Parking Assessment Proposed Mixed-Use Residential Development. 177 Cross Avenue Town of Oakville. Prepared For: Ontario Inc.

Transcription

1 Proposed Mixed-Use Residential Development Town of Oakville Prepared For: Ontario Inc. April

2 PROJECT TEAM MEMBER LIST Project Manager: Derek Dalgleish Technical Staff: Josie Li

3 TABLE OF CONTENTS 1.0 INTRODUCTION SITE CONTEXT LAND USE SITE ACCESS PARKING TRANSIT RESIDENTIAL PARKING INDUSTRY PARKING GUIDELINES MUNICIPAL BY-LAW REQUIREMENTS TTS HOUSEHOLD VEHICLE OWNERSHIP CHARACTERISTICS SUMMARY PARKING FOR ASSISTED LIVING CAR-SHARE OPPORTUNITIES COMMERCIAL PARKING MUNICIPAL BY-LAW REQUIREMENTS TTS TRAVEL CHARACTERISTICS SHARED USE OPPORTUNITIES INDUSTRY GUIDELINES MUNICIPAL BY-LAW REQUIREMENTS POLICIES IN SUPPORT OF REDUCED PARKING REQUIREMENTS SWITCHING GEARS, OAKVILLE TRANSPORTATION MASTER PLAN PLACES TO GROW PARKING REQUIREMENTS FOR 177 CROSS AVENUE APPROPRIATE PARKING RATIOS DEVELOPMENT ASSUMPTIONS PARKING REQUIREMENTS... 19

4 Town of Oakville Page INTRODUCTION MMM Group was retained to complete a traffic impact assessment and parking review for a proposed residential mixed-use development at in the Town of Oakville. With respect to parking, the Town of Oakville Comprehensive Zoning By-law provides a general parking supply policy that is requested by Transportation Services staff for all development proposals in the Town. Within the Town there is however, reason to expect variation in parking requirements as a result of several factors. An appropriate local parking requirement will take into account those factors that influence the need for off-street parking related to a residential development. In general, off-street parking requirements for residential uses are influenced by: Dwelling size (i.e., the number of bedrooms); Household size (i.e., person per unit); Household income; Vehicle ownership; Location; Transit availability; and Alternative parking opportunities (e.g., on-street). Moreover, the appropriate parking requirement for commercial lands uses within a residential mixeduse building is influenced by: Specific land use (i.e., restaurant, retail, office); Unit size (i.e., GFA); Nature of the proposed use (i.e. ancillary uses serving those in the immediate vicinity, or specialized uses serving a broader area). This parking report includes a brief summary of the proposed development and site context, a review of parking demand and supply for similar uses and locations, a review of policies in support of a reduced parking supply for the subject site and a recommended on-site parking supply for the proposed development at. MMM s rationale in support of the proposed resident parking supply rate for relates to: Provincial and Town policy direction regarding the Mid-Town Growth Centre and increased use of alternative travel modes; existing and anticipated future conditions in the area; industry standards and guidelines; comprehensive review of parking supply requirements in other GTA municipalities, including best practices from other municipalities and conditions in centres that are similar to the future planned Mid-Town (e.g., Scarborough City Centre, Mississauga City Centre); comprehensive review of TTS data for automobile ownership and transit use at similar locations in the Greater Toronto Area (GTA), including Oakville; shared use opportunities;

5 Town of Oakville Page 2 car-share opportunities; assumptions regarding the mix of uses, based on other similar projects known to MMM; and Currently contemplated uses, including condominium residential, assisted living residential, restaurant, service commercial/office, and ancillary retail. Information used in the assessment of the proposed development includes: 2006 Transportation Tomorrow Survey (TTS) data; Parking Generation, 3rd Edition, ITE; Parking, The ENO Foundation for Transportation, 1990; Shared Parking, Second Edition, The Urban Land Institute (ULI), 2005; Town of Oakville, Switching Gears, Transportation Master Plan, Final Report, February 2013; Town of Oakville, Livable Oakville Plan, Office Consolidation, September 7, 2012; and Town of Oakville Comprehensive Zoning By-law

