Currently, employers administer the program on behalf of OC Transpo in order for their October

15 employees to have access to this program. This has been a very successful program, increasing transit ridership, and has made using transit easier for many. As stated above in section 3.1, the revised ECOPASS program which will use the Presto smart card system will be available in 2012 as workers begin to populate the site. The program will allow all residents of Ottawa to obtain a discounted transit pass rather than having it only available through participating employers. This program should be promoted through the Transportation Management Association to all workers on site and its benefits highlighted. This program will be easy for workers to participate in and, once set up, will only require monthly direct debit from a bank account or credit card. 4.4 Bike Sharing Programs Bike sharing is another program in which there could be a promotional opportunity to encourage cycling and make access to bicycles simpler for those working on site as well as those visiting. The Bixi Bike system has proven to be successful in Montreal and is now being used in other cities such as Washington DC and London (UK). Following a successful pilot project in 2009, the National Capital Commission has introduced Bixi bikes at ten locations in the central area of the National Capital Region. Should this program expand, the Lansdowne location adjacent to the Canal and bike paths offers a key opportunity to establish bike sharing facilities on site. To encourage workers on site to use the program, reduced rates or complementary onemonth memberships could be provided to employees, which could lead to their permanent participation in the program. Bicycles could be used for workday travel rather than taxis or a private car for shorter trips. An area to accommodate a bike station should be reserved. 5.0 TDM for Special Events Special events at Lansdowne Park will require the promotion of transit, walking and cycling to the site to reduce the impact of traffic on the surrounding neighbourhoods. Promotion of walking, cycling, transit and carpooling will be included in event promotional materials, on the site and TDM website, through radio public service announcements and in a number of venues throughout the city. The promotion of these modes and the provision of clear practical information are both essential to encouraging their use. Although this report focuses on special events for which there is an entrance fee and identifies the amount to be added to ticket prices to cover the costs of enhanced transit, satellite parking and shuttles and temporary bicycle parking facilities, the TDM principles October

16 apply to all special events. For events with free admission these costs would be covered by the organizer. While there is an ambitious goal to shift as many trips as possible to sustainable modes, there will still be those who choose to travel by car. With limited parking in the vicinity of the site, it will be necessary to find ways of getting event goers to the site in an efficient manner. Therefore it will be necessary to not only look at transit and active transportation as modes of travel to the park, but to provide off site parking and shuttle services to events at the park. The City of Ottawa and the National Capital Commission (NCC) entered into a Letter of Intent in June 2010 (see Appendix F for a copy of the Letter of Intent) that would give permission to use the Queen Elizabeth Driveway for special event shuttles for a three year pilot period. One of the conditions of the initiation of the pilot project is that there would be the development of a special events TDM program for Lansdowne Park to encourage the use of alternatives to the car when coming to events at the park. The TDM program includes the use of a Shuttle Service for special events (subsection 5.2). 5.1 Encouraging Transit Use to Lansdowne Park Special Events Encouraging the use of transit by including the transit fare in event ticket prices will be an important element of the Special Events TDM Plan. For those using transit, it is recommended that the game or event ticket be valid for transit fare for two to three hours prior to the event start time. This would encourage those who may have previously chosen to drive to the park to consider transit as a viable alternative. Fast and frequent transit service will be provided to Lansdowne Park as described in the Transit Service and Satellite Parking and Shuttle Services Plan (June 2011). This Plan describes enhanced transit services that will be provided for events of various sizes and sets out the costs that would be included in the price of the ticket. The costs are summarized in Table 1, in Section 5.3. This program will require a marketing campaign, including materials for distribution at the Transportation Office, public service announcements and information on the website. This will be effective in providing event goers with the benefits of using transit to travel to events at Lansdowne Park. 5.2 Shuttle Bus Service for Satellite Parking The provision of free, conveniently located satellite parking connected to Lansdowne Park by frequent shuttle service is another core element of the TDM plan and will be required to reduce the number of private motor vehicles accessing the site and the surrounding community. October

