Ryerson Church

Transportation Assessment and Management Study Version 1.0

Prepared for

Ryerson United Church

Date

December 20, 2016

Project No.

4827-07

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December 20, 2016

4827-07

Malcolm Elliot

Principal

Endall Elliot Associates

910b Richards Street

Vancouver BC

V6B 3C1

Dear Malcolm:

Re: Ryerson Church Rezoning

Transportation Assessment and Management Study

Please find attached our Transportation Assessment and Management Study. We have reviewed the

anticipated transportation impact of the proposed Ryerson Church redevelopment and our resulting

findings and recommendations are provided in the attached report.

Yours truly,

Bunt & Associates

for/

Brian Elery Phillips, MSc. Peter Joyce, P.Eng.,

Transportation Analyst Principal

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Ryerson Church Rezoning |Transportation Assessment and Management Study | 15 December 2016 S:\PROJECTS\BP\4826-07 Ryerson Church TAMS\5.0 Deliverables\20160212_4827-07_Ryerson_Church_TAMS_RPT PJ[2].docx

This document was prepared by Bunt & Associates for the benefit of the Client to whom it is addressed. The copyright and ownership of the report rests with Bunt & Associates. The information and data in the report reflects Bunt & Associates’ best professional judgment in light of the knowledge and information available to Bunt & Associates at the time of preparation. Except as required by law, this report and the information and data contained are to be treated as confidential and may be used and relied upon only by the client, its officers and employees. Any use which a third party makes of this report, or any reliance on or decisions made based on it, are the responsibilities of such third parties. Bunt & Associates accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report.

CORPORATE AUTHORIZATION

Prepared By: Brian Elery Phillips, M.Sc. Bunt & Associates Engineering (BC) Ltd.

1550-1050 West Pender Street

Vancouver, BC V6E 3S7

Canada

Reviewed By: Peter Joyce, P.Eng., PTOE Telephone: +1 604 685 6427

Principal Facsimile: +1 604 685 6579

Date: 2016/12/20

Project No. 4827-07

Status: Draft

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TABLE OF CONTENTS

1.  REPORT CONTEXT ................................................................................................ 1 

1.1  Study Purpose, Scope & Objectives ....................................................................................................... 1 

1.2  Organization of Report ......................................................................................................................... 3 

1.3  Proposed Development ........................................................................................................................ 3 

2.  EXISTING CONDITIONS ......................................................................................... 5 

2.1  Land Use .............................................................................................................................................. 5 

2.2  Existing Transportation Network .......................................................................................................... 6 

2.2.1  Road Network .......................................................................................................................... 6 

2.2.2  Transit Network ....................................................................................................................... 7 

2.2.3  Cycling & Pedestrian Networks ................................................................................................ 9 

2.3  Data Collection ..................................................................................................................................... 9 

2.3.1  Traffic Data Collection Program ............................................................................................... 9 

2.3.2  Peak Hour Traffic Volumes ...................................................................................................... 9 

2.4  Existing Operations ............................................................................................................................ 11 

2.4.1  Performance Thresholds ........................................................................................................ 11 

2.4.2  Operational Analysis Results ................................................................................................. 12 

3.  FUTURE TRAFFIC ................................................................................................ 14 

3.1  Traffic Forecasts ................................................................................................................................. 14 

3.1.1  Background Traffic ................................................................................................................ 14 

3.1.2  Site Traffic ............................................................................................................................. 14 

4.  TRANSPORTATION IMPACT ................................................................................. 15 

4.1  Traffic Impact ..................................................................................................................................... 15 

4.2  Parking ............................................................................................................................................... 15 

4.2.1  Residential Parking ................................................................................................................ 15 

4.2.2  Church/Activity Centre Parking .............................................................................................. 16 

4.2.3  Summary ............................................................................................................................... 17 

4.2.4  Bicycle Parking ...................................................................................................................... 18 

4.3  Parking Layout & Vehicle Circulation .................................................................................................. 19 

4.4  Service Vehicle Operations ................................................................................................................. 19

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5.  TDM & ACTIVE MODES ........................................................................................ 22 

5.1.1  Walking & Cycling .................................................................................................................. 22 

5.1.2  Transit ................................................................................................................................... 23 

6.  CONCLUSIONS & RECOMMENDATIONS ................................................................ 23 

6.1  Conclusions ....................................................................................................................................... 23 

