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282 MacNab Street North, Hamilton Parking Justification & TDM Report

Paradigm Transportation Solutions Limited

June 2018

Project Summary

Paradigm Transportation Solutions Limited

282 MacNab Street North, Hamilton Parking Justification & Transportation Demand Management Options Report

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Disclaimer

This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project.

To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report.

Project Number 170064 June 2018

Client St. Jean Realty Inc. Brokerage 88 Wilson Street West – 2nd Floor Hamilton, ON L9G 1N2

Client Contact Robin St. Jean President / Sales Representative

Consultant Project Team Stew Elkins, BES, MITE Peter Kelly, EIT Jill Juhlke, C.E.T., MITE

Paradigm Transportation Solutions Limited 22 King Street South Suite 300 Waterloo ON N2J 1N8 p: 519.896.3163 www.ptsl.com

282 MacNab Street North | Parking Justification & TDM Study | 170064 | June 2018

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Executive Summary

Content

Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct a Parking Justification and Transportation Demand Management Report for a residential development located at 282 MacNab Street North in Hamilton, Ontario.

Development Concept

The 282 MacNab Street North property consists of a rectangular lot located in Downtown Hamilton, within the Central Neighbourhood and bounded by MacNab Street North to the west, the West Harbour GO Train Station to the north, and existing residential/institutional buildings to the east and south.

The site consists of a 13-storey residential building with 110 residential condominium units. The residential development will be marketed to individuals and families that envision living and working in the Downtown core of Hamilton, specifically those that are willing to embrace an alternative mode of transportation lifestyle.

Conclusions

The proposed parking supply consists of 51 parking spaces and is potentially under-supplied by 114 spaces based on the in-force Zoning By-law 05-200.

Paradigm’s approach to the overall parking supply for 282 MacNab Street North is to adopt parking ratios that recognize empirical evidence that parking demand has many factors and varies according to household size, income, auto ownership, and locational factors such as proximity to other uses and availability of multiple transportation mobility options.

The development will be constructed to provide housing options to Hamiltonians within a complete community that would be sustainable given the multiple number of transportation options available. This is of importance as the lands are located near the existing A Line Express transit service that will provide a direct connection to the LRT Line along the Main Street/King Street corridor and located directly beside the West Harbour GO Station, these combined will provide efficient transit service locally and regionally.

Hamilton’s Urban Official Plan (UHOP) Policies E.2.3.1.14 and E.2.3.1.16 emphasize that all forms of transportation are to be encouraged and that reduced parking standards shall be contemplated to encourage a broader range of land uses and densities to support transit. The proposed development is considered to balance these parking and transportation policy objectives, through a combination of a parking structure, bicycle


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parking and overall density of the development that support the existing and extensive transit system within the City of Hamilton.

The development will be transit supportive and promote active transportation achieving this intent primarily by taking advantage of its geographical location. It will also introduce a significant portion of the residential population of the development to maximize the benefits of the site’s walkable access to a comprehensive and integrated transit system. As the development promotes the use of other modes of transportation through limited on-site vehicle parking and access to safe and covered bicycle parking, the development plays a significant role in setting an example for residents to consider non-automotive travel if they chose to purchase a unit.

Development of 282 MacNab Street North is the ideal opportunity to take full advantage of the TDM approach and providing a Transit Oriented Development (TOD) inspired site. While it is noted that many of these measures are untested in Hamilton, the location of the development provides significant merit to consider these strategies. This approach has demonstrated that the parking dispensation (0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit) for the development is supportable for the following reasons:

A review of other municipalities and rates found within the ITE Parking Generation 4th Edition has shown trending towards the removal of parking minimum within Zoning By-laws. Parking variances are also granted on a case-by-case basis for developments that meet certain criteria such as proximity to higher order transit, provision of quality bike facilities and/or car share programs. This approach is setting a precedent for becoming a best practice in certain parking management strategies. The development generally satisfies many of these criteria.

The development is located on the existing A Line Express transit service that will connect to the LRT line along Main Street/King Street corridor and adjacent to the West Harbour GO Station. Construction of this line is anticipated to begin in 2019. The site therefore falls within the City’s TOD guideline area. The TOD is a high intensive development area within a 400-metre radius to a transit station area that promotes use of existing and future transit infrastructure and discourages auto oriented uses.

Within the context of being located in a TOD area, the land use lends itself to being less reliant on auto use where residents and visitors can take advantage of the additional transportation choices such as walking, cycling and transit. It is expected that the land use will generate a reduced resident parking demand due to the locale in combination with the proposed overall design and marketing strategy of the project.

The development will be marketed towards individuals and families who prefer living in a Downtown setting with a strong support for using non-automotive travel modes.


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Residents who do not need to use a car on an ongoing basis would, for the most part, purchase a unit without purchasing a parking space. The occasional need for car usage would be satisfied by other methods available within the area such as car-share, or taxi services such that vehicle ownership would not need to occur.

All parking spaces are proposed to be allocated for resident parking purposes. No on-site visitor parking is to be provided given the limited amount of parking provided. Such activity will be met within the available off-site public parking facilities.

The proposed parking supply would provide parking for approximately 46% of all units in the building which would satisfy a large portion of current area residents who need to drive on a recurring basis (approximately 70 – 72%) during peak periods.

There are 149 existing parking spaces available within an approximate 200 metre radius of the development. During weekday evenings (peak visitor parking demand), on-street parking observes a maximum parking utilization of 50%.

There is an established sidewalk network through the neighbourhood which provides good connectivity to surrounding communities and is within walking distance of several services, shops and employment opportunities that could substantially minimize the demand for private car ownership.

Alternative transportation options provide significant encouragement to residents within the building to explore alternative options given the fact that parking will be at a premium in terms of cost and provided on a limited basis.

To complement and build upon the developments location and accessibility as well as enhancing the non-auto dependent mobility of prospective residents, the development is encouraged to adopt various TDM measures. Key potential elements may include:

• Adoption of marketing strategy that emphasizes car-free lifestyle;

• Provision of car-share spaces within walking distance of the site;

• Provision of secure and convenient bicycle parking spaces and bicycle maintenance facility in the building that meet the requirements stipulated in the City’s TDM policy; and

• Provision of discounted transit and bike share passes for residents of the building during the first year.

The proposed reduced parking supply is considered appropriate to meet the base parking needs of the future residents who need to own a car for the purposes of day-to-day travel.

If residents are unwilling to change their travel behaviour, they will not purchase a unit.

The development is considered an innovative, adaptive development which successfully balances intensification and promotion of non-


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automotive use which are both compatible and respectful of the existing character of the area.

Recommendations

Based on the findings of this study, it is recommended that:

The City of Hamilton recognize the conclusions drawn above;

The City of Hamilton support the proposed Zoning By-Law variance to allow the provision of 51 parking spaces for the development (0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit.);

The development increase bicycle parking supply to at least meet the City’s minimum requirements of 61 spaces (55 long-term and six (6) short-term), and provide additional spaces as demand dictates; and

To promote alternative modes and further reduce the risk attached to reduced parking ratios, the owner develops and implement a TDM plan with the measures identified herein.