6 Town of Oakville Page SITE CONTEXT 2.1 Land Use The proposed development site is located on the northwest quadrant of Cross Avenue and Argus Road. The site is located in the heart of Oakville s Mid-Town Urban Growth Centre, and directly across from to the Oakville GO station. The site is currently zoned C3A, permitting a range of commercial uses. The proposed new development comprises three residential condominium towers with retail at grade, and commercial/office uses at the podium level. One of the residential towers may include apartments geared toward assisted living. At this stage, the proposed number of units and commercial floor area are still under consideration. For the purposes of this assessment, the development statistics are assumed to be the following: Residential 720 units in 3 towers, comprising 60% Bachelor 30% 1-Bedroom 8% 2-Bedroom 2% 3-Bedroom Office 3,045 m 2 General commercial 3,045 m Site Access Access to the site will remain as is, with two driveways on Argus Road. A third existing driveway on Cross Avenue will be eliminated. 2.3 Parking The Town of Oakville Comprehensive Zoning By-law requirements for commercial uses within the C3A Zone is 1 space/40 m 2 GFA. This is a blended rate applicable to mixed-use buildings, that takes into account the potential for shared parking between various commercial land uses. The applicable parking requirement for residential uses is 1.75 spaces/unit for residents, plus 0.25 spaces/unit for visitors. 2.4 Transit Transit service levels and the convenience and availability of transit to residences at a site are key considerations when establishing an appropriate supply of parking. Based on existing services, future residents, employees and visitors of the proposed residential mixed-use development at 177 Cross will enjoy excellent access to transit that will only improve over time with the realization of planned transit improvements in the vicinity of the site.

7 Town of Oakville Page 4 Oakville Transit Existing bus stops are located along Cross Avenue at the Argus Road intersection, at the southwest corner of the site. Oakville Transit currently operates 14 bus routes servicing this location, as detailed in Table 1. Table 1 Existing Oakville Transit Service Route To-From Frequency 4 Speers/Cornwall Bronte GO Clarkson GO All day 10 West Industrial Oakville GO Bronte GO Morning/afternoon 15 Bridge Oakville GO South Oakville Centre All day 17 Kerr Oakville GO Church & Dunn All day 18 Glen Abbey South Oakville GO Glen Abbey & 3 rd Line Morning/afternoon 28 Glen Abbey North Oakville GO Glen Abbey & 3 rd Line All day 1 Trafalgar Oakville GO Uptown Core All day 13 Westoak Trails Oakville GO Bronte GO All day 19 River Oaks Oakville GO Uptown Core All day 20 Northridge Oakville GO Uptown Core All day 24 South Common Oakville GO South Common All day 26 Falgarwood Oakville GO Lancaster & Grosvenor All day 120 East Industrial Oakville GO Winston Park Morning/afternoon 190 River Oaks Express Oakville GO Glenashton & Trafalgar Morning/afternoon GO Transit The Oakville GO station is immediately south of the site, across Cross Avenue, and is a very short and convenient walk for future residents. The Oakville GO station is located along the Lakeshore West line which offers all-day train service between Union GO and Hamilton GO stations. Service frequency is generally 30 minutes throughout the day, from 5:30 a.m. to 11:30 p.m.; and 15 minutes during the morning and afternoon peak periods in the peak direction. The Oakville GO station is the transit hub of the Town of Oakville and is the busiest of the station in the GO Rail network (with the exception of Union Station). The Oakville GO station connects to Oakville Transit, VIA Rail, and Care-A-Van accessible transit. A future high-order transit (i.e. BRT) corridor is planned on Trafalgar Road, and will provide highfrequency bus services to and from the Oakville GO station, with future connections to the planned Dundas Street BRT corridor and Highway 407 Transitway. The Oakville GO station has over 2,700 parking spaces; and has kiss and ride, taxi, and bicycle parking facilities. GO Transit also offers designated carpool parking at the Oakville GO station. Carpooling to GO with one driver and one passenger allows commuters to share the cost of driving and reduce parking hassles with designated parking.

