1133 melville street office building development rezoning application...

T R A N S P O R T A T I O N I M P A C T S T U D YBUNT & ASSOCIATES - TRANSPOR TATION PLANNERS

AND ENGINEERS

1 1 3 3 M e l v i l l e S t r e e t O f f i c e B u i l d i n g D e v e l o p m e n tR E Z O N I N G A P P L I C A T I O N S U B M I S S I O N

MAY 22, 2015

oxford properties group

kohn pedersen fox associates pc

kasian architecture interior design & planning ltd.

SHARP & DIAMOND LANDSCAPE ARCHITECTURE

CORNELIA OBERLANDER

1 1 3 3 - M e l v i l l e S t r e e t - O f f i c e B u i l d i n g D e v e l o p m e n t - 2 -

May 22nd, 2015

4084.13

Guy Taylor – Senior Associate

Kasian Architecture Interior Design and Planning Ltd

1500 West Georgia Street, Suite 1685

Vancouver, BC V6G 2Z6

Dear Guy:

Re: 1133 Melville – Revised Bylaw Requirements

Summary Letter

The following letter briefly summarizes the revised parking, accessible parking, bike parking, and loading

requirement calculations for Oxford Properties Group (Oxford) proposed mixed-use office tower

development based on a slight increase in the Gross Floor Area (GFA) for 1133 Melville with the inclusion

of covered at-grade plaza areas and roof decks in the area calculation which were previously excluded.

This letter demonstrates that the inclusion of this additional area would not materially change the bylaw

requirements or the impact of the development on the local street network, or the recommendations and

conclusions outlined in Bunt’s Transportation Study (January 2015).

We trust that this will be of assistance to you. Please do not hesitate to contact us should you have any

questions or require clarification.

Sincerely,

Bunt & Associates

Tyler Thomson, M.Urb, PTP Transportation Planner

1133 Melville Revised Bylaw Requirements 2 bunt & associates | Project No. 4084.13 May 2015

1. REVISED BUILDING AREA STATISTICS & PARKING REQUIREMENTS The Gross Floor Area (GFA) for 1133 Melville Street has increased slightly with inclusion of covered

at-grade plaza areas and roof decks in the area calculation which were previously excluded. The

revised building area statistics are summarized in Table 1.

Table 1: Revised Building Area Statistics

Use Previous Gross Floor Area Revised Gross Floor Area

Sq ft Sq m Sq ft Sq m

Office 628,990 58,435 648,915

(+19,925) 60,286

(+1,851)

Retail 11,720 1,090 9,772 (-1,948) 908 (-182)

Total 640,710 59,525 658,687

(+17,977) 61,194

(+1,669)

To understand if this change in area will result in a change in the overall parking, bicycle parking,

or loading requirements for the development, the bylaw requirements have been revised

accordingly and are summarized below.

2. REVISED BYLAW REQUIREMENTS Based on the revised building areas summarized in Table 1, the revised parking, accessible parking,

bike parking and loading requirements are summarized in Tables 2 to 5.

Table 2: Revised Parking By-Law Requirement

Land Use

GFA (sq ft)

GFA (sq m)

By-Law Requirements

Previous Stalls

Required (min/max)

Revised Stall

Required (min/max)

Net Change

(+/-)

Office 648,915 60,286 Minimum: 1 parking space per 145 sq m GFA

and Maximum: 1 parking space

per 115 sq m GFA

403/509 416/524 +13/+15

Retail 9,772 908 8/10 6/8 -2/-2

Total 658,687 61,194 411/518 422/532 +11/+13



Table 3: Revised Accessible Parking By-Law Requirement

Land Use GFA

(sq ft) GFA

(sq m) By-Law Requirements

Stalls Required

(min/max)

Total 658,687 61,194 1 space first 500 sq m GFA plus 0.4 space for

each additional 1,000 sq m GFA *25

*Note: There is no change to the accessible parking requirement for the development with the revised floor

areas.

Table 4: Revised Bicycle By-Law Requirement

Land Use

GFA (sq ft)

GFA (sq m)

By-Law Requirements

Previous Bicycle Parking

Requirement

Revised Bicycle Parking

Requirement

Net Change (+/-)

Class A

Class B

Class A

Class B

Class A

Class B

Office 648,915 60,286 Class A: 1 bicycle space per 500 sq

m GFA

Class B: 6 spaces > 1,000 sq m GFA

retail and > 2,000 sq m GFA Office

117 6 121 6 +4 0

Retail 9,772 908 2 6 2 0 0 -6

Total 658,687 61,194 119 12 123 6 +4 -6


Table 5: Revised Loading By-Law Requirement

Land Use

GFA (sq ft)

GFA (sq m)

By-Law Requirements

*Loading Requirement

Class A Class B

Office 648,915 60,286

Class A: (1) At least 4 spaces <20,000-28,000 sq m GFA (2) At least 1 additional space per additional 7,500 sq m GFA Class B: (1) At least 3 spaces <10,000-28,000 sq m GFA (2) At least 1 additional space per additional 15,000 sq m GFA

9 6

Retail 9,772 908

Class A: No Requirement Class B: (1) 1 for first 465 sq m GFA (2) 1 for any portion of next 1,860 sq m GFA

0 2

Total 658,687 61,194 - 9 8

*Note: There is no change to the loading requirement for the development with the revised floor areas.

As shown in the above tables, the increase in the Gross Floor Area would result in the following

changes to the bylaw requirements:

Parking: +11 spaces (for bylaw minimum), and +13 spaces (for bylaw maximum)

Accessible Parking: no change

Bicycle Parking: +4 Class A spaces, and -6 Class B spaces

Loading: no change

3. TRIP GENERATION Given that the trip generation for the development was estimated based on a per parking space trip

rate, and the proposed parking supply of 287 spaces is still being proposed there is no change to

the future trips expected for the development. Therefore, the conclusions from Bunt’s January

2015 Transportation Study remain the same.

4. SUMMARY The Gross Floor Area for 1133 Melville is proposed to increase by approximately 18,000 sq ft (1,669

sq m) which has resulted in a slight increase in the parking requirement (i.e. less than 15 spaces for

both the minimum and maximum requirements). There was no change in the accessible parking



requirement, and an increase in the requirement for Class A bicycle parking spaces (+4), yet there

was a decrease in the Class B bicycle parking requirement of 6 spaces (given the decrease in retail

floor area). Lastly, there was no change in the loading requirement for the development.