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Contents

1 Introduction .............................................................. 1

1.1 Overview ........................................................................................... 1 1.2 Purpose and Scope ......................................................................... 1

2 Area Description ....................................................... 3

2.1 Transit Service ................................................................................. 3 2.1.1 Transit Service ................................................................................... 3 2.1.2 Light Rapid Transit............................................................................. 5 2.1.3 GO Inter-Regional Transit .................................................................. 5 2.2 Pedestrian and Cycling Environment ............................................. 8 2.2.1 Pedestrians ........................................................................................ 8 2.2.2 Cycling............................................................................................... 8 2.3 Travel Characteristics ................................................................... 12

3 Development Concept ........................................... 15

3.0.1 Site Access ...................................................................................... 15 3.0.2 Parking Supply ................................................................................ 15 3.0.3 Loading Facilities ............................................................................. 15

4 Parking Methodology ............................................. 17

4.1 Zoning By-Law Requirements ...................................................... 17 4.2 Urban Hamilton Official Plan ......................................................... 19 4.3 Transit Oriented Guidelines .......................................................... 20 4.4 Residential User Base ................................................................... 20 4.5 Comparison of Parking Requirements ......................................... 21 4.5.1 Secondary Source .......................................................................... 22 4.6 Comparable Sites .......................................................................... 23 4.6.1 57 Queen Street North (Kitchener) ................................................... 23 4.6.2 187 Park Street South (Hamilton) ..................................................... 23 4.6.3 Comparable Site Projected Parking Demand .................................. 24 4.7 Parking Supply ............................................................................... 26 4.7.1 Residential ....................................................................................... 26 4.7.2 Visitor .............................................................................................. 26 4.8 Off-Site Parking ............................................................................. 26 4.8.1 On-Street Parking Supply ................................................................ 28 4.8.2 Downtown Parking Study ................................................................ 28 4.9 Estimated Parking Demand for 282 MacNab ............................... 29

5 Transportation Demand Management .................. 31

5.1 Potential TDM Measures ............................................................... 31 5.1.1 Cycling............................................................................................. 32 5.1.2 SOBI Membership ........................................................................... 32 5.1.3 Transit Pass ..................................................................................... 32 5.1.4 Light Rapid Transit........................................................................... 33 5.1.5 Parking ............................................................................................ 33


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5.1.6 Car-Share ........................................................................................ 33 5.2 TDM Benefits.................................................................................. 34

6 Conclusions and Recommendations .................... 35

6.1 Conclusions ................................................................................... 35 6.2 Recommendations ......................................................................... 37

Appendices Appendix A City of Hamilton Zoning By-Laws Appendix B Comparable Site Parking Survey Data Appendix C Off-Site Parking Survey Data

Figures Figure 1.1: Study Area and Development Location .............................. 2 Figure 2.1: Existing Transit Routes ........................................................ 4 Figure 2.2: Proposed LRT and GO Network .......................................... 6 Figure 2.3: GO Network .......................................................................... 7 Figure 2.4: Proposed Cycling Infrastructure Network ........................ 10 Figure 2.5: Bike Share Stations ............................................................ 11 Figure 2.6: TTS Study Area ................................................................... 13 Figure 2.7: TTS Study Area Mode Share Results ................................ 14 Figure 3.1: Site Plan .............................................................................. 16 Figure 4.1: Hamilton Downtown Boundary Map ................................. 18 Figure 4.2: Comparable Sites Temporal Parking Demand ................. 25 Figure 4.3: On-Street Parking Facilities .............................................. 27 Figure 4.4: Summary of Parking Demand ........................................... 30

Tables Table 4.1: Zoning By-Law Parking Requirements ............................. 19 Table 4.2: ITE Parking Rates ............................................................... 23 Table 4.4: Design Value Estimated Demand ...................................... 24


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1 Introduction

1.1 Overview

Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct a Parking Justification and Transportation Demand Management (TDM) Report for a residential development located at 282 MacNab Street North in Hamilton, Ontario.

Figure 1.1 illustrates the development location.

1.2 Purpose and Scope

The scope of the parking component is to assess the adequacy of the parking supply being proposed for the development and to provide a plan to ensure that the parking is accommodated and managed in a manner that is consistent with the development’s needs.

The scope of TDM component is to outline a clear process for selecting and implementing TDM strategies and also structuring and evaluating the City of Hamilton TDM program.

More specifically, the purpose of the study is:

Review of the City of Hamilton’s Zoning By-law requirements for apartment units;

Provide a technical analysis using secondary source and local parking survey information to estimate the potential parking demand;

Review the adequacy of the proposed parking supply; and

Review and identify potential Transportation Demand Management (TDM) measures that can be implemented for the proposed development.



Figure 1.1: Study Area and Development Location

Study Area and Development Location

Figure 1.1282 MacNab Street North, PJ&TDM Study170064

Source: Google Earth – Imagery Date: 10/10/2016

Subject Site



2 Area Description The proposed development is located on the east side of MacNab Street North, north of Murray Street West in Hamilton, Ontario. The area surrounding the subject site consists of commercial and residential land uses.

2.1 Transit Service

Hamilton Street Railway (HSR) owns and operates the public transit system in Hamilton, Ontario.

2.1.1 Transit Service

The site is located within the Central Neighbourhood of the City of Hamilton, which is one of the most transit accessible locations within the City with a Transit Score of 70 (transit is convenient for most trips)1. At present the development is currently serviced by four transit routes and indirectly by the MacNab Street Bus Terminal that provides significant access to all local routes. The four transit routes are noted as follows:

Route 2 (Barton): This bus route operates between Downtown Hamilton and Stoney Creek in an east-west direction. Monday to Sunday service is operated from 5AM until after 2AM with headways between 6 and 30 minutes.

Route 4 (Bayfront): This bus route operates in Downtown Hamilton and between the north end of the city and the Greenhill area. Monday to Sunday service is operated from 5AM until after 1AM with headways between 15 and 60 minutes.

Route 20 (A Line Express): This bus route operates between Downtown Hamilton and the Hamilton International Airport in a north-south direction. Monday to Sunday service is operated from 5AM until after 7PM with headways of approximately 30 minutes.

Route 99 (Waterfront Shuttle): This bus route operates between Downtown Hamilton and the Pier 8 waterfront area in a north-south direction. Monday to Sunday service is operated from 10AM until after 9PM with headways of 30 minutes.

All HSR transit routes are noted to be Accessible Low Floor (ALF) as the buses serve riders with at-grade entry/exit. Regularly scheduled public transit services are available for users of wheelchairs, scooters, walkers and buses are equipped with front bumper bicycle racks.

Figure 2.1 illustrates the existing transit network.

1 www.walkscore.com/score/282-macnab-st-n-hamilton-on-canada



Figure 2.1: Existing Transit Routes

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2.1.2 Light Rapid Transit

Future transit plans for the City include the implementation of rapid transit corridors throughout the City. A total of five corridors will form Hamilton’s “B-L-A-S-T” network:

B-Line – McMaster University to Eastgate Square (currently operating);

L-Line – Downtown to Waterdown;

A-Line – Downtown to Airport (currently operating);

S-Line – Centennial to Ancaster Business Park; and

T-Line – Mohawk to Meadowlands.

