planning around rapid transit stations (parts)

TRANSPORTATION DEMAND MANAGEMENT STRATEGY

PLANNING AROUND RAPID TRANSIT

STATIONS (PARTS)

Phase 2 August 2014

PARTS TDM Strategy (2014) i

Table of Contents 1.0 EXECUTIVE SUMMARY ........................................................................................................................................................... 1

2.0 INTRODUCTION ....................................................................................................................................................................... 2

2.1 Background............................................................................................................................................................................ 4

2.1.1 Planning Around Rapid Transit Stations (PARTS) Phase 1 ............................................................................................. 4

2.1.2 Planning Around Rapid Transit Stations (PARTS) Phase 2 ............................................................................................. 6

2.1.3 What is Transportation Demand Management? (TDM) ................................................................................................... 7

2.2 Purpose ................................................................................................................................................................................. 8

2.3 Organization of Strategy Document ....................................................................................................................................... 9

2.4 Audience .............................................................................................................................................................................. 10

2.5 Approach and Process ......................................................................................................................................................... 10

2.4.1. PARTS Phase 2 TDM Working Group .......................................................................................................................... 10

2.4.2. Consultant Review ........................................................................................................................................................ 10

2.4.3. Agency Workshop ......................................................................................................................................................... 11

2.4.4. Development Industry Information Session ................................................................................................................... 11

2.4.5. Public Engagement ....................................................................................................................................................... 11

3.0 EXISTING CONTEXT .............................................................................................................................................................. 12

3.1 Provincial ............................................................................................................................................................................. 12

3.2.1 Places to Grow Growth Plan (2006, Office Consolidation 2013).................................................................................... 12

3.2 Region of Waterloo .............................................................................................................................................................. 12

3.2.1 Regional Official Plan (2009), Under Appeal ................................................................................................................. 12

3.2.2 Regional Transportation Master Plan (2010) ................................................................................................................. 13

3.2.3 Regional Transportation Impact Study Guidelines (Updated 2013) ............................................................................... 14

3.2.4 Central Transit Corridor Community Building Strategy (CBS) (2013) ............................................................................ 14

PARTS TDM Strategy (2014) ii

3.2.5 Region of Waterloo Active Transportation Master Plan (2014) ...................................................................................... 15

3.2.6 Region of Waterloo Parking Related Initiatives ............................................................................................................. 15

3.2.7 Region of Waterloo Transportation Demand Management Initiatives ............................................................................ 16

3.3 City of Kitchener .................................................................................................................................................................. 16

3.3.1 Transportation Demand Management Plan (2010) ....................................................................................................... 16

3.3.2 Cycling Master Plan (2010) ........................................................................................................................................... 16

3.3.3 Long-Term Parking Strategy (2011) .............................................................................................................................. 17

3.3.4 Multi-Use Pathways and Trails Master Plan (2012) ....................................................................................................... 17

3.3.5 Integrated Transportation Master Plan (2013) ............................................................................................................... 17

3.3.6 City of Kitchener New Official Plan (2014) .................................................................................................................... 17

3.3.7 Comprehensive Review of the Zoning Bylaw (2014-2016) ............................................................................................ 18

3.3.8 City’s Urban Design Manual .......................................................................................................................................... 18

3.3.9 City of Kitchener Transportation Demand Management Initiatives ................................................................................ 19

4.0 OBJECTIVES .......................................................................................................................................................................... 20

5.0 TRANSPORTATION DEMAND MANAGEMENT INITIATIVES ................................................................................................ 21

5.1 Active Transportation ........................................................................................................................................................... 21

Pedestrian Travel ........................................................................................................................................................................ 21

Sidewalks.................................................................................................................................................................................... 21

Cycling ........................................................................................................................................................................................ 22

Managing Active Transportation .................................................................................................................................................. 24

5.2 Transit .................................................................................................................................................................................. 27

5.3 Commuting Strategies ......................................................................................................................................................... 28

Car Share ................................................................................................................................................................................... 28

Bicycle Share .............................................................................................................................................................................. 28

Ride Share .................................................................................................................................................................................. 30

Guaranteed Ride Home .............................................................................................................................................................. 30

PARTS TDM Strategy (2014) iii

Telework and Flexible Work Hours.............................................................................................................................................. 30

5.4 Parking ................................................................................................................................................................................ 33

Minimum and Maximum Parking ................................................................................................................................................. 33

Shared Parking ........................................................................................................................................................................... 34

Unbundled Parking ..................................................................................................................................................................... 35

Parking Cash Out ........................................................................................................................................................................ 35

Paid Parking ............................................................................................................................................................................... 36

Parking Location ......................................................................................................................................................................... 37

Electric Vehicle Parking/Charging Stations ................................................................................................................................. 38

Bicycle Parking ........................................................................................................................................................................... 39

Car Share Parking ...................................................................................................................................................................... 42

Ride Share Parking ..................................................................................................................................................................... 42

6.0 TRANSPORTATION DEMAND MANAGEMENT IMPLEMENTATION TOOLS AND RECOMMENDED ACTIONS ................. 43

6.1 Station Area Plan/Secondary Plan (PARTS Plan) ................................................................................................................ 43

6.2 Zoning .................................................................................................................................................................................. 45

6.3 Development Process .......................................................................................................................................................... 45

6.4 Bonusing .............................................................................................................................................................................. 46

6.5 Urban Design Manual .......................................................................................................................................................... 46

6.6 Cash in Lieu of Parking ........................................................................................................................................................ 48

6.7 Traffic By-Law ...................................................................................................................................................................... 49

6.8 TDM Report ......................................................................................................................................................................... 49

TDM Checklist ............................................................................................................................................................................ 49

Implementation Plan ................................................................................................................................................................... 50

TDM Plan .................................................................................................................................................................................... 50

6.9 Municipal Protocol................................................................................................................................................................ 52

6.10 Infrastructure Design ............................................................................................................................................................ 52

PARTS TDM Strategy (2014) iv

6.11 Transportation Management Association ............................................................................................................................. 53

6.12 City TDM Staff Resourcing, Responsibilities and Initiatives .................................................................................................. 54

Staff Resourcing ......................................................................................................................................................................... 54

Education and Outreach Activities .............................................................................................................................................. 54

6.13 Funding ................................................................................................................................................................................ 57

7.0 IMPLEMENTATION MONITORING AND PERFORMANCE MEASURING ............................................................................. 58

8.0 GLOSSARY OF TERMS ......................................................................................................................................................... 60

9.0 LIST OF APPENDICES ........................................................................................................................................................... 62

Figures

Figure 2-1: PARTS Corridor Wide Study Area...................................................................................................................................... 5 Figure 2-2: PARTS Project Plan ........................................................................................................................................................... 6 Figure 2-3: Influences of TDM .............................................................................................................................................................. 7

Tables Table 5-1: City of Vancouver Bicycle Parking and Corresponding Shower/Change Facility Requirements ......................................... 23 Table 5-2: Shared Parking Rate Breakdown by Land Use and Time Period ....................................................................................... 34 Table 5-3: Class A and Class B Bicycle Parking Requirements ......................................................................................................... 40

PARTS TDM Strategy (2014) 1

1.0 EXECUTIVE SUMMARY

As the City prepares for the construction of the regional ION rapid transit system, there is a significant opportunity to position Station Study Areas to prioritize public transit, cycling, walking, car and bicycle sharing and ridesharing and reduce reliance on single-occupant vehicles for travel and mobility. Expanding transit infrastructure and services and building cycling and pedestrian facilities will help facilitate a modal shift away from single-occupancy vehicle travel by providing reasonable and reliable alternatives. PARTS Station Study Areas were compiled during Phase 1 of the project, and identified a project plan for corridor-wide initiatives, of which, the TDM Strategy is one. The TDM Strategy will help inform and guide planning and development in the Station Study Area Plans. The PARTS TDM Strategy includes some exciting new directions and support for improving transportation options, shaping vibrant urban places and creating a more healthy community. This could be another marquee action-oriented document that Kitchener wherein could be viewed as an emerging leader. Some of the highlights of the PARTS TDM Strategy include:

The exploration of secure bicycle parking rates, pedestrian facilities, transit waiting areas, carsharing, teleworking options, parking and other initiatives;

An automated City of Kitchener-specific TDM Checklist, as refined from the Region of Waterloo’s initial TDM Checklist and Parking Management worksheet, which will be utilized for development applications in the PARTS area (and provides a potential framework for other future considerations such as “bonusing”);

Charts that indicate appropriate bike parking, shared parking and other considerations for the Zoning By-law and future, supplementary design standards;

A further list of responsibilities and initiatives for TDM staff to prioritize, expand and continue to engrain within our community and culture;

An indication of several next steps such as moving forward with considering amendments to the cash-in-lieu of parking policy; and,

The necessary TDM components needed to prepare the individual PARTS Station Study Area Plans and associated Secondary Plans, zoning, design standards, etc.

Recommended directives/actions are identified for various “themes” of TDM such as active transportation, transit and commuting strategies. The actions are then summarized according to the potential implementation tools such as zoning, design manual, development process, etc. A monitoring and performance measurement framework is included for the implementation (and continued evolution) of the recommended TDM initiatives. The Strategy also provides the Kitchener TDM Checklist and a helpful reference guide for the checklist and associated report as an improvement for the development process.


2.0 INTRODUCTION

Across the globe, cities are transforming their streets and public spaces to make it safer and more convenient to travel by walking, cycling, public transit, and ride sharing (including carpool / vanpool). The City of Kitchener, like many municipalities, recognizes that growth cannot continue unabated. This not only applies to new residential and mixed-use developments, but also to the supporting infrastructure of roads, parking facilities, and the associated impact on the environment. While the single-occupant vehicle has been the norm, changes must be implemented that promote sustainable modes of transportation. The time to foster this change is now. Numerous transportation demand management (TDM) initiatives need to be developed to encourage and give the community the opportunity to modify their travel choices. TDM is a wide range of policies, programs, services and products that influence how, when, where and why people and goods are moved. TDM programs and strategies are meant to encourage greater use of sustainable modes of transportation and trip decision making that reduces, combines or shortens vehicle trips. With 100,000 new residents expected by 2031, the City will face significant challenges if single-occupant vehicles continue to be the primary travel mode. Citizens have told staff and Council that improving the quality of life and enhancing the transportation system are important for the community’s future and are identified as priorities in the City of Kitchener Strategic Plan. Implementation of TDM strategies will result in significant benefits for the city and its citizens, including:

Reduced traffic congestion and parking demand. As more people choose sustainable transportation options, the demand for parking decreases and fewer cars fill up our roads.

Improved health and wellness. A large number of Canadians do not meet the minimum levels of physical activity per day. Active transportation allows people to maintain an active and healthy lifestyle and is an excellent form of exercise.

Affordability and accessibility: The Canadian Automobile Association (CAA) estimates that it costs over $8,000 per year to own and operate a personal vehicle. In contrast, sustainable transportation options are cost-effective and utilizes existing system capacities

Improved air quality: Sustainable transportation options reduce greenhouse gas emissions, and trips made by walking, cycling and transit have little to no adverse impacts on the environment

Creating vibrant urban areas: Increased walking, cycling, and transit use leads to more people on our streets and contributes to livelier urban areas where people are engaged with their surroundings.

Supporting other forms of transportation: Sustainable transportation options create a more diversified transportation system. When these modes are integrated properly, people have greater choices when travelling around their community.


This strategy is an overall guidance document that provides direction on transportation demand management initiatives within rapid transit Station Study Areas. It is a continuation of a number of existing policies including the City of Kitchener’s Official Plan, Transportation Master Plan, Cycling Master Plan, TDM Plan, Phase 1 of the Planning Around Rapid Transit Station Areas (PARTS) initiative, and more. It is also one of 5 corridor-wide initiatives that is being completed for Phase 2 of PARTS. Ultimately, the City must balance growth with environmental sustainability, an effective transportation network and fiscal responsibility. To do so, the City needs to develop and implement TDM strategies which can encourage more people to choose sustainable transportation options.


2.1 Background

The Region of Waterloo is designing and constructing the ION rapid transit system that will link the heart of the urban communities of Waterloo, Kitchener and Cambridge through a central transit corridor (CTC). The rapid transit system will be developed in two phases and will include twenty-two (22) station stops connecting the three cities. There are twelve (12) station stops identified in Kitchener. The CTC connects many key destinations throughout the region including places to live, work, play and shop. Along with improving access to existing places, the CTC will become the focus for new medium and high density residential, retail and commercial development, supporting the concentration of existing and planned residents and jobs. The rapid transit system through the CTC has the potential to be a major factor in the long-term growth and continued economic prosperity of our City. With it comes the potential for continued change in the areas close to the rapid transit station stops. The existing policy framework and development approval system must adapt to ensure that new development and capital investments makes a positive contribution to our urban environment and support the investment in a higher order transit system.

2.1.1 Planning Around Rapid Transit Stations (PARTS) Phase 1

The primary purpose of the PARTS project is to provide direction for future development and stability within Station Study Areas (areas around the rapid transit stations) along with recommendations for capital projects to ensure that these areas are developed in a way that is transit-supportive and adds value to our community. In Phase 1 of PARTS, a vision was created to guide the process of the Station Study Area Plans and goals were developed to ensure that the vision is further articulated. PARTS Phase 1 also included an identification of recommended Station Study Areas, the compilation of background information and a project plan for how to undertake corridor-wide initiatives in Kitchener followed by the Station Study Area Plans. Phase 1 of PARTS identified six Station Study Areas (Midtown, Central, Rockway, Fairway, Block Line and Sportsworld) and identified Focus Areas and associated Influence Areas as illustrated in the Figure on the following page. Focus Areas are those lands, which due to their proximity to a station stop will be a significant focus of potential change. Influence areas are further away from the station stop, but still contribute to the role and function of the station study areas. Influence areas will not be the focus of change, but may provide opportunities for minor infilling where deemed appropriate. Further study on each Station Study Area will be conducted in 2014-2017.

PARTS Station Area Planning Vision Together, through a comprehensive and collaborative public planning process, we will build well-connected, innovative, vibrant, inviting and inclusive station areas in which to live, work, shop, study and play. PARTS Station Area Planning Goals

Manage Growth and Change

Ensure a Mix of Appropriate Land Uses

Enhance Transportation Choice and Connectivity

Enhance Placemaking, Safety, Community Design

Guide Public and Private Investment


Figure 2-1: PARTS Corridor Wide Study Area


2.1.2 Planning Around Rapid Transit Stations (PARTS) Phase 2

PARTS Phase 1 concluded in December 2013 wherein Council supported staff to proceed with PARTS Phase 2 and Station Study Area Planning. Through Phase 1 it was determined that efficiencies would be achieved by completing some of the key initiatives at a corridor-

wide scale in Kitchener all at once, rather than for individual Station Study Areas. Within this project plan, five corridor-wide initiatives are to be completed in advance of the PARTS Station Study Area Plans. These five initiatives will lay the groundwork for the subsequent Station Study Area Plans. This document pertains to Transportation Demand Management. The five corridor-wide initiatives and the proposed sequencing and timing for the Station Study Area Plans is outlined in the PARTS Phase 1: Volume 1 document and illustrated in Figure 2-2 below.

Figure 2-2: PARTS Project Plan


2.1.3 What is Transportation Demand Management? (TDM)

TDM is the use of policies, programs, services and products to influence why, when, where and how people travel. TDM considers both the transportation actions which affect the travel time, cost and other considerations that shape travel behaviour, as well as a ways of implementing these actions. Essentially, TDM seeks to increase the efficiency of a transportation system by influencing travel behavior. A simple illustration of this concept is provided in Figure 2-3 to the right. By influencing why, when, where and how people travel, TDM measures can motivate important changes in travel behaviour:

modal shift—more people choosing to walk, cycle, take transit or carpool;

trip reductions—more people choosing to telework or conduct business by telephone;

driving reductions—more drivers making fewer trips by car and to closer destinations; and,

time and route shifting—more drivers changing the time or route of their driving trip to avoid traffic congestion

By managing the demand for travel, municipal governments can reduce the need for new or widened roads and other automobile infrastructure and facilities and increase the return on investments in transit, walking, cycling and carpooling infrastructure and

facilities.

Figure 2-3: Influences of TDM


2.2 Purpose

As the City prepares for the construction of the regional ION rapid transit system, there is a significant opportunity to position Station Study Areas to prioritize public transit, cycling, walking, car and bicycle sharing and ridesharing and reduce reliance on single-occupant vehicles for travel and mobility. Expanding transit infrastructure and services and building cycling and pedestrian facilities will help facilitate a modal shift away from single-occupancy vehicle travel by providing reasonable and reliable alternatives. Modal shift is achieved by conscious planning, not by chance. The development and implementation of this PARTS Transportation Demand Management (TDM) Strategy will be an important component to influence residents’, workers’ and visitors’ trip choices when travelling to, from, and within Kitchener and help achieve the mode share targets set by the Region of Waterloo’s Transportation Master Plan, which projects that:

17% of all trips in Waterloo Region will be by transit;

12% of all trips will be by cycling or walking; and,

50% of trips around transit station areas will be by walking and cycling. The purpose of this PARTS Transportation Demand Management Strategy is to:

Develop an overall Council approved guidance document made up of a collection of individual but related actions aimed at increasing opportunities and demand for sustainable transportation options

Complete a best practices review of TDM approaches throughout North America to have knowledge of potential strategies that have been proven elsewhere;

Develop objectives and actions that can be evaluated against measurable targets;

Provide guidance for including TDM initiatives in Station Study Area/Secondary Plans and the Zoning Bylaw;

Develop a strategy for implementation and performance measurement and monitoring of TDM strategies and initiatives;

Be refined with specific guidelines and standards through the completion of each Station Area Plan/ Secondary Plan;

Provide further direction for the review of development applications within the Station Study Areas. This Transportation Demand Management Strategy applies to the Corridor Wide Stations Study Area as a whole including the Sportsworld Station Study Area. It may be implemented by specific standards or actions within each Station Study Area Plan depending on the context of the area, the planned modal split, and the function of the station stop. Implementation may also occur in policies, zoning, guidelines, updates to standards and manuals and protocols and processes.


2.3 Organization of Strategy Document

The PARTS TDM Strategy is organized into the following sections, which define the basis for the Strategy, consider best practices and subsequent recommendations for actions and directives, as well as highlighting the appropriate tools by which to achieve these measures. Section 2, Introduction summarizes Phase I of Planning Around Rapid Transit Stations (PARTS), including background information and goals, while also outlining the scope and process for Phase II, the Transportation Demand Management (TDM) Strategy. Section 3, Existing Context identifies the enabling policies, legistlation, plans and strategies that support the development of the PARTS TDM Strategy at the provincial, regional and municipal levels. Section 4, Objectives presents the overarching vision and goals to be achieved through the Strategy. Section 5, Transportation Demand Management Initiatives introduces some of the options explored such as secure bicycle parking, carsharing, teleworking options, parking and other initiatives, while also making recommendations for specific actions and directives that help achieve Strategy objectives. This section presents the directives by mode of transportation. Refer to Section 6 for further direction on how directives are to be implemented, as well as a breakdown of the directives by specific implementation tools. Section 6, Transportation Demand Management Implementation Tools describes the different implementation tools necessary for the application of the Strategy in Station Study Areas, including planning, policy and TDM controls to be utilzied. Within this section, directives are organized by implementation tool, to give the reader a practical understanding of how those directives introduced in Section 5 will be implemented. Section 7, Performance Monitoring and Measurement establishes a framework for reporting on TDM initiatives in order to evaluate whether these strategies are in fact achieveing desirbale resutls. Outlined within this section, is a series of performance indicators and measures to facilitate monitoring and evaluation. Appendices are included as supplementary material to the Strategy.


2.4 Audience

The primary audience for this strategy includes those individuals leading and involved in each Station Area Plan/Secondary Plan and the Zoning By-Law Review along with City planners, transportation professionals, consultants, developers and stakeholders involved in the development process who can play a strong role in implementing TDM initiatives within Station Study Areas. Transportation Demand Management has the potential to influence a wide audience through diverse programs, policies, and initiatives as they continue to expand in the community and gain traction. Other interested audiences could include area municipalities, students, neighbourhood associations, local businesses, special interest groups and more.

2.5 Approach and Process

2.4.1. PARTS Phase 2 TDM Working Group

The TDM Working Group was comprised of City of Kitchener staff from both Transportation Services (Infrastructure Services Department) and the Planning Division (Community Services Department), and included the following individuals:

Josh Joseph - Project Lead, Transportation Demand Management Coordinator, Transportation Services

Justin Readman - Project Support / Transportation Support, Director of Transportation Services, Transportation Services

Brandon Sloan - Planning Support / PARTS Project Manager, Manager of Long Range & Policy Planning, Planning Division

Sarah Coutu - Planning Support / Policy, Policy Analyst, Long Range & Policy Planning, Planning Division

Andrew Pinnell - Planning Support / Development Review, Planner (Development Review), Planning Division

Courtney Liu - Project Support / Research, Transportation Demand Management Student, Transportation Services

Lauren Nelson - Project Support / Research, Transportation Demand Management Student, Transportation Services

2.4.2. Consultant Review

The City of Kitchener retained Steer Davies Gleave (SDG), one of the world’s largest independent transportation consulting firms, to assist in this initiative. SDG specializes in providing strategic advice and expertise related to travel behaviour change, TDM and rapid transit planning. SDG provided consultation support through suggestion of research focus areas, peer review of the draft report, as well as a comprehensive review and recommended revisions to the TDM Checklist for its applicability in Kitchener. The consultant staff team brings knowledge of TDM initiatives from innovative urban centres with a diverse transportation network, including those in Canada, the United States and globally.


