The Future Works Here SCOTT ROAD AS A 21st CENTURY INDUSTRIAL PRECINCT

The Future Works Here SCOTT ROAD AS A 21st CENTURY INDUSTRIAL PRECINCT

A Visioning by the Class of 2016 UBC Master of Urban Design

The Future Works Here UBC Master of Urban Design Program

You hold in your hands the product of a very intense investigation, an investigation that occurred during the winter of 2016. Thirteen students in the UBC Master of Urban Design program took thirteen weeks to imagine a future for over 2000 acres near the Scott Road Station in the City of Surrey BC. That City sponsored this investigation, contributing financial and staff support. The urban design challenge was to imagine the transformation from an important, vital, auto dependent, under-utilized industrial area into a transit oriented industrial/ institutional-recreational/mixed-use centre. Surrey BC, located in the centre of its urban region, is adding more people every year than any other city in BC, and will soon surpass the City of Vancouver in population. By every indicator this city is a vanguard. It attracts more young families, more immigrants, and has faster job growth than its sister cities by far. It was for these reasons that we were happy to provide an urban design vision for this growing city and specifically Scott Road, one organized around walking, biking, transit and ecology while considering new forms and scales of compatible industrial activity. The Future Works Here SCOTT ROAD AS A 21st CENTURY INDUSTRIAL PRECINCT

ISBN 978-0-9780966-7-0 The Future Works Here 90000 SCOTT ROAD AS A 21st CENTURY INDUSTRIAL PRECINCT

7809789 096670 A Visioning by the Class of 2016 UBC Master of Urban Design THE FUTURE WORKS HERE

A Visioning by the Class of 2016 - UBC Master of Urban Design

A project of University of British Columbia School of Architecture and Landscape Architecture

Funding partner ACKNOWLEDGEMENTS

© 2016 the School of Architecture and Landscape Architecture and the School of Community and Regional Planning at the University of British Columbia

All rights reserved. Except for brief reviews, no part of this book may be reproduced in any form or by any means, electronic or mechanical including photocopying, recording, or by any information storage retrieval system without the written permission of the publisher

Published by the School of Architecture and Landscape Architecture and the School of Community and Regional Planning We want to acknowledge the many people who jointly participated in the Room 370 - 2357 Main Mall Vancouver, British Columbia class. Obviously the most important participants are the students them- Canada V6T 1Z4 selves: Julia Eyerund, Afrooz Fallahmanshadi, Xuxun Feng, Kirsten [email protected] Harrison, Yan Jiang, Taylor Kirsh, Mahsa Momenzadeh, Shakun Singla, Yusraa Tadj, Fahimeh Vahabi, Yingluo Wang, Luyang Zhou and Nan Zhou. Also crucial were our outside guests who guided our students and made Editing by Maryam Mahvash, Fahimeh Vahabi, Kirsten Harrison and them cognizant of issues particular to Surrey as well as enduring principles Avishan Aghazadeh. of urban design. We’d like to thank: Don Buchanan, Patrick Chan, Patrick Graphic layout and production administration by Maryam Mahvash Condon, Joyce Drohan, Frank Ducote, Preet Heer, Scot Hein, Jean Lamontagne, Neal Lamontagne, Derek Lee, Kees Lockman, Don Luymes, Graham McGarva, Matthew Roddis, Sara Stevens, Kathy Wardle, Amal Contributions by Julia Eyerund, Afrooz Fallahmanshadi, Xuxun Feng, Wasfi, and Jay Wollenberg. Kirsten Harrison, Yan Jiang, Taylor Kirsh, Mahsa Momenzadeh, Shakun The class was organized and taught by Professor Scot Hein. Finally we want Singla, Yusraa Tadj, Fahimeh Vahabi, Yingluo Wang, Luyang Zhou and to especially thank the City of Surrey who’s support for this project, both in Nan Zhou. terms of the generous availability of staff, and their financial support they Based on research and work resulting from 2016 Master’s of Urban have provided our students, made this design experience possible. Design Studio, School of Architecture and Landscape Architecture

Includes bibliographical references ISBN: 978-0-9780966-7-0 TABLE OF CONTENTS

INTRODUCTION 1 Business as Unusual: Overall Plan 66

CHAPTER I: FIRST IMPRESSIONS Business as Unusual: Systems and Strategies 48

6 Section 1 Business as Unusual: Composite Graphics 50

Section 2 8

Section 3 10 CHAPTER IV: PROPOSED URBAN FRAMEWORK Section 4 12 Process of Design Discovery 54