These changes in the bylaw requirements will not have an impact on the conclusions and

recommendations from Bunt’s January 2015 Transportation Study..


APPENDIX A Park ing Review

EXHIBITSExhibit 1 .1 : Study Locat ion Exhibit 2 .1 : Ex ist ing 2014 Traf f ic Volumes Exhibit 3 .1 : Proposed Development Concept Exhibit 3 .2 : Truck Turning Movement Review Exhibit 3 .3 : Est imated Peak Hour S i te Traf f ic Volumes Exhibit 4 .1 : Projec ted 2018 ‘Opening Day ’ Total Peak Hour Traf f ic Volumes Exhibit 4 .2 : Projec ted 2023 ‘Opening Day + 5 Years’ Total Peak Hour Traf f ic Volumes Exhibit 6 .1 : S i te Access ibi l i t y

TABLES

Table 2 .1 : Study I ntersec t ions Table 2 .2 : Ex ist ing Weekday I ntersec t ion Operat ion Per formance Table 3 .1 : Development Stat ist ics Table 3 .2 : Weekday Vehic le Tr ip R ates Table 3 .3 : Est imated Weekday Net S i te Traf f ic Summar y Table 4 .1 : 2018 Opening Day Weekday AM Peak Hour I ntersec t ion Per formance Table 4 .2 : 2018 Opening Day Weekday PM Peak Hour I ntersec t ion Per formance Table 4 .3 : 2023 Opening Day Weekday AM Peak Hour I ntersec t ion Per formance Table 4 .4 : 2023 Opening Day Weekday PM Peak Hour I ntersec t ion Per formance Table 5 .1 : Park ing By-Law Requirement Table 5 .2 : Access ible Park ing By-Law Requirement Table 5 .3 : B ic ycle By-Law Requirement Table 5 .4 : Loading By-Law Requirement Table 5 .5 : Obser ved O ff -Street Loading Supply R ate Table 6 .1 : Nearby Transit Routes and Frequencies

Table of Contents

1. INTRODUC TION

1.1 Background 1 .2 Study Contex t 1 .3 Struc ture of Repor t

2. EXISTING CONDITIONS

2.1 Exist ing Street Net work 2 .2 Exist ing Traf f ic Volumes 2 .3 Exist ing Traf f ic Condit ions

3. PROPOSED DE VELOPMENT

3.1 Development Concept 3 .1 .1 On-Site Loading 3 .2 S i te Traf f ic Generat ion 3 .3 Traf f ic Distr ibut ion and Ass ignment

4. DE VELOPMENT TR AFFIC IMPAC T ANALYSIS

4.1 Future Traf f ic Volume 4 .2 Future Traf f ic Condit ion

5. PARKING RE VIE W

5.1 O ff -Street Park ing By-Law Requirement 5 .2 O ff -Street B ic ycle By-Law Requirement 5 .3 O ff -Street Loading By-Law Requirement 5 .4 Proposed O ff -Street Park ing Supply 5 .5 Proposed O ff -Street Loading Supply

6. CONCLUSIONS AND RECOMMENDATIONS

6.1 Exist ing Condit ions - Traf f ic 6 .2 Development Concept Review 6 .3 Traf f ic I mpac t Review 6 .4 Park ing Assessment Review


• Park ing & Loading: Review the park ing and loading supply proposed in the S i te P lan and ver i fy the By-Law requirement for the proposed land uses ;

• Green Mobi l i t y Plan – review TDM strategies for the s i te to potent ia l ly reduce re l iance on automobi le t r ips and thereby lessen the new development-re lated traf f ic and park ing requirements.

1.3 Struc ture of Repor t

Fol lowing this introduc tor y sec t ion, Sec t ion 2 reviews the exist ing road net work system and provides a summar y of the exist ing traf f ic condit ions within the study area .

Sec t ion 3 provides an over view of the proposed development and reviews the on-s i te t raf f ic c i rculat ion. I nc luded is a review of the bic ycle fac i l i t ies impac t and improvement .

Sec t ion 4 covers the assumptions made in est imat ing the volumes of s i te t raf f ic that the new development would generate and how this t raf f ic would l ikely be distr ibuted to the area road net work

Sec t ion 5 reviews the on-s i te park ing and loading supply requirement and demand for the projec t .

Sec t ion 6 concludes the repor t and summarizes key f indings and recommendat ions.

1.1 Background

Bunt & Associates Engineer ing (BC ) Ltd. was commiss ioned by Oxford Proper t ies Group to under take a Transpor tat ion I mpac t Study for their p lanned off ice tower development located at 1133 Melvi l le Street in the Cit y of Vancouver, BC. A s i te map of the study locat ion is shown in Exhibit 1 .1 . The proposal ca l ls for the redevelopment of an exist ing mixed-use bui lding ( res ident ia l , commercia l , and of f ice) with publ ic and pr ivate park ing above grade and underground to accommodate a 33 storey of f ice bui lding with reta i l on the ground f loor and 6 level underground park ade. A total of 287 park ing sta l ls with 24 access ible sta l ls and 147 bic ycle sta l ls wi l l be included in the new development . Pr imar y access to the underground park ade wi l l be v ia the adjacent laneway intersec t ing at Bute Street and Thur low Street .

As par t of the Rezoning Appl icat ion pack age, the Cit y of Vancouver requires that a Transpor tat ion I mpac t Study repor t be submitted to the Cit y P lanning Depar tment for the proposed development . This repor t documents the analys is , conclus ions and recommendat ions of the Transpor tat ion I mpac t Study for the proposed development .

1.2 Study Contex t

Bunt & Associates Engineer ing (B.C ) Ltd. was commiss ioned by The pr imar y objec t ives of the Transpor tat ion I mpac t Study are as fo l lows:• Traf f ic Assessment : Examine the t raf f ic impac t

of the proposed development on the adjacent road net work in the contex t of assumed ongoing development growth in the area general ly. Where potent ia l impac ts are ident i f ied, determine poss ible t ranspor tat ion system improvements to mit igate these impac ts ;

• Site Access : Ver i fy the adequac y of the s i te access and traf f ic c i rculat ion system proposed for the projec t ;

• Road I mprovements : examine on/off -s i te improvement measures, where necessar y, to enhance traf f ic movements and pedestr ian safet y in the v ic in i t y ;

1. INTRODUC TION


Scale: NTS

N

SITE

Vancouver ConventionCentre

BurrardSkytrainStation

Harbour GreenPark

Canada Pl

Melville St

WPender St

WHastings St

WCordova St

But

e St

WGeorgia St

Alberni St

Thur

low

St

Jerv

is S

t

Bur

rard

St

Hor

nby

St

Robson St

Bro

ught

on S

t

How

eSt

Exhibit 1.1: Study Location


2.1 Exist ing Street Network

I n the v ic ini t y of the development s i te, Melv i l le Street operates as a westbound street . The road connec ts Thur low Street to the east with Pender Street and Jer v is Street to the west . The t wo lane road accommodates on-street park ing on both s ides with a dedicated bike lane a long the nor th s ide bet ween the t raf f ic lane and street park ing.