EXHIBITS Exhibit 1.1: Site Location ........................................................................................................................................ 2 

Exhibit 1.2: Study Area ........................................................................................................................................... 2 

Exhibit 1.3: Site Accesses ....................................................................................................................................... 4 

Exhibit 2.1: Detail of City of Vancouver Zoning Map July 21, 2016 .......................................................................... 5 

Exhibit 2.2 Existing On Street Parking Supply .......................................................................................................... 6 

Exhibit 2.3: Existing Traffic Control ........................................................................................................................ 7 

Exhibit 2.4: Transit Routes & Stops ........................................................................................................................ 8 

TABLES Table 1.3: Proposed Land Uses ............................................................................................................................... 3 

Table 1.4: Proposed Parking Supply ........................................................................................................................ 4 

Table 2.1: Existing Street Characteristics ................................................................................................................. 6 

Table 2.2: Transit Stops within 800m Walking Distance of Site ............................................................................... 8 

Table 2.3: Existing Transit Service Frequency .......................................................................................................... 8 

Table 2.4: Summary of Available and Counted Traffic Data .................................................................................... 9 

Table 2.5: Existing Peak Hour Roadway Link Volumes ............................................................................................. 9 

Table 2.7: Intersection Level of Service Thresholds............................................................................................... 11 

Table 2.8: Existing Traffic Operations – Unsignalized Intersections ....................................................................... 12 

Table 3.1: Peak Hour Vehicle Trip Rates ................................................................................................................ 14 

Table 3.2: Estimated Peak Hour Site Vehicle Trips ................................................................................................. 14 

Table 4.1: Vehicle Parking Supply Requirement & Provision (rental building) ......................................................... 15 

Table 4.2: Vehicle Parking Supply Requirement & Provision (condo building) ........................................................ 16 

Exhibit 4.1: Observed Friday and Saturday Night Parking Demand ........................................................................ 17 

Table 4.3: Summary of Site Parking Provision ........................................................................................................ 18 

Table 4.2: Bicycle Parking Supply Provision ........................................................................................................... 18 

Table 4.3: Loading Bylaw Rates ............................................................................................................................. 19 

Table 5.1: Walking Thresholds ............................................................................................................................. 22 

1. REPORT CONTEXT

1.1 Study Purpose, Scope & Objectives

Ryerson United Church, in partnership with Wall Financial, is seeking to redevelop its existing property in

Kerrisdale, Vancouver BC. The property consists of two sites, both located on the north side of 45th

Avenue, on either side of Yew Street. The west property (2195 W 45th Avenue) is occupied by the church

building and three single family homes. The east side (2173 W 45th Avenue) contains Ryerson Memorial

Centre and Gym (i.e., the activity centre), and one single family home (2163 W 45th Avenue).

The proposed redevelopment calls for a new activity centre to replace the existing one, along with 40

market condominium units and 32 rental units, some of which will provide subsidized housing. The single

family homes will be removed as part of the redevelopment.

The purpose of this study is to examine this project’s impact on the surrounding transportation network

as input to the planning and engineering consideration of the site development application.

Exhibit 1.1 shows the site location in relation to the surrounding major streets. Exhibit 1.2 shows the

traffic impact study area. The impacts of site traffic on 45th Avenue from the site to West Boulevard are

considered, as well as the impacts on Yew Street from the site to 41st Avenue. For the purposes of on-

street parking evaluation, an area within a one block radius of the site was considered.

Exhibit 1.1: Site Location

Exhibit 1.2: Study Area

1.2 Organization of Report

After a brief description on the context of this report, the condition of the existing transportation network

surrounding Ryerson Church is given. This consists of a description of the existing road operations, as

well as the transit, cycling, and pedestrian networks serving the area. Next the new demand for travel

created by the new residential units is forecasted, and the impact of this new demand is described, both in

terms of road operation and on-street parking. The impact section also analyzes the on-site works. Finally,

a description of the project’s TDM plan is given.

1.3 Proposed Development

The proposed development consists of the existing church, an activity centre to replace the Ryerson

Memorial Centre and Gym, and two new multifamily residential buildings: one 40-unit condominium

building, and one 32-unit rental apartment building. Table 1.3 summarizes the development.