CHAPTER II: POLICY AND PROGRAMME CHAPTER V: FRAMEWORK VIGNETTES

District Energy & ISMP 16 Patch 1: The Scott Village 66

20 Parks, Habitat, Foreshore & Stream Daylighting Patch 2: TOD 70 22 Affordable Housing & Live/Work Patch 3: The Story of the Mill 74

24 Public Amenities & Demographics Patch 4: The Mesh 78

26 Industrial Policy & Economic Innovation Patch 5: Urban Agriculture in Agro District 84 28 Movement Patch 6: Work/Live 88

Patch 7: Work/Live 92 CHAPTER III: BUSINESS AS USUAL? USINESS UNUSUSAL? Patch 8: Industrial Village 96 Business as Usual: Precedents 32 Surrey Cape 100

Business as Usual: Overall Plan 36 The Story of the Loop 104

Business as Usual: Systems and Strategies 38 Waterfront Industrial 108

Business as Usual: Composite Graphics 40 Waterfront Revisioning 112

Business as Unusual: Precedents 42 Plan for Change to Win 116 INTRODUCTION

You hold in your hands the product of a very intense investigation, an investigation that occurred during the winter of 2016. Thirteen students in the UBC Master of Urban Design program took thirteen weeks to imagine a future for over 2000 acres near the Scott Road Station in the City of Surrey Prof. Scot Hein BC. That City sponsored this investigation, contributing financial and staff support. The urban design challenge was to imagine the transformation from an important, vital, auto dependent, under-utilised industrial area

Yan Jiyang into a transit oriented industrial/institutional-recreational/mixed-use centre. Surrey BC, located in the centre of its urban region, is adding more people every year than any other city in BC, and will soon surpass the City of Taylor Kirsh Vancouver in population. By every indicator this city is a vanguard. It Shakun Singla Yingluo Wang Julia Eyerund attracts more young families, more immigrants, and has faster job growth

Kirsten Harrison than its sister cities by far. It was for these reasons that we were happy to provide an urban design vision for this growing city and specifically Scott

Mahsa Momenzadeh Road, one organized around walking, biking, transit and ecology while considering new forms and scales of compatible industrial activity. Luyang Zhou Fahimeh Vahabi Afrooz Fallahmanshadi Xuxin Feng Nan Zhou Yusraa Tadj