8 Town of Oakville Page RESIDENTIAL PARKING To determine an appropriate residential parking ratio for, MMM completed a thorough review and analysis of industry guidelines, local parking variation, and 2006 Transportation Tomorrow Survey data for factors that contribute to the need for off-street parking including housing type, average household size and vehicle ownership for areas within similar built forms, household traits and travel opportunities. 3.1 Industry Parking Guidelines 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, collect, review and disseminate information related to parking demand, supply and appropriate design standards. This information is useful in establishing average requirements, as well as the typical range of requirements. This section briefly highlights industry findings related to residential condominium parking requirements. Demand The accepted industry standard for the determination of potential parking demand is the Institute of the Transportation Engineers Parking Generation. ITE provides information for a variety of land uses, including residential use. As published in Parking Generation, 3rd Edition, ITE, the average weekday peak period parking demands related to the residential condominium/townhouse is 1.46 vehicles per dwelling unit (Land use category 230). Appendix J of Parking, by the ENO Foundation for Transportation, presents a summary of comparative peak parking demands and ITE parking generation rates. That information clearly establishes that average peak parking demand ranges from 0.46 to 1.11 occupied parking spaces per residential unit, depending on location. The information also establishes the relationship between parking demand and factors such as location and unit size. For example, locations in Central Areas are shown to generate less demand than suburban locations and smaller units generate less demand than larger units. These established relationships are the result of related household factors such as size, income and auto ownership, and location factors such as proximity to other uses, availability of and opportunities to use alternative travel modes and, in some instances, alternative off-site parking opportunities. These relationships are re-iterated in Shared Parking by the Urban Land Institute. The recommended parking ratios for residents in owned units in suburban locations are 1.7 spaces/unit. An adjustment of about 80 percent to reflect auto ownership is appropriate for locations that are not downtown, but well served by transit, reducing the ratio to 1.4 spaces/unit. Adjustments as low as 50 percent appear to be appropriate for urban CBD (central business district) locations, reducing the ratio to 0.85 spaces/unit. For visitor parking, 0.15 spaces/unit is recommended.

9 Town of Oakville Page 6 The Ontario Ministry of Municipal Affairs and Housing commissioned The Potential Impact of Intensification on Parking Needs, which included extensive survey of parking demands in urban and suburban communities across the City of Toronto. The study found that peak parking demand for residential multi-unit development in Toronto varies from 0.32 to Supply Surveyed zoning requirements for off-street parking (i.e., supply) are also summarized in Parking, by the ENO Foundation for Transportation. Based on the survey information, supply requirements for residential development of this type range from 0.50 to 2.00 parking spaces per residential unit. One parking space per residential unit is the most common zoning requirement for parking supply. Design Standard It is common practice to design parking facilities to accommodate 85th percentile demand, rather than the average. ITE design requirements, based on the 85th percentile demand from extensive parking surveys, suggest that typical suburban residential condominium design demand is 1.41 parking spaces per unit. The same industry publication suggests that depending on location an acceptable parking design standard for residential development of this type is in the range of 0.59 to Municipal By-Law Requirements The Town of Oakville Comprehensive Zoning By-law requires 1.75 residential parking spaces per unit for condominium units in apartment buildings. Oakville is in the process of updating its zoning by-law. MMM completed a review of the new draft by-law parking by-law requirements, as well as zoning by-laws in other jurisdictions for comparison purposes. Table 2A presents the findings from MMM s review of residential parking requirements in various municipal zoning by-laws. The requirements are for resident parking spaces and are exclusive of visitor parking. Based on the review, the range of residential parking supply requirements ranges from 0.3 to 1.75 spaces/unit for condominium apartment units. As is evident from Table 2, variation in parking supply requirements relates to unit size and location factors. Oakville s existing by-law requirements for apartment units are at the upper limit of the observed range.

