795 Davis Drive - Town of Newmarket

April 28, 2014 Our Ref: TR13‐0233 Green & Rose Developments Inc. 156 Duncan Mill Road, Suite 12 Toronto, ON M3B 3N2 Attention: Mr. Daniel Berholz Dear Mr. Berholz: Re: 1.0
Parking and Site Plan Review 212 Davis Drive ‐ Proposed Residential Development Town of Newmarket Introduction
Cole Engineering Group Ltd. (Cole Engineering) was retained by Green & Rose Developments Inc. (the “Owner”) to prepare a Parking and Site Plan Review in support of a proposed residential development located at 212 Davis Drive, which falls under the jurisdiction of the Town of Newmarket (the “Town”). The subject site is located south of Davis Drive and is bounded by Davis Drive to the north, an existing church building to the east, a commercial plaza to the west, and single‐family dwelling units to the south. Presently, the site is vacant. The site location is shown in Figure 1‐1. Figure 1‐1 Site Location Green & Rose Developments Inc.
Page 2 of 11
April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
The proposed development consists of a rental apartment building for a total of 225 units where access to site is proposed via a shared 6.0 meter right‐in / right‐out (RIRO) access driveway off of Davis Drive. Pick‐up / drop‐off (PUDO) activities for the residential development will occur internally on‐site within the designated PUDO area. Parking will be provided via surface and deck parking and will include tenant and visitor for a total 221 parking spaces. It should be noted that the parking supply includes the provision of three (3) high occupancy vehicles in the visitor parking area, one (1) garbage loading space is provided off of the PUDO area. Figure 1‐2 illustrates the conceptual site plan. Figure 1‐2 Site Plan 2.0
Parking
2.1
Vehicular Parking Requirements
The proposed development is subject to the Town By‐Law No. 2010‐40, in which the site is located under the Regional Urban Centre Zone. Based on the proposed development site statistics, the subject property is required to provide of 281 parking spaces (225 tenant and 56 visitors). Table 2.1 summarizes the parking requirements and supply based on Town By‐Law No. 2010‐40. Table 2.1 – Vehicular Parking Requirement and Supply, Town of Newmarket By‐Law No. 2010‐40. Use Rental Apartment Visitor Town of Newmarket‐ By‐law No. 2010‐40 Number of Units 225 units Total Parking Rate Parking Spaces Required 1 parking space / unit 225 0.25 parking spaces / Unit 56 281 Green & Rose Developments Inc.
Page 3 of 11
April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
The proposed development will provide 221 parking spaces for the residential component at a supply ratio of 0.83 spaces / unit and 0.15 spaces / unit for tenant and visitor parking, respectively and a combined ratio of 0.98 spaces / unit. The proposed parking supply of 221 parking spaces results in a technical shortfall of 60 spaces. 2.1.1
Parking Utilization Surveys
As confirmed by Town Staff, two (2) Parking Utilization Surveys were undertaken at proxy rental locations to justify the reduced parking supply for the proposed development. The two (2) locations, as summarized in Table 2.2 were selected because of their proximity to Davis Drive and comparable uses. Table 2.2 – Proxy Survey Location Summary Location Units Tenant Parking Supply Visitor Parking Supply Total Parking Supply 75‐77 Huron Heights Dive 110 117 spaces 7 spaces 124 spaces 795 Davis Drive 27 34 spaces 4 spaces 38 spaces The parking utilization surveys were undertaken by Accu‐traffic Inc. on behalf of Cole Engineering on Friday‐Saturday, June 7‐8, 2013 between 7:30 p.m. and 11:00 p.m. at 30‐minute intervals. In addition to the proxy site location, Town Staff recommended the inclusion of the adjacent on‐street parking supply as well as the parking school lot across from 75‐77 Huron Heights Drive. It should be noted that vehicles that were parked at these locations were noted to be visitors to the 75‐77 Huron Heights rental apartment buildings. As such, the observed parking demand at these off‐site locations was included in the visitor parking demand for 75‐77 Huron Heights building. The results of the parking survey during peak periods are summarized in Table 2.3. Detailed survey data and results are graphically presented in Appendix A. Table 2.3 –Observed Peak Parking Demand at Proxy Sites Observed Peak Survey Date and Time 75‐77 Huron Heights Dive (110 Units) Friday, June 7, 2013 9:00 p.m. 795 Davis Drive (27 Units) Friday, June 7, 2013 8:30 p.m. 75‐77 Huron Heights Dive (110 Units) 795 Davis Drive (27 Units) Number of Occupied Spaces at Peak Periods Tenant Parking Survey Location Occupancy Rate (%) No. of Occupied Spaces / Unit 66 56.4% 0.60 21 61.8% 0.78 114.3% 0.07 25% 0.07 Visitor Parking Friday, June 7, 2013 7:30 p.m. and 10:30 8 p.m. Friday, June 7, 2013 7:30 p.m., 9:00 p.m. 2 and 10:30 p.m. Green & Rose Developments Inc.