17 The availability of space at the off site parking lots will need to be well advertised to event goers. Real time information on the availability of parking at the various locations should be provided. One of the proposed off site locations is Carleton University. A traveler information system, such as variable messaging signs, could be used on Bronson Avenue to inform event goers of the available spaces on campus and if full, direct them to the other off site parking locations. In addition to using variable messaging signs, a Smart Phone App could be developed that could provide information as to where there is available off site parking for special events at Lansdowne Park to eliminate unnecessary travel. The City of Ottawa information radio stations, 99.7 (English) and (French) could also be used to inform event goers of the locations for available event parking. The shuttles that will take attendees from the parking lots to Lansdowne Park will be fast and frequent and have convenient drop off and pick up locations, making the service appealing to many. This service should be promoted through the on site Transportation Office with the TDM Coordinator assisting in the development of promotional materials to explain how the program works, and provide maps of the off site parking areas and shuttle drop off and pick up locations. The cost of the parking and shuttle service will be covered through event tickets, as shown in Table 1 (Section 5.4). For special events that may be held and that will provide free access to event goers (such as some special events that may be held within the urban park), and where anticipated attendance will require the use of shuttles, determinations should be made through agreements specific to these events for the provision of shuttles services. 5.3 Encouraging Walking and Cycling Walking and cycling to and from the park for special events should be promoted as an alternative to driving, particularly for those within a 3 to 5 kilometre radius (for walking) and 5 to 10 kilometre radius (for cycling) of Lansdowne. Directing efforts to those within close proximity to the site will lower vehicular travel and traffic impacts in the area. However, more than just promotion is required if active modes are to be encouraged. While Lansdowne Park is already well served by strong non motorized links to the rest of the City, future plans including the proposed pedestrian crossing of the Rideau Canal (between Pretoria Bridge and the Bank St Bridge) as well as planned network improvements identified as part of the City s Cycling Plan each offer ongoing improvements which support continued growth in non motorized travel. On site infrastructure will be designed to support circulation that would bring pedestrians to the entrances of the stadium with as few conflicts as possible with other modes, including shuttle services. The on site circulation should also consider the October

18 location of the bicycle parking corrals for special events ensuring no interference with pedestrian movements, particularly in the vicinity of the gates. The primary and secondary locations for the corrals should be shown as part of the site layout for the final approved site plan. For example, a supervised bicycle parking corral could be located in close proximity to the south west end stadium and adjacent to the multi use trail that is located alongside Queen Elizabeth Driveway. A secondary supervised bicycle parking corral could be located in the vicinity of the entrances on the northeastern edge of the site. The locations chosen should be accessible by cyclists and should not impede the flow of pedestrian traffic on the site. However, during events with very large attendance (40,000 attendees), off site supplementary supervised bicycle parking corrals should be set up to intercept bicycle traffic prior to reaching the site. These sites would accommodate cyclists coming from the south or west to the site and would not only provide a convenient location for the cyclists to leave their bicycles, but would reduce the number of cyclists entering the site and reduce potential conflicts with pedestrians Provision of Bicycle Parking Corrals and Set Up Requirements Like the transit service, the cost of the supervised bicycle parking program, which would be available for events with projected attendance of greater than 10,000 or more, should be covered in the price of the event ticket. Cycling corrals located on site to serve special event are generally fenced in with tents (for security purposes) and include bicycle racks and are typically rented from a local company for each event. The number of racks and size of the enclosure would be determined by the size of the event. (One company, WheelUp Inc, provides a full service temporary supervised bicycle parking program). 7 The various program costs are discussed in the following section 5.4. Operational matters determined as important for successful implementation of temporary bike corrals for events include the following: Providing an administrative area at the entrance to each corral where attendant(s) will be able to administer the bicycle corral parking program Room for storage of forms and tags as well as a table on which forms can be filled out by owners of bikes using the corral and for issuing bike identification tags to owners that would be handed in to pick up the bicycle at the end of the event. A means of keeping track of the number of people using the facilities to facilitate effective monitoring to determine the popularity of the corrals, shifts in usage and, after a year of operation, enable the operators to determine the number of racks and size of overflow area required. This will also enable operators to identify 7 For information on WheelUp Inc and the services they offer, please go to: October