The B-Line was identified in The Big Move, a Regional Transportation Plan, as a Metrolinx “priority” project. The project envisions rapid transit between Eastgate Square and McMaster University via Downtown Hamilton along the Main Street/King Street corridor.

The Benefits Case Analysis (BCA) demonstrates this line will generate positive benefits for Hamilton and the region and will accommodate long-term travel demand growth in the corridor.

The first phase of the line will run from McMaster University to Eastgate Square with construction expected to begin in 20192. At present, the existing A Line service will be expanded/enhanced to provide a direct connection between the area of the subject site and the future LRT. In total, 16 stops will be provided.

The proposed LRT line will link to GO Transit, VIA Rail services as well as walking and cycling trails to help provide sustainable transportation choices to residents of Hamilton. Figure 2.2 illustrates the proposed LRT in relation to the proposed development.

2.1.3 GO Inter-Regional Transit

The development is located immediately adjacent to the West Harbour GO Station. This station is located along the Lakeshore West transit line which currently has two trains in the morning (6:09 am and 6:39 am) going towards Union Station in Toronto, returning in the evening. However, as the surrounding area develops and ridership increases, it is likely additional service will be provided. The existing morning trains towards Union Station are ideal for anyone looking to commute to work and return in the evening. Figure 2.3 illustrates the GO Network’s relation to the site.

2 www.hamilton.ca/city-initiatives/prioritiy-projects/light-rail-transit-lrt



Figure 2.2: Proposed LRT and GO Network

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Figure 2.3: GO Network

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2.2 Pedestrian and Cycling Environment

Barton Street West is the primary east-west major arterial roadway and MacNab Street North is the primary local roadway that will provide access to/from the site. Both of these roadways operate with two-lane two-way configurations with on-street parking permitted in the area, helping to slow on-street traffic.

2.2.1 Pedestrians

Pedestrian sidewalks are provided along both sides of streets through most the study area. Crosswalks, pedestrian pushbuttons, and indicators are provided for all approaches at the signalized intersections within the study area.

The site is located within walking distance of numerous and significant employment, retail, cultural and recreational opportunities providing for a range of destinations for prospective residents of the proposed building that can be readily accessed without the use of a car.

The site is, for instance, located approximately 1 kilometre (a 15-minute walk) of the employment and retail areas centred around the King Street West and James Street North intersection. As well, this site is adjacent to the West Harbour GO Train Station.

The proximity of the site to such a range of amenities and destinations within walking distance serves to reduce the need for residents of the building to travel on a regular basis using a car and, in fact, to own a vehicle.

2.2.2 Cycling

On-road cycling lanes are not provided on MacNab Street North directly in front of the development, however south of Barton Street, MacNab Street is part of a signed shared on-street cycling route. Barton Street West is also part of the shared route. Paradigm reviewed the City’s Shifting Gears3 cycling master plan to determine if cycling facilities are planned in the long term. A review of this report further confirms that on road bicycle facilities are planned for Bay Street North and Strachan Street East. Figure 2.4 illustrates the proposed cycling network near the subject site.

However, as cyclists are permitted to ride on most roads except controlled access highways, the lack of a separate bicycle lane will not prohibit this type of travel, particularly for this development.

The City of Hamilton, in partnership with Social Bicycles, has implemented a bike share program. The bike share program provides bicycles at a number of locations across the Downtown area, including in close proximity to the

3 Hamilton’s Cycling Master Plan 2009, Prepared by for City of Hamilton, 2009.



site, for use by members of the program on a short-term rental basis. Bike share stations located near the site are illustrated in Figure 2.5.

Members are able to pick up and drop off bicycles at different bike share stations, as desired, providing convenient and ready access to an increasingly well used non-automotive travel mode.

The availability of bicycles for use by residents of the building on a short-term rental basis supports the viability of bicycle travel as a convenient alternate travel mode option for people living within the proposed building and general area.



Figure 2.4: Proposed Cycling Infrastructure Network

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Figure 2.5: Bike Share Stations

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2.3 Travel Characteristics

A review of travel characteristic information provided by the 2016 Transportation Tomorrow Survey (TTS) for residents living in the area surrounding the site confirms that a significant proportion of travel undertaken during the morning and afternoon peak periods is undertaken by non-auto means.

Auto-related travel is the predominant mode of transportation for residents of apartment buildings (including condominiums) surrounding the area during peak periods. However, auto trips account for a lower percentage of mode share in this area as compared to other parts of the City. 2016 TTS data for the site area (Figure 26) indicates that approximately 70-72% of trips during peak periods are completed by individuals driving, 8-10% of trips were completed by walking and 9-15% of trips were completed by transit.

Furthermore, a review of historical TTS information over the past 5 years indicates that there has been a steady shift away from in sustainable transportation mode choices for commuting trips within the vicinity of the development during peak hours. Between 2011 and 2016, walking, cycling and transit trips decreased from approximately 51% to 17% during the morning peak and from approximately 36% to 25% during the afternoon peak. This shift in mode choice may be attributed to several things including: ongoing redevelopment/infill market rate development in the area and the affordability of housing in this area attracting new residents with higher rates of auto ownership.

With the development located adjacent to the existing A Line that will provide a direct connection to the LRT along Main Street/King Street corridor, it is expected that the subject development will attract residents that will utilize transit as a primary mode choice for commuting with limited reliance on utilizing or even owning a vehicle.

The recent provision of GO Transit service and the future implementation of the LRT is also expected to further see an increase in transit usage for the immediate area which will create less demand for on-street and off-street vehicle parking areas.

Figure 2.7 outlines historic trends in peak period commuting trip characteristics within the study area.



Figure 2.6: TTS Study Area

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Figure 2.7: TTS Study Area Mode Share Results

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3 Development Concept The 282 MacNab Street North property consists of a rectangular lot located in Downtown Hamilton, within the Central Neighbourhood and bounded by MacNab Street North to the west, the West Harbour GO Train Station to the north, and existing residential/institutional buildings to the east and south.

The development proposal for the site consists of a 13-storey residential building with 110 residential condominium units. The residential development will be marketed to individuals and families that envision living and working in the Downtown core of Hamilton.

Figure 3.1 illustrates the development site plan.

3.0.1 Site Access

Vehicular access to the building’s parking facilities and loading area is proposed via a driveway connection off MacNab Street North. Two separate accesses are proposed, one for the parking garage and one for the surface parking.

Pedestrian access to the proposed building will also be provided from MacNab Street North.

3.0.2 Parking Supply

A total of 51 vehicle parking spaces will be provided through a combination of parking garage and surface parking. The site plan does not currently display the provision of bicycle parking spaces; however. there is space available in the underground parking structure which can be utilized.

3.0.3 Loading Facilities

Residential garbage collection and other building related loading activities are proposed to be accommodated along the west-side of the building, along MacNab Street North. A garbage and recycling staging area and other supporting facilities are located on the ground floor adjacent to the loading area.



