Mill Woods Transit Precinct Plan

TRANSIT PRECINCT CONCEPT PLAN Spring 2015

S u s ta i n a b l e Development

Table of Contents Executive Summary Overview..................................................................2 Transit Precinct Concept....................................... 4 Build-Out.................................................................6 Transit Centre..........................................................8 Next Steps.............................................................12

Transportation Framework Overview................................................................16 Framework Summary............................................18 Complete Street Network....................................24 Transit Centre–Mill Woods Light Rail Station....36 Transit Centre–Bus Exchange.............................40

Land Use Framework Overview................................................................48 Framework Summary . .........................................50 Retail/Commercial................................................52 Parking...................................................................56 Employment..........................................................60 Residential.............................................................64

Executive Summary

Overview This project is an integrated design solution for a multi-modal (pedestrian, bicycle, bus, LRT and vehicular) transit oriented development (TOD) for the Transit Precinct identified within the Mill Woods Station Area Redevelopment Plan (ARP).

The Transit Precinct Concept Plan consists of an executive summary, land use and transportation framework concepts, and next steps. An appendix includes all relevant supportive technical analysis and case studies. The Plan was developed within the framework of existing City policy and responds positively to the tenets of The Way We Move, Edmonton’s Transportation Master Plan and takes direction from The Way We Grow, which calls for :  Integrated transit and land use planning: promote “medium and higher density residential and employment growth around LRT stations and transit centres”  The creation of “place making elements such as streetscapes, urban parks and public art in TOD at LRT stations, in cooperation with the public and private sectors”, and the possible need to “review and revise the City’s servicing and operating standards to support new design and development plans at LRT stations”  High-quality urban design surrounding transit stations that “establishes land uses around LRT stations and transit centres to reflect the characteristics of surrounding areas and each station or centre’s role in the network” The plan also responds to the TOD Guidelines, which include design guidance on how to integrate development with new LRT stops.

Background

Project Planning Area

Designed in the early 1970s as a ‘new city’ in Edmonton’s suburb, the Mill Woods Town Centre was conceived as the area’s ‘downtown.’ Since the mid-1980s development has included regional destinations such as a hospital and shopping mall. Due to low density and automobile-oriented development, the Town Centre has yet to become a walkable, mixed-use heart for Mill Woods.

The project is focused on parcels of land owned by RioCan REIT, Bayfield Realty Advisors, and the existing bus exchange.

The City of Edmonton is preparing to extend its Valley LRT line to Mill Woods, with the terminus to be located along 28 Avenue in the Town Centre. In conjunction with preliminary engineering design of the LRT line, the City prepared the Mill Woods Station ARP (Adopted by City Council, September 16, 2013) to guide the transformation of the area around the future Mill Woods Town Centre LRT station into a higher density and more walkable transit-oriented community. A key part of this transformation is determining the interface of transit-oriented development (TOD) with a bus exchange and adjacent LRT stop. The existing bus exchange, approximately 250 m southeast of the planned LRT station, will be moved closer to the station platform for the convenience of passengers and for efficient transit operations. In the LRT engineering and preparation of the ARP, a number of options were proposed for the design of the relocated bus exchange and the resulting configuration of development sites adjacent to the station. This project comprehensively evaluated two options.

Executive Summary

The Transit Precinct, as identified in the Mill Woods Station ARP has been modified to include an area bounded by 28 Avenue on the north, Hewes Way on the east, 66 Street NW on the west and the Mill Woods Town Centre Mall to the south.

The configuration and design of transportation facilities and development sites within the Transit Precinct is the focus of the project, including adjacent properties, such as the Mall parking lots and adjacent roadways, the site of the existing bus exchange and the library parking lot.

TransiT precincT concepTs E nW driv villE you

exisTing condiTions

Planning Area and Ownerships

W EnuE n 28 Av

Library Building: 4,650 SM Library Parking: 78 Spaces

66 StrEEt nW

Area: 2.45 HA

ciTy oF edMonTon public roW

Bus Bays: 16 Right of Way: 6,160 SM

RioCan Area: 7.6 HA

Public Parcels

Bldg. F Mill WoodS ProFESSionAl Building (1,645 SM)

Private Parcels

LRT PRoPosed TPss LocaTion

Bldg. C (353 SM)

study area P rAM

Bldg. d (359 SM)

Bldg. B (236 SM)

ETS Bus Exchange: 8,760 SM

Ay ES W HEW

rM t PlAtFo odS lr Mill Wo

City of Edmonton

Mill WoodS ProFESSionAl Building PArking Bldg. E (1905 SM)

Bldg. A (817 SM)

Riocan

real esTaTe invesTMenT TrusT MAll PArking MAll PArking

Buildings: 5,315 SM Parking: 526 Spaces Mill Woods ToWn cenTre Mall areas 500/600

library/ senior cenTre/ MulTiculTural FaciliTy

library/ senior cenTre/ MulTiculTural FaciliTy parking

exisTing eTs Bus exchange

Project Consultation All alternative concepts were presented to the property owners and participating City branches. Additionally, technical/economic analysis and ‘case studies’ relevant to integrating rapid transit, bus operations, passenger transfer and urban development, highlighting successes and challenges were also presented.

Public consultation as it relates to interaction with area residents and community leagues was conducted as part of the Mill Woods ARP process. The Transit Precinct project will inform future rezoning applications, which will in turn, require additional public consultation.

Development of the Plan was informed by discussions with:  Edmonton Transit about its long-term transit centre requirements under the current transit operation model (a 24-26 bay transit centre design consistent with Edmonton’s Transit Centre Design Guidelines) .  LRT Design and Construction concerning the location of the LRT traction power substation (TPSS) within the Transit Precinct.  LRT Design and Construction and Transportation Planning concerning potential impacts of transit alternative concepts on existing roadways.  Property owners, RioCan REIT and Bayfield Realty Advisors regarding Transit Precinct urban design and the form, type and intensity of potential future development.

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

Transit Precinct Concept The Transit Precinct Concept describes the key ideas that will guide the transition of the Mill Woods Town Centre area from a low density auto-dominated commercial centre to an urban, high-density district that is fully integrated with bus and light rail transit.

Key elements of the concept include:

Retail Main Street

All-Weather Connection

transit Centre

 A street-oriented retail loop from 28 Avenue to the ‘expanded’ Town Centre Mall and Hewes Way

 A direct connection between the transit centre’s bus exchange and Mill Woods LRT station

 Efficient bus to LRT transfers by locating the bus exchange next to the LRT station

 Storefronts incorporated within new development fronting the connection between the bus exchange and the Mall

 A center island interchange with two-way bus access that maximizes bus to bus transfer

 A pedestrian-friendly street environment including on-street parking and off-street parking in parkades between 66 Street and the retail loop  A mix of upper floor market rate housing, senior housing and office uses  A fully integrated library/senior centre/ multicultural facility with the street-oriented retail loop  Convenient access from the bus exchange and LRT platform  Pedestrian-friendly intersections provide safe and direct access from nearby employment, housing and retail development

Executive Summary

 A minimum of 24 service and layover bus bays  High-quality passenger waiting areas with centrally located heated transit buildings, and shelters

Future

Main Street

Transit Precinct Concept

Mill Woods Transit Centre

Gateway

28 Aven ue

LR T m Plat for

hew es

66 Stre et

y Wa

Bus

E xc

h ange

Gateway

Mill Woods Town Centre Mall CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

Build-Out The build-out concept illustrates transit supportive land use and transportation improvements that promote city polices and Main Street development objectives of the Mill Woods Station ARP. The combination of a robust metropolitan area economy, steady population growth and the City’s completion of the Valley LRT line, connecting Mill Woods Town Centre with downtown Edmonton, will provide a favorable setting for the creation of a new and vibrant pedestrian ’Main Street’, residential, and office development.

The proposed Main Street concept addresses challenges from a retail development perspective:  For regional retail development, success is dependent upon convenient parking and regional automobile access. As such, the plan provides curbside retail parking and parking within two parkades directly accessible from the Main Street.  The site design locates Main Street close enough to benefit from transit rider patronage, yet not so close that the presence of transit operations discourages shoppers.  Because the current market area is entirely suburban in form, a large majority (80 percent or more) of the patrons will come to Main Street by car.

Peak period (weekend evening) parking will be a challenge and providing adequate parking at acceptable market levels is in conflict with City TOD parking policy. As the precinct urbanizes over time, that parking ratio can be reduced for later phased development.

The proposed Main Street loop, from the LRT station and bus transfer facility to the Mill Woods Town Centre Mall, offers opportunities for retail success. The key opportunities are:  Retail storefronts complement and strengthen the existing Mall uses. The combined Mall uses and retail storefronts establishes a strong, regionally competitive retail destination.  The LRT station is expected to generate 10,000 daily LRT patrons and combined with bus exchange patrons will support demand for this Main Street. Getting homeward bound transit riders to socialize, dine, or pick up food or other items from Main Street before heading home represents a significant opportunity that the Plan has been designed to capture.  The retail activities on Main Street will create a “buzz” signifying that the Mill Woods Town Centre is a desirable place to be, and in turn, residential and office development will accelerate.