10 Town of Oakville Page 7 Table 2A Comparison of Residential Parking Standards Municipality/Location Use Resident Parking Spaces/Unit Oakville Condominium 1.75 Oakville New Draft By-law Apartment Building 1.5 Toronto Apartment Building 0.3 to 0.8 for Bachelor 0.5 to 0.9 for 1-bedroom 0.8 to 1.0 for 2-bedroom 1.0 to 1.2 for 3- or more bedroom Hamilton Downtown Multiple Dwelling for GFA < 50m 2 Hamilton Multiple Dwelling for GFA < 50m 2 London Apartment Markham Apartment 1.50 Markham Centre Residential 1.00 Mississauga Condominium Apartment Dwelling 1.00 for Bachelor 1.25 for 1-bedroom 1.4 for 2-bedroom 1.75 for 3-bedroom Mississauga Downtown Apartment Dwelling 1.0 Core North York City Centre Residential 0.90 Scarborough City Centre Residential 1.00 Kitchener Downtown Dwelling Unit 1.0 Kitchener Dwelling Unit 1.0 Burlington Apartment Building 1.25 for 1-bedroom 1.50 for 2-bedroom 1.75 for 3- or more bedroom Range of Zoning Requirements - Apartments Notes: Parking requirement is exclusive of visitor parking. Additionally, the approved parking rates at Rain Condos located at 521 Kerr Street were sampled for comparison purposes. Rain Condos consist of 533 residential condominium units, and 931 m 2 of retail at grade. The approved parking rates are 1.25 spaces per unit for residents, and 0.25 spaces per unit for shared use between visitors and commercial parking. This example supports shared use parking reductions for residential visitor and retail uses, and a slight reduction from the zoning by-law requirement. 3.3 TTS Household Vehicle Ownership Characteristics MMM used the 2006 TTS data to examine existing travel characteristics and household traits in the area of Oakville where the subject site is located and in other areas of the GTA where there is a greater concentration of apartments and good access to transit.

11 Town of Oakville Page 8 TTS data reveals that average household vehicle ownership in Oakville is 1.26 vehicles for apartment dwellings. This is notably lower than the average household vehicle ownership of 2.00 vehicles for all dwelling types. MMM also considered other areas in the GTA that are similar to the future planned Midtown Core in Oakville. Specifically, Mississauga Downtown Core and Scarborough City Centre were chosen since they are core areas with comparable levels of development density and transit provisions. Comparatively, Mississauga Downtown Core and Scarborough City Centre have a slightly lower average vehicle ownership per household for apartment dwellings. The average household vehicle ownership in these comparable areas of the GTA is 1.20 vehicles per household. 3.4 Summary To determine an appropriate parking supply for, MMM completed a thorough review and analysis of industry guidelines, local parking variation, and 2006 Transportation Tomorrow Survey data for factors that contribute to the need for off-street parking including housing type, average household size and vehicle ownership for areas with similar built forms, household traits and travel opportunities. That review is briefly summarized in Table 2B. It is evident that the current Oakville Zoning By-law requirement for residential condominium parking supply exceeds the upper limit of the range of parking demand in each measure and that in many cases the Oakville requirement is considerably higher. With the exception of the City of Mississauga (city-wide) Zoning By-law requirement of 1.75 parking spaces per unit for residential condominium units with 3 or more bedrooms, Oakville s current requirements also exceed typical parking supply requirements for residential condominium apartments. Table 2B Summary Comparison of Parking Requirements for Residential Condominium Apartments Measure Vehicles per Residential Unit Demand: Average peak parking demand from ITE 0.46 ULI recommended parking ratios Average peak parking demand in Toronto Average vehicle ownership in Oakville (apartments) 1.26 Average vehicle ownership in Mississauga Downtown Core (apartments) 1.20 Average vehicle ownership in Scarborough City Centre (apartments) 1.20 Supply: Most Common Zoning By-law requirement from ITE 1.0 ITE suggested parking design standard Average Zoning By-law requirement for select GTA municipalities Oakville Zoning By-law Rain Condos, 521 Kerr Street 1.25

