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City Square Mall Vancouver, BC

Parking Bylaw Revision

FINAL

Prepared for: Fusion Project Management Ltd. Prepared by: Bunt & Associates Engineering (B.C.) Ltd. File: 4692.02 Date: April 2009

City Square Parking Bylaw Revision, Vancouver, BC i

Table of Contents Section Page EXECUTIVE SUMMARY ..........................................................................................................1 1 INTRODUCTION...........................................................................................................3

1.1 Background .......................................................................................................3 1.2 Current Bylaw....................................................................................................4 1.3 Existing Floor Areas ..........................................................................................6 1.4 Structure of Report ............................................................................................7

2 EXISTING PARKING CONDITIONS ............................................................................9 2.1 Observed Parking Demand ...............................................................................9 2.2 Observed On-Street Parking ...........................................................................11 2.3 Existing Parking Requirements .......................................................................15 2.4 Existing Loading Requirements.......................................................................16

3 EXISTING TRANSPORTATION CONDITIONS .........................................................17 3.1 Introduction......................................................................................................17 3.2 Existing Road Network ....................................................................................17 3.3 Observed Traffic Volumes...............................................................................18 3.4 Existing Traffic Conditions...............................................................................21 3.5 Existing Transit Services .................................................................................22 3.6 Existing Bicycle infrastructure .........................................................................23

4 PATRON CHARACTERISTICS..................................................................................24 4.1 Interview Survey..............................................................................................24 4.2 Current Model Split..........................................................................................24 4.3 Future Demand ...............................................................................................25

5 TRANSPORTATION DEMAND MANAGEMENT.......................................................27 5.1 Introduction......................................................................................................27 5.2 Wayfinding and Loading Access at Ash Street ...............................................27 5.3 Bicycle Parking................................................................................................27 5.4 Car Sharing .....................................................................................................30

City Square Parking Bylaw Revision, Vancouver, BC ii

5.5 Summary .........................................................................................................31 6 FUTURE CONDITIONS ..............................................................................................32

6.1 Introduction......................................................................................................32 6.2 Future Background Traffic ...............................................................................32 6.3 Future Traffic Analysis.....................................................................................32 6.4 Parking Bylaw Comparison .............................................................................34 6.5 Parking Sensitivity Analysis.............................................................................35

7 RECOMMENDED REVISED PARKING BYLAW.......................................................38 7.1 Recommended Revised Parking Ratio............................................................38 7.2 Next Step.........................................................................................................38

Appendices Appendix A: Certified Floor Area of City Square Appendix B: Questionnaire Results Appendix C: Parking Sensitivity Analysis

City Square Parking Bylaw Revision, Vancouver, BC iii

Exhibits

Exhibit 1.1: Site Location ........................................................................................................ 5

Exhibit 2.1: Existing On-site Parking Demand Profiles ......................................................... 10

Exhibit 2.2: Observed Weekday On-street Parking Peak Demand (12:00 – 1:00PM) .......... 12

Exhibit 2.3: Observed Weekend On-street Parking Peak Demand (12:00 – 1:00PM).......... 13

Exhibit 3.1: Study Area ......................................................................................................... 19

Exhibit 3.2: Estimated 2008 Peak Hour Traffic Volumes ...................................................... 20

Exhibit 4.1: Employee Mode Split .......................................................................................... 24

Exhibit 4.2: Visitor Mode Split ................................................................................................ 25

Exhibit 6.1: Projected 2010 Weekday Peak Total Traffic Volumes....................................... 33

City Square Parking Bylaw Revision, Vancouver, BC iv

List of Tables

Table 1.1: Floor Area Summary of City Square ...................................................................... 7

Table 2.1: Existing On-site Parking Demand Summary........................................................ 11

Table 2.2: Observed Weekday On-street Parking ................................................................ 14

Table 2.3: Observed Weekend On-street Parking ................................................................ 14

Table 2.4: Existing Parking Bylaw Requirement ................................................................... 15

Table 3.1: Existing (2009) Intersection Operating Conditions............................................... 22

Table 3.2: Existing Transit Service ....................................................................................... 22

Table 5.1: Bylaw Bicycle Stall Requirement ......................................................................... 28

Table 6.1: Year 2010 Intersection Operating Conditions ...................................................... 34

Table 6.2: Similar Land Use Parking Bylaw Rate Comparison............................................. 35

Table 6.3: Parking Bylaw Rate Sensitivity Analysis .............................................................. 36

City Square Parking Bylaw Revision, Vancouver, BC 1

EXECUTIVE SUMMARY Bunt & Associates have been retained by Fusion Project Management Ltd. to carry out a review of the parking bylaw for the City Square Mall in the City of Vancouver, BC. The purpose is to recommend an appropriate new parking rate that will support an application to update the Parking Bylaw for this site. It should be noted that the proposal is not a request of parking relaxation, but rather should be considered as an update to the current requirements and environment. The City Square development was completed in the late 1980’s under the CD-1 (187) Zoning and Development Bylaw and it is acknowledged that a review of the parking bylaw is now warranted. The CD-1 (187) zone includes the entire city block. This report is only concerned with a revision to the bylaw for that portion of the city block identified as 555 West 12th Avenue (City Square), i.e. the commercial component. The current floor area is 28,793sq.m. This includes 14,733sq.m of retail/ office space, 2,444sq.m of school or trade use and 6,196sq.m of common areas, among others. 650 parking stalls are provided at City Square. Parking demand during a typical weekday peak period is approximately 85% of the supply. During other times it is considerably lower. On street parking usage in the vicinity of City Square is approximately 70% of capacity during the weekday peak period. Road traffic intersections in the vicinity of City Square generally perform adequately, although the Cambie Street/ 12th Avenue intersection can come under pressure during some peak periods. An interview survey was carried out at City Square to understand the travel mode characteristics of current employees and visitors. Approximately one third of visitors travelled to the mall in a car, with nearly 60% walking and 6% taking transit. The Canada Line will open in late 2009 and the questionnaire asked whether this new rapid transit line would alter people’s travel mode. Of those interviewed who currently travelled by car, 19% said they would be very likely and 16% somewhat likely to use the Canada Line instead. Transportation Demand Management has the potential to contribute towards a reduction in the parking stall per square metre ratio. This includes the existing Loading Management Plan, which will be reviewed to minimize the potential for conflict between servicing vehicles and customers accessing the parkade. The quantity and quality of bicycle parking is a key element of TDM and will be improved, both for Class A and Class B. Although it is not practicably possible to meet the bylaw requirements for a new building, new parking will be fitted into the existing building where possible. Four car share vehicles will also be provided. The ideal location for these would be in a highly visible and accessible location such as Ash


Street, which is adjacent to City Square. However, although not ideal, stalls could be provided in the City Square parkade if required. Other similar locations to City Square in the Lower Mainland are moving towards a more simplified parking bylaw rate structure, with some locations employing just one non residential parking rate. The West Broadway Corridor, which is close to City Square, is moving to a rate of 1 stall/ 70sq/m. Sensitivity analysis was carried out using regular City of Vancouver parking rates to assess the suitability of a one rate system for City Square. This analysis took into account land use changes within City Square, as well as the effects of the Canada Line and car sharing on parking generation. With an increase in restaurant and health care uses, but taking into account the Canada Line and car sharing vehicles, a ratio of 1 stall/ 58-62sq.m is achieved. With no change in land use this changes to 1/ 70-74sq.m. Analysis shows that a rate of 1/ 70sq.m is achieved under some circumstances where land use does not change. In addition, the number of parking stalls is unlikely to be reduced in practice. Therefore, based on the fact that the West Broadway corridor is adopting 1/ 70sq.m and is in close proximity, and that there is a policy shift toward more sustainable transportation, a r minimum parking supply rate of 1 stall/ 70sq.m is considered appropriate for City Square.