19 the best locations for the corrals for future event planning and various attendance levels. In general for events with attendance of 25,000, two cycling corral areas would suffice, each with minimum dimensions of 46 metres by 18 metres to accommodate approximately 760 bicycles within each location. It is possible that the Aberdeen Pavilion could be used to accommodate bicycles if it is not being used for other purposes. An additional important piece of information for the public will be directional signs that indicate where the supervised bicycle parking is located. This will be particularly important for very large events when the off site bicycle parking is utilized. Information on parking locations for special events at Lansdowne Park should also be available at the Transportation Office as well as promoted prior to each event through public service announcements, event advertising, and on the transportation web site for the park. 5.4 On site Parking for Special Events Event goers who wish to park on site for special events for which ticket purchase is required will be required to pre purchase their parking passes that would provide them with priority parking on site. There would be a limited number of spaces available on the site, located in the parking garage. This would ensure that only people with prepurchased parking tickets would arrive on site for major events. For special events that are free (such as those that may occur in the urban park), parking operations plans will need to be developed to mange use of on site parking during these events. 5.5 Summary of Transportation Costs Special Events For special events, one of the main TDM measures recommended is to include the cost of transit, satellite parking and shuttle services, and secure on site bicycle parking corrals in the ticket price. In addition to the TDM benefits of including these costs in ticket prices, there are strong operational advantages to this approach (e.g. rapid, alldoor boarding at the end of an event) which make it attractive. The costs for the shuttle service, off site parking program and supervised bicycle parking corrals will vary depending upon the actual size of the event. Examples for three event sizes are provided in Table 1 below. These are based on information in the Transit and Shuttle Service Plan (October 2011), where the costs associated with events with attendance of 7,000, 13,000 and 18,000 are also provided. It should be noted that these costs are in $2011 and will be subject to adjustment in line with cost of living increases. October

20 Table 1: Costs of Transit and Off site Parking/Shuttles and Bicycle Parking Corrals for Special Events Service 10,000* 25,000 40,000 Transit Services $ 6,850 $ 35,700 $ 73,200 Parking and Shuttle $ 46,190 $ 107,360 Bicycle Parking Corrals $ 1,375 $ 2,535 Total cost $ 6,850 $ 83,265 $ 183,095 Cost per ticket $ 0.69 $ 3.33 $ 4.55 *Standard buses on Rte. 1/7 and articulated on Rte. 118 and 12 Ar culated buses for SPECIAL and SUPPLEMENTARY, standard buses for SHUTTLE Note: Bicycle Parking costs are based on typical corral rental costs (WheelUp) and are typically staffed by volunteers 6.0 Bicycle Infrastructure and Pedestrian Facilities Active transportation is essentially seen as walking and cycling, however, it does include all non motorized modes of transportation. Connections between the buildings on the site should be developed to make it friendly for pedestrians and cyclists as well as providing safe and convenient connections to infrastructure off site and transit facilities. Well thought out connections will encourage the use of active transportation to and from the site for all users, including retail customers, movie goers, residents and workers. Most of these modes tend not to require much in the way of end of trip facilities, usually only shower and locker rooms; however, cycling requires other facilities, namely parking. The provision of bicycle parking is a key component to encouraging cycling as a mode for commuting but also for many other utilitarian trips. Table 2 below outlines the requirements for bicycle parking on the site. It is recommended that the unsecured parking be located adjacent to the main entrances to retail and office establishments and be sheltered from the elements. Secure bicycle parking is required on site however the exact type of secure bicycle parking will depend upon the design of the building. Residential buildings should have parking located in a secure room accessible only to those with a key or building pass. Secure bicycle parking within office buildings for workers should be provided in a similar manner. Retail establishments often lack space for dedicated bicycle rooms, therefore, a bicycle locker (or cage) should be provided for secure, long term parking for employees. October