Figure 3.1: Site Plan

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4 Parking Methodology A total of 51 parking spaces will be provided through a combination of parking garage and surface parking to service the 110 apartment units.

All parking spaces are proposed to be allocated for residential parking purposes. No on-site visitor parking will be provided given the limited amount of parking able to be provided on-site. The effective residential parking supply ratio is approximately 0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit.

4.1 Zoning By-Law Requirements

Zoning By-law 6593 currently regulates the subject site. Under this By-law, the development is required to provide the following:

1.25 space per residential unit; and

0.25 space per residential unit reserved for visitors.

Under these requirements, the site requires a total of 165 parking spaces. With 51 spaces planned, they are deficient by 114 parking spaces, or 145%.

Zoning By-law 05-200 is the current in-force By-law for the Downtown area within the City of Hamilton. While the subject site is not within the Downtown area, there is a strong case for the site to be included. Figure 4.1 displays the Downtown Hamilton boundaries. The subject site borders the downtown limits and is located adjacent to the West Harbour GO Station. Given this, Paradigm assumed that the site will be included within the Downtown area. The requirements stipulated in the Zoning By-law are outlined in Appendix A. The Downtown area requires the following amount of parking for multiple-unit dwellings:

1.00 space per residential unit greater than 50 square metres; and

0.30 spaces per residential unit less than 50 square metres.

Applying the rates outlined in Zoning By-law 05-200 would require the provision of 94 spaces for residential use. With 51 spaces planned, they are deficient by 43 parking spaces, or 219%.

Table 4.1 summarizes the minimum parking standard calculations for the development under both Zoning By-law 6593 and Zoning By-law 05-200.



Figure 4.1: Hamilton Downtown Boundary Map

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TABLE 4.1: ZONING BY-LAW PARKING REQUIREMENTS

4.2 Urban Hamilton Official Plan

The City’s Zoning By-law 05-200 came into effect in 2005. The criteria provided in the By-law, particularly with minimum parking requirements should have some flexibility with granting a lower parking requirement to reflect the policies set out in Hamilton’s 2014 Urban Official Plan (UHOP) 4 which states:

Policy E.2.3.1.16 “Reduced parking requirements shall be considered to encourage a broader range of uses and densities and to support transit”

Policy E.2.3.1.14 “The Downton Urban Growth Centre shall be designed to accommodate all modes of transportation with a focus on transit and active transportation including pedestrian and cycling trips within the Downtown and between the Downtown and the surrounding Neighbourhoods”

Policy E.4.4.14 “Reduced parking requirements shall be considered in recognition of the high level of transit service to the area designated Downtown Mixed Use.”

The manner in which intensification is to be accommodated is contemplated in a number of Policies within the UHOP. There is a strong focus on the pedestrian environment and an emphasis upon active transportation and transit. As the development proposal places a focus on accommodating a suitable pedestrian environment, one that would encourage active transportation based on the de-emphasis on parking, the site’s location relative to employment, retail, and recreational opportunities, along with a design emphasis on street activity is consistent with the goals set out in the UHOP.

As the UHOP is a guiding document that provides direction and guidance on the management of communities, land use change and physical development, it is important to look at the future requirements as opposed 4 Urban Hamilton Official Plan, February 2014.

Zoning By-Law Units Parking RateParking

RequirementsParking

ProvidedDeficit

6593:General Provisions

1101.25 spaces per unit for residents + 0.25 per unit for visitors

165 51114

(145%)

871.0 spaces per unit > 50 square metres

for residents87

230.3 spaces per unit < 50 square metres

for residents7

5105-200: Downtown

Areas43

(219%)



to the past requirements to maintain and implement the policies developed and to provide a paradigm shift in encouraging residents of the development as well as citizens to consider sustainable mode choices.

Currently in the Downtown, restaurants, drinking establishments and theaters do not require parking (though they may choose to provide it). This should continue to be the case, and consideration should be given to expanding the list of uses to include other land use types to provide flexibility and to further encourage sustainable travel modes. Since the Downtown is the best-served multi—modal location in Hamilton, it makes sense to give new developments this level of flexibility.

The provision of limited parking provides Hamiltonians who may not require such an amenity the option of living in a development that is more equitable and a development that encourages sustainable travel as a primary mode choice.

4.3 Transit Oriented Guidelines

The Transit Oriented Development (TOD) guidelines5 require density through a compact form and promote clustering of mixed uses and higher densities within 400 metres of a transit station area. The guideline also strongly promotes supporting parking reductions in these areas to encourage alternative modes of transportation and reduce dependence on driving as the primary travel mode.

On this basis, the proposed location (within 400 metres of a transit station/future LRT line) and form of development (high density residential) would be consistent with the general intent of the TOD guidelines, thus provides additional justification in providing a reduced vehicle parking supply.

4.4 Residential User Base

In typical condominium buildings in Downtown areas with parking supplies that are consistent with Zoning By-laws, there are three basic residential user groups from a parking perspective:

Indispensable Users

• Residents who have a parking space, own a car and who need to use a car on a recurring basis;

Occasional Users

• Residents who have a parking space, own a car but do not use it on a day-to-day basis to travel during peak periods. The use and need to own a car by this group is discretionary;

5 Transit Oriented Development Guidelines for Hamilton Volume 2, Council Adopted August 2010.



Dispensable Users

• Residents who do not have a parking space and do not have, nor use, a car.

The parking supply that is proposed will provide a parking resource that will logically be utilized by building residents who need a car for day-to-day use - the indispensable users. Such residents would place a priority on buying a parking space as well as a unit within the building at the time of purchase. The proposed parking supply would provide for approximately 46% of all units in the building (assuming 1 parking space per unit) which would satisfy a large portion of building occupants who need to drive on a recurring basis. As noted above the TTS data indicates that about 70% to 72% drive during the peak periods.

Other unit purchasers who do not need to use a car on an ongoing basis would, for the most part, purchase a unit without also purchasing a parking space. Residents of these units would not, particularly given the area’s evolving travel characteristics and the vast array of amenities (employment and recreational facilities), be looking to travel using a car on a recurring basis during peak periods. These residents would be willing, given their current travel behaviour and desire to purchase a unit within the building without a parking space, travel by other means. The occasional need for car usage would be satisfied by other modes within the area such as car-share, Uber or taxi.

To build upon the site’s location and accessibility as well as enhancing the site’s non-auto mobility vision, the development is highly encouraged to implement a TDM plan for the building that will provide, promote and direct prospective residents to pursue travelling without the use of a car, which ultimately will lead to reduced vehicle car ownership for the overall building.

Given the site’s location complemented with a TDM plan, residents are provided with a range of mobility choices that place a strong emphasis on living a car-free lifestyle in favour of sustainable transportation choices.

4.5 Comparison of Parking Requirements

Encouraging compact communities, sustainable transportation choices, and housing affordability are well‐established objectives. However, parking is at the centre of these objectives. Given that high-density represents a large portion of new housing starts in the Downtown area and will remain so over the long term as the population grows, having current and efficient parking requirements are critical to the achievement of a sustainable region and livable neighbourhoods.

