Cambie Continuum-of-Care Seniors Residence ......Exhibit 6: Canada Line Frequency illustrates headways for popular destinations, while Exhibit 7: Canada Line First Train / Last Train

Cambie Continuum-of-Care Seniors Residence

Transportation Demand Management Strategy Updated Final Report

Prepared for

NORR Inc

Date

June 12, 2014

Prepared by

Bunt & Associates

Project No.

4883.02

Cambie Continuum-of-Care Seniors Residence Updated Final Report bunt & associates | Project No. 4883.02 June 12, 2014

TABLE OF CONTENTS

1. BACKGROUND ...................................................................................................... 1

1.1 Transportation Demand Management Strategy ..................................................................................... 2

2. EXISTING MULTI-MODE TRANSPORTATION INFRASTRUCTURE ................................ 3

2.1 Pedestrian ............................................................................................................................................ 3

2.2 Cyclists ................................................................................................................................................ 5

2.3 Transit ................................................................................................................................................. 6

2.3.1 Bus Service .............................................................................................................................. 6

2.3.2 Sky Train - Canada Line ........................................................................................................... 7

2.4 Vehicles ............................................................................................................................................... 9

3. FUTURE PLANS AND STRATEGIES FOR THE LOCAL AREA ........................................ 9

4. PROPOSED DEVELOPMENT .................................................................................. 10

4.1 Site Plan ............................................................................................................................................. 10

4.2 Site Access ......................................................................................................................................... 11

4.3 Trip Generation of Proposed Development ......................................................................................... 12

4.3.1 Mode Split Estimates ............................................................................................................. 13

5. PARKING ............................................................................................................ 14

5.1 Proposed Off-street Parking Spaces .................................................................................................... 14

5.2 Vancouver Bylaw Parking Requirements ............................................................................................. 14

5.3 Parking Supply Analysis ...................................................................................................................... 14

5.3.1 Residents............................................................................................................................... 14

5.3.2 Visitor Parking ....................................................................................................................... 16

5.3.3 Staff Parking .......................................................................................................................... 16

5.4 Recommended Vehicle Parking Supply ............................................................................................... 16

5.5 Off-street Passenger Vehicle Spaces ................................................................................................... 17

5.6 Loading Spaces .................................................................................................................................. 18

5.7 Bicycle Spaces .................................................................................................................................... 18

6. TRANSPORTATION DEMAND MANAGEMENT STRATEGIES .................................... 20

6.1 Information Package........................................................................................................................... 20

6.2 Car-Sharing ........................................................................................................................................ 20

6.3 Ride-Share .......................................................................................................................................... 21

6.4 Public Transit ..................................................................................................................................... 21

6.5 Supporting Infrastructure for Electric Vehicles and Electric Bicycles .................................................... 21

6.6 Supporting Infrastructure of Cyclists .................................................................................................. 21

6.7 TDM Recommendations ..................................................................................................................... 22

Cambie Continuum-of-Care Seniors Residence Updated Final Report bunt & associates | Project No. 4883.02 June 12, 2014

7. SUMMARY & RECOMMENDATIONS ...................................................................... 23

EXHIBITS Exhibit 1: Location of Proposed Development ........................................................................................................ 2

Exhibit 2: Walk Score Pedestrian Map ..................................................................................................................... 4

Exhibit 3: Cycling Map ............................................................................................................................................ 5

Exhibit 4: King Edward Station Map ........................................................................................................................ 6

Exhibit 5: SkyTrain System Map .............................................................................................................................. 7

Exhibit 6: Canada Line Frequency ........................................................................................................................... 8

Exhibit 7: Canada Line First Train / Last Train ........................................................................................................ 8

Exhibit 8: Site Plan (June 5, 2014) ......................................................................................................................... 11

Exhibit 9: AutoTURN Loading Bay Analysis ............................................................................................................ 19

TABLES Table 1: Trip Generation ....................................................................................................................................... 12

Table 2: Vehicle Ownership Rates for Comparable Residential Buildings .............................................................. 15

Table 3: Proposed Parking Allotment ..................................................................................................................... 17

Cambie Continuum-of-Care Seniors Residence Updated Final Report 1 bunt & associates | Project No. 4883.02 June 12, 2014

1. BACKGROUND Bunt& Associates has been retained to conduct a Transportation Demand Management (TDM) Strategy for

the proposed Cambie Continuum-of-Care Residence, located on lots 408- 488 King Edward Avenue in

Vancouver, BC. The location of the site is presented in Exhibit 1.