2.4.3. Agency Workshop

The City of Kitchener and Steer Davies Gleave facilitated an Agency Workshop in order to discuss proposed transportation demand management policies, by-laws and strategies that will integrate all modes of sustainable transportation with rapid transit systems. The objective of the workshop was to obtain feedback on research of municipal policies by-laws and strategies in effect in other Canadian and international municipalities, and to generate some creative solutions to plan for how people will travel by forms of sustainable mobility. Workshop attendees and participants included representatives from the City of Kitchener, City of Waterloo, City of Cambridge, Region of Waterloo, and Sustainable Waterloo Region. Representatives of the City of Kitchener and Steer Davies Gleave provided an introduction and background information about the project, provided detailed research for the Transportation Demand Management Initatives and facilitated a discussion for each. Topics of discussion included initiatives for cycling, telework, electric vehicles, parking, transit, walking, bikeshare, carshare, carpool, TDM plans and checklists and options for bonusing. Feedback, comments and recommendations received at the workshop were considered during the development of this Strategy.

2.4.4. Development Industry Information Session

The City of Kitchener facilitated a Consultant / Developer Information Session to present preliminary material regarding the general contents of the TDM Strategy, the recommended directives/actions, implementation approach, proposed bicycle parking rates and recommended TDM Checklist. Information session attendees included representatives from land development and realty agencies, home builders’ associations, Kitchener Cycling Advisory Committee, transportation analysts and planning consultants. The objective of the information session was to provide information about the PARTS Transportation Demand Management Strategy to those impacted by the strategy and solicit feedback. Representatives of the City of Kitchener provided an overview of project findings, research, policy moves and directives. Draft materials were circulated to all meeting attendees, and posted on the City of Kitchener website for review and comment. Feedback, comments and recommendations received at the information session were generally supportive of TDM initiatives. Comments submitted by stakeholders reflected their feedback to proposed directives for policies, by-laws, strategies and implementation tools, and were recorded by the City of Kitchener and considered during the development of this Strategy.

2.4.5. Public Engagement

The PARTS project team facilitated a public drop-in information session in order to provide information about the Strategy to the Public. The Draft PARTS TDM Strategy was made publically available on the City of Kitchener website for review, comment and in preparation for the public drop-in information session. In addition, weekly social media updates were posted in advance of the information session. Comments received were reviewed by the PARTS TDM team, and changes or clarifications have been made within the TDM Strategy document as appropriate.


3.0 EXISTING CONTEXT

There are a number of policy documents, comprehensive plans and initiatives that support and reference the need for Station Area Planning and for TDM in Kitchener and more specifically within Station Study Areas. The following is a summary of these relevant provincial, regional and city documents.

3.1 Provincial

3.2.1 Places to Grow Growth Plan (2006, Office Consolidation 2013)

The Growth Plan is the Province’s plan to manage growth and development in the Greater Golden Horseshoe (GGH). This Plan provides a planning framework that directs where and how communities within the GGH should grow and identifies policies to guide g investments in infrastructure to support growth. In addition to establishing a number of land use policies and targets aimed at encouraging more compact and transit supportive communities, the Growth Plan identifies a number of objectives relating to TDM and the encouragement of alternative modes of travel. Specifically, the Growth Plan states that:

Municipalities will develop and implement TDM policies in official plans or other planning documents, to reduce trip distance and time, and increase the modal share of alternatives to the automobile.

Public transit will be the first priority for transportation infrastructure planning and major transportation investments.

Municipalities will ensure that pedestrian and bicycle networks are integrated into transportation planning.

3.2 Region of Waterloo

3.2.1 Regional Official Plan (2009), Under Appeal

The Regional Official Plan contains numerous policies regarding transit oriented development, rapid transit and TDM. The Transit Oriented Development Policies require that applications for development on or near sites that are served by existing or planned rapid transit, or higher frequency transit satisfy several criteria to ensure development:

creates a pedestrian-friendly environment and encourages walking, cycling and the use of transit

is more compact, medium and higher density development

provides an appropriate mix of land uses

https://www.placestogrow.ca/index.php?option=com_content&task=view&id=359&Itemid=12

http://www.regionofwaterloo.ca/en/regionalGovernment/PreviousROP.asp


supports a high quality public realm

provides access from various transportation modes to the transit facility As part of another PARTS Corridor-Wide Initiative, Interim Direction, City Council adopted an amendment to the current Official Plan to implement these policies. The policies pertaining to Major Transit Station Areas require that the City prepare Station Area Plans and outline components that must be included. The policies stipulate that they should include design guidelines and development standards to implement Transit Oriented Development. The policies pertaining to TDM encourage alternatives to drive-alone commuting and strive to reduce automobile dependency. The policies indicate that when a development applicant incorporates TDM strategies, consideration may be given to granting reductions in the level of road improvement that would otherwise be required to support the development and/or reductions in required parking.

3.2.2 Regional Transportation Master Plan (2010)

The Regional Transportation Master Plan (RTMP) provides a comprehensive planning framework for sustainable transportation, focusing on greater investment in transit, cycling and walking. The four major goals for the Region’s transportation system is to optimize the existing transportation network, promote transportation choice and reduce single occupant vehicle trips, foster a strong economy and support sustainable development. Rapid Transit within the Central Transit Corridor is the foundation of the RTMP, with efforts to further enhance transportation choice through a network of express and local bus routes integrated with the Rapid Transit system and improvements to the active transportation network. The plan sets a goal that by 2031, 15 per cent of all trips in the Region will be by transit and 12 per cent of all trips by cycling or walking. The charts that indicates the Mode Share Targets for all transportation modes for the entire Region and by municipality is included in Appendix 1. The Plan includes a list of recommended TDM strategies (See Appendix 2) as well as parking recommendations to be considered for Rapid Transit Station Areas, or other urban centres anticipated to be well served by frequent transit (see Appendix 3).

http://www.regionofwaterloo.ca/en/regionalGovernment/transportationmasterplan.asp


3.2.3 Regional Transportation Impact Study Guidelines (Updated 2013)

The Region’s Transportation Impact Study Guidelines are an important tool in the development review process because they help developers and public agencies identify the impacts of proposed developments on the existing transportation network and recommend appropriate mitigation measures. The Guidelines were updated in 2013 in order to further integrate TDM into the development review process as per recommendations for the Transportation Demand Management Trip & Parking Reduction Strategy completed in 2011. The Guidelines require that development proposals for new non-residential and mixed-use developments located along Regional Roads likely to generate 100 or more new peak direction auto trips or where there are localized safety or roadway/intersection capacity deficiencies in the Urban Growth Centres, Major Transit Station Areas and Reurbanization Corridors to submit a completed Transportation Demand Management Checklist. TDM Checklist

The TDM Checklist evaluates proposed developments on how TDM-supportive they are. Points are assigned based on the level of transit service available within walking distance of the site, whether cycling and pedestrian amenities are provided and whether parking requirements and parking facilities support walking and transit use. The checklist is heavily weighted to encourage developers to provide a parking supply equal to, or less than the Zoning By-Law minimums; however it is not required. A minimum score is required to pass on the checklist. Parking Management Worksheet

The Parking Management Worksheet is a supplementary and voluntary component of the TDM Checklist. The Worksheet uses TDM incentives and transit-related factors to calculate potential reductions to zoning by-law parking requirements, subject to approval by the relevant Area Municipality. The TDM Checklist and Parking Management Worksheet are included in Appendix 4.

3.2.4 Central Transit Corridor Community Building Strategy (CBS) (2013)

The Central Transit Corridor Community Building Strategy (CBS) is regional framework to leverage investment and to help shape how communities will be planned and built around the rapid transit system. Key directions for community building, placemaking and moving people within, to, and from the central transit corridor are identified. The CBS also identified visions, goals and objectives including parking and TDM related considerations. The CBS also provides detailed information about each of the 23 station areas along the Rapid Transit route, including information about how each of the areas looks and functions now, and directions for making future improvements.

http://www.regionofwaterloo.ca/en/aboutTheEnvironment/communitybuildingstrategy.asp

http://www.regionofwaterloo.ca/en/doingBusiness/resources/2014_Transportation_Impact_Study_Guidelines.pdf


3.2.5 Region of Waterloo Active Transportation Master Plan (2014)

The Region of Waterloo’s Active Transportation Master Plan is a comprehensive travel strategy for pedestrians and cyclists and is intended to provide direction to Regional Council and staff on actions to take to encourage residents to choose active transportation. It also provides guidance regarding funding options and priorities for transportation infrastructure planning and construction. The Plan has five Action Plans intended to achieve its vision and goal of increasing the Region’s mode share for walking and cycling. The Plans include a: Network Action Plan; Strategic Signage Action Plan; Winter Network Action Plan; Behavioural Shift Action Plan; and, Performance Monitoring Action Plan.

3.2.6 Region of Waterloo Parking Related Initiatives

The Region has facilitated the preparation of several studies and background research regarding parking in relation to rapid transit and transportation demand management. This work is based on the modal share objectives of the Regional Transportation Master Plan and it involves the Region of Waterloo and the cities of Waterloo, Kitchener and Cambridge. The Regional Parking Management Strategy was prepared in 2009. It provided guidance on Transit Oriented Development supportive parking policies and land use regulations. It included recommended initiatives specific to Station Areas. The strategy also included sample shared parking schedules that should be considered for Station Areas as well as general suburban areas. See Appendix 5. Further study was undertaken in 2011 to explore options to integrate TDM into the existing development review process. The study recommended the use of the TDM Development Approvals Checklist and Parking Supply Reduction Worksheet, which was added to the Regional Transportation Impact Study Guidelines to allow parking supply reductions to be achieved in new development when TDM features are provided. The Region and area municipalities continue to explore the implications of specific parking rates (including shared parking, reductions, minimums and maximums) within rapid transit Station Areas. This information will be utilized as background data, best practices and suggested direction for the City to consider in the preparation of the Station Study Area Plans, transportation demand management and parking approach for future zoning by-law changes.

http://www.regionofwaterloo.ca/en/gettingAround/resources/ATMPFebruary2014forweb.pdf


3.2.7 Region of Waterloo Transportation Demand Management Initiatives

The Region’s TDM program is called TravelWise and provides services to reduce the number of single-occupant trips and to try sustainable modes of travel. The program is employer-focused and provides organizations with individualized marketing that target employees to change their commuting travel behaviour through services such as carpool ridematching. In 2012, the TravelWise program established a Transportation Management Association (TMA), which aims to connect employers interested in TDM initiatives. The Region also invests in Community CarShare.

3.3 City of Kitchener

3.3.1 Transportation Demand Management Plan (2010)

The City’s TDM plan strives to minimize traffic congestion and parking demand, reduce greenhouse gas (GHG) emissions, and improve air quality and public health. The TDM plan provides recommendations to implement numerous initiatives to achieve these objectives such as: subsidized corporate transit passes; carpool matching; guaranteed ride home program; pilot telework program; carbon tracking tool; outreach programs; and, marketing, educational and promotional events. In order to implement the numerous initiatives over the TDM Plan, it was advised that additional staff resources would be needed.

3.3.2 Cycling Master Plan (2010)

The City’s Cycling Master Plan seeks to encourage cycling among Kitchener residents of all ages, backgrounds, and abilities and presents a network of bikeways (total of 159 km) to be implemented over time, policies to support making Kitchener a bicycle-friendly city, and related practices and programs to further those policies into action. Outcomes of the Plan include more than doubling the number of trips by bicycle every three to five years through the achieving the following: attracting new cyclists; strengthening bicycle policies; creating a bikeway network on city streets; increasing bicycle parking; expanding programs to support bicycling; increase funding for bicycle facilities; and, creating a sustainable culture of cycling development

http://www.regionofwaterloo.ca/en/gettingAround/travelwise.asp

http://www.kitchener.ca/en/livinginkitchener/TransportationDemandManagement.asp

http://www.kitchener.ca/en/livinginkitchener/Kitchener_Cycling_Master_Plan.asp


3.3.3 Long-Term Parking Strategy (2011)

The City’s Long-Term Parking Strategy explored the four main factors that might influence commuting habits, thus reducing long-term parking demand: residential development; price of gas; price of parking; and, convenience of rapid transit. The Strategy concluded that the City needs to continue with aggressive annual monthly parking rate increases as its primary tool for effecting parking demand and develop TDM programs to assist downtown employees in shifting away from auto dependency.

3.3.4 Multi-Use Pathways and Trails Master Plan (2012)

The Kitchener Multi-use Pathways and Trails Master Plan is intended to guide the development and operation of multi-use pathways throughout Kitchener in the short, medium and long term. The focus and emphasis of the Multi-use Pathways and Trails Master Plan is the ‘off-road’ cycling and pedestrian network and its links and connections to the ‘on-road’ cycling network. The Master Plan contains 47 policy recommendations plus additional guidelines pertaining to planning and design of the multi-use pathway network. The completed network of Primary and Secondary multi-use pathways will include a total of over 300 kilometers and will complement the cycle routes detailed in the City’s Cycling Master Plan.

3.3.5 Integrated Transportation Master Plan (2013)

The City’s Integrated Transportation Master Plan recommended that the City build on the TDM strategies from the 2010 TDM plan, expand the implementation of TDM programs beyond the downtown area and support the Regional TDM services already in place. It also recommended that the City support carsharing through outreach and promotional events to increase awareness, and provisions for preferred parking for carsharing vehicles to promote these services. The Plan also advised that, in order to integrate TDM strategies into site planning and development approval processes, the City should develop a TDM checklist similar to the Region of Waterloo’s Travel Demand Management Implementation Checklist to review and evaluate development applications. The Plan also recommended that the City’s Zoning By-law be reviewed and updated to include revised parking standards to more accurately reflect future modal split targets and encourage alternative modes of travel. It suggested that the parking policy recommendations in the RTMP both region-wide and rapid transit-related should be considered. A summary of the recommended implementation measures related to TDM is included in Appendix 6.

3.3.6 City of Kitchener New Official Plan (2014)

The City’s new Official Plan, in conforming to the ROP, includes language on the preparation of Station Area Plans and how Major Transit Station Areas (MTSA) will be planned, designed, developed and phased-in. The MTSA policies indicate that Station Area Plans will include a parking management and TDM strategy to maximize intensification opportunities, minimize surface parking areas, encourage large mixed use

http://www.kitchener.ca/en/livinginkitchener/resources/LongTermParkingStrategy2011.pdf

http://www.kitchener.ca/en/livinginkitchener/resources/Transportation_Master_Plan_2013.pdf

https://www.kitchener.ca/en/livinginkitchener/resources/KitchenerTrailsandPathwaysfinal_reduced.pdf


developments, discourage auto-oriented land uses. Strategies may include reduced parking requirements,

shared parking, development of structured or underground parking facilities, parking pricing and other appropriate strategies. The Plan also includes a TDM section. The objectives of the policies are to: support and enhance sustainable transportation choices and discourage single occupant automobile trips; and, to reduce traffic congestion, parking supply needs, and demand for parking spaces by encouraging various modes of travel. The policies indicate that the City will plan for TDM measures which may include requirements for features such as: car sharing, van and carpool spaces, electric vehicle charging stations, shared parking, bicycle parking, transit waiting areas, and pedestrian facilities. The policies also stipulate that the City may require the incorporation of TDM measures in development and that reduced parking requirements will be considered for a development that prepares and implements a TDM Report. The Plan also contains a Bonusing Provisions Section. The policies allow for consideration to be given to allow increases in permitted height and/or density in exchange for incorporating TDM strategies or providing public parking in the form of parking structures, underground parking and shared parking arrangements. The policies encourage the use of bonusing in Major Transit Station Areas.

3.3.7 Comprehensive Review of the Zoning Bylaw (2014-2016)

The City is undergoing a comprehensive review of the existing Zoning By-law (CRoZBy) to ensure that it is consistent with the City’s new Official Plan and best practices. As part of this review, the City’s current parking regulations will be examined, and, in addition, the recommendations from the Integrated Transportation Master Plan, Cycling Master Plan, TDM Plan and inter-municipal parking/TDM studies and the relevant directive/actions from this Strategy will be considered. The work programs for the Zoning By-law Review and PARTS both inter-relate and are intended to be completed by 2017. CRoZBy will reference the PARTS TDM Strategy and determine appropriate TDM initiatives and possible parking reductions for areas of the outside of Station Study Areas.

3.3.8 City’s Urban Design Manual

The City’s Urban Design Manual (UDM) addresses specific design expectations and standards for site and subdivision development to ensure a minimum level of urban design for all new and redeveloped multi-residential, commercial, industrial and institutional properties across the City. A number of TDM strategies are closely connected to urban design, such as bicycle parking, lighting, transit supportive development, and public art. Through the PARTS Phase 2: Corridor-wide Initiatives process, an Urban Design Brief will be added to the current UDM to implement new transit oriented urban design guidelines in the Kitchener Rapid Transit Station Study Areas (with the exception of Sportsworld).

http://www.kitchener.ca/en/insidecityhall/Comprehensive-Review-of-the-Zoning-By-law.asp

http://www.kitchener.ca/en/insidecityhall/Official_Plan_Review.asp


3.3.9 City of Kitchener Transportation Demand Management Initiatives

The City has advanced local TDM initiatives through the preparation of a TDM Plan, Transportation Master Plan, creating a City TDM position, along with working with the Region to support parking and trip reduction strategies. Initiatives include:

a full-time TDM specialist devoted to developing programs, policies, and initiatives to influence transportation patterns;

conducting a transportation behavior survey with TravelWise to gauge interest in sustainable transportation initiatives - 11% reduction in SOV travel among employees in one year;

providing subsidized corporate GRT passes to City employees who commute by transit;

in partnership with Travelwise, implementing a carpool matching program for staff;

corporate members of the local Carshare program and provision;

provision of parking spaces dedicated to CarShare vehicles;

development of an Corporate Bicycle Loan Program;

engaging with internal committees, community organizations and external stakeholders to deliver innovative pilot projects that advance transportation solutions;

ownership/operation of four secure public bike parking facilities (150 space) downtown Kitchener;

investing in cycling and pedestrian infrastructure (bicycle lanes, parking, multi-use pathways/trails);

development of monitoring and evaluation strategy to measure growth in pedestrian and cycling ridership through temporary and permanent radars, tubes, and sensors;

promotional events such as festivals, bicycle rides, neighbourhood events, and community challenges to raise awareness of TDM initiatives, seeing as many as 2000 residents participate;

development of marketing strategy to raise awareness and improve attitudes towards all transportation modes; and

review of development applications to incorporate TDM strategies and initiatives into the site to encourage more walking, cycling, and transit use.


4.0 OBJECTIVES

The overall goals within the City’s TDM Plan, Integrated Transportation Master Plan and PARTS Phase 1 provided the high level direction for this Strategy. The following objectives further refine these goals for TDM in the PARTS Station Study Areas.

4.1. Reduce the use of single-occupancy vehicle (SOV) travel and increase the mode share of sustainable transportation options.

4.2. Support active and sustainable modes of transportation within Station Study Areas. Integrate associated infrastructure with the rapid transit network.

4.3. Reduce the need for parking within Station Study Areas and make efficient use of existing parking facilities.

4.4. Provide leadership and expertise to employers and property managers within Station Study Areas to encourage them to develop TDM programs.

4.5. Improve the quality of life of Kitchener residents and employees by providing greater transportation choice.

4.6. Communicate the need and benefits of TDM to developers, property managers, employers and the public.

4.7. Measure the performance and implementation of TDM actions and identify opportunities for improvement over time.

The directives and recommended actions that follow are intended to achieve the objectives of this Strategy. It is recognized that the conditions under which they were developed may change as there are changes in travel behaviour, policy directions, economic conditions, land use decisions and other influencing conditions. Accordingly, as new opportunities or constraints are identified, the means in which this Strategy is implemented may evolve though the ongoing monitoring and evaluation processes.


5.0 TRANSPORTATION DEMAND MANAGEMENT INITIATIVES

This Section of the Strategy provides a description of transportation demand management initiatives and considerations and includes directives recommending the approaches, based on best practices from other municipalities in North America. Municipalities were selected based on their suitability to Kitchener’s context. The tools and recommended actions to implement each directive are noted in the summary charts that follow each TDM initiative.

5.1 Active Transportation

Active transportation is a critical component of effective and efficient transportation systems. In accordance with the Region’s Transportation Master Plan, the target is to increase the pedestrian and cycling mode share, from 8% to 12% by 2031. Further, Station Study Areas should achieve a 50% walking and cycling mode share based on Regional targets. Mode share in Station Study Areas, should be higher to balance lower mode share in other areas of the City where active transportation is less viable. Policy initiatives can encourage greater usage of active transportation for non-recreational based trips within and between Station Study Areas.

Pedestrian Travel

Improving the overall pedestrian environment in an area by ensuring the safety of sidewalks and crosswalks, pedestrian amenities and roadway conditions such as road widths, traffic volumes and speeds, is one way to encourage pedestrian travel as an alternative form of transportation. Furthermore, walking is also necessary to support transit users as every transit trip requires some pedestrian movement.