12 Town of Oakville Page Parking for Assisted Living As noted, one of the three proposed condominium towers is being contemplated for assisted living use. The nature of assisted living is such that residents are often elderly or disabled. As a result it is expected that a portion of the residents are non-drivers, and that the vehicle ownership per household would be lower than that of regular residential condominiums. As is evident from Table 3, the range of by-law parking requirements for assisted living is significantly lower than that for residential condominiums. Oakville s draft new parking requirement of 0.33 spaces per assisted living unit is consistent with the range of requirements from other jurisdictions. Table 3 Comparison of Assisted Living Parking Standards Municipality/Location Use Resident Parking Spaces/Unit Oakville Condominium 1.75 Oakville New Draft By-law Retirement Home 0.33 per assisted living unit and dwelling Toronto Assisted Housing 0.12 to 0.16 for Bachelor 0.18 to 0.3 for 1-bedroom 0.3 to 0.5 for 2-bedroom 0.5 to 0.9 for 3- or more bedroom Hamilton Residential Care Facility, 1 for each 3 persons accommodated Retirement Home London Senior Citizen Apartment Building Range of Zoning Requirements Assisted Living Additionally, the approved parking rate at St. Luke s Retirement Home at Dundas Street West was sampled for comparison purposes. The development consists of 116 units. The approved parking rate is 0.45 spaces per unit. This example supports a significant reduction in the senior or assisted living parking requirement. 3.6 Car-share Opportunities Car-sharing refers to fee-based, shared automobile use that is intended to substitute for private vehicle ownership. It makes occasional use of a vehicle affordable, while providing an incentive to minimize driving and rely on alternative travel options as much as possible. The availability of a car-share program, along with designated car-share parking spaces, can contribute to a lower vehicle ownership rate within a residential development. Thus, the resident parking requirement can be reduced by providing car-share designated parking spaces. MMM suggests that one designated car-share space replaces up to four regular parking spaces (i.e. current City of Toronto generally accepted guidelines). Furthermore, the number parking spaces designated for car-share should be limited by practical considerations, such as the number of car-share vehicles that can realistically be expected on-site.

13 Town of Oakville Page COMMERCIAL PARKING To determine an appropriate commercial parking ratio for, MMM completed a thorough review and analysis of industry guidelines, local parking variation, and 2006 Transportation Tomorrow Survey data for factors that contribute to the need for off-street parking. 4.1 Municipal By-Law Requirements The Town of Oakville Comprehensive Zoning By-law requires 1 space per 40 m 2 GFA for commercial uses within the C3A zone. This is a blended rate applicable to mixed-use buildings, that takes into account the potential for shared parking between various commercial land uses. The C3A zone permits a range of commercial uses, including professional or business office, restaurant, and retail. MMM completed a review of Oakville s new draft zoning by-law and several other zoning by-laws in other jurisdictions for comparison purposes. As is evident from Tables 4A to 4F, variation in commercial parking supply requirements relates to floor area and location factors. Parking requirements are commonly broken down by individual land uses, with shared parking reductions applied to the total parking requirement. However, there are a few examples of blended parking rates such as that applicable to the site in Oakville, and in North York City Centre, which take into consideration the potential for shared-use parking. In Toronto and Hamilton Downtown, parking exemptions are in place for certain uses with small gross floor areas. Oakville s existing by-law requirement for commercial use is at the upper limit of the observed range for (general) commercial and office uses, and within the observed range for restaurant, retail, service, and shopping centre uses. Table 4A Comparison of Blended Commercial Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville Mixed use building 1 /35m 2 New Draft By-law (Blended rate) North York City Centre Commercial (Blended rate) 0.9/100m 2

14 Town of Oakville Page 11 Table 4B Comparison of Office Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville Business Office 1/35m 2 New Draft By-law Oakville Office 1/28m 2 (3.57/100m 2 ) Toronto Office 0.35 to 1.5/100m 2 Hamilton Downtown Office 1/50m 2 in excess of 450 m 2 Hamilton Office 1/30m 2 London Office Business, 1/40m 2 Service, Professional Mississauga Office 3.2/100m 2 Kitchener Downtown Office 1/69m 2 Kitchener Office 1/28m 2 Burlington Office 3.5/100m 2 Range of Zoning Requirements - Office /100m 2 Table 4C Comparison of Restaurant Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville Restaurant 1/10m 2 New Draft By-law Oakville Restaurants Lesser of 1/4.6m 2 public GFA or 1/9.3m 2 GFA, plus 1/4.6m 2 patio area Toronto Eating Establishment 0 in Policy Areas 1-4 In all other areas: 0 for GFA <200m 2 3.0/100m 2 for GFA 200m 2-500m 2 5.0/100m 2 for GFA >500m 2 Hamilton Restaurant 1/8m 2 London Restaurant 1/15m 2 to 1/10m 2 Mississauga Restaurant 9-16/100m 2 Kitchener Downtown Restaurant 1/25m 2 to 1/14m 2 Kitchener Restaurant 1/7.5m 2 Burlington Restaurant 1/4 persons capacity Range of Zoning Requirements 0-16/100m 2 Restaurants