The amount of parking required in new high-density developments should reflect current and emerging trends. Transit ridership continues to increase year after year, in part from improved transit service levels as well as future network improvements such as the A Line along James Street North that will provide connections to the LRT on King Street East.



Seattle, Washington has revised its Zoning By-law to include zero minimum parking requirements for multi-residential developments within smaller scale urban villages and within 400 metres of a well serviced transit stop. Parking revisions based on this change allows for a market-based approach to provide parking based on experience and perceived market demand6.

The Institute for Transportation & Development Policy presented a case study7 from 10 European cities that have implemented aggressive parking management strategies that make residential and commercial parking generally less accessible and more expensive, as well as other steps to make neighbourhoods more pedestrian friendly.

Some of the results include:

Significant reductions in private car trips;

Less congestion;

Reductions in air pollution;

Revitalized and thriving town centre; and

Generally improved quality of life.

For residential parking, some European cities are reducing or eliminating minimum parking requirements, particularly in town centres and areas with frequent transit, and in some cases imposing maximum parking provisions.

The European case studies provide evidence that residential parking supply and pricing can have beneficial reductions in vehicle usage, improved modal shares for transit and improved urban landscapes. By applying reduced or even eliminating minimum parking requirements may encourage people to consider other modes of sustainable transportation.

4.5.1 Secondary Source

There are numerous industry associations and institutions that are dedicated to the survey and review of parking requirements related to various land uses. These associations, such as the Institute of Transportation Engineers (ITE), collect, review and disseminate information related to parking demand, supply and appropriate design standards. This data is useful in establishing typical range of requirements.

The ITE parking rates are noted to be significantly lower than Hamilton’s Zoning By-law. One important point to take from this comparison is that many municipalities are gravitating towards lower standards for residential use within a Downtown area. These trends reflect a recognition that

6 The Metro Vancouver Apartment Parking Study, Revised Technical Report dated September 2012. 7 Europe’s Parking U-Turn: From Accommodation to Regulation, Institute for Transportation & Development Policy dated 2011.



sustainable travel options are having an increasing impact on parking rates, as are changes in demographics. Table 4.2 outlines parking rates from ITE.

TABLE 4.2: ITE PARKING RATES

As indicated, the parking supply based on the ITE estimates provides justification that the development’s parking supply of 51 parking spaces is similar to the ITE estimates.

4.6 Comparable Sites

To better understand the actual parking demand that can be expected for a development of this type, a parking utilization survey was reviewed at two different sites with similar land uses to the proposed development.

The parking surveys are provided in Appendix B.

4.6.1 57 Queen Street North (Kitchener)

57 Queen Street North is a seventeen-storey apartment building located in Downtown Kitchener with 168 units with floor plans ranging from 1 bedrooms to 2 bedrooms. The density of this development is noted to be similar to the 282 MacNab Street North site. Even though the site is in Kitchener, it is in a Downtown environment, thus would reflect similar parking requirements given the transit service and amenities near the development.

The parking survey indicates that residential parking demand at 57 Queen Street North was calculated at 0.54 parking spaces per residential unit. Figure 4.2 outlines the parking demand trend.

4.6.2 187 Park Street South (Hamilton)

187 Park Street South is a seventeen-storey apartment building located in Downtown Hamilton with 136 units with floor plans ranging from 1 bedrooms to 2 bedrooms. The density of this development is noted to be similar to 282 MacNab Street North and is located within Downtown Hamilton, thus would reflect similar parking requirements.

The parking survey indicates that residential parking demand at 187 Park Street South was calculated at 0.49 parking spaces per residential unit. Figure 4.2 outlines the parking demand trend.

Parking Rate Parking Requirements222 - High-Rise Apartment (CBD) 110 0.45 spaces per unit 50

UnitsLand Use CodeITE Parking Estimates



4.6.3 Comparable Site Projected Parking Demand

The observed peak resident parking demand based on the two surveyed sites is 0.49-0.54 spaces per unit. The peak resident parking demands are substantially lower than the City of Hamilton’s Zoning By-law requirements of 0.30 to 1.00 spaces per residential unit (Downtown) and 1.25+0.25 space per residential unit (general provision).

Applying the design values of 0.49, 0.54. and 0.52 (average) parking spaces per unit, the potential daily peak parking demand for the subject site would be in the order of 54-59 spaces as outlined in Table 4.4.

TABLE 4.4: DESIGN VALUE ESTIMATED DEMAND

As 57 Queen Street North (Kitchener) and 187 Park Street South (Hamilton) are noted to have similar densities and potentially similar unit sizes, the rate outlined above is expected to be a similar representation of parking demand at the proposed development. It is noted that these locations are located near to transit terminals, but not directly beside them, which is anticipated to further reduce demand for vehicle ownership.

Parking Rate Parking RequirementsApartment (CBD - Kitchener) 110 0.54 spaces per unit 59Apartment (CBD - Hamilton) 110 0.49 spaces per unit 54Apartment (CBD - Average) 110 0.52 spaces per unit 57

Land Use Code UnitsCalculated Design Value



Figure 4.2: Comparable Sites Temporal Parking Demand

Comparable SitesTemporal Parking Demand

Figure 4.2282 MacNab Street North, PJ&TDM Study170064

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4.7 Parking Supply

4.7.1 Residential

Parking requirements should be set based on actual or expected demands with further reductions based on transportation demand management measures or other site-specific conditions. This provides a more holistic approach toward parking supply and parking demand management for new development projects.

As 282 MacNab Street North will be marketed towards individuals and families that want to live-work in the downtown core, attention to the type of development that is proposed is an important aspect in determining an appropriate parking supply. If the site is oversupplied, the development may attract buyers who are unwilling to change to a sustainable travel behaviour which will ultimately impact the design and context of a TOD development.

A reduced resident parking rate is proposed for the development, compared to the Zoning By-law requirements, recognizing the site’s transportation context and its support for providing additional incentive for residents to pursue a low level of car dependent travel while encouraging a high level of sustainable travel.

A total of 51 parking spaces is proposed to support the residential parking needs of the building. The effective resident supply ratio is 0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit which is lower that the Zoning By-law requirements.

4.7.2 Visitor

Due to various constraining factors influencing the design and development of the property, no on-site visitor parking will be provided. It is noted that the area is well served from a transit perspective and there are a number of on-street parking facilities in the area to serve visitor needs.

The location of the development encourages visitors of the site to take advantage of the additional transportation choices such as walking, cycling and transit given no on-site parking will be provided.

4.8 Off-Site Parking

In the event that visitors are unable to use sustainable mode choices to access the site, there are on-street parking locations visitors can utilize. As the primary purpose of these spaces is to provide short-stay parking for visitors to the area and is currently occurring on a regular basis, the use of these spaces for visitors of the development will not have a negative impact to the surrounding neighbourhood, especially given the available capacity in these public parking areas.



Figure 4.3 illustrates the location of on-street parking areas in relation to the proposed development.