This Updated Final Report replaces a Final Report dated December 19, 2013 with the updated land use

data obtained in June of 2014.

The proposed seniors residence now has a total of 135 units, they are comprised of 103 Independent

Living units and 32 care units.

The two four-storey buildings and one six-storey building will also include shared resident amenity space,

including a bistro, shops and a theater. These amenities are solely for the use of residents.


Exhibit 1: Location of Proposed Development

1.1 Transportation Demand Management Strategy

The purpose of this study is to prepare a Transportation Demand Management (TDM) Strategy, which is

required as part of a rezoning application.

The TDM Strategy will recommend infrastructure required to support the development, including parking

supply. The TDM Strategy will focus on the prioritization of sustainable transportation modes, estimate

multi-modal trips generated by the proposed development, evaluate impacts to the adjacent

transportation infrastructure, and suggest mitigation measures if required.


2. EXISTING MULTI-MODE TRANSPORTATION INFRASTRUCTURE

2.1 Pedestrian

The King Edward Avenue and Yukon Street frontages have sidewalks that connect to local area amenities

such as the King Edward SkyTrain Station (120 m to the west).

The Walk Score website provides a walkability rating (0 to 100) for an address. In this case, the subject

site address received a Walk Score of 80, insinuating the location is “very walkable”. The distance to

public transit (40m), restaurants (240m), coffee shops (220m), groceries (240m), and parks (300m) are all

well within walking distance of the subject site. In addition to the services on Cambie Street, the Main

Street corridor with an array of shops is services is approximately 820m to the east. A map illustrating

these local area amenities is provided on Exhibit 2 – Walk Score Pedestrian Map.

Additionally, less than a kilometre away from the subject site, the nearby Queen Elizabeth Park, Hillcrest

Community Centre and the Millennium Sports Facility provide a variety of programs and recreational

activities for seniors.

There are pedestrian activated crosswalks on all four legs of the signalized Cambie Street & King Edward

Avenue intersection located 120 m to the west.

There are two three legged unsignalized King Edward Avenue & Yukon Street intersections adjacent to the

site, one with a south Yukon leg and another with a north Yukon leg, these intersections will be referred to

as East Alignment Yukon & King Edward Avenue and West Alignment Yukon & King Edward Avenue

intersections respectively. There are no marked pedestrian crossings at either Yukon intersection,

however there is a sidewalk crossing the King Edward Avenue median on the West Alignment Yukon &

King Edward Avenue intersection’s west leg, and another on the East Alignment Yukon & King Edward

Avenue intersection’s east leg. There is however no signage indicating that either of these locations are

pedestrian crossing locations.

The existing sidewalks surrounding the site are approximately 1.5m wide.


Exhibit 2: Walk Score Pedestrian Map

Source Walk Score: http://www.walkscore.com/


2.2 Cyclists

Painted bike markings are found along Yukon St indicating it is a bicycle route (local street bike route).

The following Exhibit 3: Cycling Map illustrates a portion of the City of Vancouver’s, Bike Vancouver Map.

It should be noted that the entire TransLink bus fleet is equipped with bicycle racks. Bicycles can also be

taken on the SkyTrain (except during rush hour periods).

Exhibit 3: Cycling Map

Source: TransLink: http://www.translink.ca/


The location receives a Bike Score (similar to Walk Score) of 79 (out of 100). It is considered very bikeable

with good cycling routes nearby and flat surrounding terrain.

2.3 Transit

2.3.1 Bus Service

There is a transit stop on all legs of the King Edward Avenue & Cambie Street intersection. Refer to the

following Exhibit 4: King Edward Station Map. Headways for Routes 15, 25 and 33 are approximately

every 15 minutes, while Route N15 has approximately 30 minute headways. HandyDART service is also

available for those persons who are unable to use conventional transit service without assistance.

Exhibit 4: King Edward Station Map



2.3.2 Sky Train - Canada Line

The King Edward Canada Line SkyTrain station is located on the northwest corner of the Cambie Street &

King Edward Avenue intersection. Exhibit 5: SkyTrain System Map illustrates possible connections and

travel times to get to popular destinations including Richmond, Downtown Waterfront and YVR Airport.