Page 4 of 11
April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
The observed peak parking demand for tenant and visitor parking at the proxy sites was at a demand ratio of 0.78 spaces / unit and 0.07 spaces / unit, respectively for a combined ratio of 0.85 spaces / unit. Subsequently, based on the observed peak demand ratio, the proposed parking supply ratio of 0.98 spaces / unit is sufficient to meet the demands of the proposed development. 2.1.2
Barrier Free Parking Spaces
According to the Town Zoning By‐Law (Section 5.3.6), the minimum barrier free parking spaces should be provided in accordance with the following as summarized in Table 2.4. Table 2.4 – Required Barrier Free Parking Number of Minimum Required Parking Spaces Number of Minimum Required Designated Spaces Up to 29 30 to 150 151 to 400 401 to 800 801 or more 1 2 3 6 6 (plus 5 spaces for each additional 800 or less spaces) Based on an overall parking supply of 221 parking spaces, three (3) barrier free parking spaces are required based on the By‐law. 2.2
Bicycle Parking Requirements
Zoning By‐Law 2010‐40, requires the provision of a minimum of 56 bicycle parking spaces for the residential component of the development. The bicycle parking requirements are summarized in Table 2.5. Table 2.5 – Minimum Bicycle Parking Requirement – Tenant and Visitor Town of Newmarket By‐law No. 2010‐40 Number of Units 225 Parking Rate Parking Spaces Required 1 internal or external space for every 5 units 45 1 external space for every 20 units 11 Total 56 The proposed bicycle parking supply of 56 spaces is sufficient as it meets the Town’s By‐Law requirement. 2.3
Loading
Based on the Town By‐Law 2010‐40, the proposed residential development is required to provide one (1) loading space with a minimum length of 9.0 metres, a minimum width of 3.6 metres, and a minimum vertical clearance of 4.2 metres. Based on the site plan review, the loading space provided meets the minimum requirements of the Zoning By‐Law. Green & Rose Developments Inc.
Page 5 of 11
April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
It is our understanding that the owner intends to arrange for private on‐site waste collection via a typical MSU‐TAC truck. To confirm the manoeuvrability and accessibility of the loading space provided as shown in the site plan, the AutoTURN program using a typical MSU‐TAC garbage collection vehicle was used to generate vehicular turning templates. The AutoTURN analysis results of the inbound and outbound movements for the MSU‐TAC garbage vehicle are provided in Figure 2‐1 and 2‐3, respectively. The details on the drawing demonstrate that a MSU‐TAC collection vehicle can enter / exit the provided loading spaces in a forward motion while making no more than a three point turn. 3.0
Site Plan Review
3.1
Turning Sight Distance
Sight distances were reviewed based on the Transportation Association of Canada Geometric Design Guide for Canadian Roads (TAC). Available sight distances provide the minimum distances required for a driver to negotiate an intersection safely. Based on the assumed design speeds of 50 km/hr along Davis Drive, the minimum requirements for stopping sight distance is 80 meters and 160 meters1 for decision site distance. The proposed intersection provide for sight distance that exceed the minimum sight and stopping distance requirements as stipulated in TAC. 3.2
Site Access
To confirm the manoeuvrability and accessibility of the 6.0 m access driveway, an AutoTURN analysis was also undertaken using a typical fire truck as shown in Figure 3‐1 and Figure 3‐2 for inbound and outbound movements, respectively. The analysis demonstrates that a typical fire truck can manoeuvre within the designated fire route and provided driveway access with no conflict. 3.3
Parking Layout
An AutoTURN analysis was also undertaken to confirm the adequacy and functionality of the surface and deck parking areas. A typical full size passenger vehicle with a length of 5.4 metres (PTAC) was used to generate vehicular turning templates as shown in Figure 3‐3. From this analysis, it is evident that the proposed site plan provides functional parking spaces in all areas including the parking garage ramp where two (2) vehicles can manoeuvre simultaneously without conflict. It is however recommended that convex mirrors be provided at all turns at the top and bottom of the ramp that leads to the P1 parking level. 4.0
Transportation Demand Management Plan (TDM)
Although the parking analysis for the proposed development has identified that the demands of the proposed development can be accommodated within the proposed parking supply, opportunities for Transportation Demand Management (TDM) should not be overlooked. TDM refers to a variety of strategies to reduce congestion, minimize the number of single‐occupant vehicles, encourage non‐auto modes of travel, and reduce vehicle dependency to create a sustainable transportation system. In short, TDM works to change how, when, where, and why people travel. 1
Minimum sight distance is based on Figure 2.3.3.6. of the Transportation Association of Canada Geometric Design Guide for Canadian Roads (TAC) Green & Rose Developments Inc.