10 1 INTRODUCTION

Surrey has significance beyond just this region as well, giving it our assumptions about land use, cultural homogeneity, and family There is clear evidence of healthy ecological systems that can be even more trenchancy as a case study to investigate. Many of the structure no longer hold true. expanded. There are existing social-cultural-institutional assets to transformations this city is experiencing are being felt in cities not just enjoy, link and augment with additional facilities. There is a unique here in BC, not just in North America, but around the world. Surrey is Surrey is the very crucible of change. Not just here in our region but ownership pattern that, if thoughtfully enhanced, could introduce the destination for more new immigrants to Canada than any other city as an emblem of the changes that are informing new living patterns more vibrant, innovative mixed-use industrial capacity while also in the region. In this way it is an “Arrival City”, in the words of Douglas throughout the globe. Everywhere cities are expanding, doubling and providing for new related housing opportunity. These smaller sites Saunders, author of a book of the same name. People from disparate sometimes tripling in size within a generation. A global movement of hold tremendous promise as an entry strategy for new immigrant and cultures, with disparate skill sets, of various ages, and from differing people away from rural conditions to urban ones is changing our way entrepreneurial contribution. economic circumstances all arrive here looking for a better life. For of life and even our sense of what it means to be a Canadian, to be a most, the city has helped them accomplish their dreams. In the process citizen more generally, to find a fulfilling life. What happens in Surrey the city is a much different place. Former industrial areas are now a matters everywhere. We are all Surrey. We at the UBC Urban Design Building on the efforts of the Winter Studio’s early weeks focusing hotbed of south Asian enterprise. Homes once built as single family Program are very proud to have had a chance to try to imagine a on achieving a deep understanding of context and policy, the cohort structures for “traditional” nuclear families of a working father, a stay at sustainable future for this amazing place. began the process of “practicing design iteration”. Two teams, working home mom, and three children now house extended families with many independently of each other in “charrette mode”, and with officials from more members, most engaged in some form of entrepreneurial activity. Overview of 2016 Winter Studio Academic Experience the City of Surrey, developed alternate frameworks that attempted to Non traditional forms of work, retail, living, and education are rapidly The 2016 SALA Masters of Urban Design Winter Studio expanded on the predict the urban design pattern in the year 2060. Team 1 imagined a eroding what were once clear planning boundaries between residential cohort’s collective and individual achievements from the Fall Studio that “Business a Usual” potential based on current development trajectories areas, job centres, commercial areas and schools. What are we to declared growth strategies for Surrey, British Columbia at the city/ set in a world that looks much like todays. Team 2 pursued “Business make of such complexity? And how should it now be regulated, if at all? regional scale. Unusual” which responded to a future characterized by chaos, the collapse of economic systems and governments, and rising seas. Meanwhile this city that grew with the car is being choked by the same At the conclusion of the Fall Studio, Surrey officials requested that Shared review within the studio, and with Surrey officials, academic device. Citizens and their elected officials are clear that they can no MUD’s second Winter Studio investigate the Scott Road Station and economic advisors, provoked deeper questions beyond built form longer grow in a way that assumes auto mobility is universal, and that industrial precinct given the existing light rail transit investment. This and urban pattern, to reveal how urban design can be in service to the street system can grow endlessly to allow for this metastatic growth. precinct, at more than 2000 acres, is characterized by varying, and established, and emerging, local community identity and self-reliance But how do you transform a huge city that grew entirely around the car, complex, movement systems including challenging highway scaled while achieving new capacities that respond to housing and economic the cul-de-sac, the parking lot, and the gas station, into a community corridors and extensive, inefficient interchanges. Further, the area development needs. where kids can walk to school, parents can bike to work, and seniors is vitally important to large, medium and small industrial enterprise can take comfortable and convenient transit to doctor’s appointments. appreciating the active rail systems and river/port frontage. Through practicing a rigorous process of design iteration towards a Here again the issues faced by Surrey have relevance far wider than There is clear evidence of healthy ecological systems that can be consensus strategy, the studio sought the delicate balance between to BC or even Canada. More than 70 percent of North Americans now expanded. There are existing social-cultural-institutional assets to Scott Road’s responsibility to provide certain industrial capacities, live in areas built around the car and these communities continue to enjoy, link and augment with additional facilities. There is a unique with the invention of new, compatible, mixed use potential towards the capture the majority of new population. If we cannot find a way to ownership pattern that, if thoughtfully enhanced, could introduce aspirations for Surrey as an Arrival City. The following summarizes our reduce auto dependence then all of Canada’s hopes for sustainability more vibrant, innovative mixed-use industrial capacity while also work in the sequence produced. will be lost. But while the end game is clear, the path from here to there providing for new related housing opportunity. These smaller sites (and now to then) is less so. The City of Surrey has arrived at a unique hold tremendous promise as an entry strategy for new immigrant and consensus for how they might achieve this goal. Citizens, city staff, entrepreneurial contribution. The final chapter provides 13 urban design vignettes that reveal and elected officials are unanimous in their support for a city wide light individual interpretations of certain aspects of our consensus plan. rail system - a system that will be, in time, more extensive than that of At the conclusion of the Fall Studio, Surrey officials requested that Viewed collectively, they reveal how the studio framework demonstrates most North American metropolitan regions. Thus, the first question for MUD’s second Winter Studio investigate the Scott Road Station inherent flexibility over time. The studio’s work is intended to provide this studio was clear: How does the city use their transit initiative to industrial precinct given the existing light rail transit investment. This the City of Surrey a basis for considering transformation that relies on transform an auto city to a transit city, a city where biking walking and precinct, at more than 2000 acres, is characterized by varying, and many design authors motivated by market opportunity. transit provide first a real alternative to the car and, in time, provide the complex, movement systems including challenging highway scaled dominant way to get around. A follow up question: How to re-imagine corridors and extensive, inefficient interchanges. Further, the area and transform recognizing that all of our assumptions about land use, is vitally important to large, medium and small industrial enterprise cultural homogeneity, and family structure no longer hold true. A follow appreciating the active rail systems and river/port frontage. up question: How to re-imagine and transform recognizing that all of

2 3 CHAPTER I: FIRST IMPRESSIONS

Section 1 6 “Ready Fire Aim!” Absent of in-depth analysis, local insight and awareness of more specific municipal intentions, the studio produced a collective “first take” immediately after visiting the site. Teams of urban designers each focused on urban “patches”, established by the local network Section 2 8 of arterials. In theses patches, the studio collectively worked to record urban patterns, systems, character, typologies and features. Given these observations, each team highlighted challenges and companion Section 3 10 design opportunities. The teams intentionally worked independently from those analyzing adjacent areas. The “tiling” of the patches, drawn at a large scale, motivated a studio discussion about the edges, respective transitions, larger systems potential and how Scott Road might be Section 4 12 recognized for a distinctive identity.