Exhibit 5: SkyTrain System Map


Exhibit 6: Canada Line Frequency illustrates headways for popular destinations, while Exhibit 7: Canada

Line First Train / Last Train illustrates the hours of operation.


Exhibit 6: Canada Line Frequency

Exhibit 7: Canada Line First Train / Last Train



2.4 Vehicles

King Edward Avenue is a major east-west arterial route located to the immediate north of the development

site. There will be no vehicle access to the site from King Edward Avenue.

Yukon Street is a local road and a local Street Bikeway. Vehicles will use Yukon Street to access the Rear

and West Lanes that will provide connections to the parkade (located off of the West Lane).

The Rear Lane runs east-west connecting from Yukon Street to the West Lane. The proposed

development’s layby and pick-up/ drop-off passenger parking spaces will be located off of the Rear Lane.

The West Lane runs north-south connecting from King Edward Avenue to West 26th Avenue. The West

Lane can be accessed by turning right from King Edward Avenue or from West 26th Avenue.

3. FUTURE PLANS AND STRATEGIES FOR THE LOCAL AREA Walking currently represents 17% of all trips in the City. A target rate of 50% of all trips being made on

foot, bicycle or public transit is desired by 2020 in an effort to reach the City’s goal of being the greenest

city in the world by 2020.

As stated within the City’s Greenest City Action Plan, the desire it to make walking, cycling and public

transit preferred transportation options. A key strategy to 2020 is to make active transportation choices

feel safe, convenient, comfortable and fun for all ages and abilities.

The subject site is located in the Riley Park area (between the Cambie Village and Queen Elizabeth Park

Neighbourhoods), with numerous amenities along Main Street and Cambie Street. The Hillcrest and Riley

Parks Proposed Master Plan includes many improvements to the pedestrian environment, which would

appeal to residents of the subject seniors residence including: improved pedestrian walkways and

pathways, tree planting, a covered amphitheatre at the library, an enlarged pedestrian plaza, a lit stairway

connection to Queen Elizabeth Park and a walkway along the stadium wall.

According to the Cambie Corridor Plan, the opening of the Canada Line along Cambie Street was an

opportunity for the City to create a sustainable neighbourhood. Residents along this corridor have easy

access to transit and a convenient alternative to single occupant vehicle use. The plan for the Cambie

Corridor seeks to address the environment and sustainability, to build strong, safe and inclusive

communities, address homelessness and affordable housing and continue to work towards a growing

economy.

As stated within the Cambie Corridor Plan, complete communities that combine a concentrated, well

designed mix of housing types, job space, shopping, local gathering places and community facilities make

neighbourhoods more walkable, liveable and sustainable. Additionally, such communities enable people

of different life stages, income levels and abilities to grow and age in place. A healthier lifestyle is

supported when people are able to choose alternative transportation modes to that of the automobile.


As part of the Housing Diversity Strategy within the Cambie Corridor Plan, it is recommended that

consideration should be given to the provision of Seniors housing to meet the needs of the Cambie

Corridor community and enable residents to remain in their community as they age.

The City of Vancouver’s Pedestrian Safety Study – Final Report, dated April 2012, discusses the fact that

older pedestrians are less likely to survive a pedestrian collision. According to the report, ways to improve

safety for seniors include: evaluated crossing facilities with higher concentrations of seniors, conducting

educational outreach to seniors, developing safe routes for seniors program, and setting enforcement

priorities where seniors are more likely to be present. Countdown signal timers and adjusted signal

timings will assist in accommodating the slower walking speeds of seniors, improved lighting, raised

crosswalks and traffic calming are also additional suggested improvements for the safety of seniors.

4. PROPOSED DEVELOPMENT

4.1 Site Plan

The proposed Cambie Continuum-of-Care Residence is located on lots 408- 488 King Edward Avenue in

Vancouver, BC. Exhibit 8: Site Plan illustrates floor level Independent Living units, extensive

landscaping, walkways, water features and seating areas. The main pedestrian entrances are located in

the centre portion of the development fronting King Edward Avenue as well as from the Rear Lane to the

south. Access to the parkade is from the West Lane. Loading is located on the Rear lane to the west of the

layby.