1 INTRODUCTION

1.1 Background City Square Property Holdings Inc. (CSPH) proposes a text amendment to the existing CD-1 (187) By-law for the City Square Mall, specifically to the off-street parking requirement. Bunt & Associates have been retained by Fusion Project Management Ltd. on behalf of CSPH to carry out the required study for submission to the City as part of the by-law text amendment application. The goal of this study, therefore, focuses on reviewing the appropriate parking rate that will be adequate in accommodating the anticipated peak demand taking consideration of the improved regional transit accessibility upon opening of the Canada Line later in 2009 and the potential future changes in the mix of tenants in the City Square Mall. During the study process, several meetings were held with Vancouver Planning and Engineering staff. Based on the preliminary findings at that time, it was generally agreed that minor revision to the wording on the off-street parking requirement in the bylaw is warranted. However, it should be noted that the proposed text amendment is not seeking a parking relaxation, but rather an update to the current requirement and environment as is the case for the Parking By-law (No. 6059) for the city generally. The CD-1 (187) By-law also refers to the Parking By-law. The study provides a comprehensive analysis and includes a detailed assessment of the parking demand and supply conditions as well as review of other alternative transportation modes such as car share vehciles. This study report is prepared in accordance with the terms of reference established with Planning and Engineering staff. City Square is located on the north-west corner of the Cambie Street/ West 12th Avenue intersection in the City of Vancouver. The site consists of a shopping mall with office accommodation above. There are approximately 410 employees in the office component of the mall and 560 employees in the retail uses. Many of the retail employees are part-time. There is also a three-level underground parkade containing 650 parking stalls. The City Square Mall is typically open from 10am until 6pm Mondays to Wednesdays, while on Thursdays and Fridays it remains open until 8pm. On Saturdays the mall is also open from 10am until 6pm and on Sundays its hours are 12pm until 5pm. Vancouver City Hall is on the other (east) side of Cambie Street while the Vancouver General Hospital site begins one block to the west. The West Broadway arterial corridor is located one block to the north.


1.2 Current Bylaw The City Square development was completed in the late 1980’s under the CD-1 (187) Zoning and Development Bylaw. The CD-1 (187) zone includes the entire city block bordered by West 12th Avenue to the south, West 10th Avenue to the north, Ash Street to the west and Cambie Street to the east. The City Square Mall itself (555 West 12th Avenue) takes up the southern portion of the site only. Exhibit 1.1 shows the location of City Square Mall and its location within the CD-1 (187) zone. This report is only concerned with a study regarding the proposed revision to the bylaw for that portion of the city block identified as 555 West 12th Avenue (City Square). This is also known as Lot 4. Other sites located within the current CD-1 (187) zone, such as the residential component, are not included in this bylaw revision proposal, including the respective parking provisions:

• 2615 Cambie Street. A City of Vancouver owned parking lot with a total of 230 parking stalls (160 employee; 16 carpool; 47 fleet; 7 daycare);

• 2628 Ash Street (280 parking stalls) and 2628 Long Life Place (131 parking stalls).

These are residential developments located north of City Square. These parcels are shown on Exhibit 1.1, identified by their street numbers.


Exhibit 1.1: Site Location


The City Square development is 20 years old and it is acknowledged that a review of the parking bylaw is now warranted. The current bylaw originates from the time of the construction of the development and states the following: Section 5.1:

Off-street parking and loading spaces are to be provided, developed and maintained in accordance with the Parking By-law.

Section 5.2:

The Director of Planning, on the advice of the City Engineer and having regard for the parking needs of existing development on the site, may grant a relaxation in the requirements of Section 5.1 where he is of the opinion that such relaxation will not adversely impact surrounding developments and residents or the parking needs of staff or residents or of visitors to the site, and provided that the cumulative parking requirement of all permitted uses would not exceed 710 off-street parking spaces.

As a result of this bylaw, the required parking supply in City Square is to be calculated based on the sum of the parking requirement for the individual uses. In recent development approvals, a ‘blended’ parking rate is commonly adopted for similar mixed-use developments largely to reflect the temporal variations in parking demand among the various uses in the project. In addition, the existing CD-1 (187) By-law stipulates that the total number of parking stalls required by all uses cannot exceed 710 off-street spaces. This, again, limits the scope of improving the tenant mix in City Square as well as providing incentives to non-auto modes of transportation. This report specifically assesses the viability of adopting a single, mixed-use rate for the City Square Mall.

1.3 Existing Floor Areas As part of this study, City Square commissioned consultants to carry out a detailed survey of the current floor areas of the building. This has resulted in a set of independently certified floor areas for input to the study. The consultant’s survey plans are included in Appendix A. The updated floor area data is used throughout this report, and is summarized in Table 1.1.


Table 1.1: Floor Area Summary of City Square

Uses (sq.m)

Level Retail / Office

School - Vocation

al or Trade

Restaurant Fitness Centre

Health Care

Office

Common Area /

Corridor Total

Cambie Street Retail Level 5,813 - - - 147 3,069 9,029

12th Street Retail Level 2,922 1,133 92 - 1,162 2,109 7,417

2/F Office Level 1,843 967 550 1,859 - 271 5,490

3/F Office Level 2,181 344 - - - 135 2,660

4/F Office Level 1,206 - - - 283 257 1,746

5/F Office Level 324 - - - 888 241 1,453

6/F Office Level 444 - - - 439 115 998

Total 14,733 2,444 642 1,859 2,920 6,196 28,793

Note: Based on floor area plans/data received from Fusion Management dated March 11, 2009

1.4 Structure of Report The report is laid out in the following way: 1. Introduction: Sets out the aim of the report, context, floor area and the current parking

bylaw.

2. Existing parking conditions at City Square: Summarises existing parking and loading requirements and observed parking demand, both on- and off-street.

3. Existing transportation conditions: Summarises the existing road network in the vicinity of City Square, as well as current traffic volumes and intersection performance, as well as transit services and bicycle infrastructure.

4. Patron characteristics: Outlines the current modal split of employees, presents the results of an interview questionnaire carried out at City Square and looks at future demand.


5. Transportation Demand Management: Includes the requirement for bicycle parking and the case for car sharing at City Square.

6. Future conditions: Estimates future conditions as they relate to transportation in and around City Square. The second half of this section focuses on possible future parking ratios at City Square.

7. Recommended revised parking bylaw: Recommends a suitable bylaw rate for City Square with reference to sensitivity analysis, car sharing, comparison with other locations and the effect of the Canada Line. This section also recommends the next step in taking the process forward.


2 EXISTING PARKING CONDITIONS

2.1 Observed Parking Demand There are currently a total of 650 underground parking stalls provided at City Square for commercial uses. The on-site parking demand was reviewed using the Impark electronic parking data provided by City Square. Data from Thursday, December 11, 2008 (7:00AM to 7:00PM) comprised of inbound and outbound records of transient parking were reviewed. Note that vehicles holding a monthly parking pass are not included in the electronic counts. City Square records indicate a total of approximately 220 monthly parking passes are issued and it is estimated by Impark that approximately 80% of the 220 passes (for i.e. 175 passes) are used during a typical weekday. This estimate is in keeping with Bunt & Associates’ observed parking accumulation count before 9am which would mainly comprise long stay vehicles. Based on the above data provided, it is estimated that the existing parking demand during a typical weekday peak period (12:30PM to 1:30PM) is approximately 85% of the supply, or a peak demand of approximately 550 stalls. In order to provide a more robust assessment, additional counts were carried out during the weekday (Wednesday, January 14, 2009) peak period from 11:00AM to 2:30PM. It is observed that the underground parkade is approximately 80% occupied during the weekday peak period (12:30PM to 1:30PM). This confirms that the Impark parking count data, with the estimated occupied monthly parking stalls, is within overall parking demand peak. Weekend parking accumulation count for the mall was surveyed on Saturday, December 13, 2008 from 7:00AM to 7:00PM by Bunt & Associates’ staff. The survey involved counting the number of parked vehicles on- and off-site, recorded once every 30 minutes on-site and 1-hour off-site over the survey period. It is observed that the peak (1:00PM to 2:00PM) demand is approximately 55% of the provided parking supply. The weekday and weekend daily parking demand for City Square is illustrated in Exhibit 2.1. In addition to the recently review parking data counts, a parking accumulation count was conducted on Friday, July 11, 2008 as part of a previous study conducted for City Square. As shown in Exhibit 2.3, the summer parking demand is observed to be lower than the observed winter counts. In general, the existing parking supply of 650 parking stalls currently exceeds the overall parking demand for the mall. Table 2.1 details the parking accumulation summary results.