Sidewalks

The City’s Development Manual provides direction for the provision of continuous sidewalks on both sides of roadways to support transit use and pedestrian friendly communities and stipulates the minimum widths, depths and materials. The widths of sidewalks not only affect the ability to accommodate user traffic, but also determine other pedestrian elements that can be installed. For example, a 1.5 m. sidewalk may be appropriate to accommodate pedestrian traffic, but wider hardscape surfaces adjacent to sidewalks would be necessary to include amenities such as street furniture and would also be able to accommodate high volumes of pedestrians and improve ease of access to a rapid transit station stops. Gaps in the sidewalk network discourage pedestrian activity and make pedestrian circulation, and access to rapid transit stations complex and indirect. It is therefore important to prioritize installation of identified sidewalk infill locations in order to complete pedestrian connections, especially in Station Study Areas.


Pedestrian Directives Implementation Related Actions

1.1. Identify priority pedestrian routes within Station Study Areas and provide wider than minimum municipal sidewalks in areas of expected high volumes.

Station Study Area Plan (PARTS Plan), Secondary Plan, UDM, Infrastructure Design

2.2a), 2.7a), 2.21a)

1.2. Prioritize installation of identified sidewalk infill locations

SAP, Capital Forecast 2.2b), 2.30a)

Cycling

Cycling Infrastructure

The City Cycling Master Plan recommends a collaborative approach within the Region of Waterloo’s Active Transportation Master Plan in order to integrate cycling initiatives with future rapid transit to include transit route connectivity with bikeways, and bicycle parking facilities at stations, stops and on transit vehicles. Accordingly, the City should integrate the Cycling Master Plan network within Station Study Areas. Currently, cycling receives an annual capital budget of $200,000, which is expected to increase to $300,000 annually in 2017. In comparison to other infrastructure projects, cycling is a low cost investment with a high degree of benefit. Cycling Related Facilities at Non-residential Destinations

An important consideration for encouraging commuter cycling trips is the provision of cycling related amenities at non-residential destinations such as offices.

In order to facilitate growth in bicycle commute trips, end of trip infrastructure is essential to ensure that cycling is a viable transportation option. The approaches taken by Ottawa and Vancouver could both be employed within Kitchener Station Study Areas. To complement required bicycle parking, shower and change facilities should ideally be provided in non-residential developments and at a rate that corresponds to the number of required bicycle parking spaces similar to Vancouver’s requirements (See Table 5-1). Therefore, if shower and change facilities are provided, consideration could be given to a reduction of the required number of vehicle parking spaces.


SHOWER AND CHANGE FACILITIES FOR NON-RESIDENTIAL USES

City of Vancouver

Required where more than 4 secure storage bicycle

parking spaces are required.

City of Toronto

Required when a minimum number of bicycle storage

facilities are provided. Shower and change

facilities must be provided for each gender.

City of Ottawa

Allow for a reduction of 1 vehicle space for every 13 square metres provided as

shower rooms, change rooms, locker rooms and

other similar facilities intended for the use of

cyclists.

Table 5-1: City of Vancouver Bicycle Parking and Corresponding Shower/Change Facility Requirements

Cycling Directives Implementation Related Actions

1.3. Require/encourage developers to provide shower and change facilities in new non-residential buildings

TDM Checklist, UDM, Bonusing

2.7c), 2.15a)

1.4. Encourage building owners/occupants to retrofit existing buildings to provide shower and change facilities and consider an incentive program

City TDM Staff, TMA 2.27a)

1.5. Integrate the City’s cycling master plan network within Station Study Areas and complete connections.

PARTS Plan, Secondary Plan, Capital Budget

2.1a)

Number of Required Bicycle Parking Spaces Number of Shower/Change Facilities For Each Gender

Less than 5 0

5 to 60 1

61 to 120 2

121 to 180 3

Greater than 180 4


STREET RE-DESIGN

City of St. Paul St. Paul reconfigured a 4-lane road to a 3-lane road

with bike lanes. The project also included several curb extensions, and pedestrian countdown timers at four signalized intersections.

Since the completion of the project, bicycling activity

has increased by 76 percent.

CAR-FREE ZONES

The Robson Redux

summertime plaza in Vancouver features

summer pedestrian plazas with seating installations.

Pedestrian Sundays in

Kensington Market, Toronto reclaim the streets for pedestrians and cyclists

on a weekly basis.

Managing Active Transportation

Prioritize Active Transportation Users

One way to prioritize active transportation and design streets for transit, bicyclists and pedestrians as well as cars is to reduce the maximum speeds and increase the fines for speeding in these areas.1 The City’s new Official Plan contains polices that stipulates that, where feasible, the City will minimize conflicts with vehicular traffic by reducing vehicular speeds via physical traffic calming measures and/or providing a buffer within the designated street right-of-way between motorized traffic and pedestrian movements. Similar to City of St. Paul, the City should improve the efficiency of existing streets and improve bicycle and pedestrian conditions to enhance pedestrian and cycling movements. Station Study Areas should prioritize pedestrian, cycling and transit modes over vehicular circulation while undertaking multi-modal network planning and complete streets approaches. A similar policy is included in the new Official Plan for the Urban Growth Centre (Downtown).

Car-Free Zones

The City could also explore and implement car-free zones during warmer seasons, allowing these areas to revert back to traditional road configurations during colder seasons. The City has undertaken several pilot projects regarding car-free areas in the Downtown and also along King Street (in partnership with the City of Waterloo). Pilot projects should be evaluated, with successful initiatives being made an ongoing part of the City’s urban landscape. Efforts should be made to identify appropriate locations for seasonal car-free zones. Desire Lines

If people are using active transportation as a means of getting to their destination in a timely and efficient manner, they likely will be looking for the most direct walk or cycle route to their destination. The City should take this into consideration when planning active transportation routes. Further, where appropriate, efforts should be made to transform existing man made desire lines on public property into permanent formal routes as these desire lines usually represent the shortest or most easily navigated route between an origin and destination and have developed as a consequence of foot or bicycle traffic. The City should define a methodology indicating when desire lines should be converted to permanent pathways, and specify any limitations. The width of the path and its erosion can give an indication on the frequency of use; while proximity and directness to rapid transit stations may be help inform prioritization.

1 City of Kitchener INS Staff Report – INS-12-070 Review of Coroner’s Report on Cycling Deaths in Ontario from

January 1, 2006 to December 31, 2010


SIGNAGE MASTER PLAN

The Region of Waterloo’s Community Building

Strategy and the Multi-Modal Transit Hub Urban

Design Brief both recommend the creation of a signage master plan that

establishes a comprehensive system of

wayfinding for transit users, pedestrians and cyclists that

is located at key decision points along travel routes.

Route Efficiency

The provision of direct and publically accessible routes to destinations can reduce access time to transit stations. Reducing total travel time from multiple origins to multiple destinations works to promote active transportation and transit as a viable means of travel. On private developments, particularly large land parcels in close proximity to transit, efforts should be made to encourage the provision of publicly accessible routes through them to connect them with public pathways and shorten travelling distances. Cyclist and Pedestrian-Oriented Development and Amenities

Street furniture and other pedestrian and cyclist amenities outside of the travelled portion of a sidewalk are essential to creating environments that are comfortable and interesting for pedestrians and cyclists. New developments with Station Study Areas should be encouraged to provide unique pedestrian and cyclist environments to contribute to lively public spaces, and to minimize conflict between active transportation modes and motor vehicles. While pedestrian and cyclist amenities are addressed under the City of Kitchener’s Urban Design Manual, additional incentives such as parking reductions could be provided in exchange for the provision of amenities. Wayfinding

Wayfinding, signage and maps can easily identify designated bicycle routes and pedestrian circulation routes. Wayfinding helps to guide cyclists and pedestrians as well as transit users through the bicycle and pedestrian network while also linking to transit systems. The City should develop a comprehensive signage and wayfinding strategy for cyclists and pedestrian to navigate to and within station areas to promote active transportation mode selection and support transit use. Further, the City, in collaboration with TravelWise, should explore a mobile app for active transportation users that provides routing information, trip tracking, community events schedule, and incentives. Route Clearance and Maintenance

Maintenance and snow clearing of cycling and pedestrian routes can better accommodate year-round use of bikeways, multi-use pathways and sidewalks. The City’s Integrated Transportation Master Plan identifies a need to review and update street maintenance and snow-clearing practices to ensure routes are well maintained during the winter months to improve usage and safety conditions. In addition, the Regional Active Transportation Master Plan calls for the development of a Winter Network Action Plan that identifies portions of the existing Walking and Cycling Network where year round maintenance should be a priority for use during winter months. Accordingly, the City should work with the Region to review and update street maintenance and snow-clearing to increase priority of clearance of cycling and pedestrian infrastructure.


Managing Active Transportation Directives Implementation Related Actions

1.6. Investigate reductions in vehicular speeds and buffers within the designated street rights-of-way between motorized traffic and pedestrian and cycling movements for City streets

Traffic By-Law, Infrastructure Design

2.10, 2.21b)

1.7. Investigate providing pedestrian, cycling and rapid and public transit modes of transportation priority over automobile circulation through complete streets design, including potential physical changes to existing rights-of-way or establish car-free zones

PARTS Plan, Secondary Plan, Infrastructure Design

2.1b), 2.2c), 2.21c)

1.8. Investigate car-free zone projects with community partners and stakeholders

City TDM Staff, TMA 2.25d)

1.9. Identify existing and/or potential ‘desire lines’ on public property and prepare methodology to prioritize and construct pedestrian and cycling infrastructure in these locations

PARTS Plan, Capital Budget, Infrastructure Design

2.2d), 2.21d), 2.30b)

1.10. Encourage provision of publicly accessible routes through private developments and connect with public pathways

UDM, Easements, development process

2.7b)

1.11. Provide pedestrian and cycling amenities as part of development to encourage residents, employers, and tenants to engage in active transportation

TDM Checklist, zoning, development process

2.15b)

1.12. Provide road crossings to maintain multi-use pathway route continuity

PARTS Plan, Capital Budget, TDM Staff

2.1c), 2.2e), 2.30c)

1.13. Explore a mobile app for active transportation users that provides routing information, trip tracking, community events schedule, and incentives.

City and Region TDM Staff, TMA

2.25a)

1.14. Prepare a comprehensive signage and way-finding strategy for cyclists and pedestrian to navigate to and within rapid transit station areas

PARTS Plan, Capital Budget, CBS, City TDM Staff

2.1d), 2.2f), 2.30d)

1.15. Review and update street maintenance and snow-clearing practices and increase priority of snow clearance of cycling and pedestrian infrastructure by establishing a winter active transportation network

Municipal Protocols, Operating Budget, Region

2.18, 2.30e)


TRANSIT PASSES Saanich, British Columbia, successfully implemented

TDM measures into a redevelopment project. In

exchange for providing new residents with a year transit pass, the developer

was granted a parking reduction.

TRANSIT

INFRASTRUCTURE The City of Glendale in California requires all

developments to provide safe and convenient access to transit as

established through an ordinance. In addition, any development over 100,000

square feet is subject to provision of a bus stop with

shelter and/or other amenities as determined

by the Director of Planning.

5.2 Transit

Convenient, attractive, and affordable transit is an important part of successful TDM programs. Transit Passes

Providing free or subsidized transit passes to commuters can incent users to try using transit services to commute to work and encourage occasional riders to use transit more often than they normally would. Free or subsidized transit passes could be provided by employers or residential building owners. The City and Region should encourage building owners, occupants and employers to provide subsidized transit passes for all occupants and employees. Transit Information

Providing information about transit routes, schedules and fares helps to improve uptake of transit systems provided they are installed in accessible and visible locations on site. Increasing the prominence of real time information displays in common places such as building lobbies, restaurants and coffee shops can make information more readily available and increase people’s awareness of the transit services available. The City and Region should employ strategies to encourage building owners and occupants to provide information regarding transit routes, schedules and fares in accessible and visible locations on site. Transit Infrastructure

Integrating transit infrastructure such as shelters and/or station facilities into the surrounding streetscape can improve the quality of service provided by making transit use comfortable and convenient. The City should employ strategies for developments to provide/incorporate transit infrastructure.

Transit Directives Implementation Related Actions

1.16. Encourage/incent* building owner/occupant/employers to provide subsidized transit passes for all occupants/employees

TDM Checklist, TMA, TDM Staff

2.15c), 2.26a)

1.17. Encourage/incent building owner/occupant to provide information regarding transit routes, schedules and fares in accessible and visible locations on site

TDM Checklist, TMA, TDM Staff

2.15d), 2.26b)

1.18. Encourage/incent developers to provide/fund transit shelter infrastructure at or near the development

TDM Checklist, Development Process

2.15e)

*Note: Efforts to incent could include various tools such as reduction in parking requirements, bonusing, etc.


5.3 Commuting Strategies

Car Share

Car sharing programs are affordable car-rental services designed for people who need occasional access to a private vehicle. With the payment of a small monthly fee, members can use the common vehicle when they need to. Car shares are an important TDM initiative and effective at reducing SOV trips. Research has shown that for every car share car, 15 cars can be taken off the road.2 A car share program called Community CarShare has been established within the Region and also extends to Hamilton, Guelph, St. Catharines and London. It allows members to rent vehicles on a self-serve, pay-per-use basis for as little as 30 minutes or as long as needed. Rental fees include gas, insurance, and vehicle maintenance. Currently there are over 25 Community Car Share vehicles within Waterloo Region with the majority available in Kitchener.

Bicycle Share

A public bicycle share works as an extension of the existing transit system within a network of short-term, self-service bicycle stations. These systems provide people with an easy and convenient sustainable transportation option and introduce them to the benefits of cycling. Successful public bicycle share systems have resulted in a mode shift from automobile to bicycle as large as 5–8% in the areas they serve.3 Currently there are two bike share programs servicing Waterloo Region. Grand River Public Bicycle Share Inc., (GRPBS) is a non-profit organization based in Waterloo and Community Access Bikeshare (or CAB), run by The Working Centre, is located in downtown Kitchener. Bicycle share users rent bikes by purchasing day use or annual memberships; users can ride bikes a short distance for one-way trips within a defined service area; and, station locations can change over time based on ridership patterns and temporary service needs. Implementation of a bicycle share system provides users with greater access to places beyond the reach of a typical walking trip, and can play a key role in first mile, last mile transportation options. Bicycle share integration with transit, including joint fare mechanisms, can facilitate an influx in multi-modal trips generated, due to greater accessibility and simplicity from multiple origins to multiple destinations.

2 Canadian Co-operative Association, Car Sharing Cooperatives in Canada, May 2009

3 Regional Municipality of Waterloo, “Travel Wise” Strategies Overview Regional Transportation Master Plan, March 2009


FREE MEMBERSHIPS

The City of Toronto has entertained reductions in

parking requirements where developers have

agreed to provide free car share membership for

each unit’s initial purchase.

Memberships

Providing free or subsidized car share and bicycle share memberships can motivate people to try car share and bike share programs. Similar to transit passes and the approach taken by Toronto, the City could encourage building owners, occupants or employers to promote car share and bike share use and provide free car share and bike share memberships for a specified time in exchange for parking requirement reductions or increased building height and density. Bike Share Stations

In order to secure land to locate bike share stations or pods, consideration could be given to incent developments to designate land for such purposes, or fund bike share stations in exchange for parking reductions or increases to building height or density. To ensure there is not an oversaturation of bike share stations and that they are appropriately dispersed and at appropriate locations, a policy guideline should be created in terms of the parameters for their provision on-site and to identify optimal bike share station locations. Program Promotion and Delivery

The City should continue to promote and support existing and forthcoming bike and car sharing programs by providing access to these programs to corporate employees, and by promoting membership in, and inclusion of community members to these programs. Consideration may also be given to encourage coordination amongst existing bike share programs to provide a more coherent, integrated service and further to integrate bike share fares with transit.

Bicycle and Car Share Directives Implementation Related Actions

1.19. Encourage/incent building owners or employers to provide subsidized bicycle share and/or car share memberships for all occupants/employees

City TDM Staff, TMA 2.26c)

1.20. Identify optimal locations for bicycle share stations/pods

City TDM Staff, TMA 2.26d)

1.21. Support the development of bicycle and car sharing programs

City TDM Staff, TMA, Region TDM Staff

2.25b)

1.22. Increase awareness of car share and bicycle share programs by advertising it through TDM outreach events, programming, and marketing.

City TDM Staff, TMA 2.23


Ride Share

Carpooling and vanpooling are two forms of ride sharing that reduce the costs associated with commuting and driving by encouraging the shared use of vehicles. Membership in a Transportation Management Association (TMA) can result in supported, streamlined processes for Ride Share programs. Efforts should be made to encourage building owners and occupants to join a TMA that provides a ride matching service for car/vanpooling.

Ride Share Directives Implementation Related Actions

1.23. Encourage/incent building owner/occupant to join a TMA that provides a ride matching service for car/vanpooling

TDM Checklist, City TDM Staff, TMA

2.15f), 2.26e)

Guaranteed Ride Home

Employers have found that Guaranteed Ride Home (GRH) can be one of the easiest and most cost effective ways to encourage people to use alternative modes of transportation. By providing a GRH program, employees are given the peace of mind to commute by sustainable mode of travel such as carpool, vanpool, cycling, walking or transit. Most commuters are more likely to utilize alternative modes of transportation paired with a GRH program since it will avoid being “stuck at the office”. Membership in a Transportation Management Association can result in supported, streamlined processes for GRH programs. Efforts should be made to encourage building owners and occupants to join a TMA that provides emergency ride home options.

Guaranteed Ride Home Directives Implementation Related Actions

1.24. Encourage/incent building owner/occupant to join a TMA that provides emergency ride home options

TDM Checklist, City TDM Staff, TMA

2.15g), 2.26e)

Telework and Flexible Work Hours

Telework and telecommuting strategies enable people to work outside their traditional work environments and can be implemented to significantly reduce employee commute trips. These strategies include working from home, but can also include satellite offices.


TELEWORK POLICY

Treasury Board of Canada Secretariat

The Treasury Board of Canada Secretariat

Telework Policy recognizes opportunity gain from

flexible working arrangements, and encourages such arrangements for employees when economically and

operationally feasible.

FLEXIBLE WORK OPTIONS

British Columbia Public

Service Agency The British Columbia

Public Service Agency Flexible Work Options

Toolkit includes options for modified work hours.

Modified workweeks are negotiated between employees and their managers, and the

resultant agreements determine daily schedules

and allow for time off.

Telework

The most common barrier to teleworking is corporate culture, where many supervisors feel uncomfortable trusting their employees to work at home or off-site. Not all employees are suited for this type of work arrangement either, and those that use telework options, report that they need to have access to a separate home office to be truly productive. The City of Kitchener TDM Plan recommends that telework should be formalized through the institution of a formal pilot telework program. Employers within Station Study Areas should be encouraged to develop telework policies and programs. Telework Supportive Building Amenities

Residential developers can help support telework programs by including business centers which are centrally located, available to all residents, and offer a quiet location for working, copying, printing, faxing, and access to the Internet and access to bookable conference rooms to host meetings.

Flexible Work Hours

Compressed workweek programs, part time working arrangements and flexible working hours, are all examples of telework programs that help employees avoid making trips to their workplace. The benefits associated with compressed workweek programs are not limited to employees’ extra days off, but also includes travel reduction. Research has indicated that employers that implemented compressed workweeks employees also increased their use of alternative transportation modes on their regular workdays. Employees often have less desire to run errands before or after work and choose to do these on their day off, making alternative transportation modes such as carpooling and transit more attractive and feasible. The implementation of telecommuting programs is typically initiated at the employer level; however, municipalities can provide incentives and assistance to companies wishing to set a program at their location. Recently some innovative variations like hoteling, satellite offices, and remote business hosting have been introduced by private companies in some markets. The City of Kitchener currently has a flexible working policy and is exploring additional policies through the People Plan, one of the critical foundations of the City of Kitchener's Strategic Plan.


Hoteling and Satellite Offices

Hoteling essentially treats office space like a hotel, where many of the employees, who work from home or off site, are not assigned to a specific office space, but call to reserve an office only when needed. This is effective at reducing the overall need for office space and the number of trips to work. Satellite offices are designed to provide all of the amenities of a corporate office including fax, printing services, meeting room space, temporary office space, and some reception and mail handling services. Employers within Station Study Areas should be encouraged to utilize hoteling stations and meeting rooms as appropriate to the size of the employer and the home locations of their workforce.

Telework and Modified Work Hours Directives Implementation Related Actions

1.25. Encourage employers to develop telework policies and programs

City TDM Staff, TMA

2.26f)

1.26. Encourage residential and mixed use developers/owners/occupant to provide space (such as shared or bookable offices) to support teleworking

UDM 2.7d)

1.27. Encourage employees to utilize hoteling stations and meeting rooms in appropriate locations

City TDM Staff, TMA

2.26g)

1.28. Integrate a telework strategy into the TravelWise program to educate employees on telecommuting; provide support on drafting telework agreements and pitching flexible telework options to employers

City TDM Staff, TMA

2.25c)


5.4 Parking

Parking, and the associated cost, has a huge influence over driving. As a TDM initiative, appropriately managing parking is one of the most effective ways to influence travel patterns and behaviour. Parking supply characteristics such as price, location and convenience are effective measures that if properly managed, will positively influence mode choices to reduce single-occupancy vehicle (SOV) trips. Parking is mentioned in many Regional and City plans and policies, largely because of its impact on residents and the larger community. As the City plans for more sustainable modes of transportation, the need still exists to effectively manage where and how people park. Minimum and Maximum Parking

A way to discourage excessive vehicle use and encourage the use of alternative transportation is to limit the supply of parking through parking maximums. Although not discussed in the context and scope of this study, the incorporation of maximum parking rates should be considered as part of the City’s Comprehensive Review of the Zoning Bylaw (CROZBY). Direction has been provided in recent regional and city documents regarding parking rates to ensure they accurately reflect future modal split targets and encourage alternative modes of travel. Consideration should be given to lowering these minimum parking rates within Station Study Areas in exchange for developers’ implementation of TDM measures.

