mckernan multifamily site traffic impact assessment v.2 · mckernan multifamily site traffic impact...

$: McKernan Multifamily Site Traffic Impact Assessment v.2 · MCKERNAN MULTIFAMILY SITE TRAFFIC IMPACT ASSESSMENT V.2.0 Existing Conditions April 9, 2019 pa w:\active\1161106920\3_planning\3-5_report\rpt_mckernan_tia_20190402.docx$
McKernan Multifamily Site Traffic Impact Assessment v.2.0

April 9, 2019

Prepared for: 2036554 Alberta Ltd Prepared by: Stantec Consulting Ltd.

Revision Description Author Quality Check Independent Review

MCKERNAN MULTIFAMILY SITE TRAFFIC IMPACT ASSESSMENT V.2.0

Table of Contents

1.0 INTRODUCTION ............................................................................................................ 1.1 1.1 STUDY SCOPE ............................................................................................................. 1.1

2.0 EXISTING CONDITIONS ............................................................................................... 2.1 2.1 ROAD NETWORK ......................................................................................................... 2.1 2.2 EXISTING TRAFFIC VOLUMES .................................................................................... 2.1

2.2.1 Traffic Counts ............................................................................................... 2.1 2.2.2 Background Traffic Growth 2017 – 2018 ...................................................... 2.3 2.2.3 Pedestrian Traffic Volumes .......................................................................... 2.3

2.3 EXISTING INTERSECTION OPERATIONS .................................................................. 2.3 2.3.1 Existing Alley Operations .............................................................................. 2.3

3.0 PROPOSED DEVELOPMENT ...................................................................................... 3.1 3.1 TRIP GENERATION ...................................................................................................... 3.2 3.2 TRIP REDUCTIONS ...................................................................................................... 3.2

3.2.1 Multi-Modal Split ........................................................................................... 3.2 3.2.2 Internal and Pass-by Trips ............................................................................ 3.3

3.3 TRIP DISTRIBUTION AND ASSIGNMENT ................................................................... 3.4

4.0 MULTI-MODAL TRANSPORTATION ASSESSMENT .................................................. 4.1 4.1 VEHICLE OPERATIONS ............................................................................................... 4.1 4.2 PEDESTRIAN FACILITIES ............................................................................................ 4.1 4.3 BICYCLE FACILITIES .................................................................................................... 4.2 4.4 TRANSIT SERVICES ..................................................................................................... 4.3

5.0 PARKING ASSESSMENT ............................................................................................. 5.1

6.0 CONCLUSION ............................................................................................................... 6.1


Introduction April 9, 2019

pa w:\active\1161106920\3_planning\3-5_report\rpt_mckernan_tia_20190402.docx 1.1

1.0 INTRODUCTION

2036554 Alberta Ltd. has retained Stantec Consulting Ltd. (Stantec) to complete a Transportation Impact Assessment (TIA) for a multifamily development in the McKernan neighbourhood. The project site is located on the southeast corner of 114 Street and University Avenue and is currently occupied by five existing single-family homes. The proposed DC2 zoning would allow for residential densities above those allowed under RA8 zoning.

Access to the site will be provided by the lane to the south, which connects to 114 Street in the west and 113 St in the east. Access will not be provided by University Avenue to the north, which is expected to be closed to vehicle traffic in the building’s vicinity. The project site is shown in Figure 1.1.

Figure 1.1 – Project Location

1.1 STUDY SCOPE

Stantec understands the scope of the work to include the following:

• Reviewing the existing transportation network and gathering background information. • Estimating multi-modal trip generation (walking, cycling, transit, and driving) for the proposed redevelopment

during the AM and PM peak hours, based on the City’s rates, industry best practices, and tailored considerations based on the context of the redevelopment and its location.

• Establish trip distribution and assignment for trips generated by the development during the peak hours. • Reviewing the active transportation facilities in the project vicinity and identifying any gaps. • Reviewing the parking requirements and proposed supply.

This scope has been developed through discussions with and approved by the City of Edmonton. Based on these discussions, intersection capacity analysis is not required for this project due to the context of the site and the small size of the development.