Figure 4.3: On-Street Parking Facilities

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4.8.1 On-Street Parking Supply

Paradigm collected evening on-street parking supply data on three weekdays in April 2017 (April 6, 11 and 12). The hours studied were from 4:00 pm to 9:30 pm. The hours were chosen to represent the peak visitor parking hours which would be expected for the area.

In the area illustrated in Figure 4.3 there are an estimated 149 parking spaces including 11 metered parking stalls. The number of parking spaces is an estimate due to no physical parking space markings being present on the roads. The amount of parking varies with an individual’s skill and spatial awareness (i.e. taking two spaces instead of one).

Averaging the three days of parking the busiest period occurred at 8:00 pm, with 71 parking stalls occupied, or approximately 48% of the available supply. Looking at the 3 days individually, the busiest period recorded occurred at 9:00 pm on April 6th, with 74 stalls occupied (50%).

Within the study area, some streets are more utilized than others, James Street North had 100% of its available parking utilized at one point during each day of study, along with MacNab Street North (from Murray Street West to Barton Street West), and Murray Street West (from MacNab Street North to James Street North). The most underutilized section of parking was found to be Stuart Street (from Bay Street North to MacNab Street North), which has a peak parking demand of 13 out of 46 stalls (28%). With this area being reasonably close to the subject site (less than 100 metres), the available parking capacity along Stuart Street will be able to support the visitor parking needs of the proposed development.

4.8.2 Downtown Parking Study

MMM Group conducted a parking study for the City of Hamilton in March 20138 that assessed the Downtown parking supply and the parking demand. The study analyzed municipal parking lots/garages, privately owned public parking lots/garages, privately operated parking lots/garages, and on-street parking spaces to determine the total Downtown supply.

The result of this study found that there was a large surplus of capacity in the Downtown area as the peak parking utilization was only 68%. It also found that the utilization of the Downtown parking infrastructure decreased by 8% over a 9-year period. This trend could be attributed to on-going improvements to the City’s transit network as well implementation of transportation demand management strategies.

It is understood that some of these off-site parking lots maybe developed and replaced with infill developments. Given that there is a large surplus of parking within the overall Downtown core and residential development have off-peak parking demands, the development of a handful of these parking

8 Downtown Hamilton Parking Study and Parking Garage Assessment, Prepared for City of Hamilton by MMM Group dated March 2013.



areas will not have a significant impact to the overall availability of parking for visitors of the proposed development.

Nevertheless, the MMM Group study has recommended that the City investigate the feasibility of providing additional parking garages particularly in the area of King Street West and Bay Street to address the possibility of infill developments.

4.9 Estimated Parking Demand for 282 MacNab

The proposed site provides for a total of 51 parking spaces that equates to a parking ratio of 0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit. The parking requirement for the development under the City of Hamilton’s Zoning By-laws range from 94 parking spaces (Downtown) to 165 parking spaces (general provisions). To fully satisfy these requirements, the proposed parking supply would need to increase by a further 43 to 114 parking spaces.

Paradigm’s approach to the overall parking supply for 282 MacNab Street is to adopt parking ratios that recognize empirical evidence that parking demand has many factors and varies according to household size, income, auto ownership, and locational factors such as proximity to other uses and availability of multiple transportation mobility options.

To estimate the potential parking demand of the proposed development, three methods have been utilized and are discussed in detail above. The proposed development is estimated to have weekday parking demands ranging from 50 to 165 spaces depending upon the method used.

The design value (surveyed sites) is the best predictor of the parking demand as this data is representative of demand at local sources. Parking survey data was reviewed at two separate sites with land uses similar to the proposed development and located within a Downtown environment.

The surveys demonstrate that parking demand at higher density development in Downtown environments is well below the requirements stipulated in the City of Hamilton’s Zoning By-laws and are more in-line with the demands outlined in the ITE guidelines for high density developments located in Central Business Districts. Collected data at the survey sites are further supported by the vehicle ownership rates and mode split characteristics of apartment units within the immediate area.

Figure 4.4 provides a summary of the parking required for different methodologies.



Figure 4.4: Summary of Parking Demand

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5 Transportation Demand Management Transportation Demand Management (TDM) refers to ways of making the capacity of our roads more efficient by reducing vehicle demand. TDM approaches consider how people’s choices of travel mode are affected by land use patterns, development design, parking availability, parking cost, and the relative cost, convenience and availability of alternative modes of travel. Various TDM strategies are used to influence those factors so that the alternatives are more competitive with driving alone and potentially reduce reliance on motor vehicles.

TDM strategies at a development can be divided into two basic categories.

Pre-occupancy: things that need to be done while a development is being designed and built, and

Post-occupancy: things that can be done once people are using the development.

The pre-occupancy actions are critical because they are most likely to determine how attractive, convenient, and safe alternative travel will be once the site is occupied. Before a site is occupied, or during a remodel/ renovation, it can be designed to be convenient and safe for pedestrians and cyclists, and vehicle parking can be provided to meet but not exceed demand.

After the development is built, incentives can be offered, but those incentives will not work as well if the site and its surroundings are oriented to motor vehicles. The incentives generally include subsidies to use transit or rideshare and information about where and how to use alternatives.

TDM is one of the tools that municipalities are using to create a more vibrant and sustainable community.

5.1 Potential TDM Measures

A TDM plan is proposed to be adopted and implemented for prospective residents to enhance their ability to travel, to as a great degree as possible, without the use of an automobile, thereby reducing the need for residents to own a car.

The development offers an environment where convenient transportation options are available for area residents, including public transit, bicycle network connection and a range of employment, retail, activity centres and amenities located within a 20 to 30-minute walk. These factors combine to allow for a reduced need for residents to own a vehicle and are strongly supportive of the development of a building with a reduced residential parking supply.

Details of the TDM plan will be further refined as the development matures and travel trends stabilize for the site. A summary of the main components of



the plan is provided where the development will engage to maximize prospective residents’ abilities to take advantage of the non-automotive travel opportunities offered.

5.1.1 Cycling

By providing additional opportunities and safeguards for residents that choose to travel to/from the development through cycling, sustainable transportation and a reduction in automobile trips and parking requirements is expected to occur.

The City’s TDM policy provides guidelines with regard to the amount of bicycle parking that should be provided. Based on the City’s guidelines:

Long Term: 0.50 to 1.25 spaces per unit.

Short Term: 0.05 to 0.20 spaces per unit.

The development has not identified how much bicycle parking will be provided on site. Based on the City’s guidelines, a minimum of 55 long term bicycle parking spaces should be provided in a secure location on site. A location within the underground parking structure would be preferred by allowing bicycles to be stored securely and in a covered location. The building should look to add additional bicycle parking based on demand from the tenants.

Additionally, a minimum of six (6) short term bicycle parking spaces should be provided for visitors to the site. These parking spaces should be located close to the main building entrance, in a highly visible, well lit area.

5.1.2 SOBI Membership

The City of Hamilton, in partnership with Social Bicycles, has implemented a bike share program in Hamilton. The program operates a system of 750 bicycles at over 100 stations throughout Hamilton. Three stations are located within 100 metres of the proposed development providing easy access to bicycles for use by the proposed development and local community.