Minimum and Maximum Parking Directives Implementation Related Actions

1.29. Review and revise parking standards to ensure appropriate minimum and maximum rates for Station Study Areas

Zoning 2.3a)

1.30. Encourage/incent developers to provide less than the minimum required parking in exchange for TDM measures where appropriate

Zoning, TDM Checklist

2.4a), 2.15h)


SHARED PARKING

Portland, Oregon Portland Oregon has had successful shared parking arrangements along their Rapid Transit corridors, particularly at churches, which are underutilized during the weekdays.

Shared Parking

Shared parking ratios can be used as an efficiency tool, which recognizes that a single parking space can be shared between different land use types. The reason of this is clear: there are temporal shifts in the demand for parking spaces between various land uses. For example, one particular land use may generate its peak demand at lunch and dinner times, while another land use may generate peak demands from 9 a.m. to 5 p.m. business hours. The City of Kitchener currently recognizes the benefits of shared parking, by allowing 10%, 20% and 30% reductions in non-residential parking requirements for mixed use developments along intensification corridors. There are also other existing shared rates (depending on the uses and form) within the City’s Zoning By-law. Suggested rates by which different land uses can share their parking requirements is provided in Table 5-2 below to be considered for the Zoning By-law. Table 5-2: Shared Parking Rate Breakdown by Land Use and Time Period

4

Use Percentage of Peak Period*

Morning Noon Afternoon Evening

Time of Week Wk Wknd Wk Wknd Wk Wknd Wk Wknd

Office/Medical 100 10 90 10 95 10 10 10

Real Estate Office 90 50 80 50 100 50 50 20

Financial Institution 70 90 75 90 100 90 80 20

Retail Store/ Personal Service/ Art Galleries/ Museums/ Repair Establishments

50 50 50 75 70 100 75 10

Restaurants/ Take-out Restaurant 25 20 65 90 25 50 100 100

Hotel – Rooms 50 70 25 25 25 25 65 50

Hotel – Function Space1 95 95 100 95 90 90 95 95

Residential – Resident 90 90 65 65 90 90 100 100

Residential – Visitor 20 20 20 20 50 60 100 100 * Hotel function space includes restaurants, meeting rooms, banquet and conference facilities.

Shared Parking Directives Implementation Related Actions

1.31. Review and revise shared parking provisions Zoning, TDM Checklist

2.3b), 2.15i)

4 Based on the 2009 Region of Waterloo Parking Management Strategy (Appendix 5) and adapted for the City of

Kitchener context.


UNBUNDLED PARKING

City of Vancouver The City of Vancouver has offered a 10% reduction in parking requirements for

unbundled parking supplies in its South East

False Creek Official Development Plan.

Unbundled Parking

The costs of residential or commercial parking are often indirectly passed on to occupants when bundled into their purchase or lease costs. Unbundling parking, renting or selling spaces exclusive from a property can help to reduce the total amount of parking required for a building while promoting a “user pays” approach to parking. In addition, unbundled parking promotes housing affordability as parking spaces are not tied to any particular residential unit or commercial space. The cost of a parking space is then borne only by those building occupants who opt-in to pay for its use. Similar to Vancouver, the City should encourage building owners, occupants and employers to charge for parking as an unbundled cost to occupants in exchange for parking requirement reductions or increased building height and density.

Unbundled Parking Directives Implementation Related Actions

1.32. Encourage/incent building owner/occupant to charge for parking as an unbundled cost to occupants

TDM Checklist, Development Process

2.15j)

Parking Cash Out

Parking cash-out is a program by which employers who offer free or reduced price parking to their employers offer an equal ‘transportation fringe benefit’ to employers who use alternate modes of transportation to get to work. This ensures that all employee commute modes are subsidized equally. Research has shown that parking cash-outs can reduce SOV commuting by up to 25 percent, if alternatives are readily available. The City should encourage employers to offer parking cash out programs while further support for executing the program could be provided by the Transportation Management Association.

Parking Cash Out Directives Implementation Related Actions

1.33. Encourage/incent employers to offer parking cash out programs

City TDM Staff, TMA 2.26h)


PARKING FEES

City of Kelowna Kelowna requires all

municipally owned parking lots in the downtown area to set the cost of monthly

parking fees at 10% above that of a monthly transit

pass to encourage transit usage.

Paid Parking

Parking pricing can typically reduce vehicle trips by 10-30% compared to free parking.5 The utilization of fees associated with parking both reflects the true costs associated with parking and automobile ownership, and can influence users to consider other modes of travel. Money collected can be allocated towards funding transit and TDM programs. The Kitchener Integrated Transportation Master Plan, Kitchener Downtown Long Term Parking Strategy, and the Regional Transportation Master Plan all have policies that support annual increases to monthly parking to align with the true costs of parking and to support TDM initiatives through user-pays funding models. In addition, studies have shown that setting parking fees significantly higher than transit fares to promote transit ridership and increase investment in public transportation systems. The City should extend its approach to set the cost of monthly parking fees greater than that of a monthly transit pass from the downtown area to all municipally-owned parking lots and on-street spaces within Station Areas. Further, efforts should be made to encourage building owners and occupants to implement a paid parking system on all or part of their developments, and to charge more for SOV than preferred vehicles such as rideshare or car share spaces to further incent the use of these modes of transportation. Consideration could also be given to charges for short-stay on-street parking spaces.

Paid Parking Directives Implementation Related Actions

1.34. Encourage building owner/occupant to implement paid parking system on all or part of the site

TDM Checklist 2.15k)

1.35. Investigate appropriate locations for permit parking within Station Areas

PARTS Plan, Secondary Plan, Municipal Protocols

2.2g), 2.19

1.36. Review the approach to all municipally-owned parking facilities within Station Areas to set the cost of monthly parking fees greater than that of a monthly transit pass

Municipal Protocol (Parking Enterprise)

2.20

5 Regional Municipality of Waterloo, “Travel Wise” Strategies Overview Regional Transportation Master Plan, March 2009


Parking Location

There are three major off-street parking location types: surface parking, parking structures and underground parking. Surface parking is provided at ground level and consumes large quantities of land and therefore is not the most efficient use of land. Further, surface parking lots leave gaps in the built form of an urban area, disengage pedestrians by removing opportunities for lively streets and pedestrian realm, and do not fully utilize land value potential, especially in urban centres or along intensification corridors. Parking structures, on the other hand are multiple storeys where parking is provided interior to the building with ramp access. Parking structures can integrate good design elements including façade and building materials to blend in with the urban form, or can provide active uses on the ground floor at street level. Parking structures can also be incorporated in to buildings themselves, by wrapping ground floor parking with active land uses at street level, and including parking on the first few storeys of a building. Underground parking integrates well into an urban setting. Underground parking allows for necessary parking and loading areas that are integral to urban life, while preserving the streetscape for active uses that appeal to pedestrians, cyclists and transit riders. The Regional Transportation Master Plan (RTMP) recommends that, within Station Study Areas, the ability to provide surface parking be minimized, if not entirely eliminated, by requiring 80% to 100% of parking to be in parking structures or underground. The Official Plan already has policies requiring just that. A site specific policy for 445 King Street West, which is located within the Central Station Study Area, requires all off-street parking to be located in a parking structure located either below or above grade. The RTMP further suggests that parking in excess of minimum parking standards be required to be provided in parking structures or underground, particularly in the Downtown core and mixed use corridors to create a more vibrant pedestrian experience. At this point in time, it is recommended that parking structures or underground parking be strongly encouraged and that maximum front yard setbacks be imposed to limit ability for parking in front of buildings. In the future, consideration could be given to require a portion or of all off-street parking to be located in a parking structure located either below or above grade.

Parking Location Directives Implementation Related Actions

1.37. In priority areas, require parking to be located underground (where feasible) or in a structure that incorporates active uses on the primary frontage

PARTS Plan, Zoning, UDM

2.7e)

1.38. In priority areas, impose maximum front yard setbacks for buildings

Zoning 2.3c)


ELECTRIC VEHICLE PARKING

City of Vancouver

The City of Vancouver requires that 10% of

parking stalls in mixed-use and commercial buildings and 20% of parking stalls

in apartments and condominiums, and all

stalls in houses be equipped for charging

electric vehicles.

City of Pasadena A new development of

more than 250 spaces is required to provide an

electric recharge station. One conductive and one

inductive charger is required for developments of 250 to 500 spaces. One

is required for each additional 250 spaces to a

maximum of 6.

City of Auburn Hills, Michigan

Strongly encourages new or expanding

developments to provide electrical capacity to accommodate future

electric vehicle charging stations, recommending that a minimum of 2% of

parking spaces be prepared for charging

stations.

Electric Vehicle Parking/Charging Stations

Currently in Waterloo Region, there are 71 electric vehicles (EV), having increased from one electric vehicle in 2010; the Region is striving to reach 1000 vehicles by 2020. It is estimated that one public charging station is needed for every 20 EVs, meaning that if the Region meets its 2020 goal of 1000 EVs there will be a need for 50 public charging stations. Taking into consideration this potential future need, new developments in proximity to rapid transit stations could install EV charging stations, or ensure that the development is capable of future retrofitting. Power stations intended for long-term parking do require more expensive infrastructure, so it is important to emphasize that public charging stations should be designed for short-term or limited-time parking. An initiative is underway as part of the ‘Climate Action Plan for Waterloo Region’ to increase publically accessible EV network with some enhancement to private parking. A next step is for the City to continue to work on this initiative for public and private facilities into the future. Accordingly, at this point in time, the City may wish to consider an approach similar to Auburn Hills and encourage, rather than require, developers of commercial, multiple dwelling units and mixed use buildings to equip a portion of their parking spaces with EV charging capabilities.

Electric Vehicle Parking/Charging Station Directives Implementation Related Actions

1.39. Encourage/incent developers of commercial, multiple residential and mixed use buildings to equip a portion of parking spaces with electric vehicle charging capabilities

UDM, bonusing 2.7f)

1.40. Encourage building owner/occupants to retrofit existing commercial, multiple residential and mixed use buildings to equip a portion of parking spaces with electric vehicle charging capabilities

City TDM Staff 2.27b)


BICYCLE PARKING

City of Toronto The City of Toronto allows for a parking space reduction for every 5 Class A bicycle parking spaces provided above the minimum, so long as the reduction does not exceed 20% of the minimum required vehicle parking spaces

2 vehicle parking spaces are approximately equal to 20 bicycle parking spaces.

Source: Toronto

Guidelines for the Design and Management of

Bicycle Parking Facilities

Bicycle Parking

Bicycle storage is an important requirement to facilitate cycling as a mode of transportation. Providing suitable, convenient, well-designed, and secure parking facilities can lead to an increased usage of bicycles. Developer Provision of Bicycle Parking

Research indicates that there are two methods typically used to calculate required bicycle storage requirements for new developments: bicycle parking as a proportion of automobile parking; or, bicycle parking as a proportion of dwelling units, employee numbers or gross floor area. Currently, in accordance with the City’s Urban Design Manual, bicycle parking is required to be provided at a rate of 10% of the number automobile parking spaces required by the zoning by-law. Since one of the goals of this TDM guidance document is to promote active transportation and TDM, the working group decided that tying bicycle parking rates to units, employees, or gross floor area is a better fit. Ultimately, if developments seek reductions in auto parking based on the provision of additional cycling storage, then a link to the number of automobile parking spaces would provide conflicting direction. Bicycle storage falls into two categories (Class A and Class B). Class A bicycle parking relates to long term bicycle storage. This storage is typically assigned to residents and employees within the building. The provision of Class A bicycle parking is typically provided within secure bicycle parking facilities within the parking garage, a standalone secure facility at the side or rear of the property or common areas of buildings. Some municipalities require a portion of the bicycle storage facilities to be vertical (hanging bicycles on the wall) and a portion to be horizontal (traditional, ground-oriented bicycle storage). This provides greater flexibility for residents as there may be personal limitations for some of the population to use the vertical storage option. Class B bicycle parking relates to short term stays by visitors. This type of storage is typically located in a highly visible location near the entrance of the building. The location of Class B parking is typically discouraged at the rear or side of buildings as it can lead to greater vandalism and theft. Some municipalities require a portion of Class B bicycle parking locations to be sheltered from the elements with an awning. Similar to Toronto, the City could require a minimum amount of bicycle parking (short term and long term) and encourage developers to provide more bicycle spaces than the minimum required amount, in exchange for parking requirement reductions or increased building height and density. Table 5-3 below lists the recommended minimum required Class A and Class B parking for various land uses to be considered for the Zoning By-law.


Table 5-3: Class A and Class B Bicycle Parking Requirements

BICYCLE PARKING SPACE RATES

Use Class A Secure bicycle room within

structure

Class B Well-lit, outdoor bicycle racks

Multiple Dwelling* 1/unit 6 if > 20 units

Live-Work* 1/unit 6 if > 20 units

Stacked Towns* 1/unit 6 if > 20 units

Seniors Housing* 0.25/unit 6 if > 20 units

Hotels 1/30 rooms 6 if > 75 rooms

Office 1/500m2 3/1000m2

Retail/commercial 1/500m2 6/1000m2

Eating Establishment 1/500m2 N/A

Hospital 8/1000m2 6/1000m2

Medical Clinic 1/500m2 6/1000m2

Information and Service Provider 1/500m2 N/A

School 1/500m2 1/10 students

Post-Secondary 2/100m2 1/10 students

Culture/Auditorium/Recreation 1/500m2 6/1500m2

Entertainment 1/500m2 6/300 seats

Manufacturing/ Utility/ Wholesale 1/1000m2 1/2000m2

*Minimum of 6 units

Public Provision of Bicycle Parking

A strategy for provision of secure bicycle parking facilities could include providing secure public bike cages or lockable bike boxes in close proximity to rapid transit stations within Station Study Areas on public property. The City should work with the Region to provide secure bicycle parking facilities within Station Study Areas. In addition, the City should consider options such as converting existing automobile parking spaces in highly visible locations to bicycle parking corrals, which can be installed temporarily based on demand, and occupy a standard parking space.


Bicycle Parking Directives Implementation Related Actions

1.41. Require developers of new buildings to provide a minimum amount of bicycle parking (both short term and long term) as a standard portion relative to the number of units, employees or gross floor area (depending on the land use)

Zoning 2.4b)

1.42. Encourage/incent developers to provide more bicycle spaces than the minimum required by the zoning

TDM Checklist 2.15l)

1.43. Encourage building owner/occupants of existing buildings to convert portion of existing space to Class A and B bicycle spaces and consider an incentive program.

City TDM Staff, TMA

2.27c)

1.44. Develop strategy for the public provision of secure bicycle parking facilities within Station Study Areas

PARTS Plan, Secondary Plan, Capital Budget, City TDM Staff, Region

2.1e), 2.2h), 2.30f)

1.45. Encourage the retrofitting of vehicle parking spaces to bicycle corrals potentially in partnership with business improvement areas, economic development, tourism, and other related stakeholders.

City TDM Staff 2.27d)

1.46. Develop bicycle parking guidelines to ensure parking is visible, accessible and conveniently located

UDM 2.7g)


CAR SHARE PARKING

City of Toronto The City of Toronto allows a reduction of four parking spaces for every dedicated

car share parking space provided, up to a maximum reduction as calculated by

the following formula rounded down to the

nearest whole number:

(4 ×Total number of Dwelling Units)/60

RIDE SHARE PARKING

City of Seattle

City of Seattle reserves 20% of required parking for

carpool spaces

City of Portland The City of Portland

reserves 5% of required parking for carpool spaces

Santa Monica, California Santa Monica, California reserves 10% of required

parking for carpool or vanpool spaces for all new commercial and industrial developments greater than

50,000 sq. ft in size.

Car Share Parking

Dedicated car share parking locations can provide car share members with convenient parking options in priority public parking locations, proximate to popular amenities. Similar to Toronto, developers could be encouraged to provide car share spaces in exchange for parking requirement reductions or increased building height and density. When provided, they should be located in priority locations that are publicly accessible, and marketed to targeted users and members of the public.

Car Share Parking Directives Implementation Related Actions

1.47. Encourage/incent developers to provide car share vehicles within dedicated spaces and locate them in priority locations that are publicly accessible

TDM Checklist, UDM

2.7h), 2.15m)

1.48. Encourage/incent building owner/occupants of existing buildings to convert a portion of existing parking spaces to car share spaces

City TDM Staff, TDM Checklist

2.15n)

Ride Share Parking

Another way to reduce parking demand is to provide designated ride share parking spaces in the place of, but not in addition to, parking spaces for single occupant vehicles. Ride share vehicles can include carpooling, or vanpooling. If ride share spaces were more conveniently located than regular spaces, actively marketed, and strictly enforced for use by multiple occupant vehicles, people would have an incentive to consider ride sharing. While some municipalities require a percentage of parking spaces to be reserved for rideshare spaces, at this point in time, it is suggested that efforts be made to encourage developers to provide rideshare spaces.

Ride Share Parking Directives Implementation Related Actions

1.49. Encourage/incent developers to provide rideshare spaces for commercial/office developments in priority locations

TDM Checklist 2.15o)

1.50. Encourage commercial building owner/occupants of existing buildings to convert portion of existing parking spaces in priority locations to ride share spaces

City TDM Staff, TMA

2.27e)


6.0 TRANSPORTATION DEMAND MANAGEMENT IMPLEMENTATION TOOLS AND RECOMMENDED ACTIONS

This Section of the document explores implementation tools that can be used to achieve objectives of this Strategy and desired TDM components and recommends actions to be taken. The actions relate to the directives introduced in Section 5. Where an action relates to a specific directive, the number of the related directive is noted in the chart that is included at the conclusion of each implementation tool discussion. Given the magnitude of work associated with implementing the recommended actions and the costs to realize some actions, it is not feasible to execute them all at the same time and in the immediate future. Some actions will require a significant paradigm shift and may take many years to implement, which is why it is recommended that some actions be considered further into the future. However, many of the recommended actions that pertain to preparing, updating or revising City documents can be integrated into existing work programs and completed with existing resources in the short-term. Further, developers, building owners and employers will be responsible, at their choosing, for the implementation of some of the recommended actions and will bear the associated costs. In most instances, developers, building owners and employers are incented to implement the actions in exchange for reductions in parking and increases in permitted height or density. The financial implications of the recommended directives that would be the sole responsibility of the City should be further reviewed. If there are any directives that require funding beyond existing budgeted amounts, timelines or require additional resources; these actions would be subject to future budget processes. Accordingly, a prioritization and sequencing of directives is recommended in the funding subsection below to help implement this Strategy.

6.1 Station Area Plan/Secondary Plan (PARTS Plan)

The PARTS Phase 1: Project Plan outlined the sequencing and timing for the Station Study Area plans. The PARTS Plans for Central, Midtown, Rockway, Block Line and Fairway are scheduled to be completed by 2017. As indicated in Official Plan policies, the Station Area Plans must at least include the following:

a) a comprehensive plan that defines the station area’s boundaries, unique characteristics, development concept(s), minimum density requirements and recommendations for land use;

b) design guidelines and development standards to achieve transit-supportive and transit-oriented development; c) a parking management and transportation demand management strategy for land uses d) a description of the future actions required to implement the Station Area Plan, which may include preparing new or updating

existing Secondary Plans.


Secondary Plans, which are extensions of Official Plans, are intended to provide specific guidance and direction regarding various sub-areas within a municipality. A Secondary Plan can be a useful tool to incorporate more specific and tailored TDM initiatives for the Secondary Plan area than provided in the Official Plan. As such, the Station Area Plans and implementing Secondary Plans for the Station Study Areas are appropriate documents to explore the unique characteristics of the area it applies to and identify future actions and include high level policy direction. Accordingly, the actions below are recommended to be included in subsequent Station Area Plans and Secondary Plans for the Station Study Areas to implement the directives in provided Section 5 of this Strategy.