West Pender Street operates as a t wo -way ar ter ia l route and connec ts West Georgia Street to the west and transit ions to East Pender Street around Main Street to the east . West Pender Street intersec ts h ighly used ar ter ia l roads in the downtown distr ic t inc luding Burrard Street . Pender Street has general ly four lane cross sec t ion and accommodates on-street park ing with “t ime of day ” restr ic t ions.

Thur low Street i s a nor th-south route connec t ing Beach Avenue to the south with West Cordova Street and Burrard Place or Canada Place to the nor th. Thur low Street operates as a t wo -way street bet ween Melvi l le Street and Burrard Place and one -way southbound bet ween Melvi l le Street and Paci f ic Street pr ior to i ts t ransit ion back to t wo -way. Thur low Street has general ly a four lane cross-sec t ion with curb s ide park ing.

Bute Street i s a nor th-south route paral le l to Thur low Street . The roadway var ies f rom a t wo to four lane cross-sec t ion with dedicated curb s ide park ing. The posted speed on the road is 50k m/hr. Bute Street i s a cont inuous route bet ween West Cordova Street to the nor th and Haro Street to the south; south of Haro Street there are t raf f ic ca lming measures on Bute to ensure no through traf f ic f low through the Vancouver West End res ident ia l communit y.

Evele igh Street is an east-west local st reet ending in a cul - de -sac in the east . The roadway provides access to the Bental l Tower park ades and ser v ic ing/ loading areas.

The proposed study area includes seven (7) key intersec t ions for analys is . Table 2 .1 l i s ts each study intersec t ion and exist ing intersec t ion traf f ic control t ype.

2. EXISTING CONDITIONS

Intersection Control Type Configuration

Melville Street & Thurlow Street Signalized Full Movement

Melville Street & Bute Street Signalized Full Movement

West Pender Street & Thurlow Street Signalized Full Movement

West Pender Street & Bute Street Signalized Full Movement

Thurlow Street & Eveleigh Street Stop Controlled (Eveleigh Street) Full Movement

Thurlow Street & laneway Stop Controlled (laneway) Full Movement

Bute Street & laneway Stop Controlled (laneway) Full Movement

I t i s noted that the four (4) s ignal ized intersec t ions feature mark marked crosswalks and pedestr ian s ignal phases. I n addit ion, the t wo (2) ex ist ing dr iveways to the s i te’s park ade wi l l be included in the analys is as fo l lows:• Melv i l le Street & Main dr iveway (pr ivate and publ ic

park ing) , and;• Laneway & Exit dr iveway (pr ivate park ing) .

2.2 Exist ing Traff ic Volumes

To document the exist ing traf f ic condit ions in the v ic ini t y of the proposed development , t raf f ic counts compi led f rom recent Cit y of Vancouver count programs a long with t raf f ic count sur veys conduc ted by Bunt & Associates in Apr i l 2013 and December 2014 dur ing the peak morning and af ternoon per iod were used for the study. To ref lec t the current condit ions, the exist ing traf f ic volumes were adjusted af ter review of the t raf f ic patterns in the v ic ini t y. Exhibit 2 .1 i l lustrates the 2014 traf f ic volumes for the weekday morning and af ternoon peak hours t raf f ic per iods.

2.3 Exist ing Traff ic Conditions

Traf f ic operat ions at the street intersec t ions within the study area were evaluated us ing the Synchro 8 t raf f ic analys is sof t ware pack age. This operat ional analys is i s based on the H ighway Capacit y Manual (HCM) 2000 and includes calculat ions of volume -to - capacit y (v/c)

Table 2.1 Study Intersections

rat ios, and a predic ted “delay based” Level of Ser vice (LOS) indicator for each traf f ic movement at the key intersec t ions.


Exhibit 2.1: Existing 2014 Traffic Volumes

Scale

: NTS

N

SITE

Melville St

W Pender St

Th

urlo

w S

t

Bute

St

Laneway

Eveleigh St

(10)10

(90)55

20(4) 230

(90)

(12)25

(605)365

230 (10)

320 (735)

(65)2

20 (45)

(190)180

(30)15

(50)20

(120)115

30 (45)

40 (25)

155 (375)

5(25) 150

(185)

(25) 75

(285) 935

(45) 60

(20)30

(40)30

(275)240

55 (80)

50 (20)

210 (380)

5(25) 60

(75)

(25) 55

(375) 775

(70) 165

(0)0

(30)15

(165)170

100 (155)

75 (110)

195 (565)

15(20) 230

(240)

(000)000

(000)000

(000)000

000 (000)

000 (000)000 (000)

000(000)000(000)

00

(000) 000

(000) 000

(000) 000

(20)85

(510)380

10 (110)

20 (95)

140(90)

(30)0

(30)0

(55) 90

45 (15)

(45)100

(655)315

310 (365)

250 (95)

450 (690)

10 (10)

240(315)

65(35)

(20)25

110(155)

90(90)

100(10)

1010 (1150)

225(615)

19

0(2

00)

(23

5)

26

5

30

0(3

35)

(12

0)

16

5

315(480)

895(485)

180(450)

1070(355)

27

0(3

20)

(26

0)

24

5

62

5(1

020)

Unsignalized

Traffic Signal000

(000)AMPM

IntersectionVolumes

In: (10)Out: (125)Total: (135)

2302232


At s ignal ized intersec t ions, the v/c rat io is used as a measure of t raf f ic congest ion for indiv idual t raf f ic lanes and/or lane groups, and for the intersec t ion as a whole. Volume/capacit y values up to 0 .85 are t ypical ly considered appropr iate for an intersec t ion, and up to 0 .90 for indiv idual lanes or lane groups. A v/c rat io of 1 .0 or greater indicates that the t raf f ic operat ion is at or beyond capacit y. The traf f ic LOS indicator ranges f rom the ideal LOS A condit ion with minimal or no delay through to the LOS F condit ion with ex tensive delay. For urban condit ions, par t icular ly in densely developed downtown areas with heav y pedestr ian f low and good publ ic t ransit ser v ice, vehic le t raf f ic operat ions at the higher end of the v/c and LOS range are t ypical ly considered to be tolerable dur ing peak t raf f ic per iods.