15 Town of Oakville Page 12 Table 4D Comparison of Retail Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville Retail Store 1/18m 2 New Draft By-law Hamilton Retail 1/20m 2 London Retail Store 1/25m 2 to 1/15m 2 for GFA <2,000m 2 1/25m 2 to 1/20m 2 for GFA >2,000m 2 Toronto Retail Store, Retail Service 0 for GFA < 200m 2 1.0/100m 2 in Policy Areas 1-4 In all other areas: 1.5/100m 2 for GFA ,000m 2 3.0/100m 2 for GFA 10,000-20,000m 2 6.0/100m 2 for GFA >20,000m 2 Mississauga Retail Store 4-5.4/100m 2 Mississauga City Retail Store 4.3/100m 2 Centre Kitchener Downtown Retail 1/95m 2 Kitchener Retail 1/20m 2 Burlington Retail Store 4/100m 2 Range of Zoning Requirements Retail /100m 2 Store Table 4E Comparison of Service Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville Service Commercial 1/22m 2 New Draft By-law Establishment Toronto Service Shop, Personal Service Shop 0 for GFA <200m 2 1.0/100m 2 in Policy Areas /100m 2 in all other areas Hamilton Personal Services 1/16m 2 Mississauga Personal Service 5.4/100m 2 Establishment Mississauga City Personal Service /100m 2 Centre Establishment Kitchener Personal Services 1/40m 2 Kitchener Personal Services 1/69m 2 Burlington Service Commercial 4/100m 2 Range of Zoning Requirements Service /100m 2

16 Town of Oakville Page 13 Table 4F Comparison of Shopping Centre Parking Standards Municipality/Location Use Parking Requirement Oakville C3A Zone Commercial 1/40m 2 (2.5/100m 2 ) (Blended rate) Oakville New Draft By-law Commercial Plaza 1/18m 2 for NFA < 2,500m 2 1/22m 2 for additional NFA London Shopping Centre 1/15m 2 for GFA < 2,000m 2 1/30m 2 to 1/20m 2 for GFA >2,000m 2 Mississauga Retail Centre 4.3/100m 2 for GFA <2,000m 2 5.4/100m 2 for GFA >2,000m 2 Mississauga City Retail Centre (Retail 4.57/100m 2 Centre Core Commercial) Burlington Retail Centre 5.25/100m 2 Range of Zoning Requirements Shopping /100m 2 Centre 4.2 TTS Travel Characteristics MMM used the 2006 TTS data to examine existing travel characteristics in Midtown Oakville where the subject site is located, as well as Mississauga Downtown Core and Scarborough City Centre which exhibit similar characteristics as the future planned Midtown Core. As shown in Table 5, the non-driver modal split in Midtown Oakville is currently 13 percent. In the future when the Midtown reaches a higher development density with further transit improvements, a 20 to 30 percent non-driver modal split may be achievable, as observed in Mississauga Downtown Core and Scarborough City Centre. Table TTS Modal Splits for Work Based Trips Location Non-Driver Split Midtown Oakville 13% Mississauga Downtown Core 21% Scarborough City Centre 30%