Table 1.3: Proposed Land Uses

LAND USE FSR AREA (SF) UNITS

Condominium Residential 74,460 40

Rental Residential 25,437 32

Activity Centre 18,703 -

Existing Church 13,338 -

The majority of parking for the development will be in an underground parking structure on the east side,

beneath the condominium buildings. Access to this site will be through via the lane to the north of the

site. The west site, which includes the rental apartments, activity centre, and existing church, will have a

loading access, disability parking, and 5 reserved parking spaces accessible by the lane to the north of the

site. Table 1.4 gives the proposed parking supply, while Exhibit 1.3 indicates the site plan, with both site

accesses.

Table 1.4: Proposed Parking Supply

USE AREA/UNITS PROPOSED PARKING

STALLS

Rental Units 32 units 12

Condominium Units 40 units 80

Church/Activity Centre 18,703 sf 45

TOTAL - 137

Exhibit 1.3: Site Accesses

The development is expected to be completed in 2020.

2. EXISTING CONDITIONS

2.1 Land Use

Ryerson Church and Ryerson Memorial Centre are situated on West 45th Avenue, on either side of Yew

Street. They are located within a single-family residential neighbourhood (RS-3 zoning), on the border of a

medium-density (RM-3) area. Commercial land uses (C-2) are located along the two nearest major streets,

at West Boulevard and at 41st Avenue. Exhibit 2.1 shows a detail of the City of Vancouver Zoning Map (June

2016), with the site location indicated.

Neither site has on-site parking accommodation for visitors. The Memorial Centre has a small number of

parking stalls available on the lane that are reserved for ministers and facilities staff. Currently, visitors

arriving by motor vehicle use on-street parking throughout the neighbourhood.

Exhibit 2.1: Detail of City of Vancouver Zoning Map July 21, 2016

2.2 Existing Transportation Network

2.2.1 Road Network

The road network surrounding Ryerson Church consists mainly of 2-lane local streets with parking on both

sides. The nearest collector streets are 41st Avenue and West Boulevard, of which 41st Avenue is a

designated truck route. Table 2.1 lists the streets in the nearby road network.

Table 2.1: Existing Street Characteristics

STREET CLASSIFICATION NUMBER OF

TRAVEL LANES POSTED SPEED PARKING FACILITIES

42nd Avenue Local 2 50 km/h On street

43rd Avenue Local 2 50 km/h On street

44th Avenue Local 2 50 km/h On street

45th Avenue Local 2 50 km/h On street

Yew Street Local 2 50 km/h On street

Vine Street Local 2 50 km/h On street

41st Avenue Collector 4 50 km/h On Street

West Boulevard Collector 1 50 km/h On street, one side

Exhibit 2.2 shows the results of the of on-street parking inventory.

Exhibit 2.2 Existing On Street Parking Supply

Exhibit 2.3: Existing Traffic Control

2.2.2 Transit Network

As identified in Exhibit 2.4, there are three transit routes operating within 800m of the site, all of them

part of the Frequent Transit Network. 41st Avenue, West Boulevard, and 49th Avenue all have bus service.

Table 2.2 below lists the nearest bus stops on each of these streets. While these bus stops are located

some distance away, they are still within reasonable walking distance. Once at the bus stop, all routes in

the area operate with relatively low headways.

Table 2.2: Transit Stops within 800m Walking Distance of Site

STOP LOCATION DIRECTION STOP # AMENITY ROUTES

SERVICED WALKING DISTANCE

41st Avenue & Yew Street EB 50381 None 41 650m

41st Avenue & Vine Street WB 50290 None 41 650m

45th Avenue & West Blvd. NB 51020 Shelter 16 270m

45th Avenue & West Blvd. SB 51109 None 16 270m

49th Avenue & Yew Street EB 51953 None 49 450m

49th Avenue & West Boulevard WB 52045 Shelter 49 600m

Table 2.3: Existing Transit Service Frequency

ROUTE STOP

WEEKDAY SERVICE HEADWAY (MIN.)