21 Table 2: Bicycle Parking Requirements Use Area* Bicycle Parking¹ Recommended Secure Parking 2 Recommended Total Bicycle Parking 3 General Office 11,150 sq.m 44 ~50% (20) 50 Retail Cinema 27,900 sq.m 3,700 sq.m 113 ~20% (20) 150 Residential 220 Units % (110) 125 Stadium and Urban Park Total area not available 125 TOTALS * Area for individual uses and number of residential units based on information from the Transportation Impact and Assessment Study and Transportation Demand Management Plan (June 2010) ¹ Based on the City of Ottawa Zoning By law , section Proportion of Bylaw requirement recommended to be provided as secure: locker/cage. ³ The total includes an additional provision for on site bicycle parking to accommodate frequent special events which do not normally justify bicycle corrals. i.e. general use of the urban park, farmers market and other non stadium events. To accommodate the needs of the site, additional parking should be made available for the employees and the guests of the cinema beyond that required in the zoning by law, particularly since it is important to accommodate their needs in a location that is in close proximity to the cinema. The urban park and stadium will have permanent bicycle parking that should be located in areas that would meet the proximity requirements to the stadium entrances and the main access points to the urban park. To meet the requirements of the site, 300 permanent general public bicycle parking spaces (450 minus 150 secure spaces) should be provided. The provision of other facilities such as showers and locker rooms are an important requirement for cyclists and others who choose to use active modes of transportation for their journey to work. The City of Ottawa s Zoning By law does not currently require developments to provide for shower and locker room facilities. However, the Ottawa Cycling Plan recommends that to promote the use of cycling, particularly for commuters, end of trip facilities be incorporated at workplaces, including bicycle parking, showers and locker rooms. While Ottawa s Cycling Plan does not specify a means to determine specific requirements, other jurisdictions have established methods for calculating the number of showers required, based upon the number of long term or secured parking provided on site for cyclists. To ensure that cyclists are accommodated the number of showers available for the projected number of secure bicycle parking (which is set at 55 for the commercial, office and retail components of the site) is 4; 2 for men and 2 for women (calculated based upon the Vancouver By law 8 requirements for shower facilities, which is 2 showers for between 30 and 64 secure bicycle parking 8 See City of Vancouver By-law 7481 October

22 spaces for each gender, therefore requiring a total of 4 shower stalls). These could be located in the underground parking garage so that they are conveniently available to all the employees working at Lansdowne. The locker rooms should be designed to accommodate at least 30 users each (men s and women s rooms). 7.0 Conclusions and Recommendations The automobile will always have a role in the community s mobility as it enables residents and workers to move around in a secure, comfortable and time efficient manner. However, it is necessary to provide an array of attractive alternative choices for Ottawa residents to move around the city and in particular sustainable modes. The provision of a forward looking TDM program for the Lansdowne Park Redevelopment is an essential first step and offers the residents, workers and event goers key opportunities and support to choose sustainable modes. The TDM plan, as presented here is a dynamic strategy that will evolve as Lansdowne Park matures and the residents and visitors to the National Capital Region (NCR) see the benefit of reducing their reliance upon the automobile. The NCC has taken a keen interest in ensuring that sustainable mobility is a key component of development projects within the NCR and to that extent, provided insightful comments on the TDM program as presented. A summary of the comments that can be incorporated into the TDM Plan and how this will be achieved is included in Appendix G at the end of the report. To this end, the City of Ottawa should require that the recommendations in this report be incorporated into the site plan agreement and/or overall project agreement and also be addressed in the programming and operational plans for the urban park (which is to remain under the control of the City) as clauses to ensure the maximum use of sustainable transportation modes for day to day operations and, equally important, for planned special events attendees. Establishing the use of sustainable modes of transportation as the norm amongst those who live and work at Lansdowne and the broader community will help lessen the negative impacts associated with auto dependency demands and ensure the Park remains a vibrant and appealing destination for residents, customers, clients, event goers and visitors. The TDM Program developed is aimed at providing information, planning and support to the residents, employees and visitors of the Lansdowne site to encourage the use of sustainable modes of transportation on a daily basis as well as for the special events. The following key elements, some of which will need to be on going to sustain a successful program, should be addressed in agreements (site plan, project agreements) and/or programming/operational plans (urban park): Transit fares and shuttle bus and off site parking costs be included in the ticket price for special events; October