The development should consider providing discounted SOBI membership rates to residents to assist in establishing use of the service at the outset of the project to promote non-automobile ownership to prospective residents.

5.1.3 Transit Pass

Coordinating a discounted group HSR and/or GO Transit pass program for first time purchasers reinforces and supports the non-automobile dependent travel character of the building and is an attractive incentive for residents to establish the habit of taking transit for day-to-day travel needs from the outset of building occupancy.



Together the TDM plan and the site’s transportation context will provide residents with a range of mobility choices other than a privately-owned vehicle and supports the provision of a reduced parking supply in the building.

5.1.4 Light Rapid Transit

The B-Line was identified in The Big Move, a Regional Transportation Plan, as a Metrolinx “priority” project. The project envisions rapid transit between Eastgate Square and McMaster University via Downtown Hamilton along the Main Street/King Street corridor.

Transit oriented development does much more than just shift automobile trips to transit. People who live or work in communities with high quality public transit tend to own fewer automobiles and drive fewer annual miles than they otherwise would. With the development located adjacent to both a future LRT corridor, and walking distance to the West Harbour GO Station, it is expected that the subject development will attract residents that will utilize high order transit for primary commuting options rather than automobiles which supports the provision of a reduced parking supply.

5.1.5 Parking

The City’s TDM Policy provides guidelines indicating that reducing parking spaces should not exacerbate any current parking issues; however, reducing the number of parking spaces should be explored to further encourage residents to utilize alternative modes of travel.

To further encourage residents to utilize sustainable travel modes, the development could consider selling parking spaces separately from the cost of a unit. This is more equitable and efficient, since occupants are not forced to pay for parking they do not need and allows consumers to adjust their parking supply to reflect their needs. This is an important factor that supports providing a reduced parking supply as residents are notified at the onset of the project that parking will be on a limited basis and will be provided as an additional cost in lieu of the price to purchase a unit. If residents are unwilling to change their travel behaviour, they will not purchase a unit.

5.1.6 Car-Share

Car sharing is recognized in the City’s TDM policy as a means of reducing automobile dependence by providing access to a car on an as-need basis and reducing the need to own a vehicle. The provision of secured car-share spaces in private lots can result in a reduction in residential parking requirements.

Car-share appeals to a broad range of households from young urban professional to families who want a lifestyle that is not tied to owning and maintaining a private vehicle, but also want to retain the option to drive for primarily non-work trip purposes.



Currently there is only one carshare vehicle located within 500 metres of the site. New vehicles are added on a demand basis and with support from local businesses/residential complexes (provision of parking space).

The TDM plan could consider providing car-share vehicles within walking distance of the site if residents find the current supply of vehicles is insufficient to meet there needs. Access to the developments parking structure will have controlled access for security reasons. As car-share vehicles would not be exclusive to tenants of 282 MacNab Street, providing a car-share parking space within the development would not be feasible.

5.2 TDM Benefits

The existence of these options does not necessarily ensure they will be utilized. However, these alternatives are considered to provide significant encouragement to those residents willing to make the change to sustainable transportation, and certainly, are made more enticing, given the fact that parking will be at a premium in terms of cost and provided on a limited basis.

The provision of discounted transit and bike share passes to future owners, unbundling of parking spaces, car share spaces and a sufficient amount of bicycle storage, represents key measures for high-density developments that embrace innovative solutions to travel demand and is ideally located in part of the City to allow such strategies to be successful. The subject lands are in a location where alternative transportation modes are strongly encouraged and provide a holistic approach to TDM to be supportable particularly for this development.

Conventional parking policies that encourage ample free parking, or municipal requirements that allow minimum parking requirements can lead to a self-perpetuating cycle in which increasing the supply of parking leads to increased demand. Plentiful parking encourages people to buy more cars and more cars leads cities to require even more parking spaces.

By changing the way developments are built, residents looking to purchase a unit have a real choice to make, change the way they travel or choose to not purchase a unit.



6 Conclusions and Recommendations

6.1 Conclusions

The proposed parking supply consists of 51 parking spaces and is potentially under-supplied by 114 spaces based on the in-force Zoning By-law 05-200.

Paradigm’s approach to the overall parking supply for 282 MacNab Street North is to adopt parking ratios that recognize empirical evidence that parking demand has many factors and varies according to household size, income, auto ownership, and locational factors such as proximity to other uses and availability of multiple transportation mobility options.

The development will be constructed to provide housing options to Hamiltonians within a complete community that would be sustainable given the multiple number of transportation options available. This is of importance as the lands are located near the existing A Line Express transit service that will provide a connection to the LRT Line along the Main Street/King Street corridor and located directly beside the West Harbour GO Station, these combined will provide efficient transit service locally and regionally.

Hamilton’s Urban Official Plan (UHOP) Policies E.2.3.1.14 and E.2.3.1.16 emphasize that all forms of transportation are to be encouraged and that reduced parking standards shall be contemplated to encourage a broader range of land uses and densities to support transit. The proposed development is considered to balance these parking and transportation policy objectives, through a combination of a parking structure, bicycle parking and overall density of the development that support the existing and extensive transit system within the City of Hamilton.

The development will be transit supportive and promote active transportation achieving this intent primarily by taking advantage of its geographical location. It will also introduce a significant portion of the residential population of the development to maximize the benefits of the site’s walkable access to a comprehensive and integrated transit system. As the development promotes the use of other modes of transportation through limited on-site vehicle parking and access to safe and covered bicycle parking, the development plays a significant role in setting an example for residents to consider non-automotive travel if they chose to purchase a unit.

Development of 282 MacNab Street North is the ideal opportunity to take full advantage of the TDM approach and providing a Transit Oriented Development (TOD) inspired site. While it is noted that many of these measures are untested in Hamilton, the location of the development provides significant merit to consider these strategies. This approach has demonstrated that the parking dispensation (0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit.



) for the development is supportable for the following reasons:

A review of other municipalities and rates found within the ITE Parking Generation 4th Edition has shown trending towards the removal of parking minimum within Zoning By-laws. Parking variances are also granted on a case-by-case basis for developments that meet certain criteria such as proximity to higher order transit, provision of quality bike facilities and/or car share programs. This approach is setting a precedent for becoming a best practice in certain parking management strategies. The development generally satisfies many of these criteria.

The development is located on the existing A Line Express transit service that will connect to the LRT line along Main Street/King Street corridor and adjacent to the West Harbour GO Station. Construction of this line is anticipated to begin in 2019. The site therefore falls within the City’s TOD guideline area. The TOD is a high intensive development area within a 400-metre radius to a transit station area that promotes use of existing and future transit infrastructure and discourages auto oriented uses.

Within the context of being located in a TOD area, the land use lends itself to being less reliant on auto use where residents and visitors can take advantage of the additional transportation choices such as walking, cycling and transit. It is expected that the land use will generate a reduced resident parking demand due to the locale in combination with the proposed overall design and marketing strategy of the project.