# DIRECTION START END AM MID-DAY

PM EVENING WEEKEND

41 EB 50381 4:39 1:59 5 min 7 min 7 min 10 min 8 min

41 WB 50290 4:39 1:59 5 min 7 min 7 min 10 min 8 min

16 NB 51020 4:54 1:04 9 min 10 min 6 min 19 min 10 min

16 SB 51109 5:21 12:45 9 min 10 min 6 min 19 min 10 min

49 EB 51953 6:26 11:52 7 min 10 min 9 min 12 min 12 min

49 WB 52045 5:53 12:15 7 min 10 min 9 min 12 min 12 min

Exhibit 2.4: Transit Routes & Stops

2.2.3 Cycling & Pedestrian Networks

Forty-fifth Avenue adjacent the site as part of the Ridgeway Greenway which is designated as a

local street bikeway- a local street where cyclists share the road with light traffic. On the rest of

the network, there are sidewalks on both sides of the street provided for pedestrians, with

pedestrian controlled crossing signals at 41st Avenue and Yew Street, and at 45th Avenue and West

Boulevard.

2.3 Data Collection

2.3.1 Traffic Data Collection Program

Traffic counts were conducted on Tuesday, 13 December 2016. Despite the previous week’s

snows, the roads were dry and in good condition. Traffic counts from previous years showed

similar volumes, indicating that volumes were significantly affected by the weather conditions at

the time of the count.

Table 2.4: Summary of Available and Counted Traffic Data

INTERSECTION DATE OF COUNT PEAK HOURS

AM PM

41st Avenue/Yew Street 13 December 2016 8:00 15:00

Lane north of site/Yew Street 13 December 2016 8:00 15:00

45th Avenue/Yew Street 13 December 2016 8:00 15:00

45th Avenue/West Boulevard 13 December 2016 8:00 15:00

OVERALL STUDY AREA PEAK HOUR 8:00 15:00

2.3.2 Peak Hour Traffic Volumes

Table 2.5 presents a summary of the two-way peak-hour vehicle movements for the streets in the study

area.

Table 2.5: Existing Peak Hour Roadway Link Volumes

ROAD LINK PEAK LINK VOLUMES (VEH/HR)

AM PM

45th Avenue between Yew Street and West Boulevard 116 125

Yew Street, just north of the site 55 40

Exhibit 2.5 summarizes the existing weekday afternoon peak hour traffic volume in the area as observed

by Bunt on the December 13/16 survey date.

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2.4 Existing Operations

2.4.1 Performance Thresholds

The existing operations of study area intersections and access points were assessed using the methods

outlined in the 2000 Highway Capacity Manual (HCM), using the Synchro 9 analysis software. The traffic

operations were assessed using the performance measures of Level of Service (LOS) and volume-to-

capacity (V/C) ratio.

The LOS rating is based on average vehicle delay and ranges from “A” to “F” based on the quality of

operation at the intersection. LOS “A” represents optimal, minimal delay conditions while a LOS “F”

represents an over-capacity condition with considerable congestion and/or delay. Delay is calculated in

seconds and is based on the average intersection delay per vehicle.

Table 2.7 below summarizes the LOS thresholds for the five Levels of Service, for both signalized and

unsignalized intersections.

Table 2.7: Intersection Level of Service Thresholds

LEVEL OF SERVICE AVERAGE CONTROL DELAY PER VEHICLE (SECONDS)

SIGNALIZED UNSIGNALIZED

A ≤10 ≤10

B >10 and ≤20 >10 and ≤15

C >20 and ≤35 >15 and ≤25

D >35 and ≤55 >25 and ≤35

E >55 and ≤80 >35 and ≤50

F >80 >50

Source: Highway Capacity Manual

The volume to capacity (V/C) ratio of an intersection represents ratio between the demand volume and the

available capacity. A V/C ratio less than 0.85 indicates that there is sufficient capacity to accommodate

demands and generally represents reasonable traffic conditions in suburban settings. A V/C value

between 0.85 and 0.95 indicates an intersection is approaching practical capacity; a V/C ratio over 0.95

indicates that traffic demands are close to exceeding the available capacity, resulting in saturated

conditions. A V/C ratio over 1.0 indicates a very congested intersection where drivers may have to wait

through several signal cycles. In downtown and Town Centre contexts, during peak demand periods, V/C

ratios over 0.90 and even 1.0 are common.

In interpreting of the analysis results, note that the HCM methodology reports performance differently for

various types of intersection traffic control. In this report, the performance reporting convention is as

follows:

For signalized intersections: HCM 2000 output for overall LOS and V/C as well as individual

movement LOS and V/C is reported. 95th Percentile Queues are reported as estimated by

Synchro;

For unsignalized two-way stop controlled intersections: HCM 2000 LOS and V/C output is

reported just for individual lanes as the HCM methodology does not report overall performance.