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April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
TDM strategies have multiple benefits including the following: •
•
•
•
•
Reduced auto‐related emissions to improve air quality; Decreased traffic congestion to reduce travel time; Increased travel options for residents; Reduced personal transportation costs and energy consumption; and, Support Provincial and Regional smart growth objectives. The combined benefits will assist in creating more active and liveable communities through improvements to the overall living standards for all residents. In review of the York Region TDM Implementation Study prepared by BA Group, dated April 2013, this section will be divided into two (2) main categories: •
•
Identification of site‐related TDM measures; and, TDM program implementation, as well as an ongoing evaluation and monitoring approach. 4.1
TDM Opportunities Identification
4.1.1
Public Transit
The site is located in an area that is well served by transit as described below. Based on a desktop review, there are at least seven (7) bus stop locations within a 300 metre radius of the site. Both York Region and GO Bus Transit service operate in the area. Bus services include York Region Transit (YRT) Route 44, YRT Route 50, YRT Route 55, YRT Route 55B, YRT Route 58, YRT Route 223 and YRT Route 423. The Newmarket GO Bus Terminal located on Davis Drive, west of Eagle Street, serves the GO Transit bus services on Bradford Line throughout the day and has a shared terminal with the YRT. Headway for the aforementioned transit services is an average of 15 minutes during the weekday peak hour periods. Based on the ridership information extracted from the YRT, from 2004 to 2009, the total YRT ridership has increased approximately 33% (average of 6.6% per annum), from 13.8 million to 18.3 million riders. During the same period, the Region’s population has grown approximately 13%, which statistically validates the shift of travel‐modes towards the use of the comprehensive and continually growing transit network system. Plans by all municipalities in the GTA area to reduce urban sprawl and auto‐dependency are being considered. In particular, Davis Drive has been identified as a Transit Priority Network by 2016. The Transit Priority Network includes a bus only lane that would reduce auto‐dependency within the study area and subsequently the demand for vehicular parking spaces. The location of the subject site presents a great opportunity to incorporate a parking management strategy to reduce vehicle reliance and achieve a sustainable transportation system. Excessive parking supply imposes environmental costs, economical costs, contradicts community development objectives for more liveable and walkable communities, and tends to increase driving and discourage the use of alternative mode of travel. Green & Rose Developments Inc.
Page 7 of 11
April 28, 2014
4.1.2
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
Walking / Cycling
The Town is a pedestrian and cycling supportive community that aims to increase walkable connections by encouraging both utilitarian and recreational travel by walking and cycling through a safe and desirable Town‐wide network. As part of preferred Bus Rapid Transit design, bike lanes are planned along Davis Drive within the study area. In order to complement the Town’s vision of encouraged cycling, the proposed development is providing a total 56 bicycle parking spaces to further encourage active transportation and reduce demand for vehicular parking. Within the study area, sidewalks are located on both sides of Davis Drive. To enhance sidewalk connectivity, the proposed site plan will provide an adequate sidewalk connection to the existing sidewalks. By providing carefully planned, safe, and convenient pedestrian walkways and sidewalks linking to bus stops, the Region’s vision in creating a pedestrian and cycling supportive environment can be realized. 4.1.3
Car Share
Car‐sharing is generally defined as a number of people who share the use of one (1) or more cars that are owned by a profit or non‐profit car‐sharing organization and where such organization may require the use of cars to be reserved in advance, charge fees based on time and/or kilometres driven, and set membership requirements of the car‐sharing organization, including the payment of a membership fee that may or may not be refundable. In support of increased transit linkages, car sharing is a viable alternative to private vehicle ownership. Car sharing is considered a cost effective alternative to owning a vehicle as it provides users the convenience to vehicle access if the need arises. These trips are typically short and offer hourly rates, but day rates are also available for longer trips. In addition, most car‐shares are located at transportation terminals or commercial centres for ease of access by public transit. In reference to a comprehensive study ‘A Parking Standard Review: Examination of Potential Options and Impact of Car Share Program on Parking Standards’ prepared for City of Toronto, dated March 2003, it suggested that the availability of a car‐share vehicle has significant impact on reducing the building’s level of car ownership and therefore, parking demand. Currently, there are no car‐share opportunities within the Town. However, with the planned transit improvements, there will be a great opportunity and incentive for car‐share organizations to expand their geographical coverage to capture the growing demand and popularity of car‐sharing. Car sharing is expanding to the Greater Toronto Area, such as the recent AutoShare expansion into Mississauga’s City Centre. The project was led by the City of Mississauga with the aim of capturing one percent (1%) of the 55,000 residential, employment and post‐secondary student population (an acquisition of approximately of 550 new members). The Mississauga car‐share example is supportive of TDM measures being taken by municipalities with typically higher vehicle reliance and car‐oriented travel. As care‐share opportunities become available to the Town, our client is committed in providing spaces strictly reserved for car sharing vehicles only. These spaces should be ‘preferred spaces’ located near the front entrance or stairway for convenience access. Green & Rose Developments Inc.