17 Town of Oakville Page SHARED USE OPPORTUNITIES Shared parking is the use of a parking space to serve two or more individual land uses without conflict or encroachment. The ability to share parking spaces is the result of variations in the accumulation of vehicles at different times for individual land uses, and the relationships among the land uses that result in visiting multiple land uses on the same auto trip. The fundamental characteristic of shared parking facilities is that they are more efficient. Each space can be used more hours during the day, week, or month. This higher level of use is achieved through the combination of increased turnover and use of the space during more hours of the day. Increased turnover results from the rotation of different types of parkers using the facility during the day (for example, office parkers, then residential visitors), while extended hours of use often result from the effects of the captive market. For the proposed development at 117 Cross Avenue, shared parking opportunities exist between residential visitors, office and other commercial uses. The Oakville GO station located immediately adjacent to the site has an abundance of parking spaces that appear to be free and non-gated. Use of this available parking by visitors during off peak hours is supportive of the shared parking principle, and promotes the efficient use of existing parking supply. If the GO station parking is currently not available for public use, it is recommended that the parking supply be made available to the public during off-peak hours and that GO Transit may consider establishing paid parking for additional revenue. 5.1 Industry Guidelines The time-of-day variations in parking needs is the most significant determinates of the potential for shared parking within a site. The recommended time-of-day factors for weekdays published in Shared Parking by the Urban Land Institute are summarized in Table 6. It is evident that shared parking arrangements are feasible between the residential visitor, office, and commercial components. In the evening when the residential visitor parking demand is at its highest, the office parking demands are minimal and some surplus parking can be expected at the retail and restaurant uses. On this basis, visitor parking demands can be accommodated within the available office and commercial parking supply. Beyond this, additional parking is available within the immediate vicinity at the Oakville GO Station.

18 Town of Oakville Page 15 Land Use/ User Table 6 Recommended Time-of-Day Factors for Weekdays (ULI) Time-of-Day Factor (%) AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM AM Shopping Centre (Typical) -Customer Fine/ Casual Dining -Customer Employee Family Restaurant -Customer Employee Residential -Guest Office -Visitor Employee

19 Town of Oakville Page Municipal By-Law Requirements As shown in Table 7, City of Toronto s zoning by-law reiterates the opportunities for shared parking between residential visitor and office uses. Table 7 City of Toronto Zoning By-law Parking Occupancy Rates Land Use Parking Occupancy Rate (%) AM PM Evening Assisted Housing Apartment Building (Tenant) Apartment Building (Visitor) Eating Establishment Office Personal Service Shop Retail Store Retail Service Service Shop The City of Mississauga s zoning by-law also provides for shared parking within the Mississauga City Centre. For the apartment residential visitor component, a shared parking arrangement may be used for the calculation of required visitor/non-residential parking in accordance with the following: The greater of 0.15 visitor spaces per unit, or Parking required for all non-residential uses, except restaurant (and other hotel, convention, religious, and recreational uses)

20 Town of Oakville Page POLICIES IN SUPPORT OF REDUCED PARKING REQUIREMENTS In additional to quantifying parking demand and supply for comparable uses and locations, there are planning policies and objectives for the area of the subject site that directly support a reduced parking supply for the subject site. 6.1 Switching Gears, Oakville Transportation Master Plan Transit Supportiveness The transit component of the Oakville Transportation Master Plan involves much more than the network of transit services operating in the various corridors and between areas of the Town and neighbouring municipalities. To increase the attractiveness of transit to approximately 20 percent in the next twenty years, there are various required elements in support of the transit system. TDM Plentiful parking has been a feature is suburban areas of the GTA for decades, yet the supply of parking is directly related to mode of travel. Parking management, as a TDM measure, involves controlling the supply of price of parking. Parking management is considered to be an important TDM measure. Research suggests that the supply and price of parking may be the most potent demand management measure available in many regions. The main objective is to limit number of parking spaces available to induce single-occupant vehicle (SOV) users to shift to alternative modes or increase vehicle occupancy. TDM policy initiatives that are identified in the TMP Travel Demand Management (TDM) strategy include: Introduction of private paid parking for specific defined lane uses and site conditions. Reduced or shared parking requirements for specific land uses. 6.2 Places to Grow The Places to Grow Act was released on November Places to Grow-The Growth Plan for the Greater Golden Horseshoe took effect June 16, Under this plan, the Province of Ontario requires municipalities to include strategies for residential intensification to mitigate sprawl. The plan puts forward policies including promoting transit-supportive densities and a healthy mix of residential and employment land uses. Schedule 4 of the Plan identifies the Midtown Core of Oakville as an Urban Growth Centre. These centres are to be planned to accommodate a significant share of population and employment growth and achieve a minimum gross density target of 200 residents and jobs combined per hectare. This support and, in fact requirement for, intensification and transit-supportive development is entirely consistent with the Draft TMP strategies to reduce automobile dependence and the specific objective of a reduced parking supply for.