Existing Conditions April 9, 2019


2.0 EXISTING CONDITIONS

2.1 ROAD NETWORK

The site is located at the southeast quadrant of 114 Street and University Avenue. The analysis focuses on the roads and intersections adjacent to the development, including the following:

• 114 Street is a four-lane divided arterial roadway. The Capital Line LRT runs parallel to 114 Street to the west. • 113 Street is a two-lane local roadway with on-street parking on both sides of the road. • 112 Street is a two-lane local roadway with parking prohibited on both sides of the road and shared-use lanes for

cyclists and motorists. • University Avenue/82 Avenue is a four-lane arterial roadway. • 78 Avenue is a two-lane local roadway with on-street parking on both sides of the road. • 76 Avenue is a two-lane collector roadway with bike lanes on both sides of the road. Due to the proximity to

McKernan School, 76 Avenue is a designated playground zone with a posted speed limit of 30 km/hr from 114 Street to east of 113 Street.

• The East/West Alley, located between 79 Avenue and University Avenue, is a two-way paved alley which runs along the south side of the development and will provide access to the parkade.

McKernan Neighbourhood Renewal construction took place this year and included the replacement of sidewalks, curbs and gutters, and reconstruction and paving of the road, as well as bike lane infrastructure along 76 Avenue.

The road network and study intersections are shown on Figure 2.1.

2.2 EXISTING TRAFFIC VOLUMES

2.2.1 Traffic Counts

Traffic counts were conducted using Miovision cameras on April 11, 2018 during the AM and PM peak periods at the following intersections:

• 114 Street & Alley (2) • 113 Street & Alley (3) • 114 Street & 78 Avenue (4) • 113 Street & 78 Avenue (5) • 112 Street & 78 Avenue (6)

Traffic count data at the following intersections were obtained from the City of Edmonton:

• 114 Street & University Avenue/82 Avenue (counted in 2016) (1) • 114 Street & 76 Avenue (counted in 2017) (7) • 112 Street & 76 Avenue (counted in 2017) (8)

Client/Project

McKernan Multifamily Site TIA

2036554 Alberta LtdFigure No.

2.1400-10220 103 Avenue NW Title

Edmonton AB Study Intersections

April 2019

76 Avenue

112

Stre

et

114

Stre

et

78 Avenue

1

2

54

113

Stre

et

E/W Alley

87

6

3




2.2.2 Background Traffic Growth 2017 – 2018

As some of the traffic counts were conducted in 2016 or 2017, a growth rate needs to be applied to estimate the existing 2018 traffic volumes. The City of Edmonton’s 2015 AAWDT Report provides traffic volumes in the area from 2010 to 2016. The available traffic data is presented in Table 2.1 with most recent AADT data illustrated in Figure 2.2.

Table 2.1 – Historic Traffic Data

Road & Location 2010 2011 2012 2013 2014 2015 2016 Average Annual

Growth Rate 114 Street North of 73 Ave 36400 37400 36900 37800 38900 39000 41900 2.0%

North of 76 Ave 36800 37400 36800 36800 40900 37400 39800 1.2%

76 Avenue

West of 111 St - 5500 5600 5700 5800 6000 5700 1.2%

West of 114 St 5000 3800 3800 3800 4000 4200 4700 0.2%

82/University Avenue

West of 111St 22500 22900 22500 21000 21600 21600 20500 -1.6%

East of 114 St - - - 13200 13600 13600 12900 -0.7%

The data shows a low rate of annual traffic growth from 2010-2016 and decreasing in some cases. To be conservative, an annual growth rate of 1.5%/year was applied to all movements from older traffic counts to estimate the 2018 volumes on the road network. These resulting 2018 peak hour traffic volumes are illustrated on Figure 2.3. As the area is fairly built out, a significant increase in background traffic volumes is not expected in the future.

2.2.3 Pedestrian Traffic Volumes

Based on the site context, a relatively high number of pedestrian trips are currently experienced in the project area. The existing pedestrian volumes at the study intersections are shown in Figure 2.4 as included in the traffic count data.

2.3 EXISTING INTERSECTION OPERATIONS

114 Street and University Avenue is a major Arterial-Arterial intersection in Edmonton, with nearly 50,000 vehicles per day passing through it. 114 Street alone carries 40,000 vehicles per day. This intersection is currently operating close to capacity, with significant delays and queuing for the critical movements during the peak hour. The at-grade LRT crossing along the west side of the intersection adds some additional signal timing and capacity challenges, particularly in the eastbound direction.