The Plan illustrates a target high 20-year demand estimates for retail, commercial, office and housing uses for the project area within proximity of the Main Street.

Investment summary Land Use

Residential

1,380 Units

$ 248,775,000

44,440 Square Metres

$ 166,475,000

Retail-Main Street Storefront

12,070 Square Metres

$ 53,900,000

Mall Expansion/Commercial

13,515 Square Metres

$ 55,740,000

Investment Total

Executive Summary

Estimated Value

Office/Employment

Parkade

Area/Units

3,370 Spaces

$ 67,950,000 $592,840,000

Build-Out

28 Avenue

66 Street

Bayfield Professional Office Building

Bus Exch

ay es W

TPSS

Hew

orm

LRT Platf

ange

Bus Exch

ange

Parkade Access

Retail Parkade

Retail Parkade

Retail Main Street

Library, Seniors Centre & Multicultural Facility

Parkade Access

Co-op Grocery Parking Lot

Mall Loading/ Service

Mill Woods Town Centre Mall

Retail-Main Street Storefront

Retail-Mall Expansion and Commercial Ground Floor Use

Existing Mall Parking Lot

Employment over Parkade

Library Parking Lot or Future Redevelopment Area

Residential over Parkade

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

Transit Centre LRT Concept Plan The City of Edmonton is building the new Valley Line LRT, which will run from the City Centre to a line terminus at Mill Woods Town Centre. Public input helped shape the route, stop/station locations and other details during the Concept Planning phase.

During the Preliminary Design stage from February 2012 to November 2013, public engagement helped determine the design philosophy and aesthetic for the Mill Woods Town Centre Station. The SE LRT Mill Woods Station Platform will be located on the south side of 28 Avenue and east of a new north-south Main Street. The SE LRT concept plan drawings indicate that the 28 Avenue corridor will be expanded to include 4 basic travel lanes. The design recommendations of the Transit Precinct study will be incorporated into the final design.

Bus Transit Demand The City plans to relocate the existing bus exchange adjacent to the light rail station. This facility needs to accommodate reasonable expectations for the growth in transit demand over at least a 40 year life, while also being compact enough to be integrated into a vital and successful high-density transitoriented development district.

The area reliant on Mill Woods for transit access is rapidly growing. Many of the fastest-growing parts of Edmonton lie south and east of Mill Woods. Edmonton’s current city policy requires transit service to be added to newly developing areas at early stages of development. This policy will generate demands for new routes.

The area can also expect a great deal of bus to bus connections at Mill Woods.

Programmatic Requirements

Functional Requirements

To fulfil its programmatic needs, the bus exchange concept has been created to address the following transit requirements:

To fulfil its transit function, the bus exchange concept has been created to address the following transit requirements:

 The overall new facility size is estimated by ETS staff to be 24-26 bays. The concept includes both sawtooth bays and stretches of curb long enough for a bus to arrive, dwell, and depart along Hewes Way and 28 Avenue.

 Provide adequate space for a foreseeable volume of buses to arrive, drop off passengers, take driver breaks, and depart

 The majority of bus transit is organised around a loop roadway, with 7 bays on a centre island and 14 on the outer periphery.  The concept will require the City to mitigate the loss of 205 parking lot spaces that currently serve the Bayfield office building, as well as, provide for replacement of the existing access ramp to the basement level parking with new direct access from Hewes Way.  The concept will need to integrate a 10 by 15 metre area reserved for a TPSS light rail electrification service building.

Executive Summary

 Provide adequate space for many of these buses to be present at the same time, to operate a timed transfer or pulse pattern serving low-frequency bus routes, running every 30-60 minutes  Handle peak capacity  Allow buses to enter and leave the facility along reasonably direct paths  Provide adequately sized, functional and attractive pedestrian waiting areas, including heated indoor space  Provide adequately sized and direct pedestrian paths between buses, buses and rail, and to and from the retail main street and the Mall

Transit Centre Plan

NUE

28 aVE

22

24

23

25

Bicycle Station

eXISTING bAYFIELD pROFESSIONAL oFFICE bUILDING

26

TPSS

6 5

Transit BLDG

13 16

17

CROSSWALK

11

ENG

ER a

4

REA

3

Bus Exc hange Centre

12

aLL-wEATHER cONNECTION

10

pAS S CROSSWALK

9

8

bUS

oN

LY

Island

14

AND

sHE

LTE R

S

P rAM N dOW

2 1

7

15 bUS

18

AY ES w

hEW

atform s LRT Pl d o o Mill W

Bus Emergency Access

Main Street (New)

4

Bus Only Entry/Exit

oNLY

19

20

21

pASSENGER aREA AND sHELTERS

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

TRANSIT CENTRE – BUS EXCHANGE FACILITY Key Operation Characteristics

Single Point Access Benefits

 Virtually all buses would enter or leave the facility at a single Hewes Way entrance. Transit access to and from the new Mill Woods Transit Centre will be from Hewes Way located about 120m south of 28 Avenue. This access will accommodate both inbound and outbound transit movements.

 New Main Street auto and pedestrian access to development, the existing Town Centre Mall parking lots, and service bays. Essential unimpeded driveby traffic and visibility of retail shops will be provided.

 Edmonton Transit is predicting a high volume of transit activity during peak periods of demand. During projected peak transit activity, there could be 300 two-way bus movements in and out of the bus exchange per hour. The impacts on auto and truck traffic operations and pedestrian access and crossing at the 28/Hewes and new Main Street intersections will need to be assessed and evaluated.  The concept includes an emergency bus ingress/egress linking the transit centre to the New Main Street. Although highly unlikley, if an incident occurs at the main entrance, this access point will ensure that the transit facility can operate minimally. The geometrics of the emergency site access and the New Main Street need to be designed to accommodate the movements of transit buses to 28 Avenue while not negatively impacting critical pedestrian and bicycle access.  Depending on future bus route origin/destination planning, a potentially large volume of buses to/from the west along 28 Avenue may need to travel across the LRT at-grade trackway crossing just east of that intersection. This may affect LRT, auto, and truck traffic operations at the 28/66 intersection.

Traffic modeling is needed to assess LRT crossing and auto traffic signal requirements. Alternatively, consideration could be given to the use of Hewes Way and Youville Drive, 34th, 23rd and 21st Avenues respectively as alternative bypass routes.  A detailed traffic operational assessment of the Hewes Way corridor between the proposed transit centre site access and 28 Avenue is required to determine if this access control and intersection spacing plan works at appropriate levels of traffic service and is sustainable over time. The time frames associated with this assessment should include peak and off-peak

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periods of traffic and transit vehicle demand.

This concept has been designed to operate efficiently while maximizing TOD potential:

Executive Summary

This concept provides bus transit access without impacting:

 TOD potential on RioCan parcels. Adequate block size for urban residential and commercial development will be provided  The pedestrian-friendly shopping and outdoor dining environment.

Large buses can adversely impact the pedestrian environment by adding unwanted traffic and bus stop congestion along the planned retail-oriented streets and sidewalks. Banning frequent bus service through new streets of the precinct precludes the need for streets engineered to accommodate large bus turning radii and the locating of bus stops for pick up and drop off, thereby freeing up space for valuable retail-serving curbside parking.

Transit Centre

All-Weather Mall Connection

Bus Exchange

Unimpeded main st traffic Development parcel size maximized

Bus trackway crossing Bus Exchange Emergency Egress/ingress

Bus Exchange Single Access Point

Mill Woods LRT Station

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

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Next Steps The following steps are necessary to transform the Transit Precinct Concept Plan from an aspiration to a development reality:

1. ETS Bus Exchange  Prepare land disposition of the existing bus exchange  Prepare bus operation and traffic analyses  Prepare design engineering and facility architecture plans  Develop a parking mitigation plan for the Bayfield Professional Office Building  Finalize land acquisition  Rezoning and/or dedication of road right of way  Construction in time for opening of LRT line

2. LRT Traction Power Substation (TPSS) Siting  Coordinate TPSS location with the design of the bus exchange  Finalize land acquisition  Construction as part of LRT project

3. Transit Oriented Development  RioCan rezoning and subdivision applications  RioCan design and construction of Main Street in collaboration with the City of Edmonton  Staged construction of development

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Executive Summary

Projects

RioCan Projects

City of Edmonton Projects

RioCan/City of Edmonton Project

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015

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Transportation framework

Overview The Transit Precinct Transportation Framework was developed within the framework of existing city policies and regulating documents. The Transportation Framework identifies improvements that will transform the Mill Woods Transit Precinct from a suburban collection of auto-dominated roadways, parking lots, and isolated development sites into a multimodal, transit-oriented district.