Page 8 of 11
April 28, 2014
4.1.4
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
Unbundling
Vehicular parking demand can be further reduced through applied parking management strategy of unbundling residential units and parking spaces to discourage vehicle (or multi‐vehicle) ownership. This means owners of the units in this development are not guaranteed a parking space unless they specifically purchase / rent one. Through unbundling the unit and parking space, the proposed development can attract residents that possess no vehicle or fewer vehicles. Therefore, the parking demand would be market driven and not By‐Law driven, thus reducing parking demands. 4.2
TDM Strategies Implementation
TDM programs nationally have experienced a wide range of implementation success. This TDM strategy will be site focused to achieve the desired outcome at reduced dependency on single occupant vehicle (SOV) from a holistic perspective. 4.2.1
Transportation Demand Management Coordinator
To ensure effective deliveries of the above proposed TDM strategies, as well as to demonstrate the ongoing commitment to the program’s success, a TDM Coordinator is recommended. The primary role of a TDM Coordinator includes initialize, manage, monitor, and evaluate the TDM plans. The TDM Coordinator has the following responsibilities: •
•
•
•
4.2.2
Organize and deliver any promotional activities to initially launch the TDM programs, including hosting a commute alternative kick‐off event between residents and partners; Act as a liaison to all local transit providers to distribute all transit related information, maps, and schedules to residents. Research indicates that ‘not knowing what to do’ is the number two reason (behind convenience) why people state they do not use the public transit system; Assist all interested commuters in applying to the program (including registration with Smart Commute and auto‐share), and setting up carpools among residents; and, It is to be noted that the TDM Coordinator will be a member of staff of the rental building’s property management company. Marketing
The success of a TDM program implementation will be in the marketing of the recommended TDM program. As such, one‐on‐one marketing (a quick questionnaire survey to obtain travel behaviours of potential residents) is recommended to be conducted when rental agents are discussing the rental of the residential units with potential renters to identify the most desirable TDM solutions. To further validate the travel patterns data of the residents collected during the unit pre‐leasing stage, a similar questionnaire survey is recommended to be conducted once more after all units are occupied. Green & Rose Developments Inc.
Page 9 of 11
April 28, 2014
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
A welcome package will be prepared to inform new / prospective residents with alternative traveling options. It is recommended that the developer consults with the Region to provide the following materials to promote active transportation: •
•
•
•
•
•
York Region Cycling Map; Town of Newmarket Cycling Map; York Region Bike‐to‐Work Practical Guide; “Going Somewhere? Go Active!” – brochure on the benefits of cycling; “Got Wheels? Get a Helmet!” – brochure on proper helmet use; and, Town of Newmarket Parks and Trails Guide & Map. In addition to the above noted materials, the welcome package will also include information on transit schedules (i.e. YRT, GO Transit and Toronto Transit Commission) to assist residents in planning their trips (i.e. to / from work / school) utilizing the existing and growing transit network system. A location map will also be prepared to indicate the nearby facilities and points of interest (i.e. retail store, grocery store, school, community centre, library, etc) within convenient and comfortable walking distance to further discourage vehicle dependency. Appendix B includes package sample material that is recommended for distribution to residents. 4.2.3
Multi-Modal Navigation Tools
It is recommended that a ‘Travelling Brochure’ be provided to all new residents. This brochure will include practical and useful information regarding travelling options as well as surrounding amenities located in proximity to the subject site. Some recommended contents are as follows: •
•
•
•
Public transit information including website address to different transit providers as well as contact information; Safety tips for pedestrians and cyclists; Benefits (environmental, economical, and improved health) of active transportation (walking and cycling); and, Carpooling information including registration and participation guidelines (Smart Commute). The key purpose of this brochure is to minimize the individual effort from residents in getting alternative transportation information. Furthermore, there are existing applications for smart phone users to obtain first hand public transit information including Toronto Transit Commission (‘Rocket Radar TTC Streetcar / Bus App’), YRT (‘iTransitBuddy York Region Transit’), and GO Transit (‘GO Toronto GO Transit SideKick’ and ‘GO Transit Companion’). The above noted smart phone applications can enhance public transit riders experience through providing information on bus / train schedules (some with real time information to track the next arrival time for the next bus / train), comprehensive transit routes and stop locations, trip planner, and transit fee information. Green & Rose Developments Inc.