2.3.1 Existing Alley Operations

The east-west oriented alley provides access to private driveways and parking spots to both the north and south. A power line runs along the south side of the alley; based on site observation, the pole locations do not impede traffic




movements. With parking prohibited along the roads abutting the alley, the sightlines for exiting traffic are relatively clear. Overall the traffic volumes in the alley are extremely low and capacity or operational issues were not observed and are not expected.

Client/Project April 2018

McKernan Multifamily Site TIA2036554 Alberta LtdFigure No.


Edmonton AB Daily Traffic Volumes

41,9

00 (2

016)

5,700 (2016)4,700 (2016)

18,0

00 (2

016)

39,8

00 (2

016)

Client/Project



Edmonton AB Existing Traffic Volumes 2018

April 2019

10 (0

)26

(16)94 (211)

49 (6

8)17

89 (1

070)

38 (7

8) 4 (6)

16 (7

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22 (12) 14 (17)81 (107) 210 (213)

206 (69) 60 (27)43 (31) 371 (307)95 (145) 16 (36)

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3 (5

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26 (5

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42 (5

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1701

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32 (3

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20 (38)

57 (27) 2 (1) 1 (1)

4 5 63

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9 (4

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4 (4) 0 (0)49 (25) 18 (4)

1 (1

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14 (1

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200 (195)127 (241)

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842

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292

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41 (2

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0 (0

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28 (24)

114

Stre

et

113

Stre

et

112

Stre

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78 Avenue

76 Avenue

Alley

Client/Project



Edmonton AB Existing Pedestrian Volumes 2018

April 2019

65 (30)

0 (1)

0 (0) 0 (0)

0 (0)

3

34 (19)

1

3 (3)

12 (24)

0 (0)

11 (11)

2

0 (0)

0 (0)

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4 (13)

43 (46)

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11 (6)

26 (17)

4

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23 (10)

5

64 (8)

32 (8)

10 (7)

28 (45)

4 (7)

6

45 (37)

9 (5)

73 (36)

20 (39)

43 (15)

8

## (##) - AM Peak (PM Peak)

114

Stre

et

113

Stre

et

112

Stre

et

78 Avenue

76 Avenue

Alley


Proposed Development April 9, 2019


3.0 PROPOSED DEVELOPMENT

The proposed McKernan Multifamily Site development will consist of 155 residential units and may include up to 500 m2 of commercial space. There will be an underground parkade with access provided via the alley to the south. Figure 3.1 illustrates the site plan for the development.

Figure 3.1 – Proposed Concept Plan




3.1 TRIP GENERATION

Trip generation for the site was calculated based on the City of Edmonton 2013 Trip Generation Rates, specifically:

• Residential: “RA7 & RA8 – Apartment Housing” rates • Commercial: “Commercial Sites < 22,000 SF” rates

Table 3.1 presents the total number of trips generated by full build out of the development during the peak hours.

Table 3.1 – Site-Generated Trips

Land Use Size AM Peak Hour PM Peak Hour

Trip Rate Vehicle Trips (vph)

Trip Rate Vehicle Trips (vph)

TOTAL IN OUT TOTAL IN OUT

Residential 155 DU 0.34 trips/DU 53 9 44 0.40 trips/DU 62 39 23

Commercial 5,380 SF 5.10 trips/1,000 SF 28 18 10 16.69 trips/1,000

SF 90 45 45

TOTAL 81 27 54 152 84 68

3.2 TRIP REDUCTIONS

3.2.1 Multi-Modal Split

The McKernan Multifamily site is located in a highly pedestrian and transit-oriented area. As a result, the vehicular trip generation by the development is likely significantly less than the typical trip generation rates, with travel modes such as walking, biking, and transit as popular alternatives.

Edmonton’s 2016 Municipal Census provides data on the primary mode of transportation from home to work with results organized by neighbourhood. While this development is located in the McKernan neighbourhood, its location at the very northeast boundary and proximity to the University of Alberta suggest that the mode split may be even higher than the neighbourhood as a whole. As a comparison, the various mode split for trips City-wide and for the neighbourhoods of McKernan, Belgravia, and Garneau are shown in Figure 3.2.