23 Include the cost of providing the temporary supervised bicycle parking (bicycle corrals) in the ticket price for the event; Provide for determinations to be made through agreements specific to special events that will be free (such as in the urban park) for the provision of additional transit and shuttle services and bike corrals where anticipated attendance will require these. The provision of a Transportation Demand Management (TDM) Coordinator to provide information and assistance to residents, workers, visitors and eventgoers on site. The coordinator would be responsible for a variety of programs to encourage the use of sustainable modes of transportation as well as report on ongoing progress in achieving travel behaviour changes toward more sustainable transportation modes; The provision for a centrally located office on site that is easily accessible to park users and employees and area residents to accommodate the TDM Coordinator and to facilitate ongoing information dissemination regarding bicycle routes, pathways, transit routes, times and fares as well as information associated with programs available and contact names. Such an office would support establishing a highly visible forward looking TDM program which provides ongoing information to residents, workers, customers and other visitors to the site; Include requirements for the promotion of OC Transpo s ECOPASS program on site for both residents and workers as the program evolves to being available to the community (and not just at registered workplaces); Enhanced bicycle parking facilities, including 150 secure parking spaces and approximately 300 permanent spaces on site for use by the general public; Unsecured bicycle parking should be located adjacent to the main entrances to retail and office establishments and be sheltered from the elements; One year transit pass per unit, to be included in all condominium purchase agreements; Preferential parking should be provided for registered carpools with a discounted rate for monthly parking and priority parking spaces identified near entrances to office buildings; Promotion and ongoing support for car sharing programs should be carried out by the TDM Coordinator and opportunities to locate two (2) parking spaces for vehicles (possibly for Ottawa s Vrtucar) should be provided on site in a highly visible and accessible location; Include in the site plan locations for both temporary supervised bicycle parking corrals and permanent bicycle parking for general use, including locations for future permanent general bicycle parking ; Showers and locker room facilities for employees. Based on practice elsewhere (City of Vancouver) where the number of shower facilities is linked to the October

24 number of secure bike parking spaces, a total of 4 showers should be provided 2 for women and 2 for men; A central location for a bike sharing station should be located in a visible location on the site near a major access point(s); A Transportation Management Association should be developed to encourage the use of sustainable modes, particularly for the workplaces. This will allow for support with encouraging the use of sustainable modes for commuting purposes, through workplace commuter options programs; The monitoring plan will be set up to determine if modal split targets and TDM goals are being met. This plan should be overseen by the TDM Coordinator. Require the TDM coordinator or a representative of OSEG, to provide the City of Ottawa with an annual report on the TDM program for both day to day use as well as addressing overall transportation mode use for event goers for various sizes of special events October

25 APPENDICES October

26 Appendix A: Responsibilities and Roles for a Transportation Demand Management (TDM) Coordinator Lansdowne Site General Statement of Duties: The TDM coordinator would manage the sustainable transportation programs and information office at Lansdowne. Sustainable transportation consists of transit, bicycling, walking, carpooling, as well as the promotion of carsharing and bikesharing. The TDM coordinator would provide information and services to the residents, workers and visitors to the Lansdowne site. The coordinator would also be responsible for assisting with TDM related activities for special events and coordinating with the stadium s administration. Specific Duties and Responsibilities: 1. Promote and monitor sustainable transportation options a. Provide information on Carpool programs (Ottawaridematch.com) b. Provide information on transit service and route planning, including how to use the on line trip planning service c. Provide information on walking and cycling paths within the area and where bicycle parking is located d. Provide information to event goers on transportation options e. Monitor use of sustainable modes for both day to day activities and special events f. Provide annual reports and others as requested to the Board and the City of Ottawa g. Create a web portal and maintain its content 2. Marketing a. Develop a marketing strategy to promote walking, cycling and public transit as the preferred modes of travel to/from Lansdowne Park b. Create innovative ways to encourage the use of sustainable modes c. Use community based social marketing techniques to encourage the use of sustainable transportation d. Develop marketing materials to promote sustainable transportation at Lansdowne e. Develop marketing materials, including public service announcements for special events 3. Outreach to residents and workers a. Develop programs that can be delivered to workplaces on site to encourage commuters to choose sustainable modes over the single occupant vehicle trip b. Inform residents of services available to them, including individual travel planning for the households living on site c. Arrange to visit workplaces and households and bring in experts to assist in providing answers to specific questions d. Promote carpooling and be the coordinator for registered carpools for priority parking 4. Maintaining supplies and information network a. Keeps the office supplied with OC Transpo Maps and schedules as well as having a computer terminal available to look up transit routes and permit route October