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April 28, 2014
4.3
Parking and Site Plan Review
212 Davis Drive
Town of Newmarket
Program Maintenance & Monitoring
TDM programs are not static, but must change as the needs of commuters change or as transportation services available to a project change. As such, it is important to monitor the effectiveness of the TDM program by conducting a periodic commuting survey and/or obtaining feedbacks from users. Furthermore, YRT and GO Transit can be consulted for transit ridership statistics. The gathered information can be used to determine the success of the TDM program and decide on any adjustments and/or improvements as required. TDM strategies do not work in isolation, but instead work together synergistically as one (1) integrated plan specifically focused to the identified study area. In short, TDM works best when complementary strategies are packaged together. Similarly, the objectives of the TDM plan cannot be achieved alone, but instead it requires the cooperation between different stakeholders including the developers, Town / Region authorities, transit providers, and other involved / impacted partners. The development proposes a high density of residential units. The promotion of higher densities can also impact vehicle travel and modal share in accordance with pedestrian and cyclist linkages. It should be noted that prior to the new 2012 Development Charge (DC) rates, the Region had required developers to fund and implement all programs or provide cash equivalents for the Region to carry out selected TDM programs such as transit incentives (preloaded PRESTO Cards), TDM information package and monitoring programs. However, with the implementation of the new Development Charge By‐Law and subsequent rates, developers will no longer be required to implement / monitor or provide cash equivalents to carry out the TDM program components related to outreach and monitoring. The developer is not required to provide the TDM information package, preloaded PRESTO Card and monitoring programs since the associated costs of these components will be collected through the new Development Charge rates. However, the developer intends to organize community sessions and welcome packages informing new and prospective residents of alternative travelling options. All other TDM measures including hard infrastructure such as on‐site pedestrian / cycling connections to public facilities, bicycles parking and appropriate signage, will still be implemented by the developer to the satisfaction of the Town in coordination with the Region. 5.0
Conclusion
•
•
•
•
The proposed residential development consists of a total of 225 units where access to site is proposed via a shared 6.0 meter right‐in / right‐out ‘RIRO’ access driveway off of Davis Drive. Parking will be provided via both surface and deck parking and will include tenant and visitor for a total 221 parking spaces a supply ratio of 0.98 spaces / unit. To justify the reduced residential parking supply ratio, proxy surveys were conducted at two (2) locations. The observed peak parking demand for tenant and visitor parking at the proxy sites was at a demand ratio of 0.78 spaces / unit and 0.07 spaces / unit, respectively for a combined ratio of 0.85 spaces / unit . Subsequently, based on the observed peak demand ratio, the proposed parking supply ratio of 0.98 spaces / unit is sufficient to meet the demands of the proposed development. The proposed on‐site bicycle parking of 56 spaces is sufficient for the proposed development as it meets the requirements of the Town’s Zoning By‐Law. APPENDIX A Parking Utilization Survey Results 795 Davis Drive
Tenant Parking
795 Davis Drive
27
1.26
34
0.78
21
Size Number of Units:
Max. Supply Ratio:
Max. Parking Supply:
Max. Demand Ratio:
Max. Parking Demand:
Fri‐Sat. June 7‐8, 2013
Survey Date(s):
Time Beginning
# of Occupied Spaces
Fri
19
17
21
18
7:30
8:00
8:30
9:00
9:30
10:00
10:30
Sat
14
13
13
14
14
15
17
18
20
20
% Occupancy
Fri
55.9%
50.0%
61.8%
52.9%
Sat
41.2%
38.2%
38.2%
41.2%
41.2%
44.1%
50.0%
52.9%
58.8%
58.8%
# of Occupied Spaces per Unit
Fri
Sat
0.70
0.52
0.63
0.48
0.78
0.48
0.67
0.52
0.67
0.52
0.74
0.56
0.74
0.63
Parking Demand Rates: June 07 - 08, 2013
Spaces / Unit
Tenant Parking
2.00
1.80
1.60
1.40
1.20
Available Supply Ratio = 1.26
1.00
Max. Demand Ratio = 0.78
0.80
0.60
0.40
0.20
0.00
7:30
8:00
8:30
Friday
9:00
Saturday
9:30
10:00
10:30
795 Davis Drive
Visitor Parking (On‐Site only)
795 Davis Drive
27
0.15
4
0.07
2
Size Number of Units:
Max. Supply Ratio:
Max. Parking Supply:
Max. Demand Ratio:
Max. Parking Demand:
Fri‐Sat. June 7‐8, 2013
Survey Date(s):
Time Beginning
# of Occupied Spaces
Fri
2
1
1
2
7:30
8:00
8:30
9:00
9:30
10:00
10:30
Sat.
1
0
0
1
0
0
1
1
1
2
% Occupancy
Fri
50.0%
25.0%
25.0%
50.0%
25.0%
25.0%
50.0%
Sat.
25.0%
0.0%
0.0%
25.0%
0.0%
0.0%
25.0%
# of Occupied Spaces per Unit
Fri
Sat.