0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7:30

8:00

8:30

9:00

9:30

10:0

0

10:3

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11:0

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11:3

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12:0

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12:3

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13:0

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13:3

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14:0

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14:3

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15:0

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15:3

0

16:0

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16:3

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17:0

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Time Ending

Perc

enta

ge O

ccup

ied

Park

ing

Stal

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Thu, Dec 11, 2008 Sat, Dec 13, 2008 Fri, July 11, 2008 Wed, Jan 14, 2008

Exhibit 2.1: Existing On-site Parking Demand Profiles

Note: Thursday 11th December 2008 data is from Impark electronic counts of transient parking, plus an estimate of monthly parking pass usage (80% of 220 passes, estimated to arrive between 7.30 and 9.30am)


Table 2.1: Existing On-site Parking Demand Summary

Thu, Dec 11, 2008 Sat, Dec 13, 2008 Fri, July 11, 2008 Wed, Jan 14, 2008 Time End Parked

Vehicle %

Occupy Parked Vehicle

% Occupy

Parked Vehicle

% Occupy

Parked Vehicle

% Occupy

7:30 91 14% 7 1% - - - - 8:00 119 18% 22 3% - - - - 8:30 182 28% 62 10% - - - - 9:00 272 42% 120 18% - - - - 9:30 417 64% 158 24% - - - - 10:00 440 68% 195 30% - - - - 10:30 469 72% 213 33% - - - - 11:00 469 72% 247 38% 272 42% - - 11:30 497 76% 263 40% 320 49% 478 74% 12:00 517 80% 307 47% 368 57% 476 73% 12:30 539 83% 307 47% 363 56% 499 77% 13:00 520 80% 342 53% 357 55% 514 79% 13:30 522 80% 330 51% 358 55% 506 78% 14:00 499 77% 317 49% 358 55% 493 76% 14:30 463 71% 299 46% 354 54% 461 71% 15:00 444 68% 236 36% 350 54% - - 15:30 446 69% 196 30% 326 50% - - 16:00 442 68% 186 29% 302 46% - - 16:30 414 64% 171 26% 290 45% - - 17:00 407 63% 149 23% 278 43% - - 17:30 383 59% 155 24% 245 38% - - 18:00 350 54% 131 20% 211 32% - - 18:30 288 44% 143 22% - - - - 19:00 223 34% 108 17% - - - -

2.2 Observed On-Street Parking In conjunction with the underground parking survey at City Square, Bunt & Associates has conducted on-street parking accumulation count within a 2 block radius of the location. The count was conducted in 1-hour intervals from 8:00AM to 6:00PM on Thursday, December 11, 2008 and Saturday, December 13, 2008. The result documents the existing parking supply and demands. Exhibits 2.2 and 2.3 illustrate the observed on-street weekday and weekend peak parking demand within the survey area, respectively. It can be seen from Tables 2.2 and 2.3 that the on-street peak parking demand occurred between 12:00PM to1:00PM with moderate variation throughout the day. Overall, the observed peak parking demand is approximately 70% (weekday) and 60% (weekend) of the on-street parking capacity.


Exhibit 2.2: Observed Weekday On-street Parking Peak Demand (12:00 – 1:00PM)


Exhibit 2.3: Observed Weekend On-street Parking Peak Demand (12:00 – 1:00PM)


Table 2.2: Observed Weekday On-street Parking

All Parking Non-Restricted / Residential Time End Approximate

Capacity Observed Demand

Approximate Capacity

Observed Demand

9:00 AM 490 332

10:00 AM 532 375

11:00 AM 584 432

12:00 PM 627 458

1:00 PM 646 (69%) 480 (70%)

2:00 PM 631 477

3:00 PM 569 419

4:00 PM 503 360

5:00 PM 448 311

6:00 PM

940

398

682

283

Table 2.3: Observed Weekend On-street Parking

All Parking Non-Restricted / Residential Time End Approximate

Capacity Observed Demand

Approximate Capacity

Observed Demand

9:00 AM 318 210

10:00 AM 347 226

11:00 AM 426 304

12:00 PM 474 350

1:00 PM 542 (58%) 421 (62%)

2:00 PM 531 411

3:00 PM 524 405

4:00 PM 502 377

5:00 PM 460 323

6:00 PM

940

422

682

295


2.3 Existing Parking Requirements According to the current Vancouver Parking Bylaw, the required on-site parking provision for the existing City Square Mall is estimated to be 591 spaces, which the site currently exceeds by 59 parking stalls. A breakdown of the floor areas and the Bylaw parking requirements are detailed in Table 2.4.

Table 2.4: Existing Parking Bylaw Requirement

Existing Land Use GFA (sq.m) Bylaw Rate Bylaw

Requirement

Office / Retail 14,733 1 per 100 sq.m (up to 300 sq.m) + 1 per 50 sq.m 291.7

School (Vocational or Trade) 2,444 1 space per 100 sq.m (up to 300 sq.m) + 1 per 50 sq.m 45.9

Restaurant 642 1 per 50 sq.m (up to 100 sq.m) + 1 per 10 sq.m (up to 500 sq.m) + 1 per 20 sq.m (over 500 sq.m) 49.1

Fitness Centre 1,859 1 per 18.6 sq.m 99.9

Health Care Office 2,920 1 per 28 sq.m 104.3

Common Area 6,196 - 0.0

TOTAL 28,793 - 590.9

As shown, the existing observed peak parking accumulation of 539 vehicles is slightly below the required bylaw supply for the existing use of 591. This discrepancy can be explained by a “shared parking” effect, where different uses tend to exhibit their peak parking demands at different times of the day. For example, the office uses will typically have their peak parking demand at 10am or 2pm, which is outside of the lunch hour and dinner hour periods when the restaurants would be at their peak.


2.4 Existing Loading Requirements The following loading bays are currently provided at City Square:

• 4 Class A loading bays; • 4 Class B loading bays; and, • 1 Class C loading bay.

Access to and from the Class B loading bays is provided Cambie St. The Class C and Class A loading bays are accessed via Ash Street. The Class C bay is typically used by the current Safeway store, which is adjacent to the shopping centre and underground parkade entrance/exit.


3 EXISTING TRANSPORTATION CONDITIONS

3.1 Introduction This section outlines the current traffic and transportation conditions in the vicinity of City Square. Although not a direct component of the bylaw review, it provides important context as to the traffic and transportation environment that City Square exists in.