CITY POLICY—The Way We Move

TOD GUIDELINES—PUBLIC REALM

The Transportation Framework responds positively to the tenets of The Way We Move, Edmonton’s Transportation Master Plan, which notes that “the effective integration of land use and transit infrastructure requires mutually supportive land use, roadway, neighbourhood design and transit policies and actions.” The Framework provides a setting for desirable land uses, and reinforces the City’s broader economic, social and cultural objectives. Other objectives in The Way We Move have directed the design, including section 5.2 related to the bus system; section 5.3 related to accessibility for mobility challenged persons; section 5.5

The Transportation Framework addresses the City’s TOD Guidelines that include design guidance for design of the public realm:

focused on safety; and section 6.1 for the creation of walkable environments.

The Transportation Framework ensures that provisions in section 5.0 of The Way We Grow, which calls for high-quality urban design surrounding transit stations, are also addressed. The Framework identifies elements that will require the cooperation of public and private sectors in creation of “place-making elements such as streetscapes, urban parks and public art” (policy 3.3.1.8). In addition, the design of the street network will require the “review and revisions to the City’s servicing and operating standards to support new design and development plans at LRT stations” (policy 3.3.1.10).

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TRANSPORTATION FRAMEWORK

Roadways and Public Boulevards— The design of the public roadways and boulevards will contribute to the quality and safety of the pedestrian environment.

The street network is consistent with Public Realm Guidelines that define essential elements to best serve these objectives. Adequate dimensioning offers an appropriate space for passage and shopping. Well-scaled furnishing zones separate pedestrians and cars, and allow for the placement of trees, streetlights, benches, landscaping, and other street serving elements.

Blocks—New blocks introduced into the existing Edmonton fabric are done in a way that affords appropriate connections and respects existing patterns. The new block patterns also appropriately address current needs for development types, multi-modal transportation goals, and pedestrian and bicycle access.

Complete Streets Guidelines

MILL WOODS ARP— REFINEMENT

BYLAW 16537 TRANSIT ORIENTED DEVELOPMENT

MILL WOODS STATION AREA

Redevelopment Plan

The Transportation Framework addresses the Complete Streets Guidelines and establishes a complete street network within the Transit Precinct that:

The Transportation Framework provides greater definition of Mill Woods ARP policies that envisioned Transit Precinct development that:

Integrates Transportation and Land Use— the use of transit and transportation infrastructure is optimized and supports best practices for adjacent land uses.

Enhance Mobility Choices— A high degree of connectivity is provided between Urban Strategies Inc Bunt & Associates Colliers International Associated Engineering Pario Plan proposed higher density mixed use developments and the planned LRT stop and transit centre. Key streets such as the new north-south main street and 28 Avenue will be redesigned and rebuilt as complete streets supporting safe vehicular, pedestrian and bicycle movement.

Promotes Access and Mobility— the interconnected street network supports a variety of travel modes and improved access within the Transit Precinct.

Encourages Transportation Mode Shift— light rail and bus transit access is improved and streets are designed to encourage active transportation.

Enhances Sustainability— integrated transportation and land use within the Precinct creates a livable community with easy access to employment, transit, and nearby goods and services and enhances the quality of life.

Promotes Health and Safety- streets are designed to support essential services access within the Precinct, as well as, the design of streets and buildings that provide for safe pedestrian and bicycle access and encourage active lifestyles.

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Framework Summary The Transportation Framework identifies transit facilities and a network of ‘complete streets’ that allow pedestrians, bicyclists, motorists and public transit patrons to move conveniently and safely throughout the Transit Precinct. The framework balances essential roadway and transit engineering operational requirements with a need to maximize private parcel development potential and a desire for TOD ‘placemaking’.

To achieve these objectives, the design of the transportation system has been informed by pedestrian and bicycle best practice design criteria and shaped by TOD market analysis, future use recommendations, and existing land use requirements. A preliminary traffic assessment indicates that no substantial traffic impacts are created as a result of these improvements.

The final reward for the Transit Precinct is a transit facility and complete street design establishing a series of distinct ‘outdoor rooms’ that are animated by adjacent successful urban development. This in turn will support increased transit ridership and a reduction in automobile vehicle kilometres traveled.

The transportation framework is comprised of the following elements:

Pedestrian

Bicycle

Transit

Auto

1. Complete Street Network: As part of the adopted Mill Woods Station Area Redevelopment Plan (ARP), preliminarily roadway access routes through the Transit Precinct were identified. The concepts in the ARP have been modified and additional detail has been provided to:  Ensure that all modes are accommodated adequately  Access is improved to the existing Mill Woods Town Centre Mall  A setting for new street-oriented retail and other TOD uses is established

2. Transit Centre— Mill Woods Light Rail Station: As part of previous station area planning and design, the light rail transit alignment, station platform location and adjacent 28 Avenue designs was developed by LRT Design and Construction and Transportation Services. No substantive changes to the platform, guideway and related facilities have been suggested with the exception of the Traction Power Substation (TPSS) location.

3. Transit Centre— Bus Exchange: As part of the adopted Mill Woods Station ARP, the location of the bus exchange was preliminarily identified. Through extensive analysis and winnowing of a number of concepts, two bus exchange site plans were identified: a single-access point alternative and two-access point alternative. Following consultation, subsequent review, and comment by RioCan, and City representatives, the single-point alternative was selected as the preferred concept.

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TRANSPORTATION FRAMEWORK

Transportation Framework

NW ive e Dr vill You

2 00

M et

Main sTreeT sHoppinG CenTre

d re Ra iu s

Nw eNue 28 av TforM lrT Pla ooDs Mill W TPSS BLDG.

a1

Main Street

Mill Woods LRT

Bus Exchange

professional offiCe BuildinG

Complete Street Grid

TPSS

Development Block

Existing Building

D CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

SPRING 2015 Main Street

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Existing Roadway Network The study area is bounded by two arterial roadways and one collector roadway.

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66 Street

28 Avenue NW

Hewes Way

A four-lane divided arterial roadway west of the plan area. A northbound auxiliary lane adjacent to the Town Centre has been constructed. Right turn channelizing islands have been constructed to accommodate westbound to northbound turns from 28 Avenue and southbound to westbound right turns from 66 street. Northbound and southbound slot left turn bays have been constructed on 66 Street. The 66 street rightof-way would allow for a 6-lane arterial to be constructed as and when required. North of 23 Avenue and adjacent to the study area, 66 Street accommodates in the order of 20,000 vehicles per day. This level of traffic activity increases to over 30,000 vehicles per day north of 34th Avenue.

Parking is banned along 66 Street in the vicinity of the study area.

A designated collector roadway between Hewes Way and 66 Street. The 28 Avenue right of way would allow for widening of the carriageway in combination with the SE LRT tracks. Generally, no parking is allowed along 28 Avenue between Hewes Way and 66 Street. Historic daily traffic volumes are in the order of 10,000 vehicles per day in the vicinity of the study area.

A two-lane undivided collector roadway through the plan area. Parking is not permitted along Hewes Way within the study area. Daily traffic volumes on Hewes Way north of 23 Avenue are in the order of 11,700 vehicles per day. It is interesting to note that Hewes Way accommodates over 11,000 vehicles per day on a basic two-lane roadway (as compared to traffic activity on 28 Avenue). The current Mill Woods Transit Centre is located on Hewes Way north of 23 Avenue. All transit buses accessing and departing the transit centre use Hewes Way to either access 23 Avenue or 28 Avenue (the Lakewood Transit Centre is located on the north side of 28 Avenue about 700m west of 66 Street).

TRANSPORTATION FRAMEWORK

Existing Arterial and Collector Roadways

4 Lane (Lrt Project)- Collector Roadway 10,000 Average daily trips

28 Avenue

Planned

on

LRT Stati

He

2 Lane- Collector Roadway 11,700 Average daily trips

66 Street

w

Parking Lot Access Roadways 4 Lane- Arterial Roadway 20,000 Average daily trips

es

W ay

Bus Exchange

Mill Woods Town Centre Mall

23 Avenue

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Auto trip generation at Build-Out Active Transportation Mode Split

Intersections

Since the additional residential units and commercial/office space is proposed to be developed as part of an overall station area plan for the Mill Woods LRT Stop and Transit Centre, it is anticipated that there is the potential for increased mode split to transit, walking, and cycling. The City’s regional transportation model assumes an average mode split to transit and active modes in the order of 25% in the Mill Woods area. Assuming the existing suburban trip generation rates include a mode split to transit and active modes in the order of 5%, a potential increase in mode split to transit of 20% could be attributed to future land uses in the vicinity of the Mill Woods Transit Stop.