Exhibit 8: Site Plan (June 5, 2014)

According to the most recent (June 5, 2014) information, the development consists of a total of 135 rental

units, which is comprised of 103 Independent Living units and 32 Care units. The proposed development

will consist of two four storey buildings and one six storey building. The development will also include

common shared amenity space, including: bistro, shops and a theater. The underground parkade is

shown to accommodate 57 parking stalls as well as space for 30 scooters.

4.2 Site Access

The parkade is accessed from the West Lane which borders the west edge of the development site.

Vehicles can access the West Lane by turning right in from King Edward Street. Vehicles coming to the site

from the east are expected to turn left from King Edward Avenue onto Yukon Street then right on to the

Rear lane which leads to the parkade entrance on the West Lane. Vehicles can also access the West Lane

from the south using West 26th Avenue.

A layby pick-up/ drop-off area is provided along the Rear Lane.

Bunt will review the layby design to ensure HandyDART vehicles are able to access the building and that

space is provided for required Class A and Class B passenger spaces.


4.3 Trip Generation of Proposed Development

The trips anticipated to be generated by the subject development as per the latest Institute of

Transportation Engineers (ITE) Trip Generation Manual (9th Edition), are presented in Table 1: Trip

Generation. As shown, with 10% trip reduction due to the proximity of transit, a total of 23 two-way

vehicle trips are anticipated during the average AM Peak Hour and 30 two-way vehicle trips during the

average PM Peak Hour.

Table 1: Trip Generation

LAND USES AM PEAK HOUR TRAFFIC VOLUMES PM PEAK HOUR TRAFFIC VOLUMES

ITE Land

Use Code Variable Size

Trip

Rate

%

In

%

Out

Trips

In

Trips

Out

Total

2-Way

Trip

Rate

%

In

%

Out

Trips

In

Trips

Out

Total

2-Way

Proposed Residential

252 units 103 0.19 34% 66% 7 13 20 0.23 54% 46% 13 11 24

254 units 32 0.18 68% 32% 4 2 6 0.29 50% 50% 5 4 9

Sub-Total - - - 11 15 26 - - - 18 15 33

Less 10% due to proximity of transit - - - 1 2 3 - - - 2 1 3

Total - - - 10 13 23 - - - 16 14 30

We believe the vehicle trip generation estimates presented in Table 1 are likely high due to the location of

the site which has near ideal connections with transit (both bus and SkyTrain) and is considered to be

highly walkable.

The ITE manual describes senior adult housing as consisting of attached Independent Living

developments, including retirement communities, age restricted housing and active adult communities.

The developments may include limited social or recreational services. However, they generally lack

centralized dining and on-site medical facilities. Residents in these communities live independently, are

typically active (requiring little or no medical supervision) and may or may not be retired.

Light Care living complexes are described at being residential settings that provide either routing general

protective oversight or assistance with activities necessary for Independent Living to mentally or physically

limited persons. They commonly have separate living quarters for residents, and services include dining,

housekeeping, social and physical activities, medication administration and transportation. Alzheimer’s

and ALS patients are commonly accommodated by these facilities, though the living quarters may be


located separately from other residents. Assisted care commonly bridges the gap between Independent

Living and nursing homes. Staff may be available at an assisted care facility 24 hours a day. Additional

data suggests that employees and visitors make most of the vehicle trips for this land use as residents

typically do not own vehicles.

4.3.1 Mode Split Estimates

The site has the potential for a very low passenger vehicle mode split. With aggressive Transportation

Demand management (TDM) initiatives we feel the following mode splits are obtainable:

Transit – 40%

Walking- 35%

Cycling – 5%

Vehicle – 10%

Aggressive TDM initiatives aimed at residents, visitors and staff are presented in Section 6.

The above mode splits would suggest that the site will generate approximately 15-30 total two way vehicle

trips per peak hour. This is considered to be a near indiscernible volume of traffic which can be

accommodated on the existing adjacent road network.


5. PARKING

5.1 Proposed Off-street Parking Spaces

A total of 57 parking spaces are proposed to be provided for the proposed development. The spaces are

provided within an underground parkade. This provision of parking spaces has been reduced from a

previously higher supply in order to match the supply recommended herein.