SimTraffic estimated queues and delays have also been reported, as the HCM 2000 methodology

does not directly take into account the gaps afforded by adjacent signalized intersections;

2.4.2 Operational Analysis Results

Table 2.8 below presents the existing traffic operations on the study network. Due to high pedestrian

volumes at 45th Avenue and West Boulevard, it was modelled as a signalized intersection; the peak hour

volumes for pedestrians crossing West Boulevard at the pedestrian signal were 99 in the AM peak and 155.

With pedestrians arriving on average every 36 or 23 seconds (AM and PM respectively), the pedestrian

signal will be actuated frequently.

Overall, the network is operating in good condition, with ample capacity at all intersections.

Table 2.8: Existing Traffic Operations – Unsignalized Intersections

INTERSECTION/ TRAFFIC CONTROL

MOVEMENT

AM PM

LOS V/C 95TH Q

(M) LOS V/C

95TH Q (M)

41st Avenue & Yew Street

EBT A 0.38 0 A 0.30 0

EBR A 0.38 0 A 0.30 0

WBL A 0.04 0.8 A 0.08 2

WBT A 0.32 0.8 A 0.24 2

NBL C 0.31 9.7 C 0.34 11.4

NBR C 0.31 9.7 C 0.34 11.4

Lane north of site & Yew Street

EBL A 0 0.1 A 0 0

EBT A 0 0 A 0 0

EBR A 0 0.1 A 0 0

WBL A 0.01 0.3 A 0.01 0.1

WBT A 0 0 A 0 0.1

WBR A 0.01 0.3 A 0 0.1

NBL A 0 0 A 0 0

NBT A 0 0 A 0 0

NBR A 0 0 A 0 0

SBL A 0 0 A 0 0

SBT A 0 0 A 0 0

SBR A 0 0 A 0 0

45TH AVENUE & YEW STREET

EBL A 0.01 0.1 A 0 0.1

EBT A 0.01 0.1 A 0 0.1

EBR A 0.01 0.1 A 0 0.1

WBL A 0 0 A 0 0.1

WBT A 0 0 A 0 0.1

WBR A 0 0 A 0 0.1

NBL B 0.09 2.3 B 0.06 1.5

NBT B 0.09 2.3 B 0.06 1.5

NBR B 0.09 2.3 B 0.06 1.5

SBL B 0.06 1.3 B 0.10 2.4

SBT B 0.06 1.3 B 0.10 2.4

SBR B 0.06 1.3 B 0.10 2.4

45TH Avenue & West Boulevard

OVERALL A 0.55 - A 0.54 -

EBL B 0.32 18.7 C 0.43 6.3

EBT B 0.32 18.7 C 0.43 6.3

EBR B 0.32 18.7 C 0.43 6.3

WBL B 0.36 17.6 C 0.46 5.4

WBT B 0.36 17.6 C 0.46 5.4

WBR B 0.36 17.6 C 0.46 5.4

NBL A 0.56 54.2 A 0.41 16.7

NBT A 0.56 54.2 A 0.41 16.7

NBR A 0.56 54.2 A 0.41 16.7

SBL A 0.51 42.5 A 0.55 24.3

SBT A 0.51 42.5 A 0.55 24.3

SBR A 0.51 42.5 A 0.55 24.3

3. FUTURE TRAFFIC

3.1 Traffic Forecasts

3.1.1 Background Traffic

Background traffic is traffic that would be present on the road network regardless of whether or not the

proposed development proceeds. Traffic growth is not expected to grow significantly in the area.

According to the list of active development permits on the City of Vancouver website, there are two active

developments within 1 km of the site: one single family housing renovation (6788 Beechwood Street) and

40-unit mixed use development at 6333 West Boulevard. There are no expected changes to the study area

road network. City of Vancouver traffic volume data over the past several years at key intersections in the

area has been relatively stable with minimal if any increase in traffic year over year.

3.1.2 Site Traffic

TripGeneration

Since the church and activity are already in operation, the new residences are expected to be the source of

most if not all of the new traffic generated by the site. For the subsidized apartments, a reduced rate was

used for trip generation that is in line with the minimal parking provision proposed for these units as

vehicle ownership levels are anticipated to be low.