Recommended Station Area Plan/Secondary Plan Actions Related Directive

2.1. 2.1

Include policies to: a) integrate the City’s cycling master plan network within Station Study Areas b) provide pedestrian, cycling and rapid and public transit modes of transportation priority over automobile

circulation through complete streets design c) provide road crossings to maintain multi-use pathway route continuity d) develop a comprehensive signage and way-finding strategy for cyclists and pedestrian to navigate to

and within Station Study Areas e) develop strategy for the public provision of secure bicycle parking facilities f) utilize bonusing for the provision of TDM infrastructure g) require TDM Reports to be prepared as part of development applications for developments above a

specified threshold

1.5

1.7

1.12

1.14

1.44

2.2. Identify potential locations for: a) wider than minimum sidewalks b) sidewalk infill c) establishment of temporary or permanent car-free zones or and/or physical changes to existing right-of-

ways to prioritize cycling and rapid and public transit modes of transportation priority over automobile circulation through complete streets design

d) construction of pedestrian and cycling infrastructure based on existing and/or potential ‘desire lines’ e) road crossings f) way-finding signage g) permit parking h) secure bicycle parking facilities

1.1

1.2

1.7

1.9

1.12

1.14

1.35

1.44


6.2 Zoning

The inclusion of parking regulations and standards within a zoning by-law to manage the type and amount of parking which can be provided for a development is an effective way to support TDM. Within the next 3 years, each Station Study Area Plan/Secondary Plan will result in new zoning being prepared for those areas and may include updated parking regulations. Also, at the same time, the City is conducting a comprehensive review of the existing Zoning By-law (CRoZBy project) to review parking standards for the remainder of the city. The following revisions and additions to the Zoning By-Law are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended Zoning By-Law Actions Related Directive

2.3. Review and revise where appropriate: a) minimum and maximum parking rates b) shared parking provisions c) maximum front yard setback to limit parking in front of buildings in priority locations

1.29

1.31

1.38

2.4. Consider adding regulations to: a) allow for the provision of less than the minimum required parking in exchange for TDM

measures/infrastructure in the PARTS Station Study Areas b) require new buildings to provide a minimum amount of bicycle parking (both short term and long term)

along with the related shower/change room component c) allow bonusing to be utilized within Station Study Areas and in exchange for the provision of TDM

measures/infrastructure

1.30

1.41

6.3 Development Process

Many of the TDM objectives and initiatives included in this TDM Strategy may be achieved and implemented through the development process. At the beginning of the process, the City identifies studies/reports required to commence processing of the development application(s) and to accept applications as complete under the Planning Act. The City’s Official Plan indicates that a TDM Report may be required as part of a complete application. More details regarding TDM Reports are included in Section 6.8. Through site plan control, the City may require design elements within and/or adjacent to City and/or Regional rights-of-way, including street furniture, bicycle parking facilities and transit facilities. The City also has influence on site development works and site design matters such as landscaping, lighting, pedestrian access and bicycle facilities, loading and parking areas, signage and locations of public art and other outdoor amenities. To a large extent, the implementation of the City’s Urban Design Manual (discussed in Section 6.5) is achieved through site plan control.


Many of the physical TDM items discussed previously such as bicycle parking (both Class A and Class B), car share spaces, ride share spaces and electric vehicle parking/charging stations that a developer/building owner is required to provide or agrees to provide in exchange for parking reductions (or potentially bonusing) can be shown on and included as part of site plan drawings and agreements and may be registered on title. The recommended actions pertaining to the development process are discussed in other implementation tools.

6.4 Bonusing

Certain directives in Section 5 of this document suggest that measures be taken to encourage or incent developers to incorporate various TDM strategies. Allowing for additional development density in exchange for community benefits – “bonusing” - is a means to incent developers to provide certain measures at no cost to the City. Currently, provisions only exist for bonusing in the downtown and only in certain downtown zones in exchange for the provision of residential floor areas, amenity areas or heritage conservation. The necessary enabling policies are in place in the new Official Plan to consider the utilization of bonusing in Station Study Areas, beyond the downtown, and to consider expanding the community benefits to include the provision of TDM measures. Bonusing is enacted through other implementation tools discussed within this Section of this Strategy. Accordingly, the actions below are recommended to utilize bonusing through the City’s policy and zoning provisions (and potentially the TDM Checklist) to implement the directives provided in Section 5 of this Strategy.

Recommended Bonusing Actions

2.5. Consider amending the City’s Official Plan, Zoning By-law and development review protocols to allow bonusing to be used for TDM purposes within Station Study Areas beyond the Downtown

2.6. Consider utilizing the City’s TDM Checklist to identify the provision of measures that may help a development qualify for the TDM component of bonusing

6.5 Urban Design Manual

As indicated previously, the City has an Urban Design Manual (UDM). A comprehensive update of the UDM will commence in 2015. More specifically for the Station Study Areas, an Urban Design Brief is prepared at the same time as this TDM Strategy. All planning processes and approvals including plans of subdivision and site plan approval are reviewed and evaluated in accordance with the guidelines in the UDM. Many of the directives in Section 5 that encourage developers to provide certain amenities and infrastructure could be supplemented with design guidelines and standards for the TDM infrastructure in the Urban Design Brief and Manual. Further, more detail regarding specific design actions will be included in the Urban Design Brief update as part of the Secondary Plan for each Station Study Area.


Accordingly, the actions below are recommended refinements and/or additions to be considered in updates to the UDM to implement the directives provided in Section 5 of this Strategy.

Recommended Urban Design Manual Actions Related Directive

2.7. a) Identify priority locations to have wider than minimum sidewalks and specify sidewalk widths b) Encourage development, where appropriate, to provide publicly accessible routes through private

developments and connect with public pathways c) Provide guidelines for shower and change facilities related to cycling infrastructure in non-residential

buildings d) Encourage residential and mixed use developers/building owner/occupant to provide space/amenities

(such as shared or bookable offices) to support teleworking e) In priority areas, require parking to be located underground (where feasible) or in a structure that

incorporates active uses on the primary frontage f) Provide standards for the design of electric vehicle parking spaces g) Develop design and location guidelines for bicycle parking to ensure parking is visible, accessible and

conveniently located h) Develop design and location guidelines for car share spaces to ensure they are in priority locations that

are publicly accessible

1.1

1.10

1.3

1.26

1.37

1.39

1.46

1.47


6.6 Cash in Lieu of Parking

The City currently has a Cash-In-Lieu of Parking Policy that applies to the Downtown. This Council Policy requires developers to pay the City a 2014 rate of $39,460.05 for each parking space required by the zoning-bylaw that they are unable to provide, increasing to $40,746.85 in 2015. However, there has been very little use of the program to date since it came into effect as the current amount reflects the full cost of a parking space. It is likely that there has been little uptake on this program because the value of a parking space which the developer does not own or control is not worth the same as the cost of building one on their own which they then have full control over. As such, instead of requiring the full cost, consideration should be given to discounting the cash-in-lieu amount for the following reasons:

to provide a financial incentive for developers to contribute to the creation of strategically located public parking facilities.

to recognize that the municipality will be able to recover some of the costs through parking fees.

to recognize that the parking spaces are not allocated to specific users on a reserved basis, although the general supply will be available to meet demand.

to recognize that the contributor will not have an ownership interest in the public parking facilities. For the reasons listed above, many municipalities establish a cash-in-lieu rate of a 50 percent of the estimated cost of providing a new parking space rather than requiring payment for the full cost of a parking space. The City of Calgary has implemented a very successful Parking Strategy from a parking supply and pricing management perspective to generate the front end funds required to construct a series of strategically located parking structures. It requires developers to pay a mandatory cash-in-lieu amount per stall to the municipality for 50% of the required parking which is then utilized to develop municipally owned parking facilities. Consideration could be given to explore a similar approach further into the future. Additionally, the City may wish to explore the option of receiving cash-in-lieu of the provision of TDM measures, whereby an applicant pays money to the City instead of providing TDM measures and in exchange receives reductions in parking requirements and bonusing. Accordingly, the actions below pertaining to cash in lieu of parking are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended Cash in Lieu of Parking Actions

2.8. Revise Cash in Lieu of Parking Policy to: a) apply within Station Study Areas, beyond Downtown b) implement & fund TDM measures c) encourage/increase uptake by discounting cash-in-lieu amount within Station Study Areas

2.9. Consider revision of Cash in Lieu of Parking Policy to: a) include a mandatory requirement for a percentage of reduced parking spaces to be provided through cash-in-lieu b) receive cash-in-lieu for the provision of TDM measures


6.7 Traffic By-Law

The City’s Traffic By-Law is utilized to impose permissible rates of speed for various roads. If consideration is given to reduce vehicular speeds on certain roads, the traffic by-law should to be reviewed and amended as necessary.

Recommended Traffic By-Law Actions Related Directive

2.10. Investigate infrastructure options that promote reductions in vehicular speeds and provide buffers within the designated street rights-of-way between motorized traffic and pedestrian and cycling movements

1.6

6.8 TDM Report

As mentioned previously, a TDM Report has been identified as material the City may require as part of a complete development application. A draft Reference Guide has been developed for preparation and submission of a TDM Report to the City. A TDM Report will be required as part of a complete development application for sites located in the PARTS Station Study Areas. The application types include plans of subdivision, official plan amendments, zoning by-law amendments, site plans and minor variances that deal with parking or that seek additional floor space/units. The land use types affected include all commercial, office, industrial, institutional and residential with the exception of residential developments composed of six dwelling units or less. Applicants interested in parking reductions for their site (as part of a zone change or minor variance application) can complete a TDM Report/Checklist and submit to staff for approval in order to help justify the reductions based on the location/context and the provision of TDM measures and programming. This process is intended to be utilized until such time as the City considers amendments to the Zoning By-law to address the relationship between parking rates and the provision of TDM measures. For guidelines to complete a TDM Report, please refer to Appendix 7. Components of the TDM Report may include: the TDM Checklist, an Implementation Plan, and/or a TDM Plan. These three components are explained further later in this Section of the Strategy. When completing a TDM Report applicants have three options:

I. Complete the TDM Checklist and indicate the development is not seeking a parking reduction; II. Complete the TDM Checklist and prepare an accompanying Implementation Plan to further detail the TDM initiatives that will be

undertaken to receive the parking reductions achievable through the TDM Checklist; or, III. Prepare a TDM Plan to go above and beyond the parking reductions achievable through the TDM Checklist.

TDM Checklist

Typically, a TDM Checklist is a method for quantifying the TDM benefits of a development proposal by scoring a development against a set of criteria, and is an effective tool to demonstrate if a proposed development is transit or TDM supportive. As indicated previously,


the Region of Waterloo developed a TDM Checklist and Parking Management Worksheet in 2013 for this purpose. Upon a comprehensive review of the Region’s TDM Checklist and Parking Management Worksheet, as well as best practices research, a TDM Checklist has been prepared for the for lands located within the PARTS Station Study Areas. This Checklist builds upon the Region’s checklist and worksheet and tailors its use and standards to the PARTS Station Study Areas, the directives and recommended actions of this Strategy and to City policy and direction. It is intended that the PARTS TDM Report/Checklist supersede the Region’s Checklist within the PARTS Station Study Areas in Kitchener. Any development application that requires the submission of the Report/Checklist would be to the satisfaction of the City’s Transportation Services Division and potentially the Planning Division. For any development applications in the PARTS area that exceed the thresholds outlined in the Region of Waterloo’s Transportation Impact Study Guidelines, the Region of Waterloo TDM staff would be consulted with in order to review and comment prior to any City approval. For locations outside of the PARTS area, the Region’s current TIS Guideline would prevail with the potential that City Transportation Services staff could require a TDM Report as part of a complete application in certain circumstances. The purpose and scope of the TDM Report/Checklist may be expanded in the future in order to consider the potential for density bonusing depending on the location, regulations and process that will be considered for bonusing provisions in the downtown and PARTS Station Study Area. Further into the future, consideration could also be given to utilize cash-in-lieu of parking to fund TDM measures and to integrate this component into the Checklist. At this point in time, there is no obligation for developments/redevelopments required to complete the TDM Report to provide the TDM measures contemplated by the Report as not all will be seeking parking reductions. However, submission of the Checklist indicates that the provision of TDM measures has been considered by applicants. The recommended TDM Checklist is provided in Appendix 8 of this Strategy. Implementation Plan

In addition to the completion of a TDM Checklist, it is suggested that an Implementation Plan be provided as supporting documentation to indicate commitments and to outline a plan of action to achieve TDM measures. TDM Plan

A typical TDM Plan outlines specific measures that will be implemented during construction and post-occupancy to reduce the number of vehicle trips associated with the proposed development. If so desired, an applicant can submit a TDM Plan in order to be considered for greater reductions than available through the TDM Checklist. The TDM Plan would outline ways in which TDM measures would be utilized so that the proposed development will further reduce single-occupancy vehicle trips. For guidance on what is expected to be included in a TDM Plan, please refer to Appendix 7. Existing developments, particular those that are major trip generators such as universities, school boards, and hospitals that are well serviced by transit should be encouraged to prepare TDM Plans to develop ways to reduce the number of vehicle trips.


Accordingly, the actions below pertaining to TDM Reports are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended TDM Report Actions Related Directive

2.11. Prepare finalized version of TDM Report Reference Guide and TDM Checklist to supersede the Region’s Checklist within the PARTS Station Study Areas.

2.12. Consider integrating cash-in-lieu of parking component into the TDM Checklist.

2.13. Work with development industry to require all new residential developments and redevelopments that exceed six or more dwelling units, and all new developments and redevelopments of any other land use, situated within a Station Study Area to complete the City’s TDM Checklist.

2.14. Develop a protocol for when submission of a TDM Report/Checklist would be appropriate for locations outside of the PARTS Station Study Areas.

2.26i)

2.15. Use Checklist and consideration of parking reductions (and potentially bonusing) to encourage/incent: a) developers to provide shower and change facilities in non-residential buildings b) developers to provide pedestrian and cycling amenities c) building owner/occupant/employers to provide subsidized transit passes for all occupants/employees d) building owner/occupant to provide information regarding transit routes, schedules and fares in

accessible and visible locations on site e) developers to provide/fund transit shelter infrastructure at or near the development f) building owner/occupant to join a TMA that provides a ride matching service for car/vanpooling g) building owner/occupant to join a TMA that provides emergency ride home options h) developers to provide less than the minimum required parking in exchange for TDM measures i) utilize shared parking arrangements j) building owner/occupant to charge for parking as an unbundled cost to occupants k) building owner/occupant to implement paid parking system on all or part of the site l) developers to provide more bicycle spaces than the minimum required amount m) developers to provide car share spaces and vehicles and locate them in priority locations that are

publicly accessible n) building owner/occupants of existing buildings to convert portion of existing surplus parking spaces to

car share spaces o) developers to provide rideshare spaces for commercial /office developments in priority locations

1.3

1.11

1.16

1.17

1.18

1.23

1.24

1.30

1.31

1.32

1.34

1.42

1.47

1.48

1.49

2.16. Encourage developer to submit a TDM Plan in order to achieve greater reductions than available through the TDM Checklist.

2.17. Encourage existing developments to prepare TDM Reports


6.9 Municipal Protocol

The City has established protocols and practices in place for operations it is responsible for. The City is responsible for the maintenance of City roads, bicycle lanes, sidewalks and trails. It is the City’s practice to undertake improvements and upgrade to infrastructure to ensure that they are maintained for continued use. The City is also responsible for winter road maintenance including plowing, sanding and salting more than 550 kilometres of roads, bicycle lanes, sidewalks and trails. However, through by-law, the responsibility of clearing sidewalk is passed to adjacent property owners. Snow plows are assigned areas of the City and show clearing is carried out on the basis of established priorities. The priorities for maintenance and snow-clearing may need to be re-evaluated to place increased priority on upgrading and snow clearing for bicycle lanes, sidewalks and trails that yield (or have the potential to yield) high volumes of cycling and pedestrian to better accommodate year-round use. The City also oversees the parking enterprise and the generation of revenue from charging for parking within municipally owned parking lots and select on-street parking locations. If consideration is given to charge for parking in additional locations than current, the protocol and practices for determining the parking fees would need to be considered. The actions below pertaining to Municipal Protocols are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended Municipal Protocol Actions Related Directive

2.18. Review and update street maintenance and snow-clearing practices to increase priority of cycling and pedestrian infrastructure locations within Station Study Areas

1.15

2.19. Investigate appropriate locations and fees for permit parking within Station Study Areas 1.35

2.20. Review the approach to all municipally-owned parking facilities within Station Study Areas to set the cost of monthly parking fees greater than that of a monthly transit pass

1.36

6.10 Infrastructure Design

The City follows established design standards and practices when constructing municipal infrastructure. Many of these standards are outlined in the Cycling Master Plan, TDM plan and the City’s Development Manual. For example, for roads, there are standards regarding grade, width, design speed, and pavement composition. For sidewalks there are standards regarding width, curb face, thickness and location. If consideration is given to change the sizes of road right-of-ways and speeds they are designed for, the standards for infrastructure design also needs to be examined and revised as appropriate.


Recommended Infrastructure Design Actions Related Directive

2.21. Review infrastructure design standards for the Station Study Areas as they pertain to: a) Sidewalk widths b) Road widths and design speeds c) Various transportation modes d) Location and alignment of pedestrian and cycling infrastructure

1.1

1.6

1.7

1.9

6.11 Transportation Management Association

Transportation Management Associations (TMAs) work in partnership with the public sector to encourage people to switch to alternative modes of transportation for most of their trips. TMAs offer transportation advice and technical support, and work to promote and educate the widest audience possible about the benefits of TDM strategies and alternative modes of transportation. As mentioned previously in this document, the Region’s TravelWise program established a Transportation Management Association in 2012. Currently, Travelwise provides the following services for its member organizations:

Member Organizations (Annual Fee) Individuals (Free of Charge)

Ride Matching for Carpoolers

Personalized Trip Logging & Reporting

Emergency Ride Home

GRT Corporate Pass

Employer Reporting

Ride Matching for carpoolers

In one year, TMA workplaces saw an average decrease of 5% in the portion of employees driving alone to work, and increases in cycling, walking, carpooling and public transit. As sustainable transportation mode share increases over time, the TMA will likely need to secure additional funds and resources to support these efforts. Efforts should be made by the City to encourage membership in the TMA.

Recommended Transportation Management Association Actions

2.22. Through the TDM Checklist, encourage/incent building owner/occupants join the TMA


6.12 City TDM Staff Resourcing, Responsibilities and Initiatives

Staff Resourcing

The City currently has a TDM Coordinator who is responsible for implementing the City of Kitchener TDM Plan and Cycling Master Plan. The TDM Coordinator provides leadership, coordinates interdepartmental activities, works with senior governments and adjacent municipalities, and carries out community outreach programs to achieve the City of Kitchener’s target modal shares for walking, cycling and transit, consistent with Kitchener’s goals to balance the transportation network, reduce greenhouse gas emissions, and enhance community health and wellness. It is anticipated that many of the directives contained in Section 5 that require implementation by City Staff could be executed by the TDM Coordinator. However, additional staff resources may be required in order to fully fulfill the goals and objectives identified in TDM Strategy, the City-wide TDM Plan and other directives. The City of Kitchener TDM Plan recommended that more than one full-time equivalent (FTE) would be required to implement the City TDM Plan three years into its implementation and that staffing needs would increase in outlying years of the plan’s implementation

It is important to note that dedicated staff resources can significantly improve the effectiveness of TDM strategies. For example, the City of Boulder, Colorado, known for having one of the most effective city-run TDM programs in North America, has eight staff members assigned to TDM activities. One staff member is devoted solely to outreach to City of Boulder employees. The remaining staff members handle outreach to businesses and residents, planning, program implementation, marketing, and coordination of city TDM plans and services. The City of Boulder has a population of approximately 95,000 and employment of 91,000. In comparison, the City of Kitchener will have a population exceeding 300,000 by 2031, and therefore should consider additional staff resources based on current and future population sizes, demographic trends, and community uptake in TDM initiatives.

Education and Outreach Activities

Education, promotion, and outreach activities are useful means for staff to increase the exposure of sustainable travel options to Kitchener residents. It is through these activities that people are made aware of the programs available to them and the benefits of traveling by alternative modes. People must be informed about their transportation choices in order to make them and to see a greater use of alternative modes of transportation. To encourage more residents to choose sustainable transportation options, the City should consider developing innovative approaches for staff to engage and educate and inform residents, such as:

Communications Strategy: Develop a communications strategy and brand identity for Kitchener’s Transportation Demand Management initiatives to improve public knowledge and attitudes towards sustainable transportation options

Individualized marketing campaigns: Implement an individualized marketing (IM) program to encourage residents to use sustainable modes of transportation. IM programs use a unique outreach technique to segment targeted populations based


on their willingness to use sustainable modes of transportation. Outreach efforts are targeted toward members of the population who are considered most likely to increase their use of sustainable modes of transportation.

Social media tools and online platforms: use Twitter, Facebook and other social media platforms to promote walking, cycling, transit and carpooling and alert commuters to route/service changes.

Community events, activities and programs: Includes community focused initiatives that promote TDM options to the general public such as Bike Month, Ciclovia and Open Streets events, Carpool week, and more.

Corporate events, activities and programs: Includes corporate focused initiatives that promote TDM options to City staff such as Employee Bike Loan Programs, Telework policies, and more. Internal corporate TDM initiatives can be shared as best practices for other organizations.

Workplace events, activities and programs: Includes workplace focused initiatives that promote TDM options to a specific employee audience. These could include bike to work days, lunch and learn presentations and more.

Youth events, activities and programs: Includes youth focused initiatives that promote TDM options to various elementary, secondary, and post-secondary institutions including school travel planning, educational training programs, and more.

Establish partnerships with local stakeholders and community organizations and pursue sponsorship opportunities to advance TDM initiatives

Accordingly, the actions below pertaining to staff resourcing, responsibilities, and initiatives are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended City of Kitchener TDM Staff Resourcing, Responsibilities and Initiatives Actions Related Directive

2.23. Continue to develop a communications and marketing strategy for Kitchener’s TDM initiatives to improve public knowledge and attitudes towards sustainable transportation options, with a focus on individualized marketing and social media

1.22

2.24. Continue to deliver and expand TDM events, activities, and programs with a focus on community, workplaces, educational institutions and youth in order to educate and engage with residents

2.25. Include the following in staff’s work program/mandate: a) Explore a mobile app for active transportation users that provides routing information, trip tracking,

community events schedule, and incentives. b) Support the development of bicycle and car sharing programs c) Integrate a telework strategy into the TravelWise program to educate employees on telecommuting;

provide support on drafting telework agreements and pitching flexible telework options to employers d) Develop car-free zone projects with community partners and stakeholders

1.13

1.21

1.28

1.8


Recommended City of Kitchener TDM Staff Resourcing, Responsibilities and Initiatives Actions Related Directive

2.26. Consider initiatives to: a) communicate with building owner/occupant/employers to provide subsidized transit passes for all

occupants/employees b) communicate with building owner/occupant to provide information regarding transit routes, schedules

and fares in accessible and visible locations on site c) communicate with building owners or employers to provide subsidized bicycle share and/or car share

memberships for all occupants/employees d) identify optimal locations for bicycle share stations/pods e) communicate with building owner/occupant to join a TMA f) communicate with employers to develop telework policies and programs g) communicate with employees to utilize hoteling stations and meeting rooms in appropriate locations h) communicate with employers to offer parking cash out programs i) develop a protocol for when submission of a TDM Report/Checklist would be appropriate for locations

outside of the PARTS Station Study Areas.