0.07
0.04
0.04
0.00
0.04
0.00
0.07
0.04
0.04
0.00
0.04
0.00
0.07
0.04
Parking Demand Rates: June 07 - 08, 2013
Spaces / Unit
Visitor Parking
0.50
0.45
0.40
0.35
0.30
0.25
Available Supply Ratio = 0.15
0.20
0.15
Max. Demand Ratio = 0.07
0.10
0.05
0.00
7:30
8:00
8:30
9:00
Friday
9:30
Saturday
10:00
10:30
75‐77 Huron Heights Drive
Tenant Parking
75‐77 Huron Heights Drive
110
1.06
117
0.60
66
Size Number of Units:
Max. Supply Ratio:
Max. Parking Supply:
Max. Demand Ratio:
Max. Parking Demand:
Fri‐Sat. June 7‐8, 2013
Survey Date(s):
Time Beginning
# of Occupied Spaces
Fri
47
53
58
66
7:30
8:00
8:30
9:00
9:30
10:00
10:30
Sat
56
61
62
63
62
63
65
63
63
63
% Occupancy
Fri
40.2%
45.3%
49.6%
56.4%
53.8%
53.8%
53.8%
Sat
47.9%
52.1%
53.0%
53.8%
53.0%
53.8%
55.6%
# of Occupied Spaces per Unit
Fri
Sat
0.43
0.51
0.48
0.55
0.53
0.56
0.60
0.57
0.57
0.56
0.57
0.57
0.57
0.59
Parking Demand Rates: June 07 - 08, 2013
Spaces / Unit
Tenant Parking
1.20
1.00
Available Supply Ratio = 1.06
0.80
Max. Demand Ratio = 0.60
0.60
0.40
0.20
0.00
7:30
8:00
8:30
Friday
9:00
Saturday
9:30
10:00
10:30
75‐77 Huron Heights Drive
Visitor Parking (Includes School Parking and On‐Street Parking)
75‐77 Huron Heights Drive
110
0.06
7
0.07
8
Size Number of Units:
Max. Supply Ratio:
Max. Parking Supply:
Max. Demand Ratio:
Max. Parking Demand:
Fri‐Sat. June 7‐8, 2013
Survey Date(s):
Time Beginning
# of Occupied Spaces
Fri
8
6
7
7
7:30
8:00
8:30
9:00
9:30
10:00
10:30
Sat.
6
6
7
5
5
5
4
6
7
8
% Occupancy
Fri
114.3%
85.7%
100.0%
100.0%
85.7%
100.0%
114.3%
Sat.
85.7%
85.7%
100.0%
71.4%
71.4%
71.4%
57.1%
# of Occupied Spaces per Unit
Fri
Sat.
0.07
0.05
0.05
0.05
0.06
0.06
0.06
0.05
0.05
0.05
0.06
0.05
0.07
0.04
Parking Demand Rates: June 07 - 08, 2013
Spaces / Unit
Visitor Parking
0.50
0.45
0.40
0.35
0.30
0.25
0.20
Max. Demand Ratio = 0.07
0.15
Available Supply Ratio = 0.06
0.10
0.05
0.00
7:30
8:00
8:30
9:00
Friday
9:30
Saturday
10:00
10:30
Newmarket Parking Data
Huron Heights Dr
On‐Street Parking
Friday 19:30‐23:00
Time
E1
E2
E3
E4
W1
W2
W3
W4
Available 8
9
15
8
0
11
8
10
19:30
0
0
0
0
0
0
0
0
20:00
0
0
0
0
0
0
0
0
20:30
0
0
0
1
0
0
0
0
21:00
0
0
0
0
0
0
0
0
21:30
0
0
0
0
0
0
0
0
22:00
0
0
0
0
0
0
0
0
22:30
0
0
0
0
0
0
0
0
Total Supply
34
0
795 Davis Dr
Visitors
Tenants
Total Supply
4
0
Time
Visitors
Handicap
Time
Regular
Handicap
19:30
2
0
19:30
19
0
20:00
1
0
20:00
17
0
20:30
1
0
20:30
21
0
21:00
2
0
21:00
18
0
21:30
1
0
21:30
18
0
22:00
1
0
22:00
20
0
22:30
2
0
22:30
20
0
Legend
Newmarket Parking Data
Friday 19:30‐23:00
75 Huron HeightS Dr
75‐77
Huron Heights Dr
Visitors
0
Total Supply
38
Handicap
Time
Regular
2
0
19:30
20:00
2
0
20:00
20:30
2
0
21:00
2
0
21:30
2
Total Supply
3
Time
Regular
19:30
Visitors
0
70
Handicap
Time
Regular
2
0
19:30
27
0
4
2
0
20:00
28
0
5
20:30
2
0
20:30
31
0
5
21:00
3
0
21:00
34
0
5
0
21:30
2
0
21:30
30
0
5
27
0
22:00
3
0
22:00
32
0
4
27
0
22:30
3
0
22:30
31
0
5
0
4
Handicap
Time
Regular
16
0
19:30
20
0
20:00
20:30
22
0
21:00
27
0
0
21:30
28
22:00
2
0
22:00
22:30
3
0
22:30
Visitors
76
4
Regular
Handicap
19:30
4
2
20:00
2
0
20:30
2
0
21:00
2
0
21:30
2
0
22:00
2
0
22:30
2
0
Time
Legend
Tenants
Total Supply
Total Supply
Total Supply
Time
School Parking