21 Town of Oakville Page PARKING REQUIREMENTS FOR 177 CROSS AVENUE 7.1 Appropriate Parking Ratios MMM s approach to the overall parking supply for is to adopt parking ratios that recognize empirical evidence that parking demand varies according to location and reflects future expectations for the area and site. Our approach is similar to that adopted in the by-laws of many other jurisdictions. The appropriate parking ratios were determined for as follows: Residential Resident 1.00 spaces/unit o With 90% of the units being studio or 1-bedroom units, there is an expectation of lower household income and lower auto ownership o Sample by-law parking rates for bachelor and 1-bedroom units range from 0.3 to 1.25 spaces/unit Residential Visitor 0, shared use with non-residential components o Residential visitor and commercial (office, in particular) parking demand exhibit complimentary peaking characteristics, allowing for the efficient use of available on-site parking supply by different users at different times of day. o A large supply of public parking at the adjacent GO station offers potential additional parking opportunities for visitors. Assisted living 0.33 spaces/unit o It is expected that a portion of the residents are nondrivers (elderly or disabled), thus vehicle ownership would be lower than that of regular residential units o Consistent with Oakville s new draft by-law parking requirement Commercial 1 space per 40 m 2 GFA as per the Oakville zoning by-law, shared use with residential visitors o Appropriate as a blended rate for a range of commercial uses, taking into account shared parking opportunities o The mix of commercial uses anticipated include service shops and restaurants, which are not expected to be significantly affected by transit availability o Residential visitor and commercial (office, in particular) parking demand exhibit complimentary peaking characteristics, allowing for the efficient use of available on-site parking supply by different users at different times of day.

22 Town of Oakville Page Development Assumptions A set of development statistics for was assumed for the purpose of this parking assessment as follows: Residential 720 units in 3 towers, comprising 60% Bachelor 30% 1-Bedroom 8% 2-Bedroom 2% 3-Bedroom Office 3,045 m 2 General commercial 3,045 m Parking Requirements Applying the hypothetical development statistics for, the parking requirements calculated on the basis of the Oakville zoning by-law and the MMM recommended parking ratios are outlined in Table 9. Table 9 Parking Requirements with Predominately Moderately Priced, Smaller Units Zoning By-law vs. MMM Recommended Ratios Land Use Component Residential Condominium Residential Visitor Magnitude Oakville Zoning By-law Parking Standard No. of Spaces Required MMM Recommended Ratios Parking No. of Spaces Standard Required 720 units 1.75/unit /unit units 0.25/unit (1) 0 (1) Office 3,045 m2 1/40 m 2 GFA General Commercial 3,045 m2 1/40 m 2 GFA 76 1/40 m 2 GFA (1) 76 Total - - 1, (1) Shared-use parking between residential visitor and office components

23 Town of Oakville Page 20 As shown in Table 9, based on the assumed development statistics, the overall parking requirement for the site is 872 spaces. This is inclusive of 720 resident parking spaces, 76 shared residential visitor and office parking spaces, and 76 commercial parking spaces. This reflects an overall parking reduction of 720 spaces from the applicable by-law requirement. The 76 shared parking spaces is likely sufficient to meet the demands both residential visitors and office users. The residential visitor peak parking demand is expected to occur during the evening (i.e. after 6 p.m.), when office parking demands are expected to be minimal to none. An abundance of public parking exists at the adjacent GO Station, which provides alternative parking opportunities for visitors. Visitor parking demands typically peak during the evenings, when the commuter parking demands associated with the GO Station are expected to be low. Use of parking at the GO Station during off-peak hours is supportive of the shared parking principle, and promotes the efficient use of existing parking supply. J:\01 PROJECTS\2013 jobs\ ded ()\Parking\[ ] Parking Report Final.docx