1 FIRST IMPRESSIONS N SECTION 1 2 3 TEAM MEMBERS:MEMBER: JULIA EYERUND, AFROOZ FALLAH, YUSRAA TADJ, LUYANG ZHOU 4

Hwy 17 Hwy 17 Bridgeview Dr Bridgeview Dr Hwy 17

Southern Railway of BC King George Hwy King George Hwy Southern Railway of BC

Skytrain Bridgeview Dr Skytrain

Opportunity Constraint Intersections with High Collisions

Figure 1. Study Area Figure 2. Existing Challenges and Opportunities

Existing Context Opportunities Section 1 study site is located in South Westminster, within the City of The site has a number of vacant lots and underutilized green spaces. King George Hwy Surrey (Whalley). This focused study site is bordered by the waterfront There are several established community spaces in the site, such as from the north. Fronted by water, it is considered to be Surrey’s main a community centre and a banquet hall. A school is located within gateway. a walking distance from the residential area. The land immediately Southern Railway of BC surrounding King George Boulevard is zoned as a commercial district Skytrain Pattullo Bridge is the primary connection between Surrey and New which allows for diverse activities. Westminster. The railroad track is another connection along Fraser River, and acts as a buffer between the industrial and residential areas. The industrial site is bordered by federally-owned rail tracks. The historic Brownsville Bar Park acts as a gateway to Surrey. Other heritage sites include a grocery store and the BC Hydro rail corridor. The Skytrain and waterfront properties allow for major opportunities The heavy industry along the waterfront includes trans-loading Preserved Existing Land Use Proposed Greenway Existing Greenway within the study area. Existing Path & Trail services, timber and concrete factories, a disposal site, a car recycling Skytrain Bus Route Bike Route Railroad plant and, an auto parts shop. Scott Road, King George Boulevard, Figure 3. Proposed Land Use, Road and Green Infrastructure Highway 17, and Bridgeview Drive are the main roads in our study Challenges area. The industry around Scott Road is heavily auto-oriented since 1) The site is located in a flood risk zone, while some industrial sites it includes body shops and other auto-related services. The site Produced Urban Framework - “First Take” A better public open space network is proposed on existing underutilized are not protected by the dyke system. along King George Boulevard is zoned as a commercial district. The A salmon-bearing creek runs through the residential neighbourhoods green spaces. We have maintained some of the existing land uses commercial services along King George are mainly light industry located in the southeastern part of the site. Existing vacant lots were including industrial uses on federal land, the railroad tracks, heritage and a few commercial services including a truck repair shop and car 2) There are several auto-related challenges on-site: seen as opportunities for urban interventions. spaces, and other industrial sites. We propose to add density to the dealerships. - Automobile collisions occur repeatedly at three major intersections. These spaces have the potential to accommodate a variety of uses existing heavy industry sites. We aim to change temporary industrial - The abundant parking adjacent to the Skytrain is regularly used and that add to the character of South Westminster. Some industrial sites sites to either mixed use or business park developments. The study area also includes a few institutional sites such as a college often full. along King George Boulevard are currently zoned as commercial An example of this type of intervention strategy is the area east of next to Highway 17 and King George Boulevard, as well as a few - Highway 17 and Bridgeview Drive are zoned as truck corridors. This districts, but when given a chance to grow, it is proposed that these Highway 17 bordered by 112th Avenue and 114th Avenue. We aim to recreational facilities in the residential fabric. causes noise pollution for the adjacent residential areas. lands be developed as mixed use. maintain the existing green spaces and greenways.

6 THE FUTURE WORKS HERE FIRST IMPRESSIONS 7

1 FIRST IMPRESSIONS N SECTION 2 2 3 TEAM MEMBER:MEMBERS: XUXIN FENG, YAN JIANG, YINGLUO WANG 4

Figure 4. Sketch of Relationship to the Context

Figure 1. Study Area Figure 6. Proposed Greenway along the Canal

Waterfront Industry SFPR Railway

Green Area Existing Road Opportunity Nodes

Figure 1.1. Giant cranes at Figure 1.2. Log storage area homes Figure 1.3. View of Figure 2. Existing Challenges and Opportunities Fraser River Dock the Mallard - the most common duck the Fraser River from found in the Pacific Northwest Brownsville Bar Park Figure 5. Heritage Brownsville Bar Park SFPR Greenway View Corridor Port-Related Land Use Mixed Employment Road View Nodes Green Area & Ecosystem Light Industrial Use Mixed-Use