1.16

1.17

1.19

1.20 1.23, 1.24

1.25 1.27 1.33

2.14

2.27. Communicate with existing building owners/occupants, and consider the creation of an incentive program, to encourage them to:

a) retrofit buildings to provide shower and change facilities through incentives and programs b) retrofit existing commercial, multiple dwelling units and mixed use buildings to equip a portion of parking

spaces with electric vehicle charging capabilities c) convert portions of existing space to bicycle parking d) retrofit existing parking spaces to secure, covered bicycle corrals e) convert portions of existing parking spaces in priority locations to rideshare spaces

1.3

1.40

1.43

1.45

1.50

2.28. Explore the appropriate provision of resources dedicated to delivering TDM policies, programs, and initiatives


6.13 Funding

Funding for TDM initiatives is currently provided from revenues generated within the Parking Enterprise, while funding of TDM related infrastructure comes from a variety of capital budget line items located within various departments in the City. Accordingly, the actions below pertaining to funding are recommended to implement the directives provided in Section 5 of this Strategy.

Recommended Funding Actions Related Directive

2.29. Undertake a process to further prioritize directives that are to be led and implemented by the City and identify actions that have a current funding source and those that may require a business case or to pursue other funding sources

2.30. In order of priority, resources should be directed to: a) construct sidewalks in identified infill locations b) construct pedestrian and cycling infrastructure in identified locations c) construct multi-use pathway route road crossings d) implement a comprehensive signage and way-finding strategy e) maintain and clear snow from active transportation infrastructure in accordance with established

protocol f) provide public secure bicycle parking facilities

1.2

1.9

1.12

1.14

1.15

1.48


7.0 IMPLEMENTATION MONITORING AND PERFORMANCE MEASURING

In order to achieve Objective 4.7 of the Strategy to measure the performance and implementation of TDM actions, the City should establish a framework for monitoring the implementation of the Strategy evaluate whether the actions taken to implement this TDM Strategy are achieving the desired results, demonstrate that the resources invested have provided measurable change, and ensure that the objectives of this TDM Strategy are being met. Performance Measures and Targets

A component of measuring the implementation of a Strategy and its success in meeting objectives is to establish performance measures and targets. Performance measures could include a number of characteristics such as, but not limited to the following:

Modal share

Awareness of TDM programs and initiatives

Participation in TDM programs and initiatives

Total length of active transportation infrastructure constructed

Street amenity improvements

Number of pedestrian and cycling injuries

Average vehicle occupancy

Automobile ownership

Transit ridership

Transit pass purchases

Bike share memberships

Car share memberships

Number of vehicle trips per capita

Number of parking spaces

Utilization of parking reductions/bonusing afforded by TDM checklist

Completion of actions to amend/update existing City documents and prepare additional studies/strategies Selection of the performance measures will depend on the TDM actions being measured. It is recognized that a challenge in measuring the impact of TDM actions is that impacts are often more qualitative in nature. The cause-and-effect relationship between an action and the resulting change in travel behavior may be complicated by a number of factors. TDM actions that build awareness of transportation modes are important, but, they impact personal attitudes which are difficult to measure and compete with many other factors that shape how individuals think. However, using participant surveys and measuring the change in travel behavior over time can be used to yield quantifiable and measurable results.


Reporting

Reporting is a key aspect of performance measurement, since the knowledge resulting from monitoring and analysis is only useful if decision makers and stakeholders are aware of it. Reports presenting information in a way that effectively communicates achievements and ongoing challenges can capture the attention of community groups and the media, helping to raise public awareness of results achieved and the need for continued action. Accordingly, the results from monitoring and performance measurement should be reported regularly. The monitoring framework should establish the reporting frequency and explore and determine the most appropriate performance measures. Data Collection

Collecting data to evaluate performance will assist in implementation monitoring and performance measuring. Prior to implementing a TDM initiative, baseline data should be collected to take a snapshot of the existing travel behaviour and conditions to define the ‘pre-implementation’ conditions. Without baseline data to establish pre-implementation conditions, it will difficult to establish whether changes have in fact occurred and to assess the impact of TDM actions. It is recognized that many of the above performance measures require additional data collection and analysis, and all may not be achievable given current data, budget, and staffing resources. The time, effort, and cost of data collection are dependent upon the size, scope, and type of TDM actions. Consequently, a compromise must be reached between the need for precise data and the cost of collecting such data.6 Potential data sources include the following:

Primary Sources o Participant surveys o Traffic Count Data

Secondary o Canada Census o Transportation Tomorrow Survey o Region Transit Ridership Statistics

6 Transport Canada, TDM Measurement Toolbox – A Guide for Canadian Municipalities, 2012


8.0 GLOSSARY OF TERMS

Active Transportation - human-powered travel, including but not limited to walking, cycling, inline skating and travel with the use of mobility aids, including motorized wheelchairs and other power-assisted devices moving at a comparable speed. Carpool - a vehicle with two or more occupants who are ridesharing. Cash-in-lieu of parking - a practice permitting developers to pay a charge in lieu of constructing the minimum parking spaces required by zoning regulations. Class A bicycle - parking provided for long term bicycle storage. Class B bicycle - parking meant for short term stay by visitors. Complete Streets - streets designed to accommodate all modes of transportation, including walking and cycling. Desire line - a path created as a consequence of foot or bicycle traffic.

Development Application – an application for approval under the Planning Act. Development applications may include applications for

approval of the following: Plans of Subdivision; Plans of Condominium; Consent; Part Lot Control Exemption By–laws; Official Plan Amendments; and Zone Change Applications. Development applications do not include site plans.

Guaranteed Ride Home - a program that ensures commuters who travel by alternative modes have access to a ride home in case of emergency. Mode share/split - trips taken by a particular mobility choice, such as car, transit, cycling, or walking as a proportion of the total number of trips. Performance Measurement - monitoring of indicators that enable an understanding of conditions, actions and impacts that help to determine progress Ridesharing - shared use of a motor vehicle by two or more persons to make a trip when they would otherwise travel separately. Single-occupancy vehicle (SOV) - any vehicle travelling with only one (1) occupant.


Telework / telecommute - arrangements where employees work from home, eliminating the need to travel to their usual place of employment. Vanpooling - formal system where several people pay a monthly fare to share a ride in a larger vehicle, which allows bigger groups of people to share a ride. Wayfinding - the means in which people orient themselves in physical space and navigate from place to place. This can include the physical design of spaces and assistive features, such as signage.


9.0 LIST OF APPENDICES

Appendix 1 - Regional Transportation Master Plan - Mode Share Targets Appendix 2 - Regional Transportation Master Plan - Recommended TDM Strategies Appendix 3 - Regional Transportation Master Plan - Parking Recommendations for Rapid Transit Areas Appendix 4 - Region of Waterloo - TDM Checklist and Parking Management Worksheet Appendix 5 - Region of Waterloo Parking Related Initiatives - Shared Parking Schedules Appendix 6 - Kitchener Integrated Transportation Master Plan - Summary of TDM Implementation Measures Appendix 7 - TDM Report - Reference Guide Appendix 8 - TDM Report - TDM Checklist

Appendix 1

Regional Transportation Master Plan

Mode Share Targets

A-1

REGIONAL TRANSPORTATION MASTER PLAN MODE SHARE TARGETS

Appendix 1-1

Mode Share Targets

The following excerpt from Regional Transportation Master Plan shows overall Mode Share Targets for the Region, and Peak Hour

Mode Share Targets by municipality.

Exhibit 10-2 summarizes the 2006 mode shares for the pm peak hour and 2031 target mode shares used in the establishment of the RTMP. The

mode shares represent region wide totals and therefore will vary between urban and rural areas, and between suburban and urban corridors.

Exhibit 10-3 provides a breakdown of the modeshare targets for the 2031 pm peak hour by municipality.

http://www.regionofwaterloo.ca/en/regionalGovernment/resources/RTMP_FINAL_REPORT_PDF.pdf

REGIONAL TRANSPORTATION MASTER PLAN MODE SHARE TARGETS

Appendix 1-2

Appendix 2


Recommended TDM Strategies

A-2

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q 8 X Z X r Z X W 4 s 4 t 6 Y X u Z X 7 8 2 r Y v 4 Z w r Y x 4 Z� l < A M > ? A ? = M > ? @ L @ < ? < C F I Q ? H @ > Q I < N I A = D < A C > M = C ? B @ C @ G G A = S D D G A ^L @ � D > T D > Q H G @ = ? A ^ @ = I @ G = ? < C > ? A l L H G D U ? > A� k @ > C < ? > T I C S B ? K ? G D H ? > A C D H > D K I B ? E D > = D < A C > M = C I D < D E C > @ < A I C A S ? G C ? > A @ < BA C @ C I D < E @ = I G I C I ? A T I C S I < C S ? = D L L M @ < A I C � A ? > A� l A C @ F G I A S L @ ] I L M L H @ > Q I < N > ? � M I > ? L ? < C A E D > > ? A I B ? < C I @ G ^ = D L L ? > = I @ G Î I @ G ^ I < A C I C M C I D < @ G A I C ? A � D L L M D L D C ? A S @ > ? B H @ > Q I < N H > @ = C I = ? A I < = D L L ? > = I @ G > ? C @ I G @ A� O ? � M I > ? > D @ B < ? C T D > Q A C D F ? C > @ < A I C E > I ? I B A C > M = C M > ? b � D L L M ? S I N S B ? < A I C UI A = D < C @ I < ? B I Q I < N > ? � M I > ? L ? < C A E D > @ G G < ? T L ? B I M L @ < BS I N S m B ? < A I C U > ? A I B ? < C I @ G @ = I @ G F M I G B I < N A � U = G I A C A� � _ > @ < A H D > C @ C I D < ; L H @ = C V C M B I ? A E D > @ G G B ? K ? G D H L ? < C C D I < = G M B ? T @ G Q I < N ^= U = G I < N ^ = @ > H D D G I < N @ @ < A I C = D L H D < ? < C A P @ A A ? A A L ? < C A k > D N > @ LJ @ < @ N ? L ? < C� � � A ? C > ? ? A @ N > ? ? @ A C > M = C M > ? C D H > D K I B ? A S ? G C ? > ^ @ ? A C S ? C I =K @ G M ? ^ A S @ B ? ^ @ @ C I D < E > D L L D C D > I p ? B C > @ E E I = � D L L M A M ? = S @ < N ? A C D [ l l ` > @ C I < N A U A C ? L A C > @ < A H D > C @ C I D < @ Q I < N= > ? B I C A � D L L M ? B H @ > Q I < N H > D N > @ L A I D K I A I D <D E I @ < A I C A ? > K I = ? @ Q I < N � D L L M C ? > A� � � D < C I < M ? C D I < A C @ G G @ D L D C ? F I Q ? > @ = Q A D < @ G G C > @ < A I C K ? S I = G ? A � U = G I A C A� � � > ? @ C ? @ _ > @ < A I C k > I D > I C U k G @ < _ > @ < A I C � A ? > A� � ` ? K ? G D H @ L D C D > I p ? B K ? S I = G ? A C S @ C I < E D > L A B > I K ? > A D E C > @ E E I = = D < N ? A C I D < @ < B@ G C ? > < @ C I K ? > D M C ? A � D L L M @ ? = > ? @ C I D < @ G = U = G I < N > D M C ? A � U = G I A C A� � l < A M > ? @ = D < C I < M D M A H ? B ? A C > I @ < < ? C T D > Q k ? B ? A C > I @ < A� � l ] H @ < A I D < D E @ H > I K @ C ? G U D H ? > @ C ? B A S @ > ? B K ? S I = G ? H > D N > @ L � D L L M @ C ? T I C S C S ? A = S D D G F D @ > B A C D B ? K ? G D H ? E E I = I ? < C C > @ < A H D > C @ C I D <A U A C ? L A E D > S I N S A = S D D G A C M B ? < C A V C M B ? < C A� � ; L H G ? L ? < C @ F I = U = G ? A S @ > I < N H > D N > @ L � D L L M B A C S @ C @ > ? E D = M A ? B D < C S ? < ? ? B A D EH ? B ? A C > I @ < A ^ = U = G I A C A ^ @ ? � M I > I < N @ = = ? A A I F I G I C U � U = G I A C A5 � � 6 r Z X 7 8 � } Y 7 9 7 Z X 7 8 � r 8 � { � Z Y 4 r 6 3� � � > ? @ C ? @ C C > @ < A H D > C @ C I D < L @ < @ N ? L ? < C @ A A D = I @ C I D < A I < M > F @ <= ? < C > ? A ^ = D L L ? > = I @ G B I A C > I = C A ^ L @ G G A ^ L ? B I = @ G = ? < C > ? A ^ H > I L @ > U @ < BA ? = D U < D B ? A ^ = D > > I B D > A ^ @ I @ G H @ > Q A j � D L L M C ? > A� � l ] H @ @ K ? G � I A ? H > D N > @ L C D o > ? @ J M A j � D L L M C ? > A� � k > D L D C ? E G ? ] I F G ? T D > Q S D M > A H > D N > @ L A l L H G D U ? > A� � O ? = > M I C G D = @ G ? L H G D U ? > A E D > � O _ � D > H D > @ C ? k @ A A ` I A = D M < C H > D N > @ L @ < B? < = D M > @ N ? ? L H G D U ? > A C D H > D K I B ? @ B B I C I D < @ G C > @ < A I C A M F A I B I ? A j l L H G D U ? > A

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q 8 X Z X r Z X W 4 s 4 t 6 Y X u Z X 7 8 2 r Y v 4 Z w r Y x 4 Z� � k > D L D C ? ? L H G D U ? ? C > @ < A H D > C @ C I D < @ G G D T @ < = ? l L H G D U ? > A� � V ? = D U @ U _ ` J H > D N > @ L A V C M B ? < C A� � k > D L D C ? @ I B ? A S @ > I < N C D G D = @ G ? L H G D U ? > A � D L L M C ? > A� � ; L H G ? L ? < C @ < < M @ G I Q ? C I < N H > D N > @ L � D L L M C ? > A� � O ? K I A I C @ D N > @ L A V C M B ? < C A� � ` ? K ? G D H A ? H @ > @ C ? T ? F F @ A ? B C > I H H G @ < < ? > A E D > = U = G I < N @ D K I B ? D < m > D M C ? A I N < @ N ? @ @ < A H D > C @ C I D L @ C I D < H D > C @ G C S @ C I < C ? N > @ C ? A C > @ < A I C ^ = U = G I < N ^@ I @ < C > I H H G @ < D K I B ? @ ? @ G m C I L ? ^ A = S ? B M G ? ^ @ D M C ? I < E D > L @ C I D < C D C > @ < A I CM A ? > A � D L L M D N > @ L A V C M B ? < C A� � � D L H G ? C ? @ � D D B A J D K ? L ? < C @ U _ > @ < A H D > C @ C I D < J @ < @ N ? L ? < Ck G @ < V S I H H ? > A� � � D K ? > < L ? < C D E E I = ? A ^ M A I C I ? A ^ A = S D D G F D @ > B A @ L @ � D > C > I H N ? < ? > @ C D > A C D I L H G ? L ? < C _ ` J H G @ < A � D L L M C ? > A� � O ? N I D < @ I < N H > D N > @ L k > D N > @ LJ @ < @ N ? L ? < C2 Y r W 4 � q 8 6 4 8 Z X W 4 t r 8 � s X t X 8 6 4 8 Z X W 4 t� � ; L H G ? L ? < C A L @ > C = @ > B H > D N > @ L T I C S I < � @ C ? > G D D O ? N I D < � D L L M @ G G H @ > Q I < N I L H G ? L ? < C @ C I D < H G @ < � D L L M C ? >w 5 s q � w 2 5 | w } ~ � � � q � � z { | q � { �~ r 8 � � t 4 r 8 � 2 Y r 8 t u 7 Y Z r Z X 7 8 q 8 Z 4 v Y r Z X 7 8� � � D S D L ? F @ A ? B F M A I < ? A A P S D L ? D E E I = ? R D M A ? S D G B A� � ; < C ? N > @ C ? G D = @ G A S D H H I < N @ K I = ? A I < C D A M F M > F @ < < ? I N S F D M > S D D B G @ < BM A ? H G @ < Q I < N @ C G D = @ G S I N S A = S D D G A ^ = D G G ? N ? A @ A I C I ? A @ G D < NT I C S C > @ < A I C I L H > D K ? L ? < C A V C M B ? < C A� � � < m F M Q I < N E > D L > ? A I B ? < C I @ G M = S @ A ? ^ E D > < ? T ^L M G C I m M ? A I B ? < C I @ G H @ > Q I < N E D > < ? T ^ A I < N G ? m E @ L I G U B T ? G G I < N A R D M A ? S D G B A2 Y r 8 t u 7 Y Z r Z X 7 8 y � u u � :� � V = S ? B M G ? F M A ? A ? K ? > U d e C D d � L I < M C ? A L I C > @ < A I C � D L L M C ? > A~ { � � 2 5 | w } ~ � � � q � � z { | q � { �a O ? = D L L ? � M > C S ? > V C M B U b~ r 8 � � t 4 r 8 � 2 Y r 8 t u 7 Y Z r Z X 7 8 q 8 Z 4 v Y r Z X 7 8� � ; L L ? B I @ C ? C > @ < A I C A ? > K I = ? C D < ? T > ? A I B ? < C I @ G @ > ? @ A C D F ? E M a d � L I < H ? @ Q H ? > I D B @ I D B b M < C I G f e g D EC S ? D H ? > @ C I < N = D A C I A > ? C M > < ? B C S > D M N S C S ? E @ > ? F D ] ^ @ C T S I = S C I L ? � O _T D M G B F ? > ? A H D < A I F G ? E D > E M G G U E M K I = ? j R D M A ? S D G B A

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� � � � � � � � � ! " # $ % # % & ! ' ( & ! ) * � + � , � � - � ) . + � ) * / � � � 0 ! 1 0

q 8 X Z X r Z X W 4 s 4 t 6 Y X u Z X 7 8 2 r Y v 4 Z w r Y x 4 Z� � o B K D = @ C ? E D > = S @ < N ? A C D C S ? ` ? K ? G D H L ? < C � S @ > N ? A o = C C D ? < @ F G ?L M N ? A E D > @ G G C > @ < A H D > C @ C I D < > ? G @ C ? B I < E > @ A C > M = C M > ? Î < = G M B I < N H ? B ? A C > I @ < @ ? L D K ? C S ? d e g B I A = D M < CE D > C > @ < A I C @ N ? A E D > C S ? H > D K I A I D < D Eimproved transit service rather than use “existing” levels of transit to new B ? K ? G D H L ? < C k > D N > @ LJ @ < @ N ? L ? < C

2 Y r W 4 � q 8 6 4 8 Z X W 4 t r 8 � s X t X 8 6 4 8 Z X W 4 t� � k > D H ? > C U _ @ ] > ? B M = C I D ? B I C = D L L ? < A M > @ C ? T I C S K ? S I = G ? D T < ? > A S I H R D M A ? S D G B A� � _ > @ < A H D > C @ C I D < H > I = I < Nm O D @ B C D G G Am � D < N ? A C I D < H > I = I < Nm o > ? @ A H ? = I E I = C D G G Am R � _ [ @ < ? Am � ? S I = G ? M A ? > E ? ? A m O D @ B A H @ = ? > @ C I D ? @ A ? Am k @ > Q I < N I L H G ? L ? < C @ C I D <H > D N > @ Lm ` I A C @ < = ? F @ A ? B E ? ? Aa I < A M > @ < = ? b� D L L M D K I A I D < D E H ? > L @ < ? < C C > @ < A I C H @ A A ? A a � O _ b E D > ? @ = S S D L ? P > ? A I B ? < = ?T I C S I < C S ? O ? N I D < D E � @ C ? > G D D R D M A ? S D G B Ao A @ @ G H @ > C D E C S ? O ? N I D < @ G _ > @ < A H D > C @ C I D < J @ A C ? > k G @ < a O _ J k b ^ @ >egional “Travel