The site plan also shows the provision of 30 scooter parking spaces.

5.2 Vancouver Bylaw Parking Requirements

Vancouver parking Bylaw requires 1 space per 6 units as a minimum provision for the 103 Independent

Living units (Parking Bylaw 4.2.1.8). This equates to 18 spaces for Independent care residents.

Bylaw (Parking Bylaw 4.2.1.12) requires 1 space per 100m2. This equates to 14 spaces for the 32 Care

units (1,332 m2 total, 41.6 m2 per unit average).

Visitor and staff parking requirements are included in the above requirements, hence the total minimum

bylaw required parking spaces for the proposed development is 32 spaces.

These rates are lower than Bunt’s in-house database of vehicle ownership rates for the Seniors

Independent Living land use, specifically because they omit visitor and staff parking demand.

5.3 Parking Supply Analysis

5.3.1 Residents

Bunt has retained the Insurance Corporation of British Columbia (ICBC) to provide vehicle ownership data

to create an in-house vehicle ownership database for senior resident buildings.

The ICBC auto ownership data and calculated auto ownership rates are presented in Table 2. The facilities

shown in Table 2 have similar user demographics to the proposed development. However, the proposed

site is expected to have the potential for lower vehicle ownership and trip generation rates due to the

close proximity to transit (King Edward SkyTrain Station and major bus routes).


Table 2: Vehicle Ownership Rates for Comparable Residential Buildings

Complex Name Location Number

of Units

Actively

Insured

Vehicles

Actively Insured

Vehicle Count

(Veh./Unit)

Factored up

by 5%

The Beechwood 2075 Cassiar St.

Vancouver 96 27 0.28 -

2050 Rupert St. 2050 Rupert St.


Crofton Manor 2803 West 41st Ave


Summer Hill

135 West 15th Street

North Vancouver 108 33 0.31 -

Amica

659 Clyde Ave.

West Vancouver 40 20 0.51 -

Mulberry 7230 Acorn Avenue

Burnaby 154 49 0.32 -

Average weighted 0.31 0.33

Minimum value 0.21 0.22

Maximum value 0.51 0.54

Bunt database of Senior Independent Living land use suggests an average vehicle ownership rate of

approximately 0.31 vehicles per unit.

Often the ICBC data is factored up by 10% in order to compensate for two uncertainties:

The occupancy levels of each building; and,

The number of business leased vehicles in the buildings.

However the number of business related vehicles for the surveyed buildings is expected to be very low due

to the senior demographics. Additionally, our research indicates that the remaining buildings were

occupied in the order of 95-100%. Because of these reasons, the ICBC obtained vehicle ownership rates

were factored up by 5%. In our opinion due to the specific resident demographics this factor represents a

more accurate and conservative approach.


This results in an average projected vehicle occupancy rate of 0.33 spaces per Independent Seniors

residential unit.

5.3.2 Visitor Parking

Previous research conducted by Bunt has repeatedly suggests that a visitor parking rate of 0.10 visitor

spaces per unit for residential land use is suitable. This was recently supported by Metro Vancouver’s

comprehensive “2012 Metro Vancouver Residential Apartment Parking Study” which suggests 0.1 visitor

parking spaces per residential unit can accommodate visitor parking demand.

A visitor and staff parking demand rate of 0.10 spaces per unit would translate to a demand of 14 spaces

for the proposed development’s 135 units.

These rates are consistent with previous research work done by Bunt for Seniors residence buildings.

The modal split advantages of the propose location translates to visitors, hence more visitors are expected

to access the site using transit.

5.3.3 Staff Parking

Assisted Living (or Care) land use requires 1 parking space per 100m2 for units under 50 m2. The

proposed Care units are approximately 42 m2. This calculates to a 14 space requirement for the

development’s 32 Care units, which total 1,332 m2.

As this demographic is not expected to have vehicle ownership the bylaw parking space requirements are

typically used to cover staff needs. The Care units do require significant staff support.

The modal split advantages of the propose location does translate to staff members as well, hence more

staff members are expected to access the site using transit, or by cycling.

5.4 Recommended Vehicle Parking Supply

Based on the above rationale Bunt’s suggested parking supply and allotment is as follows (summarized in

Table 3).