Table 3.1: Peak Hour Vehicle Trip Rates

LAND USE UNITS AM PEAK HOUR PM PEAK HOUR

IN OUT TOTAL IN OUT TOTAL

Highly Subsidized Rental 10 0 0.1 0.1 0.1 0 0.1

Mid Subsidized Rental 11 0.05 0.15 0.2 0.15 0.05 0.2

Market Rental Housing 11 0.08 0.22 0.3 0.21 0.14 0.35

Strata Housing 40 0.07 0.37 0.44 0.35 0.17 0.52

Table 3.2 summarizes the anticipated future site generated vehicle trips for the proposed development

based on the above rates. As indicated, the net additional vehicle trips anticipated for the project are in

the range of 20-25 vehicles per hour during both the weekday morning and afternoon peak periods.

Table 3.2: Estimated Peak Hour Site Vehicle Trips

LAND USE AM PEAK HOUR PM PEAK HOUR

IN OUT TOTAL IN OUT TOTAL

Highly Subsidized Rental 0 1 1 1 0 1

Mid Subsidized Rental 0.55 1.65 2.2 1.65 0.55 2.2

Market Rental Housing 0.88 2.42 3.3 2.31 1.54 3.85

Strata Housing 2.8 13.2 16 10.8 5.2 16

23 23

4. TRANSPORTATION IMPACT

4.1 Traffic Impact

The additional traffic generated by this site is within the expected daily variation in traffic. At 23 additional

trips in the daily peak hour, this site will be adding less than one car to the road every 2 minutes. As such,

the impact of traffic on the overall road system is negligible.

4.2 Parking

4.2.1 Residential Parking

The parking supply for the rental and strata buildings is presented in Tables 4.1 and 4.2

respectively. Parking provision for the subsidized housing is based on Bunt & Associates’ recent

experience with social housing in the City of Vancouver. For highly subsidized housing units, the

rate of parking supply matches that of the recently completed Budzey Building. Mid-subsidized

units are given a slightly higher ratio.

Parking provision for strata units is set at two stalls per dwelling unit, which is more than required

by the Parking Bylaw.

Table 4.1: Vehicle Parking Supply Requirement & Provision (rental building)

UNIT TYPE # DWELLING UNITS PARKING BYLAW

REQUIREMENT # STALLS REQUIRED

PROPOSED RATIO STALLS

PROPOSED

Rental units – Highly Subsidized 10 ‘A minimum of 0.5 space

for every dwelling unit that has less than 50 m² of gross floor area, and, for every dwelling unit

that has 50 m² or more of gross floor area, at least

0.6 space for every dwelling unit plus one

space for each 200 m² of gross floor area, except that, for every dwelling unit which has a gross floor area of 180 m² or

greater, there need be no more than 1.5 spaces for

every dwelling unit.’

27

0.1 1

Rental units – Mid Subsidized 11 1/6 1.8

Market Rental 11 0.5 5.5

Sub Total 32 - 8.3

Visitor - - 3.2

TOTAL 270 - 27 12

Table 4.2: Vehicle Parking Supply Requirement & Provision (condo building)

UNIT TYPE # DWELLING UNITS PARKING BYLAW

REQUIREMENT # STALLS REQUIRED

PROPOSED RATIO STALLS

PROPOSED

<180 sm 31 0.6 18 2/unit 62

>180 sm 9 1.5 13.5 2/unit 18

Total Area 3854 sm 1/200 19.3 0 0

TOTAL 270 - 51.37 80

4.2.2 Church/Activity Centre Parking

Bunt & Associates performed research in 2016 to determine the peak parking demand generated by the

existing church and activity centre. Parking counts were undertaken during the weekday and weekend

evenings and Sunday mornings for seven days throughout 2016. The peak parking demand generated by

the church and activity centre was observed to occur during performance events, such as concerts or

theatre performances. The study area was a rectangular area extending one block in each direction from

the church.

Parking counts were taken on nights with and without scheduled events to develop a baseline of parking

usage from the neighbourhood- the difference between parking utilization during events and not during

events was considered to be the demand generated by the event itself. Exhibit 4.1 shows the parking

demand for the critical period- during Saturday of Friday nights. Parking Utilization on the non-event night

was steady throughout the period at around 50%. During the two event nights observed, parking demand

was higher, but remained well below 80%, the point at which on-street parking is considered to be

congested.