27 planning to occur. Develop a relationship with the OC Transpo Public Affairs office to ensure the flow of transit information b. Work with City staff to have cycling maps available in the office for sale to users and maintain a map showing the walking trails and routes in the city c. Work with the NCC for any information on the trails along the canal and provide up to date information on the use of the canal by skaters in the winter d. Through the development of relationships with various sustainable transportation organizations, maintain a supply of information on cycling clubs, walking groups and so on. e. Work with carsharing organisations to promote carsharing as a viable option (to reduce car ownership) and have contact information available f. Work with bikesharing company to promote the use of the program and be a point of contact for occasional users (such as tourists) and have contact information 5. Develop liaisons with other agencies a. Develop relationships with various agencies, groups, clubs, government organizations and interest groups to assist in programming associated with sustainable transportation Skills: Excellent written and verbal communication skills, including public speaking Strong customer service skills Superior decision making skills and the ability to work independently Experience working diplomatically with diverse groups Marketing and communications skills Excellent computer skills, graphics training would be desirable Qualifications Minimum 2 to 5 years related work experience Bachelor s degree from an accredited university in a related field (marketing, transportation, etc) Training in marketing and communications Training in customer service October

28 Appendix B: Budget for the TDM Coordinator and Office The inclusion of an office as part of the Lansdowne revitalization that can serve as a TDM office is considered an important element in the implementation of a successful TDM program. Such an office ideally would accommodate the following: office/desk area for the TDM coordinator as well as any volunteers staffing the office; display area for information; counter space; meeting space and secure storage for materials. The area for such an office ideally would not be less than 200 ft². The most significant cost for the running of this office will be salary. To ensure that a qualified individual is hired to take on the role and responsibilities of a TDM coordinator, it is necessary to consider an appropriate annual salary. This is estimated, based on skill sets and qualifications that would be important for the coordinator, to be between $45,000 and $50,000 per year plus possible benefits. While it is hoped that many of the materials on the site will be provided by other agencies, such as transit maps and schedules, information on car sharing and bike sharing programs, and information on local cycling, walking groups, other information will need to be developed by the TDM coordinator or purchased for resale (such as the Ottawa cycling map). Items such as maps of the site (for display only), information on where to park (both on the site for day to day or off site for special events)., locations of shuttle bus stops, and the information for the workers and residents on site, would all need to be included in the cost of operating the office. These costs will vary, but it can be expected that up to $20,000 for such materials could be paid out for these materials. Start up costs for office set up are estimated to be $10,000 and would include a computer and other technical equipment, furniture and fixtures. Table B 1 identifies operational matters that would be expected for a TDM office. Table B 1: Office Operations: 1. Printing Promotional materials such as posters, pamphlets Reports, including summary of monitoring plan and annual report to City Council 2. Incentives Giveaways such as pens, scratch pads, etc Contest prizes such as bicycle lights, helmets, pedometers 3. Website Development One time cost to create Yearly hosting costs 4. Advertising Local paper ads 5. Miscellaneous Travel costs for example: bus tickets to meetings Office supplies paper, pens, markers, binders, toner, cleaning supplies October

29 Appendix C: Summary of TDM Program Costs Cost Elements One Year Transit Pass for Condominium Owners Cost Per Unit $930¹ Cost Per Event Attendance Levels 10,000 25,000 40,000 Annual Operating Costs Transit Fares for Special Events² $6,000 $43,000 $74,000 Off Site Parking And Shuttle Bus Service for Special Events² Bicycle Corral Parking for Special Events² Annual Salary and Benefits for TDM Coordinator N/A $55,000 $124,000 N/A $1,500 $2,500 Annual Operating Costs for Transportation Office³ Notes: ¹Based upon 2010 OC Transpo Adult Annual Pass fee ²Cost to be included in price of ticket as shown in Tables 1, Section 5.4 of report ³The cost for office space rent has not been included in the annual operating costs. $70,000 $20,000 October

