Ryerson Traffic –

Traffic Report from the City

Ryerson Memorial Hall- Jo
present site of Church Hall @ Yew and 45th Ave, looking east

3.1.1 Background Traffic
Background traffic is traffic that would be present on the road network regardless of whether or not the proposed development proceeds. Traffic growth is not expected to grow significantly in the area. According to the list of active development permits on the City of Vancouver website, there are two active developments within 1 km of the site: one single family housing renovation (6788 Beechwood Street) and 40-unit mixed use development at 6333 West Boulevard. There are no expected changes to the study area road network. City of Vancouver traffic volume data over the past several years at key intersections in the area has been relatively stable with minimal if any increase in traffic year over year.

3.1.2 Site Traffic Trip Generation
Since the church and activity [sic] are already in operation, the new residences are expected to be the source of most if not all of the new traffic generated by the site. For the subsidized apartments, a reduced rate was used for trip generation that is in line with the minimal parking provision proposed for these units as vehicle ownership levels are anticipated to be low.
[**So church and activity centre traffic will be unchanged, yet Ryerson’s own documents state “Ryerson wants to expand the choral community’s capacity to rehearse, perform, and inspire in their spaces . . . Ryerson also wants to continue to offer . . . much enhanced space for community meetings and groups, sports, the Scouting organization, musical groups, and cultural events. “ This sounds like more activity and more related traffic but the traffic consultant doesn’t allow for any. We don’t know how the square footage of the new activity centre compares with the old one. The proposed activity centre will be a 5 storey unit]

4.1 Traffic Impact
The additional traffic generated by this site is within the expected daily variation in traffic. At 23 additional trips in the daily peak hour, this site will be adding less than one car to the road every 2 minutes. As such, the impact of traffic on the overall road system is negligible.

4.2.2 Church/Activity Centre Parking
Bunt & Associates performed research in 2016 to determine the peak parking demand generated by the existing church and activity centre. Parking counts were undertaken during the weekday and weekend evenings and Sunday mornings for seven days throughout 2016. The peak parking demand generated by the church and activity centre was observed to occur during performance events, such as concerts or theatre performances. The study area was a rectangular area extending one block in each direction from the church. Parking counts were taken on nights with and without scheduled events to develop a baseline of parking usage from the neighbourhood- the difference between parking utilization during events and not during events was considered to be the demand generated by the event itself.

Exhibit 4.1 shows the parking demand for the critical period- during Saturday of Friday nights. Parking Utilization on the non-event night was steady throughout the period at around 50%. During the two event nights observed, parking demand was higher, but remained well below 80%, the point at which on-street parking is considered to be congested. That parking utilization never exceeded congestion verifies our study area; if parking in the study area became congested, some event attendees would likely have parked farther away and been missed by our counts. Instead, it can be assumed that our counts accurately captured parking demand generated by the events. Additionally, congested parking conditions would indicate that there may be additional demand for parking that is suppressed by its scarcity. This latent demand would be activated by the provision of additional parking, as is proposed by this development. However, since event attendees were able to find parking close to the site, it can be assumed that there is no demand suppressed due to lack of parking.

The June event, which took place on a Saturday, represents the greatest observed parking demand. The peak parking usage in the study area was 382 cars, of which 114 can be attributed to the event itself. 45 parking stalls for church and activity centre use are proposed for this development. It is expected that event attendees will continue to utilize on-street parking during large events, though to a lesser extent. The majority of site-generated traffic utilizes parking on Vine Street, Yew Street, and 45th Avenue directly fronting the site, which is expected to continue to be the preferred on-street parking location. Providing off-street parking for approximately 40% of the observed peak demand will limit the impact for surrounding areas.

4.3 Parking Layout & Vehicle Circulation
The layout of the parking was reviewed using Autoturn software. The majority of stalls were accessible to a mid-sized pickup truck, indicating that the parking levels can be readily navigated. The only exception to this were the garage units on P1, corresponding to the townhouses. In order for two cars to fit in the space, smaller vehicles must be used. A mid-sized passenger car, similar to a Ford Taurus, could maneuver without issue into these spaces.
[**The townhouses are 2- and 3-bedrooms. How many of those families do you think have vans or SUVs that don’t fit in these garages, causing them to park on the street instead of in their private garages? Attached is a diagram of the private garages—looks like you can barely open the car door once you drive into the garage.]

4.4 Service Vehicle Operations
All loading and garbage access is located off the lane to the north of the site. Both the strata and rental developments are less than 100 units, and therefore below the threshold that would require loading spaces for them. (?)  Bylaws do require loading spaces for the church and activity centre. These spaces are supplied at the rear of the site, off the lane to the north. The bylaw requirements for loading spaces are shown in Table

4.3.Supply of loading spaces for the church and activity centre is based on existing usage; as neither use is expanding its floor area, it is expected that there will be no significant changes in loading pattern. Currently, the ordinary parking stalls are used for loading with little issue. The supply of two Class A stalls is in excess of the existing condition for the church and activity centre, neither of which are expanding in size in this redevelopment, and has been chosen in consultation with the building manager.

This redevelopment is relatively small, with little traffic being added to the area. Additionally, the neighbourhood is already well positioned from a Transportation Demand Management (TDM) perspective.

6.1 Conclusions
This document has outlined the transportation plan for the Ryerson Church redevelopment. Overall, the redevelopment will have minimal impact on the surrounding community.  (**Really? with up to 800 people in activities on site on any day or hour?)
We have reached the following conclusions:
 Traffic: The site will have minimal impact on the existing street network (CONFIRM WITH COUNTS/ANALYSIS)
 Parking: In our opinion, the parking provided for the residential uses is in line with the expected demand for parking, based on unit size, tenure, and level of subsidy. The additional parking units for the activity centre and church presents a significant improvement to the existing condition.
Cycling and Walking: the site is positioned on a major greenway. The area has good pedestrian connectivity, with sidewalks on all streets. The site development supports this by providing bike parking facilities.

** Comments from Ryerson Neighbours


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