The development will be marketed towards individuals and families who prefer living in a Downtown setting with a strong support for using non-automotive travel modes.

Residents who do not need to use a car on an ongoing basis would, for the most part, purchase a unit without purchasing a parking space. The occasional need for car usage would be satisfied by other methods available within the area such as car-share, or taxi services such that vehicle ownership would not need to occur.

All parking spaces are proposed to be allocated for resident parking purposes. No on-site visitor parking is to be provided given the limited amount of parking provided. Such activity will be met within the available off-site public parking facilities.

The proposed parking supply would provide parking for approximately 46% percent of all units in the building which would satisfy a large portion of current area residents who need to drive on a recurring basis (approximately 70 – 72%) during peak periods.

There are 149 existing parking spaces available within an approximate 200 metre radius of the development. During weekday evenings (peak visitor parking demand), on-street parking observes a maximum parking utilization of 50%.



There is an established sidewalk network through the neighbourhood which provides good connectivity to surrounding communities and is within walking distance of several services, shops and employment opportunities that could substantially minimize the demand for private car ownership.

Alternative transportation options provide significant encouragement to residents within the building to explore alternative options given the fact that parking will be at a premium in terms of cost and provided on a limited basis.

To complement and build upon the developments location and accessibility as well as enhancing the non-auto dependent mobility of prospective residents, the development is encouraged to adopt various TDM measures. Key potential elements may include:

• Adoption of marketing strategy that emphasizes car-free lifestyle;

• Provision of car-share spaces within walking distance of the site;

• Provision of secure and convenient bicycle parking spaces and bicycle maintenance facility in the building that meet the requirements stipulated in the City’s TDM policy; and

• Provision of discounted transit and bike share passes for residents of the building during the first year.

The proposed reduced parking supply is considered appropriate to meet the base parking needs of the future residents who need to own a car for the purposes of day-to-day travel.

If residents are unwilling to change their travel behaviour, they will not purchase a unit.

The development is considered an innovative, adaptive development which successfully balances intensification and promotion of non-automotive use which are both compatible and respectful of the existing character of the area.

6.2 Recommendations

Based on the findings of this study, it is recommended that:

The City of Hamilton recognize the conclusions drawn above;

The City of Hamilton support the proposed Zoning By-Law variance to allow the provision of 51 parking spaces for the development (0.58 parking spaces per unit and units less than 50 square metres at 0.33 parking spaces per unit);

The development increase bicycle parking supply to at least meet the City’s minimum requirements of 61 spaces (55 long-term and six (6) short-term), and provide additional spaces as demand dictates; and



To promote alternative modes and further reduce the risk attached to reduced parking ratios, the owner develops and implement a TDM plan with the measures identified herein.


Paradigm Transportation Solutions Limited | Appendices

Appendix A

City of Hamilton Zoning By-Laws



Appendix B

Comparable Sites - Parking Survey Data

Occupied Rate Occupied Rate Occupied Rate3:30 63 0.38 79 0.47 71 0.424:30 70 0.42 62 0.37 66 0.395:30 83 0.49 66 0.39 75 0.446:30 82 0.49 70 0.42 76 0.457:30 92 0.55 79 0.47 86 0.518:30 93 0.55 83 0.49 88 0.529:30 91 0.54 89 0.53 90 0.54

10:30 91 0.54 91 0.54 91 0.54Maximum Observed 93 0.55 91 0.54 91 0.54Minimum Observed 63 0.38 62 0.37 66 0.39Average Observed 83 0.49 77 0.46 80 0.48

57 Queen Street North - Residential Parking Utilization Survey (168 Units)

Time Ending Weekday Weekend Average

Occupied Rate Occupied Rate Occupied Rate Occupied Rate7:00 69 0.51 66 0.49 65 0.48 67 0.497:30 64 0.47 59 0.43 60 0.44 61 0.458:00 57 0.42 53 0.39 56 0.41 55 0.418:30 56 0.41 50 0.37 51 0.38 52 0.389:00 50 0.37 47 0.35 47 0.35 48 0.35

11:00 44 0.32 44 0.32 47 0.35 45 0.3311:30 44 0.32 43 0.32 43 0.32 43 0.3212:00 46 0.34 42 0.31 49 0.36 46 0.3412:30 49 0.36 41 0.30 44 0.32 45 0.3313:00 49 0.36 39 0.29 45 0.33 44 0.3316:00 49 0.36 43 0.32 51 0.38 48 0.3516:30 48 0.35 44 0.32 52 0.38 48 0.3517:00 49 0.36 46 0.34 51 0.38 49 0.3617:30 46 0.34 49 0.36 54 0.40 50 0.3718:00 47 0.35 53 0.39 51 0.38 50 0.3718:30 52 0.38 56 0.41 54 0.40 54 0.4019:00 53 0.39 54 0.40 53 0.39 53 0.3919:30 59 0.43 56 0.41 54 0.40 56 0.4120:00 56 0.41 61 0.45 61 0.45 59 0.44

Maximum Observed 69 0.51 66 0.49 65 0.48 67 0.49Minimum Observed 44 0.32 39 0.29 43 0.32 43 0.32Average Observed 51 0.38 48 0.36 51 0.38 50 0.37

187 Park Street South - Residential Parking Utilization Survey (136 Units)

Time EndingDay 1 Day 2 Day 3 Four Day Average



Appendix C

Off-Site – Parking Survey Data

Date: Thursday April 6 2017

Section Location 4:00 4:30 5:00 5:30 6:00 6:30 7:00 7:30 8:00 8:30 9:00 9:301 Stuart Street ‐ Bay St N to MacNab St N 2 2 4 3 3 3 3 2 2 2 3 32 MacNab Street ‐ Stuart St to Murray St W 5 5 6 4 8 7 7 7 8 8 8 83 Murray Street W ‐ Bay St N to MacNab Street N 15 19 21 20 18 19 22 25 24 26 24 234 Murray Street W ‐ MacNab St N to James St N 9 11 10 10 8 12 14 13 12 12 13 125 James Street N ‐ Murray St W to IBI Group (See Map) 0 0 0 0 0 1 1 1 1 2 2 26 Park Street North ‐ Murray St W to Barton St W 2 1 0 1 1 3 3 2 2 2 2 27 MacNab Street N ‐ Murray St W to Barton St W 5 6 5 3 6 7 7 7 5 5 5 48 James Street N ‐ Murray St W to Barton St W 5 5 5 5 8 8 8 7 7 7 9 99 Barton Street W ‐ Park St N to MacNab St N 6 8 6 6 7 7 6 7 8 8 8 710 Barton Street W ‐ MacNab St N to James St N 0 0 0 0 0 0 0 0 0 0 0 0

Total 49 57 57 52 59 67 71 71 69 72 74 70

Date: Tuesday April 11 2017


Total 62 58 59 59 56 60 60 66 71 67 60 59

Date: Wednesday April 12 2017


Total 60 61 67 58 60 66 71 71 71 66 64 67

282 macnab street north, hamilton parking ... - urban design · development of 282 macnab street...

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