For unsignal ized intersec t ions, the LOS indicator is based on the est imated average control delay per vehic le for each cr i t ica l movement . A control delay of less than 10 seconds per vehic le indicates suf f ic ient capacit y and good traf f ic condit ions, considered LOS A. A calculated control delay value greater than 50 seconds per vehic le is ass igned a LOS F per formance measure.

Operat ion results for the study intersec t ion are summarized in Table 2 .2 . I n general , a l l intersec t ions analyzed are operat ing wel l within acceptable capacit y thresholds with minimal t raf f ic delay. Acceptable LOS B t raf f ic operat ions is ca lculated in a l l cases and no speci f ic operat ional problems are ident i f ied. Note that vehic les enter ing and exit ing the laneways are capable of c lear ing the unsignal ized intersec t ions at the laneway connec t ion at Thur low Street and Bute Street . On-s i te obser vat ions indicate that minimum or no queue delay occurred dur ing the proposed study peak hours for the enter ing or exi t ing movements.

The Synchro analys is result for the exist ing Melvi l le Street & Main Dr iveway intersec t ion indicates a congested LOS F t raf f ic operat ion dur ing the PM peak per iod. This i s based on the Synchro sof t ware program (us ing HCM formula calculat ions) not accounting for the vehic le gaps created by the exist ing up or downstream traf f ic s ignals located a long M elvi l le Street . Given the low traf f ic volumes for this movement , vehic les

Intersection

Movement

Existing AM Existing PM

Signalized v/c LOS v/c LOS

Melville Street & Thurlow Street

Overall 0.33 B 0.53 B

Melville Street & Bute Street


West Pender Street & Thurlow Street Overall 0.66 B 0.43 B

West Pender Street & Bute Street Overall 0.60 B 0.37 B

Unsiganlized Movement v/c LOS v/c LOS

Thurlow Street & Eveleigh Street WB - B - B

Thurlow Street & Laneway EB - B - B

Bute Street & Laneway WB - B -

Melville Street & Main Driveway SB - C - F

Laneway & Exit Driveway NB - A - A

Table 2.2 Existing Weekday Intersection Operation Performance

are capable of c lear ing the unsignal ized intersec t ion. Obser vat ions conduc ted in the f ie ld conf i rm the southbound vehic les exi t ing the dr iveway are able to c lear the intersec t ion with minimal delay dur ing the PM peak t raf f ic per iod.


Land Use Area (sq.ft) Area (sq.m)

Office 628,990 58,435

Retail 11,720 1,090

Total 640,710 59,525

648,915

9,772

658,687

60,286

908

61,194

3.1 Development Concept

The proposed projec t s i te is located on the nor th s ide of Melv i l le Street about midway bet ween the Thur low Street and Bute Street intersec t ions. The development wi l l accommodate 33 of f ice f loors including ground f loor reta i l space and a total of 287 park ing sta l ls that wi l l be provided in a 6 level underground park ade. The new bui lding as summarized in Table 3 .1 wi l l comprise of approximately 658,687 square feet (or 61 ,194 square metres) gross f loor area . Current ly, access to the exist ing bui lding is provided v ia Melv i l le Street and the laneway (outbound only) . The new bui lding plans to remove the dr iveway access on Melvi l le Street and have a l l vehic le access v ia the the rear lane, which connec ts as wel l to Thur low Street and Bute Street . The proposed development concept is i l lustrated in Exhibit 3 .1 .

3.1.1 On-Site Loading

The development wi l l accommodate 11 Class A and 4 Class B loading bays on-s i te. A l l C lass A loading wi l l be accommodated within the underground lower level park ade (Level B2) with access v ia the exist ing laneway. The Class B loading wi l l be provided direc t ly of f the laneway.

Vehic le turning templates are included in Exhibit 3 .2 to demonstrate how the Class B loading spaces wi l l be accessed. As indicated, there are no issues ant ic ipated with the loading arrangements.

3.2 Site Traff ic G eneration

To evaluate the impac t of the t raf f ic generated f rom the proposed development , future t raf f ic condit ions were assessed for the weekday morning and af ternoon peak hour per iods. Tr ip generat ion rates repor t in the I nst i tute of Transpor tat ion Engineers’ ( ITE) Tr ip Generat ion Manual , 8th Edit ion for the proposed land use categor ies were reviewed however, given the unique nature of this projec t set in the area of downtown Vancouver, the ‘general ized ’ t r ip rate information provided in ITE are l ikely not suitable representat ives. I t i s considered reasonable to base the vehic le t r ip generat ion rates on exist ing vehic le movements ( inbound and outbound) and peak park ing demand of obser ved of f ice towers in the neighbouring area. As a result , the vehic le t r ip rates are expressed

3. PROPOSED DE VELOPMENT

Table 3.3: Estimated Weekday Net Site Traffic Summary

Table 3.1: Development Statistics

Table 3.2: Weekday Vehicle Trip Rates

based on ‘ Tr ips per Occupied Park ing Space’. The fol lowing vehic le t r ip rates, as summarized in Table 3 .2 , were reviewed.

The proposed development wi l l accommodate 287 park ing sta l ls . For the purpose of th is analys is , i t was assumed that the new park ade wi l l be ful ly ut i l ized, for i .e ‘worst case scenar io’. The future vehic le t r ips est imated for the proposed development a long with the net change in vehic le t r ips is summarized in Table 3 .3 .

O veral l , the new underground park ade wi l l generate a total of 116 and 85 vehic les per hour dur ing the weekday AM and PM peak per iods, respec t ively. The new tower wi l l generate a lower t r ip volume dur ing the peak hour per iods, which may reduce the potent ia l impac t a long the adjacent road net work .