3.2 Existing Road Network West Broadway functions as a major east-west arterial road in Vancouver that connects 8th Avenue (Point Grey) in the west with Boundary Road (border between City of Vancouver and Burnaby) in the east. The road typically provides a 6-lane cross-section, which includes a parking lane on the north and south sides. Note that street parking along Broadway is restricted during the morning (7:00AM to 9:30AM) and afternoon (3:00PM to 6:00PM) peak periods. In addition, high occupancy vehicle (HOV) bus lanes are provided along the curb lane during the parking restriction periods. Currently the intersection of W. Broadway / Cambie St is signalized with exclusive left-turn lanes provided on the east and west legs and exclusive right-turn lanes provided on the north and south legs. The posted speed on the road is 50 km/hr. Cambie Street, similar to West Broadway, is a key north-south arterial road with a 6-lane cross section. The road connects Cambie Bridge, which links to downtown Vancouver, to the north with South West Marine Drive and Kent Avenue to the south. Parking is not provided between Broadway and W.10th Ave but is generally provided on the east and west sides of the road. Cambie Street at 10th and 12th Avenue are both traffic signalized intersection with north-south left-turn storage bays provided at both locations and east-west left-turn storage bays provided at the 12th Ave intersection. The posted speed on the road is 50 km/hr. West 12th Avenue, parallel to West Broadway, is an east-west arterial road which links Blanca Street to the west and provides access to Grandview Highway in the east. The road is typically provides a 2-lane cross-section and generally provides parking along the curb lane(s). However, fronting City Square curb side parking is restricted throughout the day. The street is posted at 50 km/hr within the study area. West 10th Avenue like West 12th Avenue is parallel to West Broadway but is a local east-west road. A 2-lane cross-section with a posted speed of 50 km/hr is currently provided. Street


parking (with restriction) is permitted along the street. The road connects with University Boulevard (in UBC) in the west and continues towards the east intersecting other major north-west arterial roads (such as Main Street and Commercial Drive). Ash Street is a north-south local road parallel to Cambie Street. The road is typically has a 2 lane cross section with parking on both sides. The intersection of Cambie St and Ash St is signalized and Ash St and 10th Ave is stop-controlled (4-way). Similar to Cambie St the road links 2nd Avenue in the north with South West Marine Drive and Kent Avenue to the south. Note the road is not continuous and is often offset through the residential neighbourhoods. The speed limit along this road is 50 km/hr.

3.3 Observed Traffic Volumes The Study Area is illustrated in Exhibit 3.1. For the purpose of this traffic study, the following intersections were reviewed:

• West Broadway & Cambie Street; • West Broadway & Ash Street; • 12th Avenue & Cambie Street; • 12th Avenue & Ash Street; • 10th Avenue & Cambie Street; and, • 10th Avenue & Ash Street.

Given the current construction of the Canada Line, Cambie St was partially closed and the east leg at Cambie St / 10th Ave was restricted during the count periods. As a result, traffic along Cambie St has been re-directed to the adjacent arterial roads, for example, Oak Street. This has significantly reduced traffic through the study Cambie St corridor. To understand the typical traffic through the study area (assuming traffic was unrestrained), historical traffic counts from the City of Vancouver and the Bunt database (recent turning movement counts collected on Tuesday, September 30, 2008 and Wednesday, October 1, 2008) were reviewed and compared. A summary of the estimated 2009 weekday AM and PM peak hour traffic volumes within the study are illustrated in Exhibit 3.2.


Exhibit 3.1: Study Area


Exhibit 3.2: Estimated 2008 Peak Hour Traffic Volumes


According to Exhibit 3.2, the 2-way traffic along W. Broadway averages to 2,150 and 2,465 vehicles per hour during the morning and afternoon peak periods, respectively. The expected 2-way traffic along Ash St and 10th Ave fronting City Square during the morning and afternoon peak is approximately 500 vehicles per hour. The estimated 2-way traffic through the study Cambie St corridor is 3,200 vehicles per hour in the morning and 3,280 vehicles per hour during the afternoon. Along 12th Ave the estimated traffic fronting City Square is approximately 2,235 vehicles per hour during the morning peak period and 2,700 vehicles per hour during the afternoon peak period.

3.4 Existing Traffic Conditions Intersection capacity performance was assessed using Synchro 6 traffic analysis software package, developed by Trafficware (2004). The traffic operational performance was evaluated by calculating the volume-to-capacity (v/c) ratio and Level of Service (LOS) for each traffic movement. The v/c ratio is a measure of the traffic congestion for a particular lane or lane group or an entire intersection. Generally, values up to 0.85 are considered appropriate for intersections and up to 0.90 for individual lanes or lane groups. A v/c ratio of 1.0 or greater indicates that the traffic operation is over-capacity. The traffic LOS indicator ranges from ideal LOS A conditions with minimum or no delay through to LOS F conditions with extensive delay. At an unsignalized intersection, the LOS is based on the estimated average control delay per vehicle for each crucial movement. A control delay less than 10 seconds indicates sufficient capacity and good traffic conditions. A calculated control delay value that is greater than 50 seconds is given a LOS F. Table 3.1 summarizes the results of the traffic capacity analysis for the existing (2008) conditions at the key intersections. Overall, most intersections operate satisfactorily with minimal delay and LOS D or better during the AM and PM peak periods. The intersection of 12th Ave and Cambie St is currently performing over the intersection design threshold of 0.85 v/c ratio and LOS D. The intersection is operating at 0.96 and 1.00 v/c ratio and LOS D and E, during the morning and afternoon peak periods, respectively.


Table 3.1: Existing (2009) Intersection Operating Conditions

Morning Peak Hour Afternoon Peak Hour Intersection Control

Method v/c Ratio LOS Delay (sec) v/c Ratio LOS Delay(sec)

West Broadway & Cambie Street Signalized 0.75 C - 0.80 C -

West Broadway & Ash Street Signalized 0.47 A - 0.64 B -

Cambie Street & W. 12th Avenue Signalized 0.96 D - 1.00 E

12th Avenue & Ash Street Signalized 0.70 B - 0.80 B

Cambie Street & W. 10th Avenue Signalized 0.60 A - 0.91 B -

10th Avenue & Ash Street Stop Sign - C – NB 17.8 - D – EB 31.7

3.5 Existing Transit Services Table 3.2 summarizes the existing transit services in the vicinity of City Square.

Table 3.2: Existing Transit Service

Route Frequency of Service

15 Cambie/Downtown Every 6 minutes (each direction)

9 Boundary/Broadway Station/Granville/Alma Every 4-6 minutes (each direction)

50 Waterfront Station/False Creek South Every 15 minutes (each direction)

99 B-Line Every 2-3 minutes during peak hours and every 4 minutes

during non-peak hours (each direction)

Currently, there are several bus routes servicing City Square and its surrounding area. Bus route 15 provides a high frequency of service along Cambie Street from Downtown Vancouver to South Vancouver with service approximately every 6 minutes (each direction) during peak and non-peak hours and is the closest transit service to City Square. Bus routes #9, #50 and #99 B-Line are also within a reasonable distance of City Square operating along West Broadway. Route 9 operates approximately every 4 to 6 minutes (each direction) during peak and non-peak hours along an east-west axis across the City of Vancouver between UBC and Boundary Road. Route 50 operates approximately every 15 minutes


(each direction) between downtown Vancouver and False Creek South. Route 99 B-Line is an express high-capacity bus service operating between UBC and Broadway/Commercial Station (SkyTrain) with a frequency of service of approximately 2-3 minutes during peak hours and every 4 minutes during non-peak hours. City Square is well served by a number of high frequency bus routes which provide good levels of accessibility to and from City Square.

3.6 Existing Bicycle infrastructure City Square is currently accessible by bicycle via West 10th Avenue and Heather Street, which operate as City of Vancouver on-street bicycle routes. The West 10th Avenue bicycle route runs east-west between UBC and the Grandview/Woodlands neighbourhood and intersects with and provides access to several other major bicycle routes throughout the City of Vancouver. The Heather Street bicycle route operates north-south between West 7th Avenue and West 38th Avenue and also intersects with other major bicycle routes. Further, there is an on-street bicycle route on Ontario Street (five blocks east of City Square) which runs north-south is a major cycling route for the City of Vancouver and provides access to downtown Vancouver via the Seawall off-street bicycle route as well as Richmond via the South Kent Avenue and Knight Street Bridge bicycle routes. Lastly, there is an on-street bicycle route on West 7th Avenue which runs parallel to the West 10th Avenue bicycle route.


4 PATRON CHARACTERISTICS

4.1 Interview Survey A questionnaire survey was carried out at City Square Mall on Thursday 11th December and Saturday 13th December 2008 to ascertain employees and visitors’ travel habits, including how they travelled to the mall. Although considered of secondary importance to the parking accumulation surveys, the mode split data can help explain the results of the parking surveys and help predict future trends. The full results of the questionnaire are contained in Appendix B. A summary of the results is contained below.