Finally, based on a preliminary review of available traffic volume information, existing intersections in the vicinity of the study area are currently operating at acceptable levels of service with spare capacity available. However, traffic modeling work completed by the City’s LRT section, traffic growth and traffic signal operational changes as a result of the implementation of at-grade LRT are anticipated to result in some capacity constraints at the access points to the adjacent arterial roadway network from the Mill Woods Transit precinct area.

Notwithstanding, it is anticipated that the number, cross-section (traffic lanes) and relative locations of existing and proposed site accesses will allow the level of traffic activity projected to be accommodated at acceptable levels of traffic service.

In addition to the above, the 2044 model assumed average daily walk trips would represent 43% of the total trips in close proximity to the LRT Stop and Transit Centre (200 metre radius). This assumption is consistent with the assumption that the majority of internal capture trips would be completed as walk trips within the plan area.

External Auto Trips The Mill Woods Transit Centre Concept Plan could generate in the order of 1,380 two-way external vehicle trips in the AM peak hour, 2,100 two-way external vehicle trips in the PM peak hour, and 18,870 two-way external vehicle trips on a typical weekday. It is noted that this traffic activity does not include any traffic movements generated by the existing Mill Woods Town Centre development.

Internal Auto Trips Based on a preliminary assessment, it has been projected that about 50% of site generated traffic activity will likely use the new north-south Main Street.

This finding would suggest that on a daily basis, the new north-south Main Street could accommodate about 8,500 two way vehicle trips (not including any additional traffic activity generated by existing Mill Woods Town Centre uses).

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TRANSPORTATION FRAMEWORK

Auto trip Generation

Intersections Operate at Acceptable Level of Service

External 18,770 weekday trips

2 Lane- Roadway 8,500 Average daily trips

Internal Trips

External Trips

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Complete Street Network The Transit Precinct’s foremost planning objective is to maximize Edmonton’s investment in the Valley LRT Line by significantly shifting auto trips to transit.

Nevertheless, the street network has been created with the recognition that a significant number of residents, employees and retail customers will continue to arrive by automobile and essential truck and service vehicle functions will need to be provided to the existing Mall and future TOD uses. While these objectives on the surface appear to be at odds, both can be achieved.

Roadway Prioritisation

Street Grid The Transit Precinct supports The City of Edmonton’s Transit Oriented Guidelines that identify the street grid as the most critical element in establishing successful TOD. The Plan provides an interconnected network of streets that ensures that all trips to or from a transit station are as short as possible. There are multiple benefits of a grid, including: it provides a fabric of numerous access points where traffic can be distributed efficiently in and out of the district; and streets can be narrower, and thereby are more environmentally and pedestrian-friendly— and potentially less costly. A fine-grained grid fosters development that engages and activates public streets–precluding development that is inwardly-oriented or set back from the street and block sizes that support convenient and direct pedestrian access to the station.

The first step is to reexamine roadway priorities and provide a favourable emphasis on ‘active transportation’ modes—pedestrians and bicycles, especially in close proximity to the transit station. In order of importance, a TOD complete street is designed to meet the fundamental requirements of pedestrians, bicycles, transit, cars, and then trucks. This approach to circulation design requires a policy shift away from the auto-oriented roadway design practices that have emphasized reduced vehicle congestion and increased motor vehicle capacity. The benefit of this change in approach will be streets that are no longer hostile but rather safe for the most vulnerable—the young and old.

The Mill Woods ARP envisions a grid within 800 metres of the station platform. As an initial effort to realise this grid, a web of radiating roadways that extend from the station toward major attractors and through future development sites has been identified. The streets connect to existing signalized access points, on 66 Street, 28 Avenue, and Hewes Way. The street grid consists of street hierarchies (assignment of streets by functional requirements) that include:

 Main Streets (Retail Streets) – Where a robust pedestrian environment adjacent to street-oriented retail shops is envisioned.

 Service/Access Streets – Where access to parkades, residential and office building service bays, loading and other necessary uses are envisioned.  Mid-Block Accessway– Where weather-protected, year-round, direct public access between the transit centre and Mill Woods Town Centre Mall is provided.

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TRANSPORTATION FRAMEWORK

Complete Street Network

Main Street

Service/Access Street

Mid-Block Accessway

Development Block

Existing Building

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Active Transportation Walking, biking, and Transit

Placemaking Unlike the surrounding suburban roadways where mobility is maximised and delay is minimised, the streets within the Transit Precinct have been designed to tolerate ‘friction’: conditions where congestion and slow travel speeds are encouraged— in short, the motor vehicle is accommodated but treated less reverently.

In addition to traffic calming, design elements that result in an active and vibrant environment have been crafted so that the Transit Precinct becomes a regional destination—a ‘place of arrival’. The pedestrian and bicycle facilities include characteristics that foster ‘lingering. The result of this approach will be a significant reduction in auto trips and a robust increase in pedestrian, bicycle and transit mode share.

Complete Streets Requirements The Transit Precinct has been designed to include essential requirements for the public realm elements identified in the City’s TOD Guidelines and Complete Streets Guidelines.

Public Realm Guidelines – Public Boulevard for Threshold, Uniform Expectations, and Elements: including;  Pedestrian Throughway

Complete Streets Guidelines–Complete Streets Principles : including;

 Furniture Zone

 Provide travel options for all users and trip purposes in a safe, accessible, context sensitive way in all seasons.

 Lighting  Street Trees  Utilities Public Realm Guidelines–Roadway for Threshold, Road Elements (within 400 Metres of the station platform): including;  Curbside Parking  Curb Extensions  Curb Extensions at Bus Stops  Crosswalks  Crosswalks at Mid-Block  LRT Trackway Treatment

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TRANSPORTATION FRAMEWORK

 Form a network of streets that together accommodate all users and allow for effcient and high quality travel experiences.  Be adaptable by accommodating the needs of the present and future through effective space allocation for the many functions of the street.  Contribute to the environmental sustainability and resiliency of the city.  Consider both direct and indirect costs, as well as the value of the roadway and the adjacent real estate.  Be vibrant and attractive people-places in all seasons that contribute to an improved quality of life.

Pedestrian and Bicycle connections

All-Weather Pedestrian/Bicycle Connection Development Block

Multi-Use Path

Sidewalks

Crosswalks

Bicycle Station

Traffic Signal

Existing Building CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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New Streets Retail Main Street

These roadways will provide for appropriate vehicular circulation and will improve pedestrian and bicycle access to and through the plan area. It is noted that the internal grid roads within the transit oriented development area have not been designed to accommodate transit vehicle movements due to negative land use impacts. Transit vehicle movements have been restricted to external and peripheral roadways.

Main Streets (Retail Streets) Retail is the most important use to get right in a TOD. When well designed, a Main Street can provide a setting for merchants who can offer daily goods and services for area residents and employees regardless of whether they arrive via transit, walking, or auto. The Transit Precinct includes existing desirable retail anchors, such as the Co-Op grocery store and other Mall uses. The Main Street provides an opportunity to link the retail anchors to the LRT station and provide a setting for supplemental neighbourhood-serving shops lining the ground floors of buildings along the two Main Streets. Main Street design has not been arbitrary; rather it has been created to meet the following fundamental street-oriented development requirements:  Located on a street with enough, but not too much, drive-by traffic: 8,000 to 15,000 average daily trips (ADT) are ideal.  Continuous curb-side parking  Retail uses occur on both sides of the street and are uninterrupted by other types of uses  Proper length: The quantity of retail uses is sufficient to draw shoppers from outside of the TOD area while being a comfortable length for walking— approximately 400 metres long.

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TRANSPORTATION FRAMEWORK

mAIN sTREETS

Main Street

Development Block

Existing Building

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Main Street Segments Main StreetS -tYPICAL SECTION

 Main Street Segment 1 — This roadway, located at the intersection of 28 Avenue and the existing Mill Woods Town Centre driveway entrance, would provide access into the central core of the precinct. Planned as a two-lane roadway, it will include parallel parking to support adjacent ground floor retail land uses. This roadway will connect to two new east-west roadway segments.  Main Street Segment 2 —A new east/west link located about 90m south of the 28 Avenue intersection and the terminus of Main Street Segment 1.

The roadway is planned to function as a two-lane roadway. This roadway terminates at Hewes Way at an existing Mill Woods Town Centre access driveway.  Main Street Segment 3 —A second new east/west link of approximately 185m in length connects 66 Street and the New Main Street Segment 1. This roadway will include parallel parking to support adjacent retail land uses.

This new link provides additional plan area connectivity from 66 Street to the Transit Precinct. The location of this new east-west street is such that it takes advantage of an existing right in/right out site access on 66 Street.