Figure 3.2 – Edmonton 2016 Municipal Census: Main Mode of Transportation from Home to Work

The overall City of Edmonton mode split shows that 72% of respondents drove a vehicle as their primary mode of transportation from home to work. Comparatively, the nearby neighbourhoods range from 40% to 56% of respondents driving a vehicle as their primary mode of transportation, a 22-44% relative decrease from the City-wide results. Based on these numbers, it can reasonably be assumed that vehicle trips for this development will be approximately 30% lower than the standard trip generation rates would suggest. This 30% reduction in vehicle trips would be reallocated to other travel mode choices, such as walking and cycling. The revised vehicle trip generation is summarized in Table 3.2. Directional allocation of trips (in/out) was calculated based on the City of Edmonton Origin-Destination tables; further information on trip distribution is included in Section 3.3.

Table 3.2 – Site-Generated Trips with Mode Split

Total Trips

Trips IN

Trips OUT

AM Peak Hour

Original Generated Trips 81 27 54 Mode Split Reduction -23 -5 -18

Revised Vehicle Trips 58 22 36

PM Peak Hour

Original Generated Trips 152 84 68 Mode Split Reduction -45 -27 -18

Revised Vehicle Trips 107 57 50

3.2.2 Internal and Pass-by Trips

Generated trips can be classified as primary trips, pass-by trips, and internal trips.

• Pass-by trips are intercepted from the stream of traffic passing the site or diverted from adjacent routes. While they do contribute to traffic volumes at site accesses, they do not create new traffic loading on the adjacent street system.

• Internal trips are made from one attraction to another on the same site, reducing the total number of trips generated by the site as a whole.

Residential sites typically generate only primary trips. Commercial sites typically generate both internal and pass-by trips; however, given the small size of the potential commercial site, no reductions have been applied to the generated trips to represent a conservative scenario. Any pass-by traffic is likely to be pedestrian in nature, as it is not easy for vehicles to directly access the site from the adjacent arterial roadways.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Garneau

Belgravia

McKernan

Edmonton

Vehicle (Driver) Vehicle (Passenger) Transit Walk Bicycle Other/No Response




3.3 TRIP DISTRIBUTION AND ASSIGNMENT

Access to the development’s underground parkade will be provided via the east/west alley to the south. Site generated vehicular traffic to and from the development is expected to be distributed to the surrounding road network based on the City’s origin-destination data. There are five external gates which correspond to the routes into and out of the study area. The trip distribution percentages to/from these gates are summarized in Table 3.3. The distribution is based on the logical routes to and from the 19 Sectors in the City’s O-D data.

Table 3.3 – Trip Distribution

External Gate AM Peak PM Peak

Inbound Outbound Inbound Outbound A 114 Street North 3% 6% 6% 4%

B University Ave West 28% 31% 27% 28%

C 82 Avenue East 24% 32% 31% 25%

D 114 Street South 30% 16% 20% 28%

E 76 Avenue East 15% 15% 16% 15%

Total 100% 100% 100% 100%

The resulting assigned site generated vehicular traffic volumes are illustrated in Figure 3.3. As shown, the greatest increases in traffic are projected at the east and west entrances to the alley. From there, the trips are distributed throughout the neighbourhood and arterial road networks.

The nearby arterial intersection of University Drive & 114 Street is already operating near capacity in the peak hours. The increase in traffic volumes at this intersection as a result of the development is shown in Figure 3.4 in terms of percent increase.

Figure 3.4 – Increase in Traffic Volumes due to Development

As shown, the increase in traffic is between 1-4% to the key movements. It is unlikely that residents and commuters will notice this increase given the existing high traffic volumes at this intersection.

0% (0%)

1% (2

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0% (0

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2% (3

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0% (0%)

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0% (0

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0% (0

%)

0% (0

%)

0% (0%)

0% (0%)

114

Stre

et

University Ave

Client/Project



Edmonton AB Site-Generated Traffic(Vehicle)

April 2019

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114

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113

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112

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78 Avenue

76 Avenue

Alley


Multi-Modal Transportation Assessment April 9, 2019


4.0 MULTI-MODAL TRANSPORTATION ASSESSMENT

4.1 VEHICLE OPERATIONS

114 Street and University Avenue is a major Arterial-Arterial intersection in Edmonton, with nearly 50,000 vehicles per day passing through it. The at-grade LRT crossing along the west side of the intersection presents some signal timing and capacity challenges, particularly in the eastbound direction. The low projected traffic volumes associated with this development are not expected to impact the operations at this intersection.