4.2 Current Model Split Exhibits 4.1 and 4.2 show the travel mode split from respondents to the questionnaire survey.

0

2

4

6

8

10

12

14

PersonalVehicle

Passenger Transit Walk

Travel Mode

Num

ber o

f Res

pond

ants

Exhibit 4.1: Employee Mode Split


0

10

20

30

40

50

60

PersonalVehicle

Passenger Transit Walk Other

Travel Mode

Num

ber o

f Res

pond

ants

Exhibit 4.2: Visitor Mode Split

As Table 4.1 shows, approximately half of surveyed employees walk or take transit to work, with the other half driving or being driven. The number of employees surveyed was quite low and the majority were based in the mall and are likely to be part time. However, these results are in line with the parking accumulation counts in the parkade, which suggest approximately half of the employees drive. Table 4.2 indicates that approximately one third of visitors travelled to the mall in a car, with nearly 60% walking and only 6% taking transit. This suggests significant local use of the Mall, which is a different pattern than for other, larger malls in Metro Vancouver that may be located in more suburban areas.

4.3 Future Demand The new Canada Line rapid transit line linking downtown Vancouver to Richmond Centre and Vancouver International Airport is scheduled to open towards the end of 2009. One of the new stations will be at the intersection of Broadway and Cambie Street. This is two blocks from City Square. This significantly increases the accessibility of this area and potentially increases the number of people who will access City Square for work or shopping purposes, via transit. The questionnaire asked people how likely they would be to use the new Canada Line station at Broadway/ Cambie to make their journey to City Square, once the new station is open:


• Of 67 drivers or car passengers interviewed, 13 said they would be very likely and 11

said they would be somewhat likely to use the Canada line instead of driving; • This equates to 19% very likely and 16% somewhat likely, giving a total of 36% of car

drivers or passengers stating they would be very likely or somewhat likely to use the Canada Line instead of driving to City Square.

These results are encouraging with nearly 20% of people who had come by car saying they would be ‘very likely’ to use the new transit service and overall, over one-third of people currently travelling by car stating they are at least ‘somewhat likely’ to switch to transit. This represents a potentially significant reduction in car trips to the Mall once the new rapid transit station is opened. The potential effects of this result of parking requirements are examined as part of the sensitivity analysis, recorded in Section 6.


5 TRANSPORTATION DEMAND MANAGEMENT

5.1 Introduction Transportation Demand Management (TDM) is concerned with maximizing the potential of more sustainable modes of transportation, as well as maximizing the efficiency of current parking infrastructure. Wayfinding, bicycle parking and car sharing have been identified by the City as TDM components that should be encouraged in this bylaw review. A successful TDM strategy has the potential to contribute towards a reduction in the parking stall per square metre ratio.

5.2 Wayfinding and Loading Access at Ash Street Signage to the main parkade from 12th Avenue, via Ash Street, and from Cambie Street, will both be improved to make it clearer that parking is available, and how to access it. It has been suggested that access and egress from the parkade at Ash Street is compromised when a Safeway truck is unloading, due to the space taken up by the truck. City Square will discuss with Safeway whether it is possible for their delivery trucks to avoid peak parking times in order to minimize chances of potential conflict. Additionally, if the issue persists, City Square staff may be available to manage traffic in this area when Safeway loading times correspond to high in/ out volumes from the parkade. City Square have an existing Loading Management Plan which will be revised to include the above points. Additionally, the Loading Management Plan is under constant review in order to meet the changing needs of tenants and the public.

5.3 Bicycle Parking Table 5.1 shows the City of Vancouver’s current bylaw rate for bicycle parking, and how this applies to City Square:


Table 5.1: Bylaw Bicycle Stall Requirement

Land Use Area (sq.m)

Class A Requirement

Class B Requirement

Number of Class A stalls

required

Number of Class B stalls

required

Office / Retail 14,733 1 / 750sq.m 6 if development

is over 2,000sq.m

20 6

School (Vocational or Trade) 2,444

1/25 employees and

0.4/10 students*

0.6/10 students* 20 24

Restaurant 642 1 / 750sq.m 6 if development

is over 1,000sq.m

0 0

Fitness Centre 1,859 1 / 250sq.m 6 / 500sq.m 7 22

Health Care Office 2,920 1 / 750sq.m 6 if development

is over 2,000sq.m

4 6

Note: common areas excluded from total

Total 22,597 - - 51 58

* Relates to average number on site at any one time – 400 students and 100 staff (administration and instructors).

Class A stalls are required to be undercover and secure and are designed to be used mainly by employees. Class B stalls may be outside and consist of standard bicycle racks. They are designed for visitors or others who only stay for a short while. Table 5.1 indicates that the existing bylaw would require 51 Class A stalls and 58 Class B stalls. Currently there is no provision for Class A storage. However, a total of 30 Class B bicycle parking stalls are provided at various locations within the property line. This provision would have met the bylaw requirements at the time of construction. City Square will undertake to provide additional Class B storage, as per the bylaw. A survey will be undertaken to assess the potential for additional short term storage around the outside of the building. If practicable, the additional 21 stalls, or as close to that number as possible, will be provided.


While the bylaw states that 51 Class A stalls should be provided, the City of Vancouver has indicated that a ratio of one stall per 250 sq.m of non-residential floor area should be considered. With an estimated floor area of 22,597 sq.m (not including the mall’s common area of 7,318sq.m), this would equate to 90 Class A bicycle stalls. This is a significant difference between the bylaw requirement and what the City of Vancouver have suggested. City Square is willing and able to promote bicycle use among staff. However, providing 90 Class A stalls may not have the desired effect in radically increasing the number of employees commuting by bicycle. Bunt & Associates experience indicates that potential cyclists can be put off using parking facilities if they perceive that the facility is poorly used. A potential cyclist is more likely to perceive this if there are a large number of unused stalls, rather than fewer, relatively better used stalls. In addition, a larger number of bicycles could not be stored in one convenient location, as bicycle storage was not considered when the building was constructed. It is therefore proposed to initially provide a smaller number of stalls. City Square will ensure that their tenants are aware of these new facilities and they will be monitored by City Square security personnel. If more stalls are required, they will be provided on an as needed basis. Placement for Class A bicycle storage has been carefully considered. Although the parkade would seem to be the obvious choice, the potential for conflict on the ramps between cyclists and vehicles is significant. Due to the layout of the parkade, cyclists may be tempted to cycle against the traffic flow on some of the ramps, further increasing the risk at this location. Therefore, alternative locations have been considered. Two initial spaces has been identified which can accommodate approximately 35 bikes in total. This is less than the bylaw, but represents the most obvious locations for bicycle storage. As part of this phase, 10 - 12 electrical outlets can reasonably be provided. Usage will be monitored and the number of stalls increased if warranted. City Square are nearing completion on two washrooms with shower facilities which they will make available to any employees in City Square, free of charge. Access will be through the use of the same swipe cards which will be used to access the bicycle storage facilities. Fitness World will be approached to see if their shower facilities could be made available to cyclists for a fee, if it is found that more facilities are required. Although it is not practicable to provide shower and locker facilities, it is proposed to contact the on-site fitness centre to enquire as to whether they would be willing to offer a special rate for cyclists, to enable them to use the shower facilities in the morning.


5.4 Car Sharing The City of Vancouver has indicated that they are considering a new bylaw which would require developers to provide car share spaces and vehicles as a part of new commercial development. The provision of this service would reduce the number of regular parking stalls required as part of a development. In this instance, there is no ‘new’ development, so the advantage of providing car share stalls and building less parking stalls as a result is negated. Based on discussions with the City of Vancouver, it is proposed to provide the following:

• Four car share vehicles and stalls, for a minimum time period of five years; • Two spaces designated for visiting car share vehicles, to be located within the City

Square parkade in a prominent location. Locating the car share vehicles in the City Square parkade is not ideal because:

• The parkade is not open 24 hours per day (it closes between midnight and 5am); • The mall is open only limited hours, generally opening at 10am and closing at either

6pm or 8pm, with Safeway closing a few hours later than that. Therefore, during some hours of the day, the only way to enter or leave the parkade as a pedestrian is to utilize the vehicle ramps. This could be regarded as a safety issue;

• Vehicles located in the parkade are not visible from the street, raising issues of personal security and policy issues around the promotion of car sharing through visible locations.