Tise” or TDM A C > @ C ? N U T I G G D E E ? > N > ? @ C H D C ? < C I @ G @ C M D M N S> ? N I D < @ G = D D > B I < @ C I D < ^ C > @ < A H D > C @ C I D A H D C ? < C I @ G E D > @ G @ > N ? > ? C M > < D O _ J k ? G ? L ? < C A ji j f j n ; < C ? G G I N ? < C _ > @ < A H D > C @ C I D < V U A C ? L ; L H > D K ? L ? < C A a ; _ V b` M > I < N H ? @ Q H ? > I D B A ^ H D > C I D < A D E C S ? ? ] I A C I < N > D @ B < ? C T D > Q @ > ? M M C I G I p ? B @ A C > @ K ? G I A D E C ? < D = = M > > I < N I <@ H ? @ Q B I > ? = C I D < j _ D D H C I L I p ? C S ? ? ] I A C I < N C > @ < A H D > C @ C I D < A U A C ? L ^ I C I A I L H D > C @ < C C D I < K ? A C I N @ C ? D H ? > @ C I D < @ G@ M = C M > @ G A C > @ C ? N I ? A C S @ C H > D K I B ? D H H D > C M @ < A H D > C @ C I D @ A C > M = C M > ? j ; < C ? G G I N ? < C _ > @ < A H D > C @ C I D < V U A C ? L a ; _ V b I L H > D K ? L ? < C A @ > ? @ Q ? U L ? @ A M > ?C S @ C = @ < F ? I < K ? A C I N @ C ? B C D @ A A I A C I < C S I A j_ S ? > ? @ < M L F ? > D E C ? = S I D M A C > @ < A H D > C @ C I D < @ M C S D > I C I ? A I < � < C @ > I D E D > C > @ < A H D > C @ C I D <A U A C ? L L @ < @ N ? L ? < C T S I = S M C I G I p ? K @ > I D M A C U H ? A D E ; _ V C ? = S < D G D N U j _ S ? A ? I < = G M B ? �_ > @ E E I = A I N < @ G @ A ? = C I D D K ? L ? < C ? G ? L ? < C A A M = S @ A �

oV I N < @ G C I L I < N D H C I L I p @ C I D < @ B I < @ C I D <

o; L H > D K ? B = D L L M @ G A U A C ? L @ ? K ? > A I F G ? G @ < ? A b j� > ? ? T @ U @ C ? > I @ G = D < N ? A C I D < L D I < N @ C S ? O l V � � l A U A C ? L M A ? B I < C S ? � I C U D E _ D > D < C D

–_ S ?J _ � � � J k o V V V U A C ? L I < = G M B ? A = S @ < N ? @ F G ? L ? A A @ N ? A I N < A ^ B ? C ? = C D > A ^ � G D A ? B � I > = M I C_ ? G ? K I A I D < a � � _ � b = @ L ? > @ A @ @ E E I = � H ? > @ C I D < � ? < C > ? j ; C ? L H G D U A C > @ E E I = L @ < @ N ? L ? < CA C > @ C ? N I ? A A M = S @ A �

o` ? C ? = C I D < @ L @ C I D < j _ S > D M N S C S ? M A ? D E K ? S I = G ? B ? C ? = C D > A C S @ C @ > ? ? L F ? B B ? B I <C S ? E > ? ? T @ U H @ K ? L ? < C ^ C > @ E E I = B @ C @ I A C > @ < A L I C C ? B C D C S ? _ > @ E E I = � H ? > @ C I D < A � ? < C > ? ? K ? > U f eA ? = D @ G = D L H M C ? > @ C C S ? C > @ E E I = D H ? > @ C I D < A = ? < C > ? = D < A C @ < C G U @ < @ G U p ? A C S ?B @ C @ @ D N > @ L L ? B C D @ G ? > C C S ? D H ? > @ C D > D E @ A M A H ? = C ? B I < = I B ? < C j � < = ? @ < I < = I B ? < C I A

Appendix 3


Parking Recommendations for Rapid Transit Areas

A-3

REGIONAL TRANSPORTATION MASTER PLAN RECOMMENDED PARKING POLICY FOR RAPID TRANSIT STATION AREA

Appendix 3-1

Recommended Parking Policies

The following excerpt from Regional Transportation Master Plan shows recommended parking policies for rapid transit station areas.

Exhibit 7-25 summarizes additional parking recommendations that should be considered for Rapid Transit Station Areas, or other urban centres that are anticipated to be well served by frequent transit.

http://www.regionofwaterloo.ca/en/regionalGovernment/resources/RTMP_FINAL_REPORT_PDF.pdf

Appendix 4

Region of Waterloo

TDM Checklist and Parking Management Worksheet

A-4

Travel Demand Management (TDM) Implementation Checklist

Version 9/18/2013

Case Study: Site Context:

TDM Checklist No: ZBL Parking Requirement:

Date: Applicable Parking Reduction:

Yes N/A

A1 2

A3 3

A4 4

A5 2

10 10 Score =

Yes N/A

B1 1

B2 1

B3a 5

B3b 3

B3c 1

5 5 Score =

Yes N/A

C1 24

C2 24

C3 15

C4 10

C5 3

C6 5

C7 3

C8 5

The Transportation Demand Management (TDM) Checklist and Parking Management Worksheet are not designed for residential

properties, but can be used to inform mixed-use developments.

Provides no more than the minimum number of parking spaces, as required by applicable Zoning By-Law.

Note: Points are awarded for either C1, C2, or C3 only. Please choose whichever applies.

Includes allowances for shared parking in mixed-use zones. Note: Points are awarded for C1, C2, or C3

only. Please choose whichever applies after consulting with the Area Municipal planning authority.

TABLE B Public Transportation Access

Non-residential: development provides secure bike storage for 5% of the building occupants. Consistent

with LEED requirements.

A2 1

External to site: Continuous sidewalks (consistent with AODA Accessible Built Environment Standard) are

provided along both sides of all adjacent public streets (over and above requirement)

TABLE A Site Access

In creating an environment that supports pedestrian and cycling activity, the public realm must be accessible, safe, and comfortable to encourage movement on

the street and in the surrounding area(s). These facilities and features should encourage walking and cycling.

Points

Category Max =

Features

Development incorporates functional building entrances that are oriented to public space or to locations

where pedestrians and transit users arrive from such as a street, square, park or plaza.

Shower and change facilities for employees provided on-site consistent with LEED requirements.

AND Internal to site: Pedestrian walkways (consistent with AODA Accessible Built Environment Standard

e.g.1.8m min width) are provided through large parking areas to link the building with the public street

sidewalk system

Provision of active uses at-grade along street frontages (e.g. retail).

Total Points Applicable =

Points Features

Points Features

Information regarding public transit routes, schedules and fares are provided in an accessible and visible

location on site and in adjacent bus stops

Bus shelters with seating are provided at the transit stop immediately adjacent to the development in

consultation with Transportation Planning at the Region of Waterloo

TABLE C Parking

Vehicle parking facilities can affect the character, travel mode and cost of a development. Reducing parking supply to match expected demand can a have a

positive influence on the selection of alternative travel modes.

Category Max =

The availability and proximity of convenient public transit service with direct pedestrian linkages to the building will provide viable travel options for employees,

visitors and residents.

25% to 50% of parking is located underground or in a structure

Located within 800m of a Rapid Transit Station

Located within 600 m of a bus service with headways of 15 min or less or is located in a designated mixed

use corridor or node. Note: Points are awarded for either B3a, B3b or B3c only. Please choose

whichever represents the highest order of transit.

Located within 400 m of a bus service with headways of 16 min to 30 min. Note: Points are awarded for

either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit.


Commercial Uses: Provide car-share spaces equivalent to 2% of building occupants

Utilizes reduced parking supply consistent with the TDM Parking Management Worksheet. Contact your

Area Municipal planning authority to determine whether the Worksheet is applicable to your development.

Note: Points are awarded for either C1, C2, or C3 only. Please choose whichever applies with the

highest value.

Parking is not located on major street frontage or between a road right of way and the building facade.

Provides priority parking for carpooling/vanpooling participants equivalent to 5% of employee spaces

Implements paid parking on part or all of the site (e.g. parking permits, paid parking zones near main

entrances)

Appendix H

Page 1 of 2

C9 10

C10 15

C11 3

25 25 Score =

Region of Waterloo TDM Checklist v2.0 FORM-1

Case Study: 0 Checklist No: 0

Date: ############ Site Context: 0

N/A

D1 2

D2 2

D3 5

D4 5

D5 2

D6 10

D7 5

D8 14

D9 5

D10 2

25 25 Score =

Minimum

RequirementTotal Applicable Points Scored

10

5

25

40

25

65

**********

X

Comments:

75% of parking or more is located underground or in a structure

Category Max =

Parking spaces provided off-site on a lot within 300 metres of the lot containing such use.


Trip Reduction Incentives


TABLE E Checklist Summary

The building owner/occupant agrees to provide reduced cost parking for users of car/van pool, bicycle,

moped/motorcycle spaces

The employer has provided flexible working hours, telework or shift work arrangements.

Points

Category Max =

The development includes mixed uses (i.e. retail, commercial or food services, daycares, or other

complementary uses) on-site or located within 400 metres.

A formal TDM plan will identify specific initiatives that will be initiated in order to encourage reduced single occupant vehicle travel.

The development agrees to join Travelwise (TMA) that provides the same services outlined under items D1,

D2, D6

Features

The building owner/occupant will make available a ride matching service for car/vanpooling

SUB-TOTAL

24

TABLE D

Trip Reduction

Incentives

Pedestrian & Cyclist

Orientation

Public Transit Access

50 - 65

RATING (check one)

TDM SUPPORTIVE

DEVELOPMENT

Parking

TABLE F Scoring Summary

Non-TDM Supportive Development (Review and upgrade TDM elements to pass)

40 -49

30 - 39

OVERALL TOTAL

0 - 23

24 - 29

FINAL SCORE

The building owner/occupant has prepared a TDM plan to the satisfaction of the Region of Waterloo and the

Area Municipality that targets a 10% reduction in peak hour trips using forecast trip generation with status

quo travel characteristics

The building owner/occupant agrees to charge for parking as an unbundled cost to occupants

The building owner/occupant will make available subsidized transit passes for all occupants for a period of

two years

For each item, a “Yes” answer is equivalent to the points as indicated in the section. N/A sections should be explained in an attachment to this table.

The score for each section is reflected as a percentage and calculated by dividing the points by the “Total Applicable”.

The building owner/occupant will make available car sharing services


CommentsCategory

The building owner/occupant will make available emergency ride home options

Page 2 of 2

Parking Management Worksheet

Version 9/18/2013

Case Study: Site Context:

Date: Reduction Worksheet No:

TABLE A

UGC IC Other

A1 1% 1% 1%

A2 0% 0% 1%

A3 2% 2% 1%

A4 1% 1% 1%

A5 1% 1% 1%

4% 4% 4%

TABLE B

UGC IC Other

B1 0% 0% 1%

B2 0% 0% 1%

B3a 24% 12% 0%

B3b - - 3%

B3c - - 1%

24% 12% 5%

TABLE C

UGC IC Other

C1 0% 0% 5%

C2 2% 2% 0%

C3 2% 2% 1%

C4 0% 0% 1%

C5 2% 1% 0%

Appendix I

Provides priority parking for carpooling/vanpooling participants equivalent to 5% of

employee spaces


Parking is not located on major street frontage.

Implements paid parking system on all or part of the site (e.g. parking permits, paid

parking zones near main entrances)

Parking

Vehicle parking facilities can affect the character, travel mode and cost of a development. Reducing parking supply to match expected

demand can have a positive influence on the selection of alternative travel modes.

Bus shelters with seating are provided at the transit stop immediately adjacent to the

development, in consultation with Transportation Planning at the Region of Waterloo

Information regarding public transit routes, schedules and fares are provided in an

accessible and visible location on site and in adjacent bus stops

Available Parking Reduction

The availability and proximity of convenient public transit service with direct pedestrian linkages to the building will provide viable travel

options for employees, visitors and residents.

Category Maximum

Located in an UGC or within 800 m of a future Rapid Transit Station

Public Transportation Access

Non-Residential: Development provides secure bike storage for 4% of the building

occupants

Shower and change facilities provided on-site consistent with LEED requirements.

Features

Development incorporates functional building entrances that are oriented to public

space or to locations where pedestrians and transit users arrive from such as a

street, square, park or plaza.

Continuous sidewalks (1.5m min. width) are provided along both sides of all adjacent

public streets and pedestrian walkways (1.5m min width) are provided through large

parking areas to link the building with the public street sidewalk system

Category Maximum


Located within 600m a transit route with 15 minute headways (or less) or is located

in a designated mixed use corridor or node. Note: Points are awarded for either

B3a, B3b or B3c only. Please choose whichever represents the highest order

of transit.

Features

Commercial Uses: Provide car-share spaces equivalent to 2% of building occupants

"Urban Growth Centres - (UGC) area classification includes the Downtown / Uptown and RT Station Areas of Kitchener, Waterloo and

Cambridge.

"Intensification Corridor" (IC) classification is applied to sites within 800 metres of the future CTC line

Located within 400 metres of a bus service with headways of 15 min to 30 min.

Note: Points are awarded for either B3a, B3b or B3c only. Please choose

whichever represents the highest order of transit.

Features

Pedestrian and Cyclist Orientation

In creating an environment that supports pedestrian and cycling activity, the public realm must be accessible, safe, and comfortable to

encourage movement on the street and in the surrounding area(s). These facilities and features should encourage walking and cycling.

"Other" classification applies to all other sites

Provision of active uses at-grade along street frontages.

Please highlight the cell percentages applicable to your development under the appropriate classification. Please note that

the Parking Management Worksheet and the Transportation Demand Management (TDM) Checklist are not designed for

residential properties, but can be used for mixed-use developments. Local municipalities are the decision-making bodies with

respect to consideration of parking reductions below Zoning By-law requirements.

Page 1 of 3

C6 4% 2% 0%

C7 5% 3% 0%

6% 4% 6%Category Maximum


75% of parking or more is located underground or in a structure


Page 2 of 3

Sample Parking Reduction Worksheet FORM-2

Case Study: 0 Site Context: 0

Date: 1/0/1900 Worksheet No: 0

TABLE D

UGC IC Other

D1 0% 0% 1%

D2 3% 2% 1%

D3 10% 4% 2%

D4 10% 5% 2%

D5 0% 0% 1%

D6 9% 6% 4%

23% 11% 7%

TABLE E

UGC IC Other

0% 4% 4% 4%

0% 24% 12% 5%

0% 6% 4% 6%

0% 23% 11% 7%

0% 57% 31% 22%

TABLE F

Comments:

The building owner/occupant will provide emergency ride home options

Parking

Pedestrian & Cyclist Orientation

Category


TOTAL

0%TOTAL REDUCTION ACHIEVED


Comments

Public Transit Access

Please indicate the total reduction available based upon Tables A through D above.

Reduction

Achieved

Maximum Achievable Reduction

Features

The building owner/occupant will provide a ride matching service for car/vanpooling

Parking Reduction Summary

The building owner/occupant will provide subsidized transit passes for all occupants

for a period of two years


A formal TDM plan will identify specific initiatives that will be initiated in order to encourage reduced single occupant vehicle travel.

The building owner/occupant agrees to charge for parking as a separate cost to

occupants

The building owner/occupant agrees to provide reduced cost for users of car/van

pool, bicycle, moped/motorcycle spaces

The development agrees to join Travelwise (TMA) that provides the same services

outlined under items D1 and D2

Category Maximum

Page 3 of 3

Appendix 5

Region of Waterloo Parking Related Initiatives

Shared Parking Schedules

A-5

��

�� !�"��#

Table 2 – Potential CTC Station/Core Area Shared Parking Factors $% % & '( ) * + ( ,% ' - ( , & ./ 0 1 .2 % 3 ( 4 56 , 7 $% % & ' ( ) * + ( , % ' - ( , & ./ 0 1 .2 % 3 ( 4 5 6 , 786 ,/ ./ 0 96 6 / : ; 5 % ,/ 6 6 / <= % / ./ 0 86 ,/ ./ 0 96 6 / : ; 5 % ,/ 6 6 / < = % / ./ 0> ? ? @A BC B DE @ FG H B I J K L E F M B I N @A B O P Q O P Q R P Q R O Q S P Q T P Q T P Q T P QC B DE @ F U K I B U K V V B I A @ E F W O Q X O Q R O Q S P Q S P Q T P Q T P Q T P QC B J DE Y I E L D J Z O Q W P Q Z O Q Z P Q [ P P Q \ P Q> N B I L @] ^ D _ A A K V V K È D @ K L R P Q R P Q R P Q,6 6 2 7 O P Q Z O Q Z O Q 9 : 9 : 9 :6 5 + % , T O Q [ P P Q T P Q 9 : 9 : 9 :C B J @̀ B L D J T P Q X O Q T P Q T P Q X O Q T P QC B J a @ J @ D K I J Z P Q X P Q$% % & % / ' * + ( ,% ' - ( , & ./ 0 1 .2 % 3 ( 4 56 , 7 $% % & % / ' * + ( , % ' - ( , & ./ 0 1 .2 % 3 ( 4 5 6 , 786 ,/ ./ 0 96 6 / : ; 5 % ,/ 6 6 / <= % / ./ 0 86 ,/ ./ 0 96 6 / : ; 5 % ,/ 6 6 / < = % / ./ 0> ? ? @A BC B DE @ FG H B I J K L E F M B I N @A B X O Q S P Q \ P Q S P Q [ P P Q R P QC B DE @ F U K I B U K V V B I A @ E F S O Q [ P P Q S O Q S P Q [ P P Q R P QC B J DE Y I E L D J S O Q [ P P Q> N B I L @] ^ D _ A A K V V K È D @ K L R P Q R P Q [ P P Q,6 6 2 7 R P Q Z O Q O P Q 9 : 9 : 9 :6 5 + % , T O Q T O Q T O Q 9 : 9 : 9 :C B J @̀ B L D J X O Q X O QC B J a @ J @ D K I J

Appendix 6

Kitchener Integrated Transportation Master Plan

Summary of TDM Implementation Measures

A-6

Implementation Measures Time Horizon Years Partners 0-5 5-10 10-20

5.4

TR

AN

SP

OR

TA

TIO

N D

EM

AN

D

MA

NA

GE

ME

NT

5.4.1 Expand employer TDM programs in Kitchener through existing TDM tools and services.

● ● ● Major Employers, Region

5.4.2 Have the city‟s TDM coordinator work closely with the Region and employers to adopt TravelWise programs, help implement other TDM and provide guidance on TDM-friendly site design of developments.

● ● ●

Region, Neighbourhoods, Developers, Major Employers

5.4.3 Support carsharing in the city through outreach and promotional events to increase awareness, and provisions for preferred parking for carsharing vehicles.

● ● ● Region

5.4.4 Integrate TDM strategies into site planning and development approval processes to provide for TDM supportive measures in developments and encourage sustainable transportation choices.

● ● ●

Region, Developers,

5.4.5 Work with Region and local partners to engage residents through individualized marketing to promote and encourage sustainable modes of transportation for all types of trips.

● ● ●

Region, Neighbourhoods, Developers, Major Employers

5.6

PA

RK

ING

SU

PP

LY

&

MA

NA

GE

ME

NT

5.6.3 Link TDM efforts with economic development to encourage downtown employees to use alternative modes of transportation and encourage business to implement TDM programs for their employees.

● ● ●

Downtown Kitchener BIA, Major Employers

5.6.4 Coordinate Parking Enterprise and TDM initiatives together for mutual support and to avoid competition.

● ● ●

5.6.5 Consider regional parking policies as outlined in the Region of Waterloo Parking Management Strategy.

● ● ● Region

5.6.6 Review and update Zoning By-law to include revised parking standards

●

Appendix 7

TDM Report

Reference Guide

A-7

TDM REPORT REFERENCE GUIDE

Appendix 7-1

TRANSPORTATION DEMAND MANAGEMENT (TDM) REPORT REFERENCE GUIDE

The City of Kitchener Official Plan outlines information and reports/studies that may be required as part of a complete development

application to appropriately assess and evaluate the application. A Transportation Demand Management (TDM) Report is one type of

study the City may require. This Reference Guide has been developed to assist applicants in preparing TDM Reports for submission

to the City.

Purpose and Scope

The TDM Report serves as a tool for both development applicants and to City staff as it identifies and reviews specific TDM measures that could be considered in a development proposal. A TDM Report (or checklist depending on the scale of the application) will be required as part of a complete development application for sites located in the PARTS Station Study Areas (as shown in Figure 1 below). The application types include plans of subdivision, official plan amendments, zoning by-law amendments, site plans and minor variances that deal with parking or that seek additional floor space/units. The land use types affected include all commercial, office, industrial, institutional and residential with the exception of residential developments composed of six dwelling units or less. The scope of the TDM Report/Checklist will vary depending on the scale of the development application (ie. a major redevelopment may require a full report and a small addition to an existing small retail building may require the checklist). Applicants interested in parking reductions for their site (as part of a zone change or minor variance application) can complete a TDM Report/Checklist and submit to staff for approval in order to help justify the reductions based on the location/context and the provision of TDM measures and programming. This process is intended to be utilized until such time as the City considers amendments to the Zoning By-law to address the relationship between parking rates and the provision of TDM measures. The purpose and scope of the TDM Report/Checklist may be expanded in the future in order to consider the potential for density bonusing depending on the location, regulations and process that will be considered for bonusing provisions in the downtown and PARTS Station Study Area. In the meantime, a draft approach is included in the TDM Checklist. Even if a development proponent is not seeking a parking reduction as part of the proposal, the purpose of completing a TDM Report/Checklist is to ensure that there is some consideration and potential dialogue with staff regarding TDM measures and the benefits thereof. In some cases, the provision of TDM measures may be considered within the conditions of approval.


Appendix 7-2

Figure 1: PARTS Corridor Wide Study Area


Appendix 7-3

It is intended that the PARTS TDM Report/Checklist

supersede the Region’s Checklist within the PARTS

Station Study Areas in Kitchener. Any development

application that requires the submission of the

Report/Checklist would be to the satisfaction of the

City’s Transportation Services Division and potentially

the Planning Division. For any development

applications in the PARTS area that exceed the

thresholds outlined in the Region of Waterloo’s

Transportation Impact Study Guidelines, the Region of

Waterloo TDM staff would be consulted with in order to

review and comment prior to any City approval. For

locations outside of the PARTS area, the Region’s

current TIS Guideline would prevail with the potential

that City Transportation Services staff could require a

TDM Report as part of a complete application in

certain circumstances.