The alley entrance to 114 Street currently experiences very low traffic volumes (2-3 per hour) and is expected to increase with the development of this site, to approximately 32 vehicles per hour. While this alley has a fairly wide effective width and relatively clear sightlines, it may be challenging for vehicles to enter 114 Street during the AM peak hour in particular. The University Avenue left turn bay extends well beyond the alley entrance, meaning any westbound vehicles exiting the alley would have to cross two busy lanes of traffic to enter a likely full left turn lane. Based on these conditions, it is expected that westbound travelling vehicles will choose another route that is easier to navigate, for example, travelling through the neighbourhood to enter 114 Street at 78 Avenue.

The alley entrance to 113 Street currently experiences low traffic volumes for all movements. Since 113 Street terminates at University Avenue, very little vehicle traffic continues past this point. Sightlines are clear at this intersection, and vehicles are expected to be able to navigate this intersection without significant difficulties.

4.2 PEDESTRIAN FACILITIES

The site is located in an urban area and therefore sidewalks are generally available on both sides of the streets in the project area. The intersection of 114 Street & University drive has crosswalks on all but the west leg of the intersection, with an additional crosswalk across the northbound right turn lane.

On the north side of the site, University Avenue ends in a cul-de-sac just east of 114 Street. A sidewalk is provided on the south side of this portion of University Avenue only. However, a pedestrian goat trail exists on the north side (south side of 82 Avenue), indicating that there are pedestrian desire lines along this side of the street.

As part of this development, the turnaround on University Ave will be relocated approximately 40 m to the east in line with the edge of the property. The developer has committed to converting this available land into linear park space as a community improvement measure. This park space will allow for pedestrian facilities which will accommodate the pedestrians currently using the goat trail. This plan is consistent with the McKernan-Belgravia Station Area Redevelopment Plan which identifies a greenway along University Avenue from 113 to 116 Street.




4.3 BICYCLE FACILITIES

There are no protected bike facilities immediately adjacent to the development site. Facilities in the surrounding area include the following:

• Shared roadways with lower traffic volumes on University Avenue, 112 Street, and 115 Street (north, east, and west of the site)

• Shared-Use Path running parallel to 114 Street, west of the LRT line (<100 m west of the site) • Protected bike lanes on 76 Avenue (approximately 400 m south of the site – once extended past 109 Street) • Painted bike lanes on a portion of 112 Street, as well as on 110 and 111 Street (approximately 300 m, 500 m,

and 700 m east of the site, respectively)

The existing bicycle facilities are also illustrated in Figure 4.1.

Figure 4.1 – Study Area Bike Facilities

It is expected that most cyclists from this area who intend to bike to the University of Alberta or Downtown will be able to do so using existing or proposed facilities for the majority of their journey. Many will use the adjacent low traffic shared roadways to access the protected facilities along 76 Avenue or the shared-use path running parallel to the LRT line.




4.4 TRANSIT SERVICES

The site is currently well serviced by transit with several routes running along 114 Street, 82 Avenue, and 76 Avenue. The site is also located approximately 400 m walking distance from both the McKernan/Belgravia LRT station and the Health Sciences Jubilee Station. Following is the list of bus routes that travel within 400 m from the site.

• Route 4: Lewis Farms - West Edmonton Mall - South Campus/Ft Edmonton - University – Capilano • Route 7: Jasper Place - Downtown – University • Route 51: Parkallen – University • Route 54: South Campus/Ft. Edmonton - University • Route 57: University - Downtown • Route 94: Capilano - Bonnie Doon – University • Route 106: Lessard - West Edmonton Mall - South Campus/Ft. Edmonton - University • Route 133: Lewis Farms - West Edmonton Mall - University • Route 318/319: Belgravia - University - Windsor Park - Southgate

The City of Edmonton Transit System Map in the project vicinity is illustrated in Figure 4.2.