An additional location for car share vehicles on City Square property would be the area used by Class A loading vehicles, off Ash Street. Class A loading would then be relocated to the underground parkade. Although this option was considered, it was ultimately rejected for the following reasons:

• The clearance into the parkade is only 198cm. The minimum height for a Class A loading space is 230cm. It is therefore not practicable to locate the Class A loading in the parkade;

• Class A loading vehicles in this area are generally have high turnover, and it is thought drivers would be unlikely to locate underground, even if requested to do so;

• Loading and unloading would be less practical as elevators/ ramps would have to be used where none are currently required.


These car share vehicles are as much for the benefit of the wider community as for the benefit of employees and visitors to City Square. Therefore, it is recommended that the City make available a more prominent and accessible location for these vehicles. One such location would possibly be on-street, in the vicinity of City Square, for example, on Ash Street.

5.5 Summary The following transportation demand management measures are proposed for City Square to accompany the rezoning:

• Improved signage to the parkade entrances at Ash Street (from 12th Avenue) and Cambie Street;

• Continued implementation of the Loading Management Plan; • Provision of additional Class B bicycle storage within the property line, where

possible; • Provision of secure and covered Class A bicycle parking. Approximately 35 stalls will

be provided initially; • Provision of two showers and associated facilities for cyclists; • Provision of four car share vehicles and stalls for a minimum period of five years.

Location to be determined, but could be off site; • Provision of two stalls for visiting car share vehicles.

It is envisaged that these TDM measures may contribute toward reducing the parking stall/ floor area ratio.


6 FUTURE CONDITIONS

6.1 Introduction An assessment of the estimated future conditions at City Square with regard transportation and parking is important in order to recommend an appropriate parking rate for inclusion in the revised CD-1 (187) bylaw. This section reviews future traffic conditions in the vicinity of City Square before considering future bylaw rates based on several different scenarios. The completion of the Canada Line rapid transit system is expected to impact the surrounding traffic conditions and the City Square parking demands. As part of the scope, the 2010 future traffic conditions within the vicinity of City Square were assessed during the peak periods. The Vancouver Parking Bylaw rate was reviewed and compared for City Square. Given the ongoing tenant leasing effort at City Square, a sensitivity analysis of the mall’s parking demand was assessed with potential change-in-use, for i.e. from retail to restaurant

6.2 Future Background Traffic The 2010 future traffic conditions at the key intersections, as mentioned in Section 2.2, were established and assessed. The 2010 Background Traffic volumes were derived from factoring the estimated 2009 traffic volumes. Earlier survey collections indicate traffic within the area has increased moderately. An annual traffic growth rate of 2.0% per year (compounded) was adopted to obtain the 2010 Background Traffic Volumes. Traffic growth may well be lower than this, due in large part to the opening of the Canada Line in late 2009. However, 2% is used to provide a conservative estimate. The estimated 2010 traffic volumes are shown in Exhibit 6.1.

6.3 Future Traffic Analysis During the 2010 year, the overall traffic is expected to moderately increase along the adjacent street network during the AM and PM peak periods (based on the 2% growth scenario). As confirmed in Table 6.1, apart from the Cambie St/12th Ave intersection, most intersections are expected to operate satisfactorily during the morning and afternoon peak periods. It is anticipated that the intersection of Cambie St/12th Ave will operate over the intersection capacity during the peaks.


Exhibit 6.1: Projected 2010 Weekday Peak Total Traffic Volumes


Table 6.1: Year 2010 Intersection Operating Conditions

Morning Peak Hour Afternoon Peak Hour Intersection Control

Method v/c Ratio LOS Delay (sec) v/c Ratio LOS Delay(sec)

West Broadway & Cambie Street Signalized 0.76 C - 0.82 C -

West Broadway & Ash Street Signalized 0.48 A - 0.65 B -

Cambie Street & W. 12th Avenue Signalized 0.92 D - 1.02 E -

12th Avenue & Ash Street Signalized 0.74 B - 0.81 B -

Cambie Street & W. 10th Avenue Signalized 0.62 B - 0.92 B -

10th Avenue & Ash Street Stop Sign - A – NB 18.8 - E – EB 35.7

6.4 Parking Bylaw Comparison Changes of use, Transportation Demand Management Measures and the opening of the Canada Line will all have an effect on the future parking stall/ floor area ratio at City Square. The current bylaw for City Square is based on individual rates for each land use within the Mall. Table 6.2 illustrates an overview of other bylaws within Metro Vancouver that may be relevant when considering an appropriate new rate for City Square.


Table 6.2: Similar Land Use Parking Bylaw Rate Comparison

Location Rate Comment

Current City Square bylaw (main categories that apply, for comparison)*

For retail and office, 1 space per 100sq.m up to 300sq.m, and 1 additional space for each additional 50sq.m. For fitness, 1 space per 18.6sq.m. For restaurant, 1 space per 50sq.m up to 100sq.m, 1 additional space for each additional 10sq.m up to 500sq.m, and 1 additional space for each 20sq.m over 500sq.m. For health care office, 1 space

per 28sq.m.

West Broadway Corridor

1 stall/ 70sq.m (proposed) for all non-residential

New combined rate proposed for the West Broadway corridor, which is adjacent to City Square.

Downtown Vancouver 1 stall/ 120sq.m (proposed) for all non residential

New combined rate proposed for downtown. Likely to be too low for City Square.

Commercial/ Broadway Skytrain Station – CD1 (250)

For retail, office and service use, 1 stall/ 70sq.m. For

health care uses, 1/ 35sq.m and for fitness, 1/10sq.m.

A highly accessible location, with an office and retail rate the same as which is proposed along the West

Broadway corridor.

Central City, Surrey For office use, 1/ 71sq.m. For retail, 1/ 48sq.m. For restaurants, 1/ 12sq.m.

Close to a Skytrain station, but more suburban in nature. Despite this, office parking is still at a similar

rate to the above examples while the retail and restaurant rate is 20% lower than elsewhere in Surrey.

* These are effectively GLA rates rather than GFA as the ‘public’ spaces within the mall are not included in the calculation.

Based on Table 6.2, it is clear that the current City Square bylaw is significantly more complicated and restrictive than the proposed West Broadway and downtown Vancouver rates. In addition the CD-1 (250) zone surrounding the Commercial/ Broadway Skytrain station uses a rate of 1 stall per 70sq.m for office, retail and service use. It also uses a lower health care rate than City Square, although interestingly, its fitness rate is higher. With a Skytrain station adjacent to a commercial shopping street, this location would seem similar to what will be created around the new station at Broadway and Cambie Street.

6.5 Parking Sensitivity Analysis Sensitivity analysis has been carried out to determine how sensitive a single parking rate is to changes in one particular land use. The maximum observed parking accumulation has been proportioned depending upon the floor area and City of Vancouver off street parking bylaw rates for each use. Based on the three main land uses likely to change (Retail/ office, restaurant and health care office) it was found that considerable change of use could occur


while maintaining an adequate supply of parking stalls. For example, the area of restaurant space could triple or the area of restaurant space could double while the health care office area increased by 50% (all at the expense of retail), and adequate parking could still be provided. Increasing the area of retail/ office space was not tested, as this has a lower bylaw rate than health care office or restaurant use. Appendix C contains further detail of this analysis. Table 6.3 indicates a summary of the analysis and the corresponding single rates, as calculated for each scenario. It also contains additional scenarios based on the effects of the Canada Line and car sharing vehicles.