Seniors Independent Living Units: Residents 0.3 per unit, plus 0.1 for visitor/ staff. This equates to

42 parking spaces for the proposed development (31 for residents and 11 for staff and visitors).

Light Care Units: 1 per 100m2. This equates to 14 parking spaces for the proposed 32 Light Care

units. These spaces would be reserved for staff and visitors.

This totals 56 spaces (31 for residents and 25 for staff and visitors).


Table 3: Proposed Parking Allotment

Proposed Parking Rate Size (units or

square m) Parking Spaces

Independent

Seniors

Residents

0.3 spaces per unit

103 units

31

Independent

Seniors

Staff & Visitors

0.1 spaces per unit 11

Care Living

Residents -

32 units

0

Care Living

Staff & Visitors 1 per 100m2 14

Total - 135 units

56

(31 resident /25 staff &

visitor)

5.5 Off-street Passenger Vehicle Spaces

According to Section 7 of the City of Vancouver’s Parking Bylaw, Off-Street Passenger Space Regulations,

for Seniors supportive or assisted housing, a minimum of two Class A spaces for any facility with 160 to

199 residential units. A minimum of two Class B spaces is required with 120 or more residential units.

Hence for the proposed development total of 135 units, two Class B passenger spaces are required.

Class A passenger spaces are defined as a designated space, clear of any driving or maneuvering aisles or

means of emergency egress, for loading passengers to or from an automobile.

Class B passenger spaces are defined as a designated space, clear of any driving or maneuvering aisles or

means of emergency egress, for loading passengers to or from a custom transit vehicle.

Class C passenger spaces are for buses. No Class C spaces are required for the proposed development.

The site plan indicates a layby or passenger pick up / drop off area, accessed from the Rear Lane. This

layby can accommodate the Passenger Class B required spaces.


5.6 Loading Spaces

According to the Section 5 of the City of Vancouver’s Parking Bylaw, Off-Street Loading Space Regulations,

for Seniors supportive or assisted housing (Care units), a minimum of one ‘Class B’ space is required for a

facility with less than 200 residential units.

The subject site is proposed to have 135 units and therefore one loading space is required. This site plan

indicates this space is provided with access from the Rear Lane, located on the south edge of the

development site, to the west of the layby. The turning path of a SU9 truck is shown accessing the loading

space in Exhibit 9. This turning movement, as indicated required less than 5 m lane width due to

maneuvering space provided on-site. The lane is estimated at approximately 5.6 m width, hence no

operational issues are expected for loading vehicles. Loading vehicles are able to egress to the west.

5.7 Bicycle Spaces

According to Section 6 of the City of Vancouver’s Parking Bylaw, Off-Street Bicycle Space Regulations, for

seniors supportive or assisted housing (Care units), a minimum of 0.10 spaces is required for every

residential unit less than 50 m2 in size and a minimum of 0.25 spaces is required for every residential unit

larger than 50 m2. Only Class A spaces are required, meaning they must be provided in a separate bicycle

room located within the building, which can be a compliant metal mesh compound.

This equates to 29 Class A bicycle spaces (32 units under 50m2 at 0.1 spaces per unit plus 103 units over

50m2 at 0.25 per unit) staff inclusive. It should be noted that according to bylaw, two of the Class A

spaces must have electrical outlets and at least 20% (six) of the spaces must be bicycle lockers.

The current (June 12, 2014) site plan indicates 29 Class A bicycle spaces in the parkade structure. This

proposed supply therefore meets bylaw.

We recommend the developer provide Class B, at-grade short term bicycle parking near the facilities main

entry.

&

AutoTURN Analysis - Layby & LoadingExhibit 9

N

Cambie Continuum-of-Care Seniors Residence4883.02 June 12, 2014 Scale NTS


6. TRANSPORTATION DEMAND MANAGEMENT STRATEGIES Sustainable Transportation Strategies or Transportation Demand Management (TDM) is increasingly seen

as a key tool to reduce reliance on single occupant automobile trips for residents and employees. When

successfully implemented, TDM will lead to a number of benefits, including:

Time and cost savings;

Health benefits from increased active transportation modes such as walking and cycling;

Improved productivity and more attractive workplace; and,

Reduced automobile trips and parking requirements.