That parking utilization never exceeded congestion verifies our study area; if parking in the study area

became congested, some event attendees would likely have parked farther away and been missed by our

counts. Instead, it can be assumed that our counts accurately captured parking demand generated by the

events. Additionally, congested parking conditions would indicate that there may be additional demand for

parking that is suppressed by its scarcity. This latent demand would be activated by the provision of

additional parking, as is proposed by this development. However, since event attendees were able to find

parking close to the site, it can be assumed that there is no demand suppressed due to lack of parking.

Exhibit 4.1: Observed Friday and Saturday Night Parking Demand

The June event, which took place on a Saturday, represents the greatest observed parking demand. The

peak parking usage in the study area was 382 cars, of which 114 can be attributed to the event itself.

45 parking stalls for church and activity centre use are proposed for this development. It is expected that

event attendees will continue to utilize on-street parking during large events, though to a lesser extent.

The majority of site-generated traffic utilizes parking on Vine Street, Yew Street, and 45th Avenue directly

fronting the site, which is expected to continue to be the preferred on-street parking location. Providing

off-street parking for approximately 40% of the observed peak demand will limit the impact for

surrounding areas.

4.2.3 Summary

Table 4.3 indicates the total off-street parking proposed for the development, exclusive of handicap

spaces and loading bays. A total of 137 off-street parking spaces are provided.

Table 4.3: Summary of Site Parking Provision

USE AREA/UNITS PROPOSED PARKING

STALLS

Rental Units 32 units 12

Condominium Units 40 units 80

Activity Centre 18,703 sf 45

TOTAL - 137

4.2.4 Bicycle Parking

Well managed, secure, accessible and covered bicycle parking will be provided as part of the development

plan. The development will supply at least 43 Class A spaces and 12 Class B spaces. The Class A - Long

Term parking spaces will be located in a convenient location in the West Block. The Class B – Short Term

parking will be provided in publically accessible areas near the entrances to the Church and Activity Centre

in a well lit and highly visible area.

Table 4.2: Bicycle Parking Supply Provision

LAND USE FLOOR AREA/

# UNITS BYLAW RATIO

BYLAW REQUIRED

PROVIDED

Rental Units 32 units Class A: 1.25/unit

Class B: - Class A: 40 Class B: 6

Class A: 40 Class B: 0

Condominium Units 40 units

Class A: 1.25/unit Class B: -

Class A: 50 Class B: 6

Class A: 50 Class B: 6

Church 13,338 sf Class A: - Class B: 6

Class A: - Class B: 6

Class A: 0 Class B:6

Activity Centre 18,703 sf Class A: 1/5382 sf

Class B: 1/16,146 sf Class A: 3 Class B: 6

Class A: 3 Class B: 6

TOTALS CLASS A: 93 CLASS B: 24

CLASS A: 93 CLASS B: 18

Long term cycle parking for the rental and condominium units is provided in line with the bylaw. It is

expected that the rental units will share cycle parking with the church and activity centre, located on the

same site. The activity centre and church are provided with cycle parking that meets bylaw requirements.

4.3 Parking Layout & Vehicle Circulation

The layout of the parking was reviewed using Autoturn software. The majority of stalls were accessible to

a mid-sized pickup truck, indicating that the parking levels can be readily navigated. The only exception to

this were the garage units on P1, corresponding to the townhouses. In order for two cars to fit in the

space, smaller vehicles must be used. A mid-sized passenger car, similar to a Ford Taurus, could

maneuver without issue into these spaces. Exhibits 4.1 and 4.2 illustrate the results of the Autoturn

analysis, for the P1 and P2 parking levels respectively.

4.4 Service Vehicle Operations

All loading and garbage access is located off the lane to the north of the site. Both the strata and rental

developments are less than 100 units, and therefore below the threshold that would require loading

spaces for them. Bylaws do require loading spaces for the church and activity centre. These spaces are

supplied at the rear of the site, off the lane to the north. The bylaw requirements for loading spaces are

shown in Table 4.3.