Submission of a TDM Report may be identified by City

staff at a Pre-Submission Consultation meeting. For

applications that require a Transportation Impact Study

(TIS) it is possible to include the TDM Report as a

component within the TIS.

A general depiction of a typical development process

is included (above) to indicate how a development

application would be incorporated into the existing

development application processes.


Appendix 7-4

Preparing a TDM Report or TDM Plan

To begin preparing a TDM Report, first complete the TDM Checklist, by filling out the yellow boxes indicating the TDM measures you

will provide for your development. Once completed, review the output results presented in Table C: Parking Reduction Summary.

The potential parking supply reductions (and in the future possibly the suggested eligibility towards bonusing) are determined through

a formulaic analysis of the number and type of TDM measures proposed.

If you have completed the Checklist and do not seek parking reductions in exchange for the provision of TDM measures, please

select the option “No” at the end of the Checklist, and submit your completed Checklist to City Planning Division staff along with your

development application (it may be submitted digitally or 4 hard copies).

If you are satisfied with the parking reductions that could potentially be achieved through your proposed TDM measures, you must

complete and submit the requirements within Option A of this Reference Guide.

If you are not satisfied with the output results from the TDM Checklist, you may entertain either of the following:

I. Alter the amount and types of TDM measures you will provide until you are satisfied with the Parking Reduction Summary, then proceed to submit the requirements in Option A of this Reference Guide; or,

II. Prepare a TDM Plan for the implementation of additional TDM Measures, demonstrating that these additional measures will reduce single-occupancy vehicle trips associated with your development. You must then satisfy the requirements under Option B of this Reference Guide and submit the Plan to City staff for review and approval.

This streamlined process for a TDM Report submission is depicted in the diagram below.

Complete TDM

Checklist

Would like further reductions Prepare a TDM Plan for

Additional Measures

Revise TDM Checklist until satisfied.

Satisfied with results Prepare an

Implementation Plan

Not seeking parking reduction Select "No" when asked to apply the Checklist results

Option B

Option A


Appendix 7-5

Option A: TDM Report - Checklist and Implementation Plan

A TDM Checklist is an automated tool within the TDM Report. The following is built into the City of

Kitchener TDM Checklist:

An automated calculation of potential reductions available to mixed use developments that use shared parking amongst uses based on zoning requirements;

A description of the types of TDM features that qualify for potential parking reductions;

The total potential parking reduction available, based on provision of TDM features and zoning requirements;

The potential maximum reduction that can be achieved for a single TDM feature;

Space for applicants to enter to what degree they will provide each TDM feature;

An automated calculation of the potential parking reduction available, based on the quantity of TDM features provided by the applicant; and,

An automated calculation to be considered in the future for how TDM measures could relate to potential bonusing eligibility.

Automated results for parking reductions are presented at the bottom of the checklist as derived

from the information provided for proposed TDM measures.

If the proponent of a development application seeks to utilize the TDM Checklist for a potential

parking reduction, it must be accompanied by an Implementation Plan. The Plan would provide the

supporting documentation to indicate project commitments, and an action plan to achieve TDM

measures. The Checklist and Implementation Plan together make up the TDM Report and

either/both can be prepared by a landowner or agent. The Report can be submitted digitally along

with 4 hard copies. A standard Terms of Reference is identified (right), and described on the

following pages.

TDM Report

Terms of Reference

Required Contents

1. Context

Site Description

Development Proposal Summary

2. Completed TDM Checklist

3. Property Action Plan

TDM Strategies

Timelines

Roles & Responsibilities

Funding

Pre-Occupancy and Post Occupancy Programming

4. Monitoring and Evaluation

Reporting Results

Contingency Plan

5. Special Considerations


Appendix 7-6

1. Context

Provide a brief description of the site and the development proposal.

2. Completed TDM Checklist

Include a completed TDM Checklist.


A Property Action Plan must include a description of TDM Strategies, timelines and duration for implementation, roles and

responsibilities for implementation and programming, funding allocation, and pre-occupancy and post-occupancy programming. The

information required can be presented in chart form (as demonstrated below) by including a line item for each proposed TDM

Measure selected within the TDM Checklist.

TDM Measure

Description of TDM Strategies

Timelines and Duration for Implementation

Roles and Responsibilities for Implementation and Programming

Implementation Mechanism

Pre-Occupancy and Post-Occupancy Programming

Cross reference with TDM Checklist

Describe measures to be implemented (type, size, location, etc.). What hard measures or infrastructure will be built, where and how will they be implemented? What soft measures (ie. programming, maintenances) will be provided and how will they be run?

Introduce project phasing and timelines for completion, including any ongoing actions for a minimum required duration to maintain the measure. For example, Measure B6 requires a two-year commitment.

Describe the roles of those individuals responsible for implementation and programming of all TDM measures to be provided. Provide contact information for post-occupancy program coordinators; individuals may be contacted by City staff for progress or status updates.

Identify the approach to how this measure will be implemented for occupants.

If ongoing programming is required for the success of your TDM measure over time, provide an ongoing action plan.


Appendix 7-7


A process for TDM monitoring and evaluation must be included as part of an Implementation Plan. Within this section, the following

items must be addressed.

Reporting Results to the City: Determine expectations and report results to City staff (include frequency and duration of reports to

City staff). More specifically, included in this section must be descriptions of what monitoring data is to be provided by the applicant,

assurance that the data is accurate, and an indication of when it is due. If independent monitoring and validation is necessary, the

costs are to be paid by the applicant.

Reporting requirements may vary by the selected TDM measures and the need for further development of monitoring and evaluation

frameworks for TDM measures is acknowledged by City Staff. At this time, the applicants may recommend reporting requirements

unique to the particular development site in collaboration with City TDM staff. For example, indication or proof that transit passes

have been distributed may vary from that of providing carshare facilities space:

In the case of Transit Passes, it may be sufficient to indicate that passes have been distributed to building occupants by providing registered mail receipts;

In the case of carshare facilities, photographs of the carshare vehicle and space may be deemed necessary as proof of implementation, as well as annual summary statistics of the carshare usage.

Contingency Plan: Outline the contingency plan for non-achievement of program goals, or failure to continue ongoing TDM

programming. A grace period can be provided after monitoring and evaluation shows program performance does not meet

expectations, however showing progress over time will be essential from the City’s perspective. It is understood that not all goals

may be achieved within the first year of a building’s occupancy, however all physical infrastructure such bicycle or carshare facilities

ideally begin with the first tenants or occupants.


Special considerations may be required on case-by-case bases, for the preparation of a complete application. During the Pre-

Submission Consultation Meeting for the development application, staff may outline special considerations that must be included

within the TDM Report.


Appendix 7-8

Option B: TDM Plan

A TDM Plan must be provided for any development that proposes to exceed the parking reductions

that can be achieved through the TDM Checklist. The TDM Plan submitted will describe the nature

of all TDM features proposed, including implementation, applicability, phasing, programming and

the contingency plan associated with non-achievement of Plan goals, to ensure that TDM

Strategies are effective. In addition, vehicle trip reductions resulting from TDM features will be

justified by relevant research, studies and best practices. A TDM Plan thus gives applicants the

flexibility for creative TDM solutions. To satisfy the requirements under Option B, the TDM Plan

must be prepared by a qualified professional.

1. Context

Site Description

Identify relevant site features, locational characteristics and other contextual items that are

important to TDM considerations. Include a brief background about the site, and summarize key

characteristics of transportation services available, infrastructure, access routes, demographics

and rates of car ownership (if available).

Purpose

Provide a brief description of the development proposal along with the vision and objectives for the

project as they relate to the completion of a TDM Plan.

2. Site Audit and Targets

Generate a chart to compare existing percent mode share, to proposed percent mode share

targets for the following travel modes: walk, cycle, transit, motorcycle/e-bike, taxi and private motor

vehicle (drop off, carshare/carpool and single-occupancy vehicle). Define additional targets for

safety, passenger volume, bicycle parking or others as applicable.

TDM Plan

Terms of Reference

Required Contents

1. Context

Site Description

Purpose

2. Site Audit and Targets


TDM Strategies

Timelines

Roles & Responsibilities

Funding

Pre-Occupancy and Post Occupancy Programming

4. Expected Outcomes

Vehicle Trips Reduced

Measuring Outcomes

Partners & Stakeholders

5. Monitoring and

Evaluation

Reporting Results

Contingency Plan


Appendix. Completed TDM Checklist


Appendix 7-9


A Property Action Plan must include a description of TDM Strategies, timelines and duration for implementation, roles and

responsibilities for implementation and programming, funding allocation, and pre-occupancy and post-occupancy programming. The

information required can be presented in chart form (as demonstrated below) by including a line item for each proposed TDM

Measure selected within the TDM Checklist.

TDM Measure

Description of TDM Strategies

Timelines and Duration for Implementation

Roles and Responsibilities for Implementation and Programming

Implementation Mechanism

Pre-Occupancy and Post-Occupancy Programming

Cross reference with TDM Checklist, or provide new TDM measures

Describe measures to be implemented (type, amount/size, location, etc.). What hard measures or infrastructure will be built, where and how will they be implemented? What soft measures (ie. programming, maintenances) will be provided and how will they be run?

Introduce project phasing and timelines for completion, including any ongoing actions for a minimum required duration to maintain the measure. For example, Measure B6 requires a two-year commitment.

Describe the roles of those individuals responsible for implementation and programming of all TDM measures to be provided. Provide contact information for post-occupancy program coordinators; individuals may be contacted by City staff for progress or status updates.

Identify the approach to how this measure will be implemented for occupants.

If ongoing programming is required for the success of your TDM measure over time, provide an ongoing action plan.

4. Expected Outcomes

Vehicle Trips Reduced

Explain why each proposed feature is deserving of further reductions or incentives, and how it can achieve TDM Goals. Additional

TDM measures must be tied to trip reductions; report on the expected number of single-occupancy vehicle trips reduced from your

proposed TDM measures.


Appendix 7-10

Measuring Outcomes

Measuring the implementation of TDM features and meeting TDM objectives can be achieved by establishing performance measures

and targets. Performance measures could include a number of characteristics such as, but not limited to the following:

Modal share

Awareness of TDM programs and initiatives

Participation in TDM programs and initiatives

Total length of active transportation infrastructure constructed

Street amenity improvements

Number of pedestrian and cycling injuries

Average vehicle occupancy

Automobile ownership

Number of vehicle trips per capita

Number of parking spaces

Utilization of parking reductions/bonusing afforded by TDM checklist

Completion of actions to amend/update existing City documents and prepare additional studies/strategies

Partners and Stakeholders

Identify project partners and stakeholders, the role/impact they have in the project and why it is important that they are engaged.

Provide an organizational chart or graphic that depicts the relationship between partners and stakeholders.


Reporting Results to the City: Determine expectations and report results to City Staff (include frequency and duration of reports to

City staff). More specifically, included in this section must be descriptions of what monitoring data is to be provided by the applicant,

assurance that the data is accurate, and an indication of when it is due. If independent monitoring and validation is necessary, the

costs are to be paid by the applicant.

Reporting requirements may vary by the selected TDM measures, and the development industry may recommend reporting

requirements unique to the particular development site. For example, indication or proof that transit passes have been distributed

may vary from that of providing carshare facilities space:

In the case of Transit Passes, it may be sufficient to indicate that passes have been distributed to building occupants by providing registered mail receipts;

In the case of carshare facilities, photographs of the carshare vehicle and space may be deemed necessary as proof of implementation, as well as annual summary statistics of the carshare usage.

Contingency Plan: Outline the contingency plan for non-achievement of program goals, or failure to continue ongoing TDM

programming. Showing progress over time is essential from the City’s perspective. It is understood that not all goals may be


Appendix 7-11

achieved within the first year of a building’s occupancy, however, all physical infrastructure such bicycle or carshare facilities should

begin with the first tenants or occupants.


Special considerations may be required on case-by-case basis, for the preparation of a complete application. City staff and the

proponent can discuss any special considerations to be included within your TDM Report, if necessary, at the pre-consultation

meeting or Terms of Reference discussion.

Appendix. Completed TDM Checklist

Append a completed TDM Checklist, even if your TDM Plan indicates you wish to exceed reductions available through the Checklist.

Appendix 8

TDM Report

TDM Checklist

A-8

PARTS TDM: City of Kitchener TDM Checklist

Applicant Name: Date of Application (YY-MM-DD):

Site Location: Landowner / Developer Name:

Zone: TDM Checklist No. (filled by staff):

TABLE A

Weekday Weekend Weekday Weekend Weekday Weekend Weekday Weekend

100% 10% 90% 10% 95% 10% 10% 10%

100% 10% 90% 10% 95% 10% 10% 10%

90% 50% 80% 50% 100% 50% 50% 20%

70% 90% 75% 90% 100% 90% 80% 20%

25% 20% 65% 90% 25% 50% 100% 100%

50% 70% 25% 25% 25% 25% 65% 50%

95% 95% 100% 95% 90% 90% 95% 95%

90% 90% 65% 65% 90% 90% 100% 100%

20% 20% 20% 20% 50% 60% 100% 100%

%

Yes or No ? Resultant Parking Required

Spaces

Using the TDM Report Checklist

SHARED PARKING REQUIREMENTS

Financial Institution

Retail

Personal Services

Art Gallery

Mixed-use developments may be eligible for parking space reductions based on shared parking ratios between uses. Please fill out the yellow boxes in the table below based on the

Zoning By-Law requirements for parking and bicycle parking for your land use(s). Orange boxes will automatically show your results.

TABLE A1. Zoning By-law Requirements

The TDM Checklist is one component of submitting a TDM Report, and a tool intended for Developers' use when determining potential parking reductions in exchange for certain

TDM measures. Derived from the Region of Waterloo's TDM Checklist and Parking Management Worksheet, this City of Kitchener TDM Checklist is required to be completed for all

developments within Station Areas with the exception of residential developments with 6 units or less. Currently, this Checklist applies to lands located within the Station Study

Areas identified in PARTS Phase 1, and supersedes the Region's Checklist and Parking Management Worksheet for any developments within those defined areas.

TDM Report Reference Guide

A Reference Guide has been prepared for submission of a TDM Report, and can be found appended to the PARTS Phase 2: TDM Strategy.

The general process behind completing a TDM Report is depicted by the diagram below.

* Specific requirements for an Implementation Plan or TDM Plan are included within the Reference Guide.

Instructions to Complete the TDM Checklist

To complete the TDM Checklist, fill out Table A and Table B. Once completed, review the Summary Results in Table C and Table D.

Table A is broken down into two sections. Please complete Table A1 with any applicable parking and bicycle parking requirements from Schedule 6 of the Zoning By-law for your

site. Mixed-use developments may also be eligible for shared parking space reductions where the development will use unassigned parking spaces; if in Table A1 you specify

parking requirements for multiple land uses, Table A2 will automatically calculate shared parking rates and a percent parking reduction.

Table B indicates optional TDM measures that can included by the developer in exchange for potential parking reductions. Complete Table B for a potential parking reduction.

50%

Afternoon

Shared / Unassigned

Required Parking

Morning Noon

Office

Real Estate

TABLE A2. Shared Parking Rate Breakdown

Restaurant/Take-out

Restaurant

Land Use

Percent Reduction Over

Unshared Parking

Parking Space

Reduction

Class A Bike

Parking

Evening

10%

Hotel (Function Space)

Museum

Parking

Residential - Resident

50% 75%

Would you like to apply Table A shared rates for a parking reduction?

*Note: to apply these rates, 100% of parking must be shared between uses and unassigned. If you would like to use shared parking rates for only

a portion of the required parking spaces, you must provide the proposed shared parking rates and applicable reductions in an Implementation Plan

or TDM Plan within the TDM Report.

70%

Repair

Establishment

Medical

75%

Hotel (rooms)

Shared Parking Summary

100%

Total Required Parking

Residential - Visitor

50%

Page 1 of 2

PARTS TDM: City of Kitchener TDM Checklist

TABLE B

Amount Unit Amount Unit

B1 10%of total parking

required

Bicycle Spaces

beyond minimum

required

B2 8parking

space(s)

m2 of shower /

change facilities

Dependent on

# outlined in

features

parking

space(s)

Non-residential

car share vehicle(s)

and Space(s)

Dependent on

# outlined in

features

parking

space(s)

Residential car

share vehicle(s)

and Space(s)


required

Priority Car Pool

Spaces


requiredFALSE

Check "Yes" (left) if

you will provide

B6* 10%of total parking

requiredFALSE


you will provide


requiredFALSE


you will provide

B8* 10%of total parking

requiredFALSE


you will provide

B9 FALSECheck "Yes" (left) if

you will provide0


you will provide0


you will provide0

FALSECheck "Yes" (left) if

you will provide0


you will provide0


you will provide0


required

% of total parking

spaces under paid

parking system

TABLE C TABLE D

˟Approach to bonusing to be determined by City staff

If you selected No, please submit your completed Checklist to City staff for review.

If you selected Yes, please refer to the TDM Report Reference Guide for submission requirements of an Implementation Plan or TDM Plan.

Can only be applied to bonusing

consideration

Not Applicable for parking

reduction

Maximum

Reduction

Allowable

4 car space reduction for

each car share vehicle and

dedicated parking space

provided

Non-residential uses: Provision of ride share parking spaces in a

priority location.

Resultant Parking Requirement:

POTENTIAL PARKING REDUCTION SUMMARY

Original # Parking Spaces Required:

Displayed below are the potential reductions to required parking

spaces available based on the amounts entered into Table A and

Table B above.

Shared Parking Reduction:

Non-residential (office) uses: Provision of 1 car share vehicle and

dedicated parking space in a priority location that is publically

accessible for a development with at least 25 required parking

spaces, and 1 additional car share vehicle and dedicated parking

space for every 50 additional required parking spaces. (Note:

maximum reduction amount calculated based on required parking).

Total Bonusing Points Achieved

Eligible for Bonusing Consideration?

BONUSING POINT SCORE SUMMARY ˟

If you achieved a Bonusing Points score greater than X, you

may be eligible for bonusing. Please contact City of Kitchener

staff for more details.


consideration


reduction

1% car space reduction for

every 10% of parking spaces

under a paid parking system


reduction


consideration

Enhanced bus shelters with seating are provided at the transit stop

immediately adjacent to the development in consultation with the

City of Kitchener and the Region of Waterloo.


each ride share space

10% car space reduction

NEXT STEPS

25% to 49% of required parking is located underground or in a

structure

Thank you for completing the TDM Checklist. Please

select whether you would like to apply for a potential

parking reduction at the bottom of this page. Refer to

the TDM Report Reference Guide for submission

requirements to City of Kitchener Staff. If you would

like to achieve a greater parking reduction than may

be considered through the TDM Checklist, you may

develop a TDM Plan as set out in the TDM Report

Reference Guide.

Bonusing

Points

(TBD)

Developer Proposes

Provision ofTo a Maximum Reduction of

1 car space reduction per 5

bicycle spaces beyond

minimum Zoning By-law

requirement.

OPTIONAL TDM MEASURES

Certain TDM measures are required by the Zoning By-Law. Exceeding these minimum requirements is optional and can lead to parking reductions based on the discretion of the City of Kitchener. To complete this

form, please fill out the yellow boxes in the table below with details about your development proposal. Please refer to the Urban Design Manual for feature design standards.

Non-residential uses: provision of shower and change facilities at

an amount of not less than 13m2 in equal proportion of male and

female facilities (Note: maximum reduction amount calculated

based on required bicycle parking).

Provision of bicycle self-service station equipped with tools

necessary to perform basic repairs and maintenance

The building owner/occupant will provide subsidized transit passes

for all occupants for a period of two years.



PERCENT REDUCTION

1% car space reductionProvision of active uses at-grade along street frontages.

B3*

Residential uses: Provision of 1 car share vehicle and dedicated

parking space in a priority location that is publically accessible

unless it is a private shared vehicle for every 75 dwelling units.

(Note: maximum reduction amount calculated based on required

parking).

Building owner/occupant agrees to join Travelwise (TMA) that

provides ride matching services for car/vanpooling and emergency

ride home options.


each car share vehicle and

dedicated parking space

provided


each additional shower facility

provided at (13m2).

Provision of bicycle parking spaces beyond the minimum amount

required by the Zoning By-law.

Measure FeaturesParking Reduction

Available

B12

* If you have selected Measures B3, B6 or B8 for a parking reduction, you must demonstrate to the satisfaction of the Director of Transportation Services that you will be able to achieve the proposed TDM measure,

including any ongoing programming or management that may be required for program success.

Building owner/occupant agrees to charge for parking as a

separate cost to occupants.

A minimum of 75% of required parking is located underground or in

a structure

50% - 74% of required parking is located underground or in a

structure


reduction


consideration

Select only one option (right)

Would you like to apply Table C rates for a parking reduction?Select an Option

Provide television monitors in visible and accessible locations on

site and in adjacent transit stops to allow to City of Kitchener and

the Region of Waterloo to display information regarding public

transportation.

Non-residential use: Implements paid parking system, where price

is set greater than the cost of a monthly transit pass, on all or part

of the site (e.g. parking permits, paid parking near main entrances,

enabled by gate and transponder access, or Pay & Display

stations).

Parking Reduction for TDM Measures B1-B12:

Total Parking Reduction:

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

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Documents

planning around rapid transit stations (parts)