Case studies published by TransLink through their “OnBoard” program show that single vehicle occupancy

trips can be reduced by up to 40% with a robust TDM package.

A key focus of TDM is to reduce dependency on the car and particularly the number of single occupancy

car journeys to work. The TDM itself is a collection of measures relevant to travel needs; with the

objective of encouraging increased use of more sustainable forms of transport and car sharing.

The following paragraphs set out some of the potential TDM Measures that are relevant to the proposed

development.

6.1 Information Package

The travel patterns of new residents are most pliable. Hence informing new residents about the

alternative transportation options available should be provided to all new residents and employees. It is

possible, for example, to provide “Information Packs” that combines positive messages on health,

environmental and financial benefits of not using an automobile with basic information on public transit,

walking, cycling, carpool and car sharing options. Existing travel information services such as the

TransLink website should be promoted.

6.2 Car-Sharing

Car-sharing clubs have developed significantly in the last 10-15 years and allow people to have access to a

vehicle in their area without having to buy or maintain their own vehicle. Members usually pay a small

monthly administration fee to cover some of the fixed costs of the car and then a “pay as you go”

approach is adopted as members pay by the hour and mile when they use a vehicle.

Currently there are three main car-sharing operators in Vancouver, Modo (formerly the Co-operative Auto

Network), ZipCar, and Car2Go. However, only Modo and Car2Go have cars in the vicinity of the subject

site. The nearest Car2Go vehicles to the subject site are Smart Cars located (approximately 800m to the

west) near the Children’s and Women’s Health Centre of British Columbia or (approximately 850m to the


east) on 27th Ave. The nearest Modo vehicle is a brown Nissan Cube and is located near the King Edward

SkyTrain Station at the intersection of W 24 Ave / Cambie St (approximately 250m to the west).

Employees could also benefit from car-sharing vehicles as they could use the vehicles to carry out work-

related activities during the day, while commuting to work by transit or other non-auto modes.

Information could be provided as part of the marketing materials of the proposed development to

highlight the benefits of car-sharing and encourage future residents’ and employees’ participation.

6.3 Ride-Share

Ride-share involves two or more people sharing a vehicle for a trip. The cost of the journey (fuel, tolls,

parking, etc) can be split between the driver and passengers, resulting in a saving for all concerned. This

also reduces the number of vehicle trips and parking demands.

There are a number of tools available that allow the setting up of an online ride sharing database. This

enables people to enter their journeys so that the database can automatically search out residents or

employees whose journeys match. There are a number of public ride sharing schemes such as the Jack

Bell Ride-Share (https://online.ride-share.com/en/my/ ) that future residents and employees can use.

Notice boards could also be put up in the lobby of the residential buildings and at the tenant’s office for

future residents who may organize informal carpools as well.

6.4 Public Transit

The site is well served by frequent transit hence commuting auto use is expected to be low for the

development site. Some seniors may not be familiar or skilled with internet use and may require some

assistance with trip planning. Better Environmentally Sound Transportation’s STAR – Seniors

Transportation Access and Resources program and TransLink’ TravelSmart Senior Outreach may be willing

and able to partner with education programs at the subject site development.

6.5 Supporting Infrastructure for Electric Vehicles and Electric Bicycles

Although only a requirement for new multi- family residential buildings, the Building ByLaw requires that a

minimum of 20% of the residential parking spaces be provided with a receptacle to accommodate electric

vehicle charging equipment. Consideration could be given to providing electrical outlets to power electric

vehicles (and scooters if necessary) for the subject development.

6.6 Supporting Infrastructure of Cyclists

The site plan shows shower and change facilities for male and female staff.


6.7 TDM Recommendations

It is recommended that the development provide at-grade bicycle parking (Class B) adjacent to the

residential entry. The proposed supply of Class A bicycle spaces is satisfactorily above bylaw required

levels.

It is recommended that the development provide a Local Area Transportation Context Information Package

to new residents. This would include local TransLink routing and service information as well as a map of

nearby walkable amenities.

It is recommended that the development foster car-sharing by providing notices of car-sharing initiatives

on bulletin boards in the lobby of the residential buildings and at the tenant’s office for future residents

who may organize informal carpools as well.

It is recommended that the development enroll in TransLink’s TravelSmart Senior Outreach program to

help new residents feel more comfortable using the transit system.