77 Huron HeightS Dr
Tenants
0
9
Handicap Tandem
Newmarket Parking Data
Friday 19:30‐23:00
75 Huron HeightS Dr
75‐77
Huron Heights Dr
Visitors
0
Total Supply
38
Handicap
Time
Regular
2
0
19:30
20:00
2
0
20:00
20:30
2
0
21:00
2
0
21:30
2
Total Supply
3
Time
Regular
19:30
Visitors
0
70
Handicap
Time
Regular
2
0
19:30
27
0
4
2
0
20:00
28
0
5
20:30
2
0
20:30
31
0
5
21:00
3
0
21:00
34
0
5
0
21:30
2
0
21:30
30
0
5
27
0
22:00
3
0
22:00
32
0
4
27
0
22:30
3
0
22:30
31
0
5
0
4
Handicap
Time
Regular
16
0
19:30
20
0
20:00
20:30
22
0
21:00
27
0
0
21:30
28
22:00
2
0
22:00
22:30
3
0
22:30
Visitors
76
4
Regular
Handicap
19:30
4
2
20:00
2
0
20:30
2
0
21:00
2
0
21:30
2
0
22:00
2
0
22:30
2
0
Time
Legend
Tenants
Total Supply
Total Supply
Total Supply
Time
School Parking
77 Huron HeightS Dr
Tenants
0
9
Handicap Tandem
Newmarket Parking Data
Saturday
19:30‐23:00
75 Huron HeightS Dr
75‐77
Huron Heights Dr
Visitors
0
Total Supply
38
Handicap
Time
Regular
1
0
19:30
20:00
1
0
20:00
20:30
1
0
21:00
1
0
21:30
1
Total Supply
3
Time
Regular
19:30
Visitors
0
70
Handicap
Time
Regular
2
0
19:30
36
0
5
2
0
20:00
39
0
4
20:30
2
0
20:30
37
0
5
21:00
2
0
21:00
37
0
5
0
21:30
2
0
21:30
37
0
4
22
0
22:00
2
0
22:00
36
0
5
23
0
22:30
1
0
22:30
37
0
5
0
4
Handicap
Time
Regular
15
0
19:30
18
0
20:00
20:30
20
0
21:00
21
0
0
21:30
21
22:00
1
0
22:00
22:30
1
0
22:30
Visitors
76
4
Regular
Handicap
19:30
2
0
20:00
2
0
20:30
2
0
21:00
2
0
21:30
2
0
22:00
2
0
22:30
2
0
Time
Legend
Tenants
Total Supply
Total Supply
Total Supply
Time
School Parking
77 Huron Heights Dr
Tenants
0
9
Handicap Tandem
Newmarket Parking Data
Huron Heights Dr
On‐Street Parking
Saturday
19:30‐23:00
Time
E1
E2
E3
E4
W1
W2
W3
W4
Available 8
9
15
8
0
11
8
10
19:30
0
1
0
0
0
0
0
0
20:00
0
1
0
0
0
0
0
0
20:30
0
1
0
1
0
0
0
0
21:00
0
0
0
0
0
0
0
0
21:30
0
0
0
0
0
0
0
0
22:00
0
0
0
0
0
0
0
0
22:30
0
0
0
0
0
0
0
0
795 Davis Dr
Visitors
Tenants
Total Supply
4
0
Handicap
Total Supply
34
0
Handicap
Time
Visitors
Time
Regular
19:30
1
19:30
14
20:00
0
20:00
13
20:30
0
20:30
13
21:00
1
21:00
14
21:30
0
21:30
14
22:00
0
22:00
15
22:30
1
22:30
17
Legend
APPENDIX B TDM Welcome Package Make active transportation a
daily part of your lifestyle!
• Check your local recreational centre for information on community
activities and walking clubs
• Go for a walk — check out your neighbourhood
• When going to a restaurant or store, choose one within walking
or cycling distance
• Walk, cycle or rollerblade in local parks and on trails within your
community. Visit www.york.ca to find cycling and pedestrian trails
• Walk, cycle or rollerblade to work or to the closest transit stop on
your way to work
• Check the Air Quality Health Index each day and learn when to be active
and when to take it easy, visit: www.airhealth.ca
• Join thousands of others participating in 20/20 The Way to Clean Air
and become part of the solution to air pollution, visit:
www.cleanairpartnership.org/2020
• Go Active, leave the car at home and actively get to where you are going
Active Transportation is any form of human-powered
transportation. You choose the mode. Walking, cycling,
wheeling, rollerblading and skateboarding are all active
ways to get you where you are going.