Table 6.3: Parking Bylaw Rate Sensitivity Analysis

No. Parameters Rate (GFA)

#1 Division of estimated floor area (28,793sq.m) by total number of stalls (650) 1 stall/ 44sq.m

#2 Division of estimated floor area (28,793sq.m) and estimated peak vehicle accumulation of 539 vehicles

1 stall/ 53sq.m

#3 If restaurant area is doubled (based on peak vehicle accumulation) 1 stall/ 47sq.m

#4 If restaurant area is trebled (based on peak vehicle accumulation) 1 stall/ 45sq.m

#5 If restaurant area is doubled and health care is increased 50% 1 stall/ 45sq.m

#6 If restaurant area is doubled and health care is increased 50% with 10% reduction for opening of Canada Line

1 stall/ 50sq.m

#7 If restaurant area is doubled and health care is increased 50% with 20% reduction for opening of Canada Line

1 stall/ 56sq.m

#8 As #7, but with a 20 stall reduction to account for car share vehicles (one car share vehicle replaces five regular vehicles)

1 stall/ 58sq.m

#9 As #7, but with 10% ‘demand management’ reduction to account for car share vehicles

1 stall/ 62sq.m

#10 As #2, with 20% reduction for Canada Line and further 20 stall reduction to account for car share vehicles

1 stall/ 70sq.m

#11 As #2, with 20% reduction for Canada Line and further 10% ‘demand management’ reduction to account for car share vehicles

1 stall/ 74sq.m

As Table 6.3 indicates, the land uses within City Square can change to a reasonable degree without compromising the ability to provide sufficient parking. The current equivalent rate based on peak observed parking demand is 1 stall/ 53sq.m (#2). If the restaurant area is doubled, health care area increases by 50%, and the Canada Line decreases parking demand by 20%, the revised rate is estimated to be 1 stall/ 56sq.m (#7). Additionally, #8 and #9 seek to estimate the reduction due the presence of the four proposed car share stalls and


vehicles. #8 uses the principle contained in the City’s Parking bylaw as it relates to residential units whereby one car share vehicle replaces the need for three regular stalls. While the effect of the presence of car share vehicles on parking demand at City Square cannot be accurately predicted, #9 reflects a more radical reduction to reflect the policy shift to a more demand management focus. #10 and #11 also account for car share vehicles in the same way, but are based on existing land uses, with a 20% reduction for the opening of the Canada Line. In these scenario’s, one stall/ 70sq.m and one stall/ 74sq.m are estimated to be sufficient. A rate of 1 stall/ 70sq.m is being considered for the Broadway corridor for all non-residential land uses. If City Square adopted the same or a similar rate, it would provide a high level of flexibility in the longer term as travel patterns and population changes occur. In practice, City Square is a heritage building and is unlikely to alter its actual parking supply to any great degree.


7 RECOMMENDED REVISED PARKING BYLAW

7.1 Recommended Revised Parking Ratio Table 6.3 in the previous section has shown a number of rates that could be applied to City Square under the various scenarios. The recommended rate should be flexible enough to cope with a modest change in use at City Square, but also reflect the changing transportation landscape in Vancouver that seeks to promote alternatives to the private car. The opening of the Canada Line and the promotion of car sharing vehicles are two key elements of this. The City of Vancouver is currently promoting a new parking bylaw for the West Broadway Corridor, which is only two blocks from City Square. This new bylaw proposes a rate of 1 stall per 70sq.m for all non-residential uses. This rate is within the range of rates suggested in Table 6.3, and while at the low end of the rates presented, it can be justified based on the policy considerations outlined above. Therefore, a rate of 1/ 70 sq. m. is adequate for the required minimum parking supply given the implementation of the TDM measures discussed in this report.

7.2 Next Step Once Planning and Engineering staff complete their review of the findings and recommendations from this study, it is recommended that Bunt & Associates continue to work with city staff to finalize the revised wording for Section 5 of the CD-1 (187) By-law regarding the off-street parking requirement.

Appendices

Appendix A – Floor Plans

Appendix B – Questionnaire Results

Appendix C – Parking Sensitivity Analysis

Appendix A

Floor Plans

For Reference Only. Certified Copies are also attached.

A – 12th Avenue Level Floor Plan (1)

B – 12th Avenue Level Floor Plan (2)

C – Cambie Street Level Floor Plan (1)

D – Cambie Street Level Floor Plan (2)

E – Second Level Floor Plan

F – Third Level Floor Plan

G – Fourth Level Floor Plan

H – Fifth Level Floor Plan

I – Sixth Level Floor Plan

APPENDIX B Tabulation of Interview Date (Before Adjustments)City Square Questionnaire Interview Survey

A. What is your primary reason for visiting the City Square Mall? H. If you parked on-street, where did you park?(IDENTIFY ZONE FROM MAP)

1 - Work 24 23.3% 6 8.2%2 - School 7 6.8% 0 0.0% 1 - A - Z (north of 12th Ave) 0 0.0% 0 0.0%3 - Food Court 9 8.7% 1 1.4% 2 - #1 - 18 (south of 12th Ave) 3 75.0% 3 100.0%4 - Restaurant 3 2.9% 3 4.1% 90 Other / Not of Map 0 0.0% 0 0.0%5 - Grocery/Speciatly Shopping 28 27.2% 25 34.2% 99 - Refused / Don't Know 1 25.0% 0 0.0%6 - Retail 6 5.8% 11 15.1% TOTAL 4 100.0% 3 100.0%7 - Postal/Courier Services 0 0.0% 0 0.0%8 - Bank 1 1.0% 1 1.4% G. Will you take the same mode of transportation when leaving City Square?9 - Medical / Dental Reason 10 9.7% 1 1.4%10 - Fitness World 2 1.9% 15 20.5% 1 - Yes 96 93.2% 66 90.4%11 - Other 13 12.6% 9 12.3% 2 - No 5 4.9% 7 9.6%99 - Refused / Don't Know 0 0.0% 1 1.4% 99 - Refused / Don't Know 2 1.9% 0 0.0%

TOTAL 103 100.0% 73 100.0% TOTAL 103 100.0% 73 100.0%

B. How did you travel to City Square Mall today? H. If Q10 is “NO”. Please specify return mode?

1 - Drove private Vehicle 31 30.1% 25 34.2% 1 - Drove private Vehicle 0 0.0% 0 0.0%2 - Passenger in privat vehicle 6 5.8% 5 6.8% 2 - Passenger in privat vehicle 3 60.0% 5 71.4%3 - Car / Van - Pool 0 0.0% 0 0.0% 3 - Car / Van - Pool 0 0.0% 0 0.0%4 - Transit (Bus / Skytrain) 16 15.5% 11 15.1% 4 - Transit (Bus / Skytrain) 1 20.0% 0 0.0%5 - Walk all the way 48 46.6% 28 38.4% 5 - Walk all the way 1 20.0% 1 14.3%6 - Cycle 0 0.0% 4 5.5% 6 - Cycle 0 0.0% 0 0.0%7 - Taxi 0 0.0% 0 0.0% 7 - Taxi 0 0.0% 1 14.3%8 - Other 2 1.9% 0 0.0% 8 - Other 0 0.0% 0 0.0%

TOTAL 103 100.0% 73 100.0% TOTAL 5 100.0% 7 100.0%

C. If you took "TRANSIT”, what was your route number (last to first)? I. Assuming you are making the same trip to the City Square Mall after the completion of the nCanada Line SkyTrain along Cambie St, how likely is it you will use it?