3.3 Traff ic Distr ibution and Assignment

The ass ignment of the est imated future s i te t raf f ic onto the street net work is based on the obser ved exist ing turning movements at the study intersec t ions and new dr iveway locat ion for the s i te. The expec ted weekday morning and af ternoon peak hour development generated traf f ic volumes are shown in Exhibit 3 .3 .

Location

AM Trip Rates (trip/occupied stall)

AM Trip Rates (trip/occupied stall)

In Out 2-Way In Out 2-Way

1090 West Pender Street 0.33 0.03 0.36 0.03 0.25 0.28

The Station 0.42 0.03 0.45 0.03 0.28 0.31

1021 West Hastings Street 0.36 0.01 0.36 0.02 0.32 0.34

Average 0.37 0.03 0.40 0.03 0.27 0.30

Use AM PeakTraffic PM Peak Traffic

In Out 2-Way In Out 2-Way

Proposed Development (287 Stalls)

107 8 116 9 76 85

Existing Building (385 Stalls) 230 2 232 11 123 134

Net Changes -123 6 -116 -2 -47 -78


Exhibit 3.1: Proposed Development Concept

Scale

: NTS

N

Laneway

Melville Street


Class B Inbound Class B Outbound

Class B Inbound Class B Outbound

Exhibit 3.2: Truck Turning Movement Review


Exhibit 3.3: Estimated Peak Hour Site Traffic Volumes

Scale

: NTS

N

In: (10)Out: (75)Total: (85)

1208128

SITE

MelvilleSt

W Pender St

Th

urlo

w S

t

Bute

St

Laneway

Eveleigh St

(35)4

(15)2

35(3) 0

(0)

(2)20

(0)0

0 (0)

0 (0)

(0)0

1 (10)

(0)0

(0)0

(0)0

(1)5

0 (0)

0 (0)

0 (0)

1(5) 1

(5)

(0) 0

(0) 0

(4) 35

(0)0

(0)0

(1)10

10 (1)

0 (0)

0 (0)

0(0) 1

(5)

(0) 0

(0) 0

(0) 0

(0)0

(5)1

(5)1

0 (0)

0(0)

0 (0)

0(0) 10

(1)

(000)000

(000)000

(000)000

000 (000)

000 (000)000 (000)

000(000)000(000)

00

(000) 000

(000) 000

(000) 000

(0)0

(2)20

1 (1)

0 (0)

3(30)

(50)5

(25)3

(0) 0

0 (0)

(0)0

(15)2

0 (0)

35 (3)

0 (0)

1 (15)

0(0)

10(1)

(4)40

0(0)

1(25)

1(5)

(5) 50

70 (5)

Unsignalized

Traffic Signal000

(000)AMPM

IntersectionVolumes


4.1 Future Traff ic Volume

The traf f ic impac t analys is inc ludes an est imat ion of the future Background Traf f ic Volumes, and an assessment of the net t raf f ic impac t of future Total Traf f ic condit ion versus the future Background Traf f ic condit ion. For the purposes of th is analys is , a tota l of t wo future hor izon years were considered for the proposed off ice tower development , inc luding:• Opening Day (2018) ; and,• Opening Day + 5 Years (2023)

Al lowing for ongoing development growth in the area general ly, ex ist ing peak per iod traf f ic volumes on the adjacent street system are expec ted to increase moderately over t ime. To account for this ‘Background Traf f ic ’ growth, a 1% ( for conser vat ive measure) per year t raf f ic growth rate was appl ied to the obser ved traf f ic counts. The est imated Total Traf f ic Volumes upon complet ion of the development were then der ived by super imposing the est imated increase in s i te t raf f ic volumes onto the Background Traf f ic Volumes.

4.2 Future Traff ic Condition

Results of the capacit y analys is for the 2 hor izon years with and without the proposed development were compared and summarized in Tables 4 .1 to 4 .4 . Exhibits 4 .1 and 4 .2 i l lustrate the total t raf f ic volume for 2012 for a l l peak per iods. O veral l , the capacit y analyses indicate that the study intersec t ions and street net work can readi ly accommodate the future t raf f ic volumes. No improvements to the exist ing street net work or intersec t ion traf f ic control system are required to accommodate this added traf f ic .

Table 4.1: 2018 Opening Day Weekday AM Peak Hour Intersection Performance

4. DE VELOPMENT TR AFFIC IMPAC T ANALYSIS

Intersection

Movement

Without Development With Development


Melville Street & Thurlow Street Overall 0.35 B 0.27 B

Melville Street & Bute Street Overall 0.33 B 0.34 B


Intersection

Movement






West Pender Street & Bute Street




Thurlow Street & laneway EB - B - B

Bute Street & laneway WB - B - B

Laneway & Driveway NB - - - A


Table 4.3: 2023 Opening Day Weekday AM Peak Hour Intersection Performance

Intersection

Movement














Intersection

Movement










Table 4.4: 2023 Opening Day Weekday PM Peak Hour Intersection Performance

Thurlow Street & Eveleigh Street

WB - B - B




Table 4.2: 2018 Opening Day Weekday PM Peak Hour Intersection Performance

Intersection

Movement






West Pender Street & Bute Street








Exhibit 4.1: Projected 2018 ‘Opening Day’ Total Peak Hour Traffic Volumes

Scale

: NTS

N

In: (10)Out: (75)Total: (85)

1208128

SITE

Melville St

W Pender St

Th

urlo

w S

t

Bute

St

Laneway

Eveleigh St

(40)15

(85)50

55(5) 240

(95)

(15)50

(635)345

0 (0)

335 (775)

(0)0

25 (35)

(200)185

(30)15

(50)20

(125)125

30 (45)

40 (25)

165 (395)

10(30) 155

(185)

(25) 80

(300) 970

(50) 95

(20)30

(40)30

(395)245

65 (85)

55 (20)

220 (400)

5(25) 65

(85)

(25) 55

(380) 815

(75) 160

(0)0

(40)20

(185)180

100 (150)

80 (110)

205 (550)

15(20) 250

(255)

(000)000

(000)000

(000)000

000 (000)

000 (000)000 (000)

000(000)000(000)

00

(000) 000

(000) 000

(000) 000

(20)85

(540)380

10 (115)

20 (100)

150(125)

(50)5

(25)3

(60) 90

45 (15)

(45)60

(675)335

325 (385)

290 (100)

275 (715)

10 (20)

255(325)

75(40)

(25)65

115(150)

100(120)

105(15)

(5) 50

70 (5)

890 (1200)

240(610)