Existing Context Opportunities Figure 3. Proposed Land Use, Road and Green Infrastructure 7) Connecting the habitat areas through a greenway along the Section 2 is part of the Fraser River waterfront, located in the very The following opportunities were identified on-site: shoreline. northwest of the City of Surrey. The study area is located on the 1) Proximity to the Scott Road Skytrain station. Produced Urban Framework - “First Take” 8) Identifying view nodes and corridors to emphasis on the public realm. opposite side of the New Westminster waterfront area along Fraser 2) Well-established roads connect the site to the city centre. The following framework for design and policy is proposed after taking River. The main characteristics of the site include: 3) Green areas such as parks, canals, water courses, railway green cor- a first look at the site: ridors, and shoals are retained and connected. REFERENCES 1) The Port: The Fraser Surrey dock takes up half of the waterfront 4) Amazing river views from the Skytrain bridge towers, giant cranes, 1) A place to work, to live, and to play. 2) Preserving industrial land uses, while encouraging innovative and Cushman & Wakefield lePage, Inc.. Nov 2008. “Employment Lands Strategy Surrey, BC.” shoreline. It is one of the deep-sea marine terminals with the highest and the New Westminster waterfront. http://www.surrey.ca/files/ELSFINAL.pdf. capacity for port activities in Metro Vancouver. denser developments. The City of Surrey’s Planning and Development Department. 20 Oct 2014. “PLAN 2) Industry: The dominant land uses are railway-oriented and highway- Challenges 3) Recreational, commercial , and residential uses are introduced along Surrey 2013 Official Community Plan By-law No. 18020.” http://www.surrey.ca/ oriented industrial businesses. This includes mill yards, truck storage, The following challenges were identified on-site: Old Yale road to transform the waterfront into a more vibrant place. bylawsandcouncillibrary/BYL_OCP_18020.pdf. 4) Adding a green buffer between industrial developments and mixed The City of Surrey’s Planning and Development Department. 2008. “Annual Review of and steel warehouses. These industrial lands have contributed to cre- 1) Railways act as barriers for east-west spatial continuity and human Surrey official Community Plan By-law, 1996, No. 12900, 2008.” http://www.surrey.ca/ ating he largest inventory of industrial land in Metro Vancouver. mobility in South Fraser Perimeter Road (Highway 17). use developments. bylawsandcouncillibrary/C010-E737.pdf. 3) Habitat: The site is a significant habitat area for fish and birds. 2) Existing shoreline industries make it challenging for the public to use 5) Connecting the existing two parks in order to create a 1.5km long City of Surrey.2003. “ A Neighbourhood Concept Plan for South Westminster”. 4) History: The Brownsville Bar Park and Olsen House are classified the waterfront. waterfront space for public use. Railway Network Map. http://cnebusiness.geomapguide.ca/ 6) Vitalizing the Manson Canal in order to create a major east-west Greater Vancouver Regional district Board. 2011. “Regional Growth Strategy. Metro as heritage sites. Brownsville pub and Old Yale Road are historic ele- 3) Developments are strictly regulated within this Flood Prone Area in Vancouver 2040 - ShapingOur Future” ments in this site. accordance with the City’s policies. greenway towards the waterfront. Port Metro Vancouver. 2014. “Land Use Plan”

8 THE FUTURE WORKS HERE FIRST IMPRESSIONS 9

1 FIRST IMPRESSIONS N SECTION 3 2 3 TEAM MEMBER:MEMBERS: TAYLOR KIRSH, SHAKUN SINGLA, NAN ZHOU 4

Old Yale Rd Old Yale Rd

S Fraser Perimeter Rd S Fraser Perimeter Rd

Scott Rd Scott Rd Old Yale Rd S Fraser Perimeter Rd

104 Ave 104 Ave

BC Hydro Railway BC Hydro Railway

103a Ave 103a Ave Scott Rd 122 St 122 St

Light Industry Residential Green Space Challenge Opportunity 104 Ave Institutional Rail Vacant Land Challenge trail Opportunity trail BC Hydro Railway Greenway Bus route

Figure 1. Study Area Figure 2. Existing Challenges and Opportunities

103a Ave Existing Context Opportunities Located within the larger study area of South Westminster, the land The site is host to many possible opportunities that would benefit use of this site is mainly composed of light industry. Other uses include the existing school and create a more contextually appropriate

naturalized park spaces, institutional uses, and residential zones. neighbourhood. 122 St