Transit Routes Last 3rd 2nd first Last 3rd 2nd first1- 3 1 - Very likely 23 22.3% 16 21.9%

8 2 - Somewhat likely 15 14.6% 8 11.0%2 - 9 1 1 1 2 3 - Somewhat unlikely 3 2.9% 4 5.5%3 - 10 1 4 - Very unlikely 53 51.5% 43 58.9%4 - 15 5 3 5 - Don't know 9 8.7% 2 2.7%5 - 17 1 1 TOTAL 103 100.0% 73 100.0%6 - 19 17 - 25 1 J. What is your postal code at home?8 - 39 1

41 1 1 - Abbotsford 0 0.0% 0 0.0%9 - 50 1 1 2 - Burnaby 10 9.7% 6 5.8%10 - 97 1 3 - Coquitlam\Port Coquitlam\Pitt Meadows 2 1.9% 1 1.0%

98 1 4 - Delta/Tsawwassen 1 1.0% 0 0.0%11 - 99 3 1 1 4 1 5 - Langley 1 1.0% 0 0.0%

153 1 6 - Matsqui 0 0.0% 0 0.0%12 - 407 0 1 7 - Mission 0 0.0% 0 0.0%13 - 488 1 1 8 - New Westminster 1 1.0% 1 1.0%

501 1 9 - North Vancouver 6 5.8% 3 2.9%14 - Skytrain 3 4 10 - Port Coquitlam/Maple Ridge 0 0.0% 0 0.0%

TOTAL 16 7 3 1 9 8 2 0 11 - Port Moody/Belcarra/Anmore 2 1.9% 0 0.0%12 - Richmond 5 4.9% 3 2.9%

D. If you drove, including yourself, how many people were in the vehicle? 13 - Surrey 1 1.0% 1 1.0%14 - Vancouver 21 20.4% 21 20.4%

1 - 1 26 70.3% 12 40.0% 15 - Vancouver Downtown 38 36.9% 31 30.1%2 - 2 11 29.7% 13 43.3% 16 - West Vancouver 1 1.0% 0 0.0%3 - 3 0 0.0% 0 0.0% 17 - White Rock 1 1.0% 0 0.0%4 - 4 0 0.0% 0 0.0% 18 - Outside Metro Vancouver 10 9.7% 5 4.9%5 - 5 0 0.0% 1 3.3% 99 - Refused / Don't Know 3 2.9% 1 1.0%6 - 5+ 0 0.0% 0 0.0% TOTAL 103 100.0% 73 70.9%99 - Refused / Don't Know 0 0.0% 4 13.3%

TOTAL 37 100.0% 30 100.0% K. Gender (BY OBSERVATION):

E. If you drove, can you tell me the main reason(s) for choosing to drive to City Square?1 - Male 40 38.8% 22 30.1%

1 - Quickest way to work 7 18.9% 5 16.7% 2 - Female 63 61.2% 51 69.9%2 - Convenience 1 2.7% 15 50.0% 3 - Not stated 0 0.0% 0 0.0%3 - Cheapest way to work 1 2.7% 0 0.0% 99- Don't know 0 0.0% 0 0.0%4 - Safest way to work 0 0.0% 0 0.0% TOTAL 103 100.0% 73 100.0%5 - Need car for work 6 16.2% 0 0.0%6 - Need Car for Personal Business/Shopping 19 51.4% 9 30.0% L. Into whih of the following age categroies may I place you?7 - Work irregular hours 0 0.0% 0 0.0%8 - To drive others 0 0.0% 1 3.3% 1 - 18 to 24 14 13.6% 7 9.6%9 - Don’t like bus 1 2.7% 0 0.0% 2 - 25 to 34 16 15.5% 22 30.1%10 - Other, please specify: 2 5.4% 0 0.0% 3 - 35 to 44 16 15.5% 14 19.2%

TOTAL 37 100.0% 30 100.0% 4 - 45to 54 24 23.3% 10 13.7%5 - 55 to 64 18 17.5% 11 15.1%

F. If you drove, where did you park? 6 - 65 and over 13 12.6% 9 12.3%99 - Refused 2 1.9% 0 0.0%

1 - City Square parkade 28 75.7% 26 86.7% TOTAL 103 100.0% 73 100.0%2 - Other parking lot 0 0.0% 0 0.0%3 - On-street 4 10.8% 3 10.0% SUMMARY:4 - Other 2 5.4% 0 0.0% Total Interviewers: 17699 - Refused / Don't Know 3 8.1% 1 3.3%

TOTAL 37 100.0% 30 100.0% * Completed Samples 176 100.0%* Incomplete Samples 0 0.0%

G. If you parked underground, are you currently a "Monthly Permit Holder"? Total Samples Collected: 176 100.0%

1 - Yes 9 32.1% 0 0.0%2 - No 18 64.3% 26 100.0%99 - Refused / Don't Know 1 3.6% 0 0.0%

TOTAL 28 100.0% 26 100.0%

Thurs, Dec 11 Sat, Dec 13










Sat, Dec 13Thurs, Dec 11




APPENDIX CSensitivity Analysis based on land use changeWEEKDAY PEAK PERIOD (1:00 PM)

Shared Observed True DemandTotal % Parking Split 539 592.9

Existing Land Use GFA (sq.m) Bylaw Req'd Demand Demand % Peak Demand (514 Stalls+10%)Office 7,367 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 144.3 90% 129.9 28% 148.4 163Retail 7,367 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 144.3 90% 129.9 28% 148.4 163School - Vocational or Trade 2,444 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 45.9 80% 36.7 8% 41.9 46Fitness Centre 1,859 1 per 18.6 sq.m 99.9 50% 50.0 11% 57.1 63Liquor Store 0 1 per 100 sq.m up to 300 sq.m + 1 per 20 sq.m up to 2300 sq.m + 1 per 30 sq.m 0.0 50% 0.0 0% 0.0 0Restaurant 642 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 49.1 75% 36.8 8% 42.1 46Health Care Office 2,920 1 per 28 sq.m 104.3 85% 88.6 19% 101.2 111Common Area 6,196 - 0.0 0% 0.0 0% 0.0 0Total 28,794 587.9 100% 471.9 100% 539.0 592.9

Max Stall Number: 650 650Stalls Remaining: 111.0 57.1

Peak EstimateScenario GFA (sq.m) Stalls Req'd True Demand

Note:Current GFA Percentage: Retail 67% Restaurant 6% Health Care Office 27% = 100% 10% 514 stalls = Bunt Counts

10% ~ Off-site ParkingScenario 1 (2x Restaurant GFA) Retail 63% Restaurant 12% Health Care Office 25% = 100%Retail 6,885 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 135 148Restaurant 1,311 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 83 90.8Health Care Office 2,732 1 per 28 sq.m 97.6 107.3

Remaining Occupied Stalls: 247.3 272.1Total 562.2 618.4

Max Stalls: 650.0 650.0Surplus: 87.8 31.6

Scenario 2 (3x Restaurant GFA) Retail 57% Restaurant 18% Health Care Office 25% = 100%Retail 6,229 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 122 134Restaurant 1,967 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 115 126.9Health Care Office 2,732 1 per 28 sq.m 97.6 107.3



Scenario 3 (4x Restaurant GFA) Retail 51% Restaurant 24% Health Care Office 25% = 100%Retail 5,574 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 108 119Restaurant 2,623 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 148 163.0Health Care Office 2,732 1 per 28 sq.m 97.6 107.3


Max Stalls: 650.0 650.0Surplus: 48.5 -11.7

Scenario 4 (+ HC GFA 25%) Retail 63% Restaurant 6% Health Care Office 31% = 100%Retail 6,885 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 135 148Restaurant 656 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 50 54.8Health Care Office 3,388 1 per 28 sq.m 121.0 133.1



Scenario 5 (+ HC GFA 50%) Retail 57% Restaurant 6% Health Care Office 37% = 100%Retail 6,229 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 122 134Restaurant 656 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 50 54.8Health Care Office 4,044 1 per 28 sq.m 144.4 158.9



Scenario 6 (+ HC 50% GFA; 2x Rest) Retail 51% Restaurant 12% Health Care Office 37% = 100%Retail 5,574 1 per 100 sq.m up to 300 sq.m + 1 per 50 sq.m 108 119Restaurant 1,311 1 per 50 sq.m up to 100 sq.m + 1 per 10 sq.m up to 500 sq.m + 1 per 20 sq.m 83 90.8Health Care Office 4,044 1 per 28 sq.m 144.4 158.9



Bylaw Req'd

Bylaw Req'd

Parking Sensitivity AnalysisBunt & Associates Engineering (B.C.) Ltd. 3/18/2009

parking bylaw revision - vancouver · vancouver parking rates to assess the suitability of a one...

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