16

0(2

00)

(23

5)

27

5

30

5(4

55)

(13

0)

17

5

340(505)

945(520)

28

0(3

35)

(27

5)

26

5

66

0(1

060)

235(465)

1145(375)

Unsignalized

Traffic Signal000(000)

AMPM

IntersectionVolumes


Exhibit 4.2: Projected 2023 ‘Opening Day +5 Years’ Total Peak Hour Traffic Volumes

Scale

: NTS

N

In: (10)Out: (75)Total: (85)

1208128

SITE

Melville St

W Pender St

Th

urlo

w S

t

Bute

St

Laneway

Eveleigh St

(45)15

(85)55

55(5) 255

(100)

(15)50

(670)360

0 (0)

350 (815)

(0)0

25 (40)

(210)195

(35)15

(55)20

(130)130

30 (50)

40 (25)

175 (415)

10(30) 165

(195)

(30) 85

(315) 1020

(55) 100

(20)35

(40)35

(415)255

65 (90)

55 (20)

230 (420)

5(25) 70

(85)

(30) 60

(400) 855

(80) 165

(0)0

(40)20

(190)190

105 (160)

80 (115)

215 (575)

15(25) 260

(270)

(000)000

(000)000

(000)000

000 (000)

000 (000)000 (000)

000(000)000(000)

00

(000) 000

(000) 000

(000) 000

(25)90

(565)400

10 (115)

20 (105)

160(130)

(50)5

(25)3

(60) 90

50 (15)

(50)65

(705)350

340 (405)

310 (105)

290 (750)

10 (20)

265(340)

80(40)

(25)65

120(160)

105(120)

110(15)

(5) 50

70 (5)

940(1260)

250(640)

16

5(2

20)

(13

5)

18

5

32

5(4

75)

(23

0)

18

5

350(505)

995(540)

205(500)

1205(400)

29

5(3

50)

(29

5)

27

5

69

0(1

110)

Unsignalized

Traffic Signal000(000)

AMPM

IntersectionVolumes


Land Use GFA

(sq.ft) GFA

(sq. m) By-Law Requirements Class A Class B

Office 628,990 58,435 Class A: 1 bicycle space per 500 sq.m GFA

Class B: 6 spaces > 1,000 sq.m GFA retail

and > 2,000 sq.m GFA Office

117 6

Retail 11,720 1,090 2 6

Total 640,710 59,525 119 12

Land Use GFA

(sq.ft) GFA

(sq. m) By-Law Requirements

Stalls Required

(min/max)

Total 640,710 59,525 1 space first 500 sq.m GFA plus 0.4 space for each

additional 1,000 sq.m GFA 25

Land Use

GFA (sq.ft)

GFA (sq. m)

Class A Class B

Office 628,990 58,435

Class A: (1) At least 4 spaces <20,000-28,000 sq.m GFA (2) At least 1 additional space per additional 7,500 sq.m GFA Class B: (1) At least 3 spaces <10,000-28,000 sq.m GFA (2) At least 1 additional space per additional 15,000 sq.m GFA

9 6

Retail 11,720 1,090

Class A: No Requirement Class B: (1) 1 for first 465 sq.m GFA (2) 1 for any portion of next 1,860 sq.m GFA

0 2

Total 640,710 59,525 - 9 8

Land Use

GFA (sq ft)

GFA (sq m)

By-Law Requirements

Office 648,915 60,286 Minimum: 1 parking space per 145 sq m GFA

and Maximum: 1 parking space

per 115 sq m GFA

Retail 9,772 908

Total 658,687 61,194

Revised Stall

Required (min/max)

416/524

6/8

422/532

658,687 61,194

658,687 61,194

9,772 908

648,915 60,286

123 6

2 0

121 6

658,687 61,194

9,772 908

648,915 60,286

5.1 O ff-Street Park ing By-Law Requirement

Based on the park ing supply standards set out in the Cit y of Vancouver Park ing By-Law (Sec t ion 4 .3 .1) , the required on-s i te park ing provis ion for the proposed 1133 Melvi l le Street development is est imated to be a minimum of 411 sta l ls and a maximum of 518 park ing sta l ls . With regard to access ible park ing (Sec t ion 4 .8 .4) , a total of 25 sta l ls are required for the proposed development . A breakdown of the park ing requirement is summarized in Tables 5 .1 and 5 .2 .

5.2 O ff-Street Bic ycle By-Law Requirement

According to the Cit y ’s O ff -Street B ic ycle Space Regulat ions (Sec t ion 6 .2 .4) , a total of 119 Class A and 12 Class B bic ycle spaces are required for the new development . Note that a Class A bic ycle space is pr imar i ly des igned to provide for long-term park ing of employees of the bui lding and Class B are used to provide shor t-term temporar y park ing for persons who are not employees of the bui lding. The breakdown of the bic ycle requirements are summarized in Table 5 .3 .

5.3 O ff-Street Loading By-Law Requirement

Under Sec t ion 5 .2 .5 and 5 .2 .7 of the Cit y ’s By-Law, a total of 9 Class A and 8 Class B loading bays are required on-s i te for the proposed development . A summar y table of the loading requirement is detai led in Table 5 .4 .

5. PARKING RE VIE WTable 5.1: Parking By-Law Requirement

Table 5.3: Bicycle By-Law Requirement

Table 5.2: Accessible Parking By-Law Requirement

Table 5.4: Loading By-Law Requirement


5.4 Proposed O ff-Street Park ing Supply

The proposed development wi l l provide for 287 park ing sta l ls of which 24 wi l l be conf igured and dedicated as access ible sta l ls . Whi le this i s one fewer than the By- law requirement , the 24 access ible spaces wi l l be approximately 8% of the total park ing supply which is four t imes the more t ypical industr y standard access ible park ing provis ion of 2% of park ing supply.

As provided for the Cit y ’s Park ing By-Law, 1 access ible sta l l i s counted as 2 regular park ing sta l ls towads the supply requirement therefore the result ing park ing supply is 311 park ing sta l ls for By- law purposes which is 100 spaces fewer than the minimum requirement .

I n the Cit y of Vancouver Transpor tat ion 2040 Plan, there are a number of park ing pol ic ies that a im to inf luence travel choices, inc luding (1) suppor t strategies that reduce the need for park ing, and (2) des ign park ing to be f lex ible and adaptable. These park ing pol ic ies in ef fec t ack nowledge that future park ing demand can and should be even lower than current levels . The park ing supply strategy for this bui lding is consistent with this phi losophy and a ims to avoid creat ing a park ing oversupply condit ion that only ser ves to undermine ef for ts to encourage travel by non-automobi le t ravel modes.