The characteristics of the industrial district within the site include The land parcels that are most full of opportunity are vacant lands, Mixed-use Medium Dense Low Dense Green Space Business Park expansive parking lots, large-scale and low density buildings, and a open green space, parking lots, and monotonous light industry. The lack of public space. Business endeavours within this zoning include single constraining factor within the site is the existing naturalized Bus route Rail Greenway Pathway 5 Min Walking Radius a selection of auto-related trades, metal manufacturing factories, and green spaces that act as healthy ecological corridors. Figure 3. Proposed Land Use, Road and Green Infrastructure shipping companies. Produced Urban Framework - “First Take” This would create a smooth transition from recreational green spaces The main features within the existing fabric include a school, a railway, The driving goal behind the drastic proposed changes was to develop to residential and from mixed use to commercial and industrial zones. and significant arterial streets. The Khalsa School is a secondary a vibrant neighbourhood that better compliments the existing school. institution that has a noticeable lack of residential development in its This can be done through three strategies: The other goal for the future site is to maintain its economic vitality immediate surroundings. while increasing job and living opportunities within the site. The current industrial district would be redeveloped using the following strategies: Challenges 1) Implementing a mix of low and medium density residential zones The historic BC Hydro Railway is a freight operation that runs adjacent Several challenges are presented when analysing the site. Large, adjacent to the institutional lands. to a greenway. South Fraser Perimeter Road is a relatively new four- irregularly shaped blocks of light industrial land make it difficult to re- 2) Improving the green network near the institutional lands to provide 1) Adding mixed use zones along Scott Road because of its commercial lane expressway that runs along the Fraser River, providing an auto- imagine streets that form a consistent, accessible block pattern. public recreational spaces and alternative transportation modes (multi- potential and its accessibility by transit. efficient connection throughout the overall study area. Scott Road cuts use trails) in and around the site through existing greenways. through the industrial district and features a frequent transit network Another challenge is deciding which industries should be redeveloped 2) Employing business parks that encourage low-impact businesses. (FTN). Old Yale Road is a historic road that connects the site’s main and which should remain, as there is a lack of variety in the types of 3) Utilizing an urban transect approach, which could eliminate the Placing these behind mixed-use zones would compensate for the jobs north-south roads. businesses in the area. issue of neighbouring land uses that do not compliment one another. that were removed along with existing industry.

10 THE FUTURE WORKS HERE FIRST IMPRESSIONS 11

1 FIRST IMPRESSIONS N SECTION 4 2 3 TEAM MEMBER:MEMBERS: KIRSTEN HARRISON, MAHSA MOMENZADEH, FAHIMEH VAHABI 4

Vacant Light Industrial Bus Route Trail Opportunity Area Constraint Area Site Boundary Residential Heavy Industrial Rail Line Site Boundary Commercial Green Space Bike Lane Riparian Area Institutional Greenway Figure 1. Study Area Figure 2. Existing Challenges and Opportunities

Existing Context Opportunities and Challenges Located at the very southernmost point of the overall study site, this The patch has areas of varied character as it extends from the patch contains both pieces of the City of Surrey’s and the Corporation waterfront on the west edge to the residential interior to Scott Road Med. Density Residential Institutional Bus Route Greenway 5 Min. Walk Radius of Delta’s waterfront. It features a variety of uses, including light and beyond. As a result, the patch presents varied opportunities and Residential Infill Light Industrial Rail Line Trail Riparian Area industrial on the sand spit, mostly single-family residential, some constraints, including: Mixed Use Green Space Bike Lane institutional uses, and commercial along the Scott Road corridor as the Site Boundary site extends into the east from the water. 1) The industrialized sand spit on the waterfront represents a Figure 3. Proposed Land Use, Road and Green Infrastructure constraint on the site. While the working waterfront has its own The site contains portions of major north-south transportation routes, character, by nature it doesn’t allow much potential for change in the including South Fraser Perimeter Road (SFPR)/Highway 17, River future if it is to keep this character. Gunderson Slough, is a designated Secondly, the five-minute walk radius seen in the residential fabric Road, and Scott Road. The only major road that bisects the site Environmentally Sensitive Area 2 (ESA-2) by the Corporation of Delta. Produced Urban Framework - “First Take” laterally is 96th Avenue, which gets less substantial after intersecting However, Gunderson Slough is an opportunity for this patch to activate The design of this patch is focused around several key elements. shows infill development, home businesses and connectivity to parks Scott Road. The current bus routes that serve the site primarily run the waterfront with more recreation and presence of people. The first key element is the waterfront, particularly around Gunderson and open spaces. Thirdly, south of 96th Avenue on Scott Road sees on these major roads: No. 312, 314, 316, 319, 329, 391, and 640. In Slough. This area will be newly connected across SFPR/Highway 17 the addition of substantial mixed use buildings at street level with a addition, Scott Road is proposed to be a part of the 2040 Frequent 2) There are several vacant lots in this vicinity as well on both sides of from the existing green space to a new park and walking path system pedestrian plaza located adjacent to the existing rail right of way and Transit Network (FTN). SFPR/Highway 17. These vacant lots are all opportunities for this site throughout the industrial area. Around the Slough, many of the existing new pedestrian pathway. Behind mid-block pedestrian pathways, there to either increase green space, or introduce more housing whether it be water-related light industrial uses will stay intact. are a number of mid-rise residential buildings to support the added The site contains some significant ecological features including in a live-work format or as affordable housing. Each of the institutional commercial and bring constant life to the area. At the southernmost Gunderson Slough, which is surrounded by water-related light uses in the patch are identified as opportunities for their ability to act In addition, this proposal also incorporates related live/work pieces that tip of the corridor, an institutional use is proposed, whether it be a new industrial uses, and three creeks further inward of the site: Delta as neighbourhood centre pieces. create a people-oriented place. This area also allows for a walking community centre or library. Creek, Scott Creek, and Robson Creek. connection to a viewpoint on the Fraser River. On the other side of the 3) Moving on to Scott Road, the Scott Road substation located on In addition, there are several substantial spots of green on the site, 99th Avenue and the gas station on 96th Avenue are identified as Slough, the existing vacant lots are made use of with appropriate live/ many of which include pre-existing walking trails: 1) the small park constraints, for their street appeal and their immovability. However the work with a connection to commercial, serving the industrial workers. between Royal Crescent Street and 97a Avenue, 2) the green southern portion of Scott Road from 96th Avenue to the southern edge On the other side of SFPR/Highway 17, the existing green space is Lastly, in the northeast corner of the patch, the open space network connections around Delta Creek and 99th Avenue, and 3) the green of this patch is identified as an opportunity for its potential to transform expanded and better connected. Adjacent to River Road, the proposal is better connected through a needed greenway extension to Prince area around Prince Charles Elementary School. into a more active commercial and mixed use centre. suggests affordable housing on a previously vacant parcel. Charles Elementary School and the other institutional uses in the vicinity.