It is recommended that the development promote sustainable transportation options to staff by not

providing excessive amounts of staff parking.

Consideration could also be given to the following:

Review the signal timing at the Cambie Street & King Edward Avenue intersection to ensure there

is adequate crossing time for senior pedestrians.

Review the lighting levels at intersections and crossing locations near the development site to

improve visibility for seniors.


7. SUMMARY & RECOMMENDATIONS The proposed new Seniors Independent and Care residence development has a total of 135 units,

which are comprised of 103 Independent Living units and 32 Care units. The two four-storey

buildings and one six-storey building development will also include shared resident amenity

space, including a bistro, shops and a theater. These amenities are solely for the use of residents.

The proposed development’s layby and pick-up/ drop-off passenger parking spaces will be located

off of the Rear Lane (south edge of development building). The layby provides the required two

Class B passenger spaces.

Bunt has reviewed loading bay operations using a SU9 vehicle in AutoTURN. The loading bay is

expected to operate satisfactorily.

The site is expected to generate approximately 20-30 total two-way vehicle trips per peak hour.

This is considered to be a near indiscernible volume of traffic which can be accommodated on the

existing adjacent road network.

The parkade with 57 parking spaces is accessed from the West Lane which borders the west edge

of the development site. Vehicles can access the West Lane by turning right in from King Edward

Street. Vehicles coming to the site from the east are expected to turn left from King Edward

Avenue onto Yukon Street then right on to the Rear lane which leads to the parkade entrance on

the West Lane. Vehicles can also access the West Lane from the south off West 26th Avenue.

Bunt’s suggested parking supply of 56 spaces (31 for residents and 25 for staff and visitors) is

above bylaw minimum requirements. It was calculated as follows:

o Seniors Independent Living Units: Residents 0.3 per unit, plus 0.1 for visitor/ staff. This

equates to 42 parking spaces for the proposed development (31 for residents and 11 for

staff and visitors).

o Care (or Assisted Living) Units: 1 per 100m2. This equates to 14 parking spaces for the

proposed 32 Care units (1,332 m2 total area). These spaces would be reserved for staff

and visitors.

The development also proposed 30 scooter parking spaces. While beyond bylaw requirements, the

provision of these spaces is consistent with City of Vancouver goals of decreasing reliance on

private vehicles.

Pedestrians can continue to cross King Edward Avenue at the Cambie Street (one block to the

west) and Ontario Street (three blocks to the east) intersections. There are no major destinations


for residents to the immediate north that may necessitate a pedestrian crossing point adjacent to

the site or at Yukon Street.

From a transportation perspective the proposed development location is ideal for the seniors

residence land use due to the array of nearby amenities and strong nearby transit connections.

RECOMMENDED TDM MEASURES

It is recommended that the development provide at-grade bicycle parking adjacent to the

residential entry. The site plan illustrates Class A bicycle spaces (29) are provided meeting bylaw

minimum requirements.

We recommend the developer provide Class B, at-grade short term bicycle parking near the

facilities main entry.

It is recommended that the development provide a Local Area Transportation Context Information

Package to new residents. This would include local TransLink routing and service information as

well as a map of nearby walkable amenities.

It is recommended that the development foster car-sharing by providing notices of car-sharing

initiatives on bulletin boards in the lobby of the residential buildings and at the tenant’s office for

future residents who may organize informal carpools as well.

It is recommended that the development enroll in TransLink’s TravelSmart Senior Outreach

program to help new residents feel more comfortable using the transit system.

It is recommended that the development promote sustainable transportation options to staff by

not providing excessive staff parking.

Consideration could also be given to the following:

o Review the signal timing at the Cambie Street & King Edward Avenue intersection to ensure there is adequate crossing time for senior pedestrians.

o Review the lighting levels at intersections and crossing locations near the development

site to improve visibility for seniors.

In sum, it is our opinion that the proposed development is a positive step towards assisting the City of

Vancouver reach its sustainable transportation goals due to transportation synergies between the

development’s location and the proposed land use.

Documents

Cambie Continuum-of-Care Seniors Residence ......Exhibit 6: Canada Line Frequency illustrates headways for popular destinations, while Exhibit 7: Canada Line First Train / Last Train