For the purpose of th is park ing analys is , the projec t fu l ly incorporates the park ing supply reduc t ions enabled with provis ion of car share sta l ls and bic ycle storage that exceeds the minimum requirements of the Park ing By- law.

The development plans for 8 car share spaces, which according to the Cit y wi l l permit an a l lowance of 1 car share sta l l to replace 5 regular park ing sta l ls . Bunt has been involved with other commercia l of f ice projec ts in the Vancouver downtown where this measure has been used. When appl ied to the 1133 M elvi l le development , the provis ion of the 8 car share spaces t ranslates to net 32 sta l l reduc t ion to the By- law park ing supply.

As mentioned in Table 5 .3 , the Cit y By-Law requires a total of 131 bic ycle sta l ls (119 Class A and 12 Class B) be provided for the new development . The proposal

projec t wi l l accommodate 135 Class A and 15 Class B for a total of 150 bic ycle sta l ls on-s i te.

Based on Sec t ion 6 .2A(a) of the O ff -street B ic ycle Space Regulat ions, for each addit ional 5 Class A bic ycle spaces provided on a s i te ( for i .e . of f ice or reta i l use) there is an a l lowable reduc t ion of 1 regular park ing space required by By-Law. I t i s fur ther noted that the total net bic ycle sta l l ca lculat ion on-s i te is to not exceed 1 space per 300 square metres of GFA of the total proposed development gross f loor area . For example, the proposed 61,194 square metres GFA development can potent ia l ly accommodate a maximum of 198 Class A bic ycle sta l ls on-s i te. The s i te is current ly proposing a total of 135 Class A bic ycle sta l ls and a By-Law minimum of 119 Class A bic ycle sta l ls i s required. I n summar y, an addit ional 16 bic ycle sta l ls are provided on-s i te, which enables a fur ther reduc t ion of 3 park ing spaces f rom the By-Law requirement ( i .e .5 bic ycle sta l l to 1 regular park ing sta l l ) . The proposed development has a potent ia l of fur ther reducing the total By-Law park ing requirement by addit ional 13 park ing spaces i f an addit ional 63 Class A bic ycle spaces are accommodated on-s i te.

As noted, the projec t i s proposing a total park ing supply of 311 park ing sta l ls on the s i te, which is 100 spaces fewer than the By-Law minimum requirement of 411. With the fur ther e l igible park ing reduc t ions on account of the car share sta l ls and addit ional Class A bic ycle sta l ls , an addit ional 35 regular park ing spaces can be reduced f rom the By-Law requirement . With this adjustment , the proposed development is 65 park ing sta l ls shor t of the minimum By-Law requirement ( refer to Appendix A for park ing analys is summar y) .

The Green Mobi l i t y P lan presented in the Rezoning Pol ic y for Susta inabi l i t y Large Development out l ines a suite of susta inable t ranspor tat ion strategies being considered for the development plan, which wi l l help suppor t the proposed park ing supply that targets the 2040 plan for the Downtown Distr ic t , and that i s in l ine with the Cit y ’s goals out l ined in i ts Greenest Cit y 2020 Ac t ion Plan.

I t i s fur ther noted that park ing supply ut i l izat ion more general ly in the Vancouver downtown area is more than 30% less than the t ransient park ing supply avai lable based on detai led park ing study work completed by Bunt in recent years. The downward trend in park ing ac t iv i t y in the downtown is evidence of a number of fac tors inc luding increas ing publ ic t ransit ser v ice to the area and the rapidly growing use of car share vehic les.


Location GFA ( sq.m)

Existing Loading Bay Supply Existing Loading Bay Supply Rate

(loading bay per sq.m GFA)

Class A Class B Class A Class B

1133 Melville Street 57,755 6 4 1 per 9,626 1 per 14,439

1021 West Hastings & Guinness

Tower

56,700 12 3 1 per 4,725 1 per 18,900

Vancouver Centre II

84,200 10 4 1 per 8,420 1 per 21,050

601 West Hastings

Street 21,155 5 2 1 per 2,871 1 per 7,177

Telus Gardens 45,890 10 2 1 per 4,589 1 per 22,946

The Station 40,015 14 6 1 per 2,871 per 7,177

(1) General Average 1 per 5,517 1 per 15,281

(2) Adjusted Average (without Highest & Lowest) 1 per 5,911 sq m GFA

1 per 18,129 sq m GFA

908

61,194

5.5 Proposed O ff-Street Loading Supply

As noted in Table 5 .4 , the Cit y ’s By-Law requires 9 Class A and 8 Class B loading bays on the s i te. Given the proposed locat ion, i t i s recommended the loading provis ion for this development be based on the obser ved loading supply rate of comparable of f ice bui ld ings. Ex ist ing loading data has been summarized in Table 5 .5 and conf i rms the general average rate t ypical ly seen in the downtown distr ic t .

Based on Table 5 .5 , i t i s recommended f rom a conser vat ive perspec t ive that the adjusted average rates (2) , which removes the out l iers ( i .e . h ighest and lowest rates) , be appl ied for this study ’s loading analys is . Given this , a total of 10 Class A loading spaces located in the underground park ade plus 4 Class B loading spaces located on street- level i s proposed for the projec t . The proposed 10 Class A loading spaces current ly exceeds that required by the Cit y By-Law (9 Class A , Table 5 .4) . As most del iver ies to downtown off ice bui ld ings wi l l be vehic les smal ler than the Class B s ize ( recent studies conduc ted by Bunt & Associates, which resulted in an average of 85% of loading ac t iv i t ies associated with Class A vehic les) therefore i t i s a greater benef i t to the development to provide more Class A loading compared to Class B loading bays. As a result , the proposed total of 4 Class B loading space provided on-s i te is considered suff ic ient .

Table 5.5: Observed Off-Street Loading Supply Rate


On behal f of Oxford Proper t ies Group, Bunt & Associates has under taken a Transpor tat ion I mpac t Study for the proposed off ice tower development at 1133 Melvi l le Street in Vancouver, BC. The study examined the t raf f ic and park ing impl icat ions of the proposed development and reviewed the proposed s i te plan to conf i rm that the ant ic ipated s i te t raf f ic volume can be adequately accommodated both on s i te and on the area street system.