30

TRANSPORTATION FRAMEWORK

Main StreetS Segments

28 Avenue

66 Street

Continuous Wide sidewalks

Pedestrian friendly intersections

Segment 1

Segment 3

weather protection awnings on all buildings

ay es W

Benches, Banners and other street furniture

Street trees

Right Turn Lane

Hew

Professional Office Building

C1 Parkade entry

C2 Parkade entry

Pedestrian scaled ornamental lighting

Segment 2 Mill Woods Library, Seniors Centre, & Multicultural Facility

Parallel parking

two travel lanes Mill Woods Town Centre Mall

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Service and Access Streets— Urban development requires a full complement of streets to provide necessary support for land use functions. These streets provide access and service points for ‘back of house’ uses. Unlike retail uses that demand an active ground floor building edge environment, these street frontages do not. Nevertheless, pedestrian enhancements must be provided to ensure that pedestrian and bicycle movement through the precinct is safe and inviting.

Along these streets:  Building loading zones should be provided exclusively; loading zones should be prohibited on Main Streets  Residential lobbies/drop-off zones should be encouraged  Curbside bicycle parking ‘corrals’ should be encouraged  Parkade entries should be limited to these streets with the exception of Blocks C1 and C2

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TRANSPORTATION FRAMEWORK

Building Access and service

Ser

vice

dri

ve

sERVICE/aCCESS sTREETS

Service/Access Street

Development Block

Existing Building

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Service and Access Street Segments sERVICE/aCCESS sTREETS- Illustrative Section

 A new north/south link (Segment 4) located between Main Street Segment 3 and Main Street Segment 2. This roadway is linked to the existing mall roadway and existing signalized intersection at 66 Street.  A access roadway (Segment 5) to the Library, Seniors Centre and MultiCultural Building and future residential development planned at the current Mill Woods Transit Centre site.  Segments 6 and 7 provide access and service functions for both existing mall uses, the existing library, and future residential and office development blocks. Along existing parking lots, sidewalks would be provided when parking lots are redeveloped.

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TRANSPORTATION FRAMEWORK

sERVICE/aCCESS sTREETS- Plan View

28 Avenue

Segment 1

66 Street

Parkade entries

ay es W

street trees

Hew

Professional Office Building

Segment 3 SEGMENT 4

Service bays/ Loading zones

residential entries/drop-off encouraged

SEGMENT 7

landscape screen at parking lot

C1 Parkade entry/Exit

C2 Parkade entry/Exit library service drive

Segment 2

Mill Woods Library, Seniors Centre, & Multicultural Facility

bike corrals encouraged pedestrian scaled lighting

SE

pedestrian friendly crosswalks Mill Woods Town Centre Mall

SE

G

M

G

M

EN

EN

T

T

5

two travel lanes

6

Continuous sidewalks throughout

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Transit centre–Mill Woods Light Rail station The City of Edmonton is building the new Valley Line LRT, which will run from the City Centre to a line terminus at Mill Woods Town Centre. The Valley Line is a low-floor urban line that will run from Mill Woods to Lewis Farms, crossing through downtown. The line runs a total length of 27 km and its route has been approved by City Council.

The Province of Alberta recently committed $600 million to the project in advance of a federal commitment. With the final funding piece in place—pending Council’s approval of the overall funding strategy—the 13 km Valley Line (Mill Woods to Downtown) is now free to proceed. The Valley Line remains on schedule for a construction start of 2016, with construction completion by 2020.

Concept Plan Public input helped shape the route, stop/station locations and other details during the Concept Planning phase. During the Preliminary Design stage from February 2012 to November 2013, public engagement helped determine the design philosophy and aesthetic for the Mill Woods Town Centre Station.

The LRT line is planned to run on the south side of 28 Avenue, and the Mill Woods LRT Platform is planned to be constructed on the south side of 28 Avenue east of a new north-south Main Street. The SE LRT concept plan drawings indicate that the 28 Avenue corridor will be expanded to include 4 basic travel lanes. The provision of left and right turn bays at the New Main Street results in a significantly wide carriageway (approximately 20m), not including the distance required to cross the LRT tracks. This width will by necessity require longer pedestrian crossing timing requirements.

The 28 Avenue corridor will also include pockets of parallel parking and proposed bus bays. Traffic signals will be located at the intersections of 28 Avenue with 66 Street, the New Main Street, and Hewes Way. Given the urban transit and mobility functions programmed for 28 Avenue between 66 Street and Hewes Way, the use of the 28 Avenue corridor as a primary transportation mobility corridor (automobiles, transit, LRT, bicycle and pedestrians), pedestrian-oriented development opportunities immediately adjacent to the right of way will be limited.

The design recommendations of the Transit Precinct study will be incorporated into the final design.

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TRANSPORTATION FRAMEWORK

Valley Line LRT

transit Centre–Mill Woods Light rail

Mill Woods LRT

TPSS

Development Block

Existing Building

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TRANSIT CENTRE – Mill woods Light Rail Station Elements of the Mill Woods Town Centre Station include:  LRT Trackway—access will be provided by a two side running open tie and ballast trackways from 66 Street (eastside) that curves eastwardly across 28 Avenue and crosses a Town Centre Mall access controlled (signalized and gated) intersection to the station platform. Tail tracks extend approximately 20 metres beyond the platform.  Platform—a low floor vehicle serving 90 metre long by 9 metre wide centre platform located near the southerly edge of redesigned 28 Avenue curbline. The station would terminate approximately 25 metres from Hewes Way. An all-weather enclosure or canopy over the platform is suggested.  Pedestrian and Bicyclist Access—transit patron access will be provided by walkways on both sides of the trackway. Track crossing and access to the platform will be restricted to each end of the platform. A multi-use pedestrian and bicyclist pathway will provide access to the platform from both 66 Street and Hewes Way. A bike station—an enclosed, secure storage facility is proposed south of the platform, adjacent to the bus exchange.  Transit Facilities—the preliminary design of the TPSS located it directly south and adjacent to the center of the platform within a parking lot owned by RioCan. The TPSS has been relocated eastwardly to a site near the Bayfield office building. The final location and design of the TPSS is pending final site negotiation and acquisition by the City of Edmonton.

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TRANSPORTATION FRAMEWORK

Mill Woods Light Rail Station

Access controlled intersection (Gated/Signalized)

Redesigned roadway

28 Avenue

Mult

TPSS

Main Street

66 Street

Multi-Use Path

Professional Office Building

ay es W

Access

orm T Platf R L s d oo Mill W ath i- Use P

Hew

rm

Platfo

rm Platfo Access

Access controlled intersection (Gated/Signalized)

B us E x

ch a ng

e Cent

re Isl a

nd

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Transit centre–bus exchange The City plans to build a new transit centre that combines the new Mill Woods LRT rail station with a bus exchange. This bus exchange facility needs to accommodate reasonable expectations for the growth in transit demand over at least a 40 year life span, while also being compact enough to be integrated into a vital and economically successful high-density transit-oriented development district.

Demand The area reliant on Mill Woods for transit access is rapidly growing. Many of the fastest-growing parts of Edmonton lie south and east of Mill Woods. Edmonton’s current city policy requires transit service to be added to newly developing areas at early stages of development. This policy will generate demands for new bus routes and higher volumes.

LRT Transfers Mill Woods Transit Centre will be the bus to LRT hub for all services covering areas generally south of Whitemud Drive (51 Avenue) and extending as far west as 91 Street. South of Anthony Henday Drive, the impact area extends further west to Calgary Trail. This large area is developed at a mix of densities with some fairly high ridership areas mixed in. Virtually all of it will logically take bus transit to Mill Woods to access light rail for travel into central Edmonton.

Bus to Bus Transfers The area can also expect a great deal of internal travel that will also make bus to bus connections at Mill Woods, for example for travel from local neighbourhoods to sub-regional destinations such as the Grey Nuns Hospital, South Edmonton Common, and nearby employment lands generally west of 91 Street and north of Whitemud Drive. Travel from residences in the area to these nearby destinations will often flow via connections at Mill Woods – typically connections between buses rather than to light rail.

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TRANSPORTATION FRAMEWORK

ETS Bus Transit

Bus Exchange Facility

Bus Exchange

TPSS

Development Block

Existing Building

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Bus Exchange Alternatives ETS anticipates a large number of buses accessing and exiting the transit center from the west. To accommodate this demand, two viable alternatives were examined. Further refinement of transit demand, bus routing, traffic analysis and negotiation of potential additional right-of-way will be required.

Single Point Access Alternative (Preferred)

Two Point Access Alternative

This preferred alternative provides a single point of ingress/egress to the bus exchange from Hewes Way. Virtually all buses would enter or leave the facility at a single entrance. As a result of this alternative providing minimal bus impacts to the Mill Woods Town Centre and future development, it is viewed as the preferred alternative.

This alternative provides ingress/egress to the transit centre at two points so that buses can flow through the transit centre from both the east and west along a continuous two-way, bus-only roadway between Main Street and the 28/66 intersection. Acquisition of approximately 0.185 hectares of additional RioCan property would be required.

Key Operation Issues

Key Operation Issues

 With the single access point, if an unlikely incident occurs at the main entrance, there is the slight chance for the facility to fail to operate.