Table 4.3: Loading Bylaw Rates

LAND USE FLOOR AREA/

# UNITS BYLAW RATE

BYLAW SUPPLY REQUIREMENT

PROVIDED

Church 13,338 Class B – 1/30,140 sf Class B - 0.44 1 Class A

Activity Centre 18,703 Class B – 1/30,140 sf Class B -0.62 1 Class A

Rental Housing 25,437 0 0 0

Strata Housing 74,460 0 0 0

TOTALS 1 CLASS B 2 CLASS A

Supply of loading spaces for the church and activity centre is based on existing usage; as neither use is

expanding its floor area, it is expected that there will be no significant changes in loading pattern.

Currently, the ordinary parking stalls are used for loading with little issue. The supply of two Class A stalls

is in excess of the existing condition for the church and activity centre, neither of which are expanding in

size in this redevelopment, and has been chosen in consultation with the building manager.

Fire trucks and other emergency vehicles access the site from either the surrounding roads or the lane to

the north.

N

[Issued for Discussion; not for Construction]

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5. TDM & ACTIVE MODES This redevelopment is relatively small, with little traffic being added to the area. Additionally, the

neighbourhood is already well positioned from a Transportation Demand Management (TDM) perspective.

Walking, cycling, and transit are well provided for locally, and the shops on West Boulevard and 41st

Avenue are close enough to be reached by active modes. As such, it is expected that the mode share for

transit and active modes will be high.

5.1.1 Walking & Cycling

Walking is a realistic form of travel for most people, especially over short distances with many people

willing to walk at least 5-minutes or 400m for short trips. Guidelines on the distances that people are

willing to walk to for various trip purposes are set out in Table 5.1. This table focuses on land uses that

can reasonably be accessed by walking from the site today.

Table 5.1: Walking Thresholds

FACILITY THRESHOLD DISTANCES

FACILITIES OR USES WITHIN THRESHOLD DISTANCES OF THE DEVELOPMENT

Bus/Transit 400m Buses on West Boulevard. Buses on 41st and 49th Avenues are only a little farther outside this radius

Schools 600-1200m Quilchena Elementary, Maple Grove Elementary, Magee Secondary, and Point Grey Secondary

Leisure Facilities 600-1200m Kerrisdale Community Centre, Vancouver Public Library Kerrisdale Branch,

Shops, restaurants, commercial 800-1200m Commercial uses along 41st Avenue and West Boulevard

Employment 2000m Commercial uses along 41st Avenue and West Boulevard

Sources: (a) TransLink (b) Institute of Highways and Transportation (UK)

The distance that a person is willing to walk is often related to the purpose of the journey, but is also

influenced by factors such as urban form, traffic, safety, personal fitness, car ownership, and parking

availability.

A person’s willingness to cycle is based on a number of lifestyle factors, including health benefits, cost

savings (compared to automobile use and parking) and convenience. Infrastructure also plays an

important role through the safety of routes, presence or absence of steep gradients, availability of cycle

storage facilities, etc. Cycling is a realistic transportation option for most people over short to medium

distances, i.e. up to 8 kilometres, or a 30-35 minute cycle.

Residents of this development will have cycle infrastructure at their doorstep; the Ridgeway Greenway runs

along 45th Avenue, and connects from Pacific Spirit Park to Burnaby’s Central Park.

5.1.2 Transit

When people are considering taking transit their decision is typically based on a number of factors

including their eligibility to drive, cost, convenience, relative journey times with other modes, personal

choice, income level, etc. Generally transit is a practical proposition for journeys of 4 kilometres and

more, however if high frequency service is available, it is also practical for shorter distance trips for

convenience.

Ryerson Church has Frequent Transit Network service along 41st Avenue, West Boulevard, and 49th Avenue,

making it well positioned for bus travel.

6. CONCLUSIONS & RECOMMENDATIONS

6.1 Conclusions

This document has outlined the transportation plan for the Ryerson Church redevelopment. Overall, the

redevelopment will have minimal impact on the surrounding community. We have reached the following

conclusions:

Traffic: The site will have minimal impact on the existing street network (CONFIRM WITH

COUNTS/ANALYSIS)

Parking: In our opinion, the parking provided for the residential uses is in line with the expected

demand for parking, based on unit size, tenure, and level of subsidy. The additional parking units

for the activity centre and church presents a significant improvement to the existing condition.

Cycling and Walking: the site is positioned on a major greenway. The area has good pedestrian

connectivity, with sidewalks on all streets. The site development supports this by providing bike

parking facilities.