6.1 Exist ing Conditions - Traff ic

The traf f ic study considered the fol lowing 4 s ignal ized and 5 unsignal ized intersec t ions :

S ignal ized:• Melv i l le Street & Thur low Street ;• Melv i l le Street & Bute Street ;• West Pender Street & Thur low Street , and;• West Pender Street & Bute Street .

Unsignal ized:• Thur low Street & Evele igh Street ;• Thur low Street & laneway ;• Bute Street & laneway ;• Melv i l le Street & Main dr iveway (pr ivate and publ ic

park ing) , and;• Laneway & Exit dr iveway (pr ivate park ing) .

I n general , a l l intersec t ions analyzed are operat ing within acceptable capacit y thresholds and with minimal t raf f ic delay. No speci f ic operat ional problems were ident i f ied and on-s i te obser vat ions indicate that minimal queues and delays are evident dur ing peak t raf f ic per iods.

6.2 Development Concept Review

As par t of the development plan, the exist ing dr iveway access on Melvi l le wi l l be removed and ful l access for the underground park ade wi l l be provided v ia the rear laneway on the nor th s ide of the development s i te.

6.3 Traff ic Impac t Review

To evaluate the impac t of the t raf f ic generated f rom the proposed development , future t raf f ic condit ions were assessed for the weekday morning and af ternoon peak hour per iods. For the purpose of th is analys is , i t i s

6. CONCLUSIONS AND RECOMMENDATIONS

considered reasonable to base the vehic le t r ip generat ion rates on ‘ Tr ips per Occupied Park ing Space’. Based on the proposed 287 park ing sta l ls ( i .e . worst case scenar io) , the development is ant ic ipated to generate approximately 116 and 85 vehic les per hour (2-way) dur ing the weekday morning and af ternoon peak hour per iods, respec t ively. O veral l , the new off ice tower wi l l generate a lower t r ip volume than the exist ing bui lding dur ing the peak hour t raf f ic per iods. The capacit y analyses indicate that a l l s tudy intersec t ions wi l l operate sat is fac tor i ly. No improvements to the exist ing street net work or intersec t ion traf f ic control system are required in the future.

6.4 Park ing Assessment Review

According to park ing supply standards out l ined in the Cit y of Vancouver Park ing By-Law, the proposed development requires a minimum of 411 and a maximum of 518 park ing sta l ls to be provided on the s i te . The new park ade wi l l provide 287 park ing spaces of which 24 wi l l be conf igured as access ible park ing. This t ranslates to a total park ing supply of 311 spaces for By- law tabulat ion purposes as each of the 24 access ible spaces can be counted as t wo park ing spaces. O veral l , the on-s i te park ing supply provis ion is 100 spaces less than the Park ing By- law minimum supply requirement .

As par t of Ci t y of Vancouver Transpor tat ion 2040 Plan, there are a number of park ing pol ic ies in place that a im to inf luence travel mode choice hence reduce the peak park ing demand par t icular ly in the Centra l Business Distr ic t . The development projec t recognizes the potent ia l park ing reduc t ion and is proposing a total of 9 car share sta l ls and an addit ional 14 Class A bic ycle sta l ls on the s i te over and above the Park ing By- law minimum requirement for bike storage. With the car share spaces and the addit ional Class A bic ycle park ing spaces, the Park ing By- law minimum park ing supply for vehic les can be reduced by a total of 39 spaces down to 383 sta l ls f rom the other wise required 422 spaces. As a result , the proposed development with 311 spaces is 72 park ing sta l ls shor t of the minimum By-Law requirement .


APPENDIX A: PARKING RE VIE W

PROPOSED DEVELOPMENT STATS:Total 61,194 sq.m = 658,687 sq.ft

Retail 908 sq.m = 9,774 sq.ftOffice 60,286 sq.m = 648,913 sq.ft

Parking Stalls 287 includes 24 (H/C)Bicycle Stalls 135 (Class A) 15 (Class B)

BYLAW REQUIREMENTS:

Off Street Parking Bylaw RequirementLand Use Area (sq.ft) Area (sq.m) Total Required Accessible (H/C) Parking Rate H/C Required

1: 145 sqm (Min) 4221: 115 sqm (Max) 5331: 145 sqm (Min) 7 1 space > 500 sq.m + 251: 115 sqm (Max) 8 0.4 space for each 1000 sq.m1: 145 sqm (Min) 4161: 115 sqm (Max) 525

Bicycle Parking Bylaw RequirementLand Use Area (sq.ft) Area (sq.m) Total Class A Total Class B Total Class A + BTotal 658,687 61,194 1: 500 sqm 122 6 128

Retail 9,774 908 1: 500 sqm 2 6 spaces >1,000 sq.m 0 2Office 648,913 60,286 1: 500 sqm 121 6 spaces >2,000 sq.m 6 127

PARKING REDUCTION ANALYSIS

Accessible Parking StallsLand Use Area (sq.ft) Area (sq.m) H/C Proposed Net Additional Parking StallsTotal 658,687 61,194 1 H/C = 2 Standard 24 24

Car Share Parking AnalysisLand Use Area (sq.ft) Area (sq.m) Recommended Car Share Space City's Allowance Net Parking ReductionOffice 648,913 60,286 1: 7000 (see note) 1:5 36 Note: Average rate based on 753 Seymour St (1:6840) & 601 W. Hastings (1:7050)

Bicycle to Parking ReductionLand Use Area (sq.ft) Area (sq.m) Bylaw Exemption Bicycle Stalls Bicycle Stall Range Parking Reduction RangeTotal 658,687 61,194 5 Excess Bicycle Stalls = 1 Parking Stall Proposed 135 3

Bylaw Max (1:300 sq.m) 204 16

PARKING ANALYSIS SUMMARY

Bylaw Requires: 422

Parking Reduction Proposed Potential

H/C (1:2) 24 24Car Share (1:5) 36 36

Bicycle (5:1) 3 16Total 63 76

Proposed DevelopmentStandard 263

H/C 24Total 287

Proposed Total 350 (with parking reduction)Potential Total 363 (with parking reduction)

Parking Rate

61,194658,687Total

Retail

Office 648,913 60,286

9089,774

Class B

Car Share to Office GFA Ratio9

H/C Stalls Ratio

Class A

1133 melville street office building development rezoning application...

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