Therefore, an emergency bus ingress/egress linking the transit centre to the New Main Street is necessary.

 The busway would establish a fifth point at the 28/66 intersection, on the southeast quadrant. Some priority to transit, additional bus-only lanes and a bus only phase will be required. The current traffic model shows long northsouth queues (pre-dominant movements) and an additional signal phase will increase north-south delays. Traffic modeling is needed to assess impacts.

 A large volume of buses to/from the west along 28 Avenue would need to travel across the LRT at-grade trackway just east of that intersection. This may affect auto and truck traffic operations at the 28/66 intersection. Traffic modeling is needed to assess this crossing and traffic signal requirements at key intersections along both 28 Avenue and Hewes Way.

Benefits  New Main Street auto and pedestrian access to development sites and the existing Town Center Mall building and parking lots will not be impacted by transit accessing the bus exchange  The storefront shopping and outdoor dining environment will not be impacted by large buses that add unnecessary traffic congestion along new retail-oriented streets.  Minimizes significant development parcel ‘takings’ along Blocks A1 and B1  Avoids exacerbating pedestrian impacts associated with the planned widening of the 28 Avenue roadway  Will provide convenient and direct bus to light rail transfers by locating bus bays adjacent to the station platform along 28 Avenue

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TRANSPORTATION FRAMEWORK

 A large volume of buses from the west, southwest and north, along the busway would cross the new Main Street just south of the existing 28 Avenue intersection. This may affect auto and truck traffic operations and pedestrian access not only at this intersection but also increase conflicts of vehicles exiting Main Street or turning right into the Main Street from 28 Avenue.  Southbound 66 Street left turn to 28 Avenue is not possible without a southbound bus only lane.

Benefits  Directness for customers can be optimized. Overall bus traffic at the major intersections around the area is reduced, especially turning movements.  Volumes at Hewes Way’s intersection with the transit centre would be reduced  No buses cross the light rail line anywhere in the project area  The curb along the north side of the rail station, on 28 Avenue, is not used by buses and so can be organized around the needs of Kiss-and-Ride, taxis, and other for-hire vehicles.

One Point Access Bus Exchange (pREFERRED)

Bus Trackway Crossing Bus Priority Traffic Signal Required

LoNger Route

B1

a1

Bus

Avoids Bus traffic congestion

1 Emergency Access

Bus Priority Traffic Signal Required

Access

Two Point Access Bus Exchange Coordinated Signal Timing required

Property Acquisition required 5 POINT iNTERSECTION

Bus Bus Priority Traffic Signal Required Reduced Size dEVELOPMENT pARCELs

2 Access B1

a1

Bus

1

Bus Priority Traffic Signal Required

Access

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TRANSIT CENTRE – BUS EXCHANGE FACILITY Programmatic Requirements To fulfil its programmatic needs, the bus exchange concept has been created to address the following transit requirements:  The overall new facility size is estimated by ETS staff to be 24-26 bays. The concept includes both sawtooth bays and stretches of curb long enough for a bus to arrive, dwell, and depart along Hewes Way and 28 Avenue.  The majority of bus transit is organised around a loop roadway, with 7 bays on a centre island and 14 on the outer periphery.  Both concepts will require the City to mitigate the loss of 205 parking lot spaces that currently serve the Bayfield office building. At a minimum, access to basement parking below the office will require a new access ramp from Hewes Way to be constructed.  Both concepts will need to integrate a 10 by 15 metre area reserved for a TPSS light rail electrification service building and two parking spaces.

Functional Requirements To fulfil its transit function, the bus exchange concept has been created to address the following transit requirements:  Provide adequate space for a foreseeable volume of buses to arrive, drop off passengers, take driver breaks, and depart  Provide adequate space for many of these buses to be present at the same time, to operate a timed transfer or pulse pattern serving low-frequency bus routes, running every 30-60 minutes  Handle peak capacity  Allow buses to enter and leave the facility along reasonably direct paths  Provide adequately sized, functional and attractive pedestrian waiting areas, including heated indoor space.  Provide adequately sized and direct pedestrian paths between buses, buses and rail, and to and from the retail main street and the Mall

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TRANSPORTATION FRAMEWORK

Weather protection canopy

Bus Exchange Facility- Program Elements

NUE

28 aVE

22

24

23

form

6 5

10

11

CROSSWALK

9

pAS

SEN

Transit BLDG

13 17

aLL-wEATHER cONNECTION

16

GER

4

aRE

AA

ND

3

Bus Exc hange Centre

12

CROSSWALK

Main Street (New)

TPSS*

26

Bus Emergency Access

25

eXISTING bAYFIELD pROFESSIONAL oFFICE bUILDING

Bicycle Station

8

bUS

oN

LY

Island

14

sHE

LTER

S P rAM N dOW

2 1

7

15 bUS

18

AY ES w

hEW

Mill Woods

LRT Plat

Bus Only Entry/Exit

oNLY

19

21

20

pASSENGER aREA AND sHELTERS

* Preferred TPSS Location CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Land Use framework

overview The Land Use framework identifies the arrangement of development blocks including the types and locations of land uses recommended within the Transit Precinct study area.

The Transit Precinct Land Use Framework was developed within the framework of existing city policy. The framework ensures that the community’s vision for future growth, is realised while ensuring that the investment in LRT and bus transit is maximised. It provides a snap shot of anticipated growth based upon TOD market demand over a twenty year horizon.

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CITY OF EDMONTON POLICY— The Way We Grow

TOD GUIDELINES—Station Hub

The Framework supports section 3.3 of The Way We Grow, which calls for integrated transit and land use planning, specifically the promotion of “medium and higher density residential and employment growth around LRT stations and transit centres” (policy 3.3.1.1). Moreover, the integration of the existing Mill Woods Town Centre Mall into the Land Use Framework aligns with City Policy C565, which calls for TOD that “establishes land uses around LRT stations and transit centres to reflect the characteristics of surrounding areas and each station or centre’s role in the network.

The Land Use Framework addresses the City’s TOD Guidelines that include design guidance on how to integrate development with new LRT stops. The Edmonton TOD Guidelines prescribe that the highest intensity of development in a TOD occurs within the ‘station hub’, the area within 200 metres of the transit station. The station hub is described as the home to neighbourhood-serving retail and employment uses necessary to support the residents of the TOD. Because two-thirds of driving trips are made to business, retail or work destinations, concentrating these trip-generating uses around the station and within a short walk for most TOD residents can reduce both the length and quantity of driving trips made by TOD residents and employees.

L AND USE FRAMEWORK

TOD GUIDELINES—Station Area Type

MILL WOODS ARP— Refinement

e tr 200 M e

The Mill Woods Station is identified as an ‘enhanced neighbourhood’. The proposed uses of the transit precinct are consistent with the Land Use and Intensity Guidelines for sites within 200 metres of the station:  High density residential (250 dwelling units per hectare min.)  Neighbourhood-serving storefront retail (sites with direct access to an arterial or collector roadway; curbside parking)  Neighbourhood-serving employment-professional offices and services (1.0 floor area ratio- min.)

The Land Use Framework provides definition of Mill Woods ARP policies that envisioned Transit Precinct development that:  Makes the LRT stop and transit centre a focal point for the community though a strong sense of place… where commercial uses provide goods and services to local residents as well as transit riders.  Creates a new main street that will be developed as pedestrian-oriented commercial streets linking the LRT stop, transit centre, new Library/Seniors/ Multicultural Centre and other amenities within the plan area.  Fosters the strategic redevelopment and intensification of the mall site to allow for the development of streets and smaller blocks within the plan area.

A new pedestrian-oriented retail edge will be developed along the new north-south Main Street.

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framework Summary The Land Use Framework illustrates a long term vision of the desired land use character, form and density of the Transit Precinct once all identified parcels are fully developed.

The Transit Precinct will benefit from a combination of a robust metropolitan area economy, steady population growth and the City’s completion of the Valley LRT line connecting Mill Woods Town Centre with downtown Edmonton. This will provide a favorable setting for the creation of a new and vibrant TOD that will define the core of this community for decades to come.

Market Demand

Build-Out

The land use development summary was informed by a market analysis that assessed market trends, market niches and design elements that will be needed to realise TOD over a 20 year horizon. Over time, estimated market demand includes:

The Transit Precinct has the capacity to absorb the amount of anticipated growth in private development identified in the market study.

Retail-Main Street Storefront—Key development strategies for the Retail Main Street Storefronts to maximise its chances of success include: 1) Complement rather than compete against the Town Centre Mall; 2) Intercept transit riders on their homeward bound trip; 3) Invest in urban design; 4) Plan for phased development – the initial phase needs to be of sufficient size (minimum 5,760 SM) to create a destination but not so large as to have difficulty in lease up.