By leaving the car at home more often and choosing to
walk, cycle, rollerblade or skateboard, you can improve
your personal health and help to improve air quality in your
community by reducing emissions that contribute to smog
and climate change.
For more information on active transportation,
contact York Region Health Connection at
1-800-361-5653
or visit www.york.ca/health
Make a difference the next time you
need to get somewhere... go active!
Make a difference the next time
you need to get somewhere...
Active Transportation is a great way to spend time with your family and
friends, while adding enormous benefits to your health. No matter what the
size of your community, it is easy to find fun and affordable ways to be active.
ROLLERBLADING: Have fun, stay fit… get where you’re going
WALKING: Make it a regular part of your day
• Consider rollerblading to work or on a lunch break
• Organize a walking group with others who share your interests — visit
local parks and trails in your community
• Take the stairs instead of the elevator
• Park your car further away at the
mall or at work, so you can walk
the extra distance
Active Transportation and your health
• Not only is taking the bus cheaper than driving, but riding a bus is 10 times
safer than driving a car 1
• Studies have shown that for every 10 minutes a person spends in a daily
car commute, time spent in community activities falls by 10 per cent 1
• Childhood and adult obesity rates have been climbing steadily for the
past 30 years —a serious health problem in Canada — these rising
rates are directly linked to a lack of physical activity amongst Canadians 2
• Research indicates the risk of obesity can decline by 4.8 per cent for every
additional kilometer walked per day and can increase by 6 per cent for
each hour spent in a car per day 2
• The Ontario Medical Association estimates that air pollution contributes
to approximately 9,500 premature deaths each year in Ontario 3
Active Transportation and the environment
People who use active and sustainable modes of transportation are at a
lower risk of exposure to air pollution. In fact, drivers and car passengers are
exposed to up to 10 times more pollution than pedestrians, cyclists or transit
users. Many of the most common pollutant levels are at higher levels during
peak rush hour periods. 4
By decreasing our use of motorized modes of transportation, we can
help reduce the effects of automobile emissions on our health and the
environment. Take action today to protect your health and improve air
quality in your community.
• Blading provides you with a fantastic lower body workout by
strengthening and toning your leg muscles
• Try rollerblading on local trails in your community
• Blading in scenic locations or with good company is a great way to
improve mental health and brighten your mood
• Blading provides opportunities for socialization and networking
CARPOOLING and PUBLIC TRANSIT: A simple way to
save money, reduce traffic congestion and conserve energy
• Take a walk-break around the
building during the workday
• Get to your destination faster by using carpool lanes and
designated parking spots
• When looking for a restaurant
or store, choose one within
walking distance
• Combining walking or cycling with public
transit is also an active way
to get where you are going
• Walk to work, it is an easy way
to incorporate physical activity
into your day
• Save money on gas and parking — carpooling
and public transit can cut travel costs by 50
to 70 per cent
• Shop locally — leave your
car at home
• Commuting alone costs an average of $9,000
per year
CYCLING: A great way to get around
• Instead of spending time stuck in traffic, ride your bike to work — save
time, money and get health benefits
• Try cycling in local parks and on trails in your community
• Ride your bike a few miles a day to improve muscle strength,
coordination, and flexibility
• How much you ride will depend on your fitness level and lifestyle - it is
easy to take your bike to the local store or restaurant
• Cycling is a great addition to any weight management program; cycling
for just 15 minutes five times a week, burns off 11 pounds of fat a year
and meets requirements for reducing health risks 5
• One busload can take up to 40 cars off the road
and save 70,000 litres of fuel
• Connect your workplace with trip reduction
services offered by Smart Commute
www.smartcommute.ca
• Reduce emissions by carpooling to work — find carpool matches
at www.carpoolzone.ca
SAFETY: Things to consider
Before beginning any type of exercise or fitness program, it is important to
check with your doctor to make sure you have no health risks related to an
increased level of physical activity. Here are some safety tips to consider
before you start any active mode of transportation:
• Make sure your equipment is in good repair
• Always wear protective gear such as a helmet, elbow/knee pads
when riding a bike or rollerblading
Make a difference the next time you
need to get somewhere...
• Drink plenty of fluids and use sun protection especially if outdoors
for a long period
• Be aware of the rules of the road and watch for hazards
Sources:
1. Go for Green website
2. Heart and Stroke Foundation of Canada
3. Ontario Medical Association WebLink:
Ontario Doctors Caring for You. June, 2008
4. Climate Change Connection, Manitoba
5. Leeds Cycling Action Group: Cycling and Health
6. Health Canada

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