30 Appendix D: Case Studies: Examples of North American Individual Travel Planning Programs Summary of locations in North America where Programs have been adopted Location Preliminary Outcomes 1 Winnipeg, Manitoba Pilot helped to reduce greenhouse gas emissions by 18%; reduced vehicle kilometres traveled by 3.4%; induce modal shift; and engage residents to consider travel choices Look to run a wider scale project based upon these results 2 Translink (Vancouver BC) Reduced car dependence in the pilot areas Lowered greenhouse gas emissions in the greater Vancouver area 3 Waterloo, Ontario Transit use increased by 40%; Active modes increased cycling up by 35% and walking up by 5% Driving down by 1.6%, car passengers down by 4.5 % and taxi use down by 17.6% Plan to undertake in more neighbourhoods 4 St. Paul, Minnesota 8.6% ordered a Smart Trip kit Vehicle miles traveled reduced by 20% Plan to introduce to another area 5 Portland, Oregon Has expanded since introduced in 2003 Program helps to reduce drive alone car trips by 9 to 13% 30% of residents within target area order materials or take part in events The evidence supports developing a program that will encourage residents of the Lansdowne development to use sustainable modes of transportation for commuting to work and other destinations. October

31 Appendix E: Modal Shares by Land Use Person Trips by Various Mode Share and Time of Day: Residential Weekday Weekend Land Use: AM PM Saturday Sunday Street Peak Hr Street Peak Hr Generator Peak Hr Generator Peak Hr Residential Mode Mode Mode Mode Split In/Out Total split In/Out Total Split In/Out Total Split In/out Total Auto Driver 45% 8/ % 34/ % 25/ % 22/23 45 Passenger 10% 2/ % 7/ % 5/4 9 10% 4/5 9 Transit 20% 3/ % 10/ % 8/ % 6/7 13 Non motorized 25% 4/ % 17/ % 12/ % 11/11 22 Total 100% 17/ % 68/ % 50/ % 43/46 89 Person Trips by Various Mode Share and Time of Day: Retail Weekday Weekend Land Use: AM PM Saturday Street Peak Hr Street Peak Hr Retail Sunday Generator Peak Hr Generator Peak Hr Mode Mode Mode Mode Split In/Out Total split In/Out Total Split In/Out Total Split In/out Total Auto Driver 50% 75/ % 166/ % 148/ % 94/ Passenger 10% 15/ % 55/ % 74/ % 47/47 94 Transit 15% 23/ % 55/ % 74/ % 47/47 94 Person Trips by Various Mode Share and Time of Day: Office Weekday Land Use: AM PM Street Peak Hr Street Peak Hr Office Weekend Saturday Generator Peak Hr Sunday Generator Peak Hr Mode Mode Mode Mode Split In/Out Total split In/Out Total Split In/Out Total Split In/out Total Auto Driver 45% 80/ % 14/ % 10/ % 4/3 7 Passenger 10% 18/ % 2/ % 2/2 4 10% 1/1 2 Transit 20% 35/ % 4/ % 4/3 7 15% 1/1 2 Non motorized 25% 45/ % 7/ % 6/5 1 25% 1/1 2 Total 100% 178/ % 27/ % 24/ % 9/6 15 Person Trips by Various Mode Share and Time of Day: Urban Cinema Weekday Weekend Nonmotorized 25% 37/ % 92/ % 197/ % 126/ Total 100% 150/ % 368/ % 493/ % 314/ Land Use: PM Saturday Sunday Street Peak Hr Generator Peak Hr Generator Peak Hr Cinema Mode Mode Mode Split In/Out Total split In/Out Total Split In/Out Total Auto Driver 45% 32/ % 133/ % 111/ Passenger 20% 14/ % 113/ % 111/ Transit 10% 7/ % 38/ % 32/30 62 Nonmotorized 25% 17/ % 77/ % 64/ Total 100% 70/ % 381/ % 318/ Source: Lansdowne Park Revitalization Transportation Impact and Assessment Study and Transportation Demand Management Plan, June October

32 Appendix F: Letter of Intent Between NCC and the City of Ottawa October

33 October