Subsequent phases can be added as the precinct urbanises and the number of local residents and employees grow.

The market analysis anticipates that the absorption rate for shops and restaurant space would be about 62,000 SF (5,760 SM) initially to about 100,000 SF (9,290 SM) by 2023 and 130,000 SF (12,075 SM) by 2033.

Retail-Mall Expansion and Ground Floor Commercial—The plan envisions 81,500 SF (7,580 SM) of Retail Mall Expansion along the south side of the new Main Street and 67,500 SF (6,270 SM) of Commercial uses at the ground floors of office and residential development blocks. Additional market analysis is necessary to determine the viability and likely absorption of this additional retail and commercial development over time.

Employment and Residential— 478,000 SF (44,400 SM) of office and 2,100 units of housing for an area within approximately 1 ½ mile (2.4 kilometres) of Main Street is estimated absorbed over a 20 year horizon. If the activities on Main Street are able to create a “buzz” that the Mill Woods Town Centre is a desirable place to be, housing and office development will accelerate.

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L AND USE FRAMEWORK

Land Use Framework Summary at Build-out Retail Main Street Storefront

12,070 Square Metres

Retail Mall Expansion and Commercial

13,515 Square Metres

Employment

44,400 Square Metres

Residential

1,380 Units

Parking

3,370 Spaces

Land Use Framework Main Street Shopping Centre

28 Av en ue

LR T Stati o n

66

St

ree

t

professional office Building

B us

e xc

han

ge

He w es

Co-op Grocery Parking Lot

y Wa

Co-OP Grocery Mill Woods Library, Seniors Centre & Multicultural Facility

Mall Loading/ Service

Mill Woods Town Centre Mall

Existing Mall Parking Lot

Library Parking Lot

Retail Main Street Storefront

Retail Mall Expansion and Ground-Floor Commercial

Employment

Residential

Parking

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Retail/Commercial The Transit Precinct’s success will depend largely on the ’Main Street’ retail vibrancy. That vibrancy requires a retail development strategy that understands its market niche and the recruitment of tenants that appeal to that niche.

Retail Main Street Storefront

Retail Mall Expansion and Commercial

Retail anchors along with retail shops, dining and entertainment uses are envisioned within the ground floors of buildings along the two streets originating at the station and connecting to the Transit Precinct. The proposed Main Street location between the LRT station and bus transfer facility and the Mill Woods Town Centre Mall offers both opportunities and challenges for retail success.

Northerly expansion of the Mall, engaging the new Main Street and Retail-Main Street Storefronts, will strengthen the Main Street by providing active uses on both street frontages. Additional ground floor commercial uses are envisioned within residential and employment blocks.

The key opportunities are:  Linkage— A freestanding Main Street retail development of 130,000 square feet (12,070 square metres), as envisioned in the Plan, would not have the scale to attract patrons from any significant distance beyond the Transit Precinct. When this Main Street is viewed as an integrated extension of the Mall, the combined 700,000+ square feet (65,000+ square metres) represents a much stronger retail destination. The Primary Market Area within eight minutes drive time reflects the combined attraction power of Main Street with the Town Centre Mall.  Chaining Trips—The LRT station and its potential of 10,000 daily patrons will add customers to Main Street businesses. Getting homeward bound transit riders to socialize, dine or pick up food or other items from Main Street before heading home represents a significant opportunity that should not be missed.

The key challenges are:  Access & Visibility—Main Street’s biggest challenge is its ‘back alley’ location sandwiched between the Mall and the bus transfer facility with potentially very limited visibility from major arterial streets. For regional retail development, success is still dependent upon scale, concentration and most importantly, convenient regional automobile access. Providing the prescribed 28, 66 and Hewes Way arterial roadway access and visibility is essential.  Loitering—If numerous bus patrons waiting for transfers are located directly in front of retail stores it will discourage shoppers from patronizing those stores. The design challenge is for Main Street to be sited close enough to benefit from transit rider patronage, but not so close that the crowd of transit patrons discourages shoppers.

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L AND USE FRAMEWORK

Retail-Main street Storefront

Ground-Floor Retail/Commercial

Retail-Main Street Storefront

Retail-Mall Expansion and Ground-Floor Commercial

Development Block

Existing Building

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Retail Storefront development summary BLOCKS

AREA Square Metres/Square Feet

DESCRIPTION

A1 and A2

5,085 / 55,000

Located on the ground floor of residential mid-rise buildings. Storefronts should be designed to accommodate restaurants, clothing, shoe stores, or similar uses. A limited amount of retail-serving parking may be provided within the residential parkade. The majority of parking would be provided in the C1/C2 Block parkade

C1 and C2

6,985 / 75,000

Located on the ground floor of retail serving parkades and a senior housing residential mid-rise building. Larger footprint or anchor stores would be appropriate here along with smaller storefronts. Internal, pedestrian-oriented shops may be oriented toward the N-S Bus Exchange connection. Restaurant or commercial services would be appropriate along this connection. Parking would be provided above retail in the parkade.

Total

12,070 / 130,000

Retail mall expansion and Ground-Floor Commercial Development Summary B1 and B2

3,600 / 38,750

Located on the ground floor of office buildings. Includes restaurants and café’s that primarily serve the office tenants along with retail uses that demand greater exposure that the adjacent 66 Street provides are appropriate.

A limited amount of retail-serving parking may be provided within the office parkade. The majority of parking would be provided in the C1/C2 Block parkade.

D

770 / 8,200

Located as a freestanding pavilion, retail uses could profit from the proximity of the Transit Centre. A single or multiple tenants would be appropriate here.

E

1,565 / 16,550

Located along Hewes Way, commercial uses are appropriate within the ground floor of residential buildings.

Parking would be included in the residential parkade.

MALL 1 and MALL 2 2

7,580 / 81,550

Expansion of the existing Town Centre Mall. New sites for anchor tenants or small shops. Up to two storeys in height with an all-weather connection and second level access to the C1/C2 parkade. A N-S bus exchange access hallway should be provided at the ground floor. Street-oriented storefronts or shop windows should face the new Main Street.

Total

13,515 / 145,000

Retail and commercial uses are defined as: Retail—the sale of goods, food, beverage and entertainment uses are envisioned exclusively at the ground floor of identified Retail-Main Street storefront parcel frontages. Along these frontages, lobbies for upper floors are appropriate.

Commercial—the sale of services (i.e-banks, and professional offices) along with retail uses are envisioned for the remainder of all other parcels. Lobbies, loading and service, and limited amounts of convenience parking, as described below, are also appropriate.

54

L AND USE FRAMEWORK

The retail/commercial framework is consistent with the TOD Guidelines–Enhanced Neighbourhood for Building and Site Guidelines for sites within 200 metres of the station platform:  Building setback from the street  Entries  Transparency

Ground-Floor Retail/Commercial Main Street Shopping Centre

B1

28 Av en ue

LR T Stati o n

A1

professional office Building

66

St

ree

t

D B2

B us

A2

e xc

han

ge

C1 w es

C2

He

Co-op Grocery Parking Lot

y Wa

Mall 1

Co-OP Grocery

Mall Loading/ Service

Mill Woods Town Centre Mall

Mall 2

Mill Woods Library, Seniors Centre & Multicultural Facility

E

Existing Mall Parking Lot

Library Parking Lot

Required Retail Storefront

Retail-Mall Expansion and Ground-Floor Commercial

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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parking With new development, the demand for parking can be significant, especially if built at typical suburban ratios. Where possible, parking space development should be kept to a minimum to promote alternative transportation modes.

Development opportunities in close proximity to the Mill Woods Transit Centre is intended to promote urban lifestyles that focus personal transportation choices around the LRT, bus, and active modes (such as walking and biking). It is anticipated that the proposed residential, office and commercial development opportunities identified within the Mill Woods Transit Centre area could experience higher mode splits than estimated. The mode split to transit and active modes is estimated to be in the order of 40% to 50% of the gross trip estimates based on the City’s transportation model.

Given the location of the development area to transit, reduced parking requirements can be used for the residential, office, retail and commercial components of the plan area and is consistent with Section 54 of the Edmonton Zoning Bylaw 12800 that allows for reduced parking standards within 400 metres of a light rail station or bus exchange.

Residential Parking A total residential parking complement of 1,370 spaces has been provided in parkades and basement level parking within the development blocks.

Retail, Commercial and Office Parking The plan provides approximately 1,475 spaces for office, retail and commercial development and has been provided in parkades and basement level parking within development blocks.

Mall and Bayfield Office Building Replacement Parking The Mill Woods Transit Centre Bus Exchange would displace about 205 spaces from the existing professional office building parking lot and future redevelopment would displace another 320 spaces (525 total displaced parking spaces). This displaced parking would be replaced within retail-serving parkades (Block C1 and C2) or below the bus exchange.