Figure 4.2 – City of Edmonton Transit System Map

A Bus Network Redesign is underway as part of the City of Edmonton Transit Strategy. The new network is expected to provide routes along the same corridors in the study area; however, frequencies may change. The latest plans (released in October 2018) show 114 Street providing a Frequent Bus Route and a Peak-Only Rapid Bus Route,




which are intended to provide a frequency of 15 minutes or better during weekdays and 20 minutes or better on evenings and weekends. In addition, a Community Route is planned on University Avenue which appears to provide a transit connection to Belgravia/McKernan LRT station and the University of Alberta. The closest bus stops for transit users from the site are located on 114 Street near 78 Avenue at a walking distance of 140 m for the northbound stop and 220 m for the southbound stop. A crosswalk with pedestrian-actuated signals is located at 78 Avenue, providing a safe connection to the southbound stop.


Parking Assessment April 9, 2019


5.0 PARKING ASSESSMENT

As discussed in Section 4.4, the proposed development is located within 400 m of two LRT Stations, designating it as a potential Transit Oriented Development. Therefore, the parking requirements for the site should be calculated using Edmonton Zoning Bylaw Schedule 1(C), TOD and Main Streets Guidelines for Core and Mature Neighbourhoods. Table 5.1 summarizes the parking requirements as per this zoning.

Table 5.1 – Parking Requirements (Schedule 1C)

Land Use Units Rate Stalls

Min Max Min Max

1 Bedroom Dwelling 105 0.5/DU 1.0/DU 53 105 2 Bedroom Dwelling 45 0.75/DU 1.5/DU 34 68 3 Bedroom Dwelling 5 1.0/DU 1.75/DU 5 9

Visitor Parking* 155 1.0/10 DU (after first 10) 1.0/7 DU (after first 7) 15 21

Commercial** 500 m2 1.0 / 100 m2 GFA 1.0 / 30 m2 GFA 5 17

TOTAL 112 220 Bicycle Parking 40% of required vehicular parking spaces 45 -

*Schedule 1C requires the shown maximum rate for visitor stalls (1 per 7 stalls); however, a lower rate of 1 per 10 dwelling units has been approved in similar contexts due to the alternative travel mode options available in the area. **Maximum commercial parking rate based on requirement for bars, restaurants, and specialty food services. All other non-residential uses will require the lower minimum rate.

As shown, the site will require between 112 and 220 total parking stalls based on the zoning requirements. The latest design from the architect features 150 stalls within the two-story parkade, falling within the parking requirements. In addition, the plan includes 3 surface visitor parking stalls as well as a loading zone and waste and recycling access located on the south side of the building with direct alley access. Any surplus stalls beyond the minimum requirements may be reallocated as non-accessory stalls for users not related to the site (e.g. those destined to the University of Alberta or University Hospital).

Bicycle Parking spaces are also required for the site, at a minimum rate of 40% of the required vehicular parking spaces. For this development, a minimum of 45 bicycle parking spaces should be provided. The latest design includes approximately 152 bicycle stalls, representing three times the minimum requirement.


Conclusion April 9, 2019


6.0 CONCLUSION

2036554 Alberta Ltd. is proposing to redevelop the site located at the southeast corner of 114 Street and University Avenue in the McKernan neighbourhood of Edmonton. The site currently contains five single-family lots and is zoned RA8. The proposed development concept includes 155 residential units and up to 500 m2 of commercial space; this concept requires a DC2 rezoning. Parking will be provided with an underground parkade as well as limited surface stalls, both accessed via the alley to the south.

A multi-modal transportation analysis was completed for the site and indicated that minimal transportation impacts are expected for the development. Traffic volumes on the E/W Alley are currently quite low and no current alley operational issues were identified. Conversely, the traffic volumes on the adjacent 114 Street and University Avenue are quite high and are not expected to see a perceptible difference with the development of this site.

As a core neighbourhood, there are several multi-modal transportation facilities serving the area, including sidewalks, bike lanes, and transit routes. A linear park or greenway will be constructed in the University Avenue right-of-way east of 114 Street as a part of the development which will contribute to the community and active transportation accommodations.

The parking requirements for the development were calculated based on the TOD Overlay in the Edmonton Zoning Bylaw. The parking requirement for the site is a minimum of 112 stalls to a maximum of 220 stalls, with a minimum of 45 bicycle parking spaces. The current parking concept falls within these requirements.

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