12 THE FUTURE WORKS HERE FIRST IMPRESSIONS 13 CHAPTER II: POLICY AND PROGRAMME

District Energy & ISMP 16 The studio’s focus was to simulate a compressed, professional quality consultancy in service to our “client”, The City of Surrey. As a result, investigative teams Parks, Habitat, Foreshore & Stream Daylighting 20 formed to liaise directly with municipal staff to ensure that deeper urban framework investigations reflected policy, and emerging best practice, intentions. Specific research was gathered around anticipated growth, demographic Affordable Housing & Work/Live 22 trends, related socio-cultural considerations, economic growth appreciating the “Arrival City” role that Scott Road could continue to play, houising opportunity noting Public Amenities & Demographics 24 the importance of Scott Road’s current role to support strategic industrial capacities, open space and related connectivity, food systems, water management and Industrial Policy & Economic Innovation 26 energy. These investigations culminated in a conversation with municipal representatives towards focusing the studio’s design program while better understanding Movement 28 related opportunities for integrated strategies. POLICY AND PROGRAMME DISTRICT ENERGY & ISMP

TEAM MEMBER: XUXIN FENG N What We Have To demonstrate the climate action, Surrey is advancing a hot water district heating system in its rapidly growing City Centre as a model community. The areas of high-density development, diverse land uses, and a high level of regional connectivity are most attractive for district energy. Over 8500 hectares of Surrey is currently within a floodplain as shown in the diagram. The Adaptive Management Framework (AMF) Monitoring and Reporting procedure was developed to assess Integrated Stormwater Management Plan (ISMP) effectiveness.

Figure 2. Level rise policy in British Columbia. At the same time, sea level rise will continue for the foreseeable future and the rate will likely accelerate. A 2011 study commissioned by the British Columbia government recommended sea level rise planning levels of 0.5 metres until year 2050 and 1.0 metre until year 2100 (Figure 2) plus adjustments for local rates of vertical land movement (uplift or subsidence).

What We Need With some of the future development expected in the form of high- rise residential buildings and a relatively low demand for cooling, an integrated medium-temperature hot water district heating network was identified as an ideal fit. The goals of the AMF are: 1) to achieve an effective overall cost, 2) to link monitoring results to relevant adaptive management Figure 3. “Build up” scenario shows individual property adaptations for higher and more practices, and frequent floods. 3) to stimulate continuous improvements in watershed health. Replacement are being considered for original sea dams constructed in the early 1900s and nearing the end of their service life are due to seismic concerns, flood control, and sea level rise in the design. MOE Floodplain