Total Parking With compact mixed-use development, transit and active transportation options present, the pressure to construct parking at typical suburban ratios can be lessened. The parking framework provides area for an estimated 3,370 parking spaces. It has been determined that from a parking supply and demand perspective, an appropriate magnitude of parking can be provided.

56

L AND USE FRAMEWORK

Parkade

Parking

New Entry to Existing Basement Level Parking

Parkade

Basement Level Parking

Potential Parkade Below Bus Exchange

Development Block

Existing Building

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Parking summary BLOCKS

SPACES

LEVELS

DESCRIPTION

Provided Resident parking would be provided in two-level parkades over a ground-floor retail/ commercial base. A limited amount of service and retail convenience parking may be provided at the base, behind retail shops. Access to the parking should be limited to the access/service streets.

A1

350

2

A2

350

2

B1

445

5

B2

445

5

C1

670

5

C2

800

5

D

0

--

No parking is provided on site for the single story retail building. Parking is provided in Blocks C1 and C2 parkades

2

Resident parking would be provided in two-level parkades over a ground-floor retail base. A limited amount of service and retail convenience parking may be provided at the base, behind retail shops. Access to the parking should be limited to the access/service streets.

E

310

Professional Office Building (Bayfield)

205 Replacement

Mall Replacement Parking

320 Replacement

Total

Employee and visitor parking would be provided in four-level parkades over a groundfloor retail/commercial base. A limited amount of service and convenience parking may be provided at the base, behind retail shops. Additionally, a single basement level of employee parking would be provided under each building. Access to the parking should be limited to the access/service streets.

Parking would be provided for new and existing mall retail customers in four-level parkades over a ground-floor retail base. A limited amount of service and convenience parking may be provided at the base, behind retail shops. Additionally, a single basement resident-serving level of parking would be provided. Access to the parking should be limited to two points to minimise pedestrian impacts.

--

Office building replacement parking is located below the bus exchange or within Blocks C1 and C2 parkades

--

Mall replacement parking is located within Blocks C1 and C2 parkades

3,370

* Within 400 metres of LRT stations reduced parking standards are allowed. The following parking standards were applied to the Transit Precinct development areas as follows: 1.25 spaces per dwelling unit; .75 spaces per dwelling unit (Blocks C1 & C2); .5 spaces per senior housing unit (Block C1); 2 spaces per 100 SM for retail, commercial and office uses Total required parking also includes 525 replacement spaces for parking loss due to redevelopment (320 Spaces) and construction of the bus exchange (205 Spaces).

58

L AND USE FRAMEWORK

Parking Main Street Shopping Centre

B1

B2

28 Av en ue

A1

LR T Stati o n

professional office Building

66

St

ree

t

D B us

A2 C1

e xc

han

ge

New Entry to Existing Basement Level Parking

C2 He w es

Co-op Grocery Parking Lot

y Wa

Mall expansion

Co-OP Grocery

Mill Woods Library, Seniors Centre & Multicultural Facility

Mall Loading/ Service

E Mill Woods Town Centre Mall

Existing Mall Parking Lot

Library Parking Lot

Parkade

Basement Level Parking

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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employment Employment (office) uses provide job opportunities for TOD residents and for commuters from outside of the TOD area. Businesses with a high number of jobs per hectare are ideally located in the Transit Precinct.

Based on employment historic trends, the percentage of future office employment is estimated to be 15 percent of total employment for the primary market area.

General office space tenants are expected to include banks, real estate, small professional service firms and counseling professional uses. Medical office space will have doctors’ and dentists’ offices and clinics as tenants. The Transit Precinct has an estimated potential to capture 30 to 40 percent of the primary market area medical office demand, due in no small part to the presence of Grey Nuns Hospital.

These types of businesses require high visibility and brand exposure to succeed. Therefore, employment uses have been sited along the major arterial roadways because they are most successful when located on prominent high-traffic streets, adjacent to other employment uses, and on medium to large parcels. These employment uses may be either single-use buildings or include multiple tenants.

Office

60

L AND USE FRAMEWORK

employment

Employment

Development Block

Existing Building

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Employment development summary BLOCKS

AREA Square Metres/Square Feet

B1

22,200 / 237,500

B2

22,200 / 237,500

Total

DESCRIPTION Located along 66 Avenue, the 19 and 20 storey buildings would be attractive due to their prominent location and access to Main Street retail, the existing Mall, LRT and bus transit. Office-serving parking would be provided within multi-level parkades.

44,400 / 475,000

The employment framework is consistent with the TOD Guidelines–Enhanced Neighbourhood for Land Use and Intensity Guidelines for sites within 200 metres of the station platform:  1.0 Floor Area Ratio (Minimum)  Sites occupy no more than 20% of all net developable area (within 400 metres of the station platform)

62

L AND USE FRAMEWORK

employment Main Street Shopping Centre

B1

B2

28 Av en ue

A1

LR T Stati o n

professional office Building

66

St

ree

t

D B us

A2 C1

e xc

han

ge

C2 He w es

Co-op Grocery Parking Lot

y Wa

Mall expansion

Co-OP Grocery

Mill Woods Library, Seniors Centre & Multicultural Facility

Mall Loading/ Service

E Mill Woods Town Centre Mall

Existing Mall Parking Lot

Library Parking Lot

Employment

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Residential Access to goods and services is the Precinct’s strongest selling point. The popularity of this precinct as a multi-family residential location will be substantially influenced by the quality and success of the Main Street.

The residential demand analysis anticipates a considerable amount of new housing. Edmonton’s overall projected household growth coupled with the potential to meet existing latent demand provides an opportunity for 2,100 new housing units within 1 ½ mile (2.4 kilometres) of the Mill Woods TOD over a 20 year horizon. Due to the proximity of transit, the Main Street, and availability of shovel-ready sites, the majority of new housing units (1,380 units) are envisioned to be constructed in the Transit Precinct. In turn, housing provides benefits to other land uses in the Precinct. These new residents provide a substantial client base for retail and commercial uses and their mere presence 24 hours a day will help animate the Precinct.

Residential Opportunities The residential framework identifies strategic locations for a variety of high-density multi-family dwellings (lofts, apartments, condominiums). Units may be owneroccupied or rental. New housing developed in this precinct will enjoy excellent transit service with LRT connections into downtown and citywide bus route coverage, which will attract renters who are more likely to be transit dependant.

Due to the proximity of medical facilities and the new Senior Centre, independent senior, assisted living or congregate care residential may also be built here.

Residential Amenities TOD residential development is successful when built in combination with amenities. Ideally, high-density housing will be within three blocks of a park or plaza. The success of housing in the overall Mill Woods TOD will be largely measured by whether it is a livable community that citizens will find desirable.

To attract a stable and diverse residential population, housing in the Transit Precinct must provide amenities within development parcels be well connected to existing and future planned parks, open spaces, and cultural uses such as the Library/Cultural/Senior Centre.

64

L AND USE FRAMEWORK

Residential

residential

Residential

CITY OF EDMONTON I SUSTAINABLE DEVELOPMENT

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Residential development summary BLOCKS

AREA Square Metres/Square Feet

UNITS

A1

20,480 / 220,000

280

A2

20,480 / 220,000

280

C1

18,680 / 200,000

250

C2

26,580 / 285,000

350

E

13,496 / 145,000

220

99,716 / 1,070,000

1,380

Total

DESCRIPTION Located along the new Main Streets, 4 and 8 storeys of multi-family development have been identified here. Residential uses would be attractive to due to their prominent location and access to Main Street retail, the existing Mall, LRT and bus transit. Residential-serving parking would be provided within a multi-level parkades within each block.

Located over the retail parkade, 6 (C2) and 8 (C1) storeys of multi-family structures have been identified.

Adjacent to Hewes Way, a separate 9 storey senior residential building ( C2) is envisioned. These uses would be attracted to these sites due to their central location and proximity to the Library/Senior Centre and Multicultural facility, access to Main Street retail, the existing Mall, LRT and bus transit.

Resident-only parking would be provided within a basement level parkade within each block.

Located along Hewes Way, 4 to 6 storeys of multi-family development would be built over a parking podium at the current bus exchange site.

The residential framework is consistent with the TOD Guidelines–Enhanced Neighbourhood for Land Use and Intensity Guidelines that establishes expectations for sites within 200 metres of the station platform.  Densities of 250 dwelling units per hectare (Minimum)

66

L AND USE FRAMEWORK

residential Main Street Shopping Centre

B1

B2

28 Av en ue

A1

LR T Stati o n

professional office Building

66

St

ree

t

D B us

A2 C1

e xc

han

ge

C2 He w es

Co-op Grocery Parking Lot

y Wa

Mall expansion

Co-OP Grocery

Mill Woods Library, Seniors Centre & Multicultural Facility

Mall Loading/ Service

E Mill Woods Town Centre Mall

Existing Mall Parking Lot

Library Parking Lot

Residential

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S u s ta i n a b l e Development