Dikes

River Control Structure REFERENCES Creek Opportunity Seized: Fast-growing Surrey, B.C., embraces district heating. Accessed 28 Jan., 2016. http://www.surrey.ca/files/IDEAArticle-DistictEnergy.pdf Ditch Adaptive Management & Integrated Stormwater Management Plans. Accessed 28 Jan., 2016.http://www.metrovancouver.org/events/community-breakfasts/Presentations/ CarrieBaron-CityofSurrey-StormwaterManagement.pdf Sea Level Rise Adaptation Primer. Accessed 29 Jan., 2016. http://www2.gov.bc.ca/ Figure 4. “Hold the line” scenario shows a wider and higher dyke. Dashed lines show the assets/gov/environment/climate-change/policy-legislation-and-responses/adaptation/sea- Figure 1. Site Water Management location of the existing street. level-rise/slr-primer.pdf

16 THE FUTURE WORKS HERE POLICY AND PROGRAMME 17 POLICY AND PROGRAMME PARKS, HABITAT, FORESHORE & STREAM DAYLIGHTING TEAM MEMBERS: AFROOZ FALLAH, SHAKUN SINGLA

What We Have There are a number of geographical features within and next to the study area. The Fraser River is the final output of all streams of the site. Brownsville Bar Park and Tannery Park are two important green assets to this neighborhood. There are also a number of creeks in the study area such as Manson Canal, Scott Creek, Robson Creek, and NEW WESTMINSTER Collieres Creek. The steep slope topography on the south side of the study area provides an overall view and shows the ecological corridors along the heritage rail line. The historic rail corridor acts as a wildlife and bird habitat corridor.

What We Need There is a lack of stream daylighting in the existing creeks and the business developments on the foreshore area. This is a major challenge as a wide scope of salmon growth occurs in these locations. Therefore there is a need for protecting and enhancing ecological corridors in accordance with the Master Drainage Plan, which recommends the reopening of creeks and improving habitats. The second issue would be the lack of green paths that link to the waterfront or existing parks. Thirdly, in order to overcome environmental pollution and promote public health, there needs to be a buffer zone along the land uses. Figure 2. “What We Have”

DELTA

Study Area Creek Ditch Parks Natural Areas Contours Surrey Important Trees Proposed Corridor Peregrine Bald Eagle Blue Listed Plant Year-Round Presence Provide Food & Nutrients Ditches with Insignificant Nest Falcon Nest of Salmonids for Downstream Fish Food & Nutrients Figure 1. Natural Environment of the Site Figure 3. “What We Need”

18 THE FUTURE WORKS HERE POLICY AND PROGRAMME 19 POLICY AND PROGRAMME AFFORDABLE HOUSING & WORK/LIVE

TEAM MEMBER: KIRSTEN HARRISON N What We Have Affordable housing is addressed in the Surrey Official Community Plan (OCP) with an objective to provide affordable housing for everyone. Housing meeting the needs of individuals and families are to be provided through a combination of non-market supportive housing and Pattullo Bridge affordable housing provided by the private sector. As seen in Figure 2, the total demand for affordable housing until 2021 in Surrey is 5,600 units.

King George Blvd. Affordable housing in Surrey is largely provided and managed by BC Housing, the provincial crown agency that provides subsidized housing options and programs in British Columbia. Defined by this agency, affordable rent is rent that costs no more than 30% of the household’s Figure 2. According to Objective F3 in the Surrey OCP, projects should be in every Surrey gross monthly income. BC Housing’s options include any housing type neighbourhood without over-concentrating projects in any location. Among others, projects wherein the provincial government provides some degree of subsidy or should also be placed on transit routes, and where services are accessible. rent assistance, including public, non-profit and co-operative housing, or rent supplements for people living in private market housing. These housing options are geared towards people with low to moderate incomes including seniors, people with disabilities, individuals at risk of homelessness, women at risk of violence, Aboriginal people, and 104 Ave. low-income families. As seen in Figure 3, there is also social housing directed at many of these groups having a total of 7,043 units in the City.

The City of Surrey also speaks on live/work. The Employment Lands Figure 3. Metro Vancouver 10 Year Housing Demand Estimates 2011-2021. From 2011- SFPR (Hwy 17) 2021, a total demand for affordable housing in Surrey is estimated to be nearly 6,000 units. Strategy states the benefits of live/work as the following: it is cheaper Source: Regional Affordable Housing Strategy Update, August 2015. to run one property than two, convenience, eliminating commute time, reduction in individual auto trips, business incubation, and flexibility of built form. The City has declared opportunity areas for live/work and TOD in Surrey in the City Centre, Town Centres, and along key corridors, 104th Avenue and King George Highway. There are no known existing live/work projects or units in the study area.

Scott Rd.

What We Need Figure 4. Social Housing Units in Surrey in 2009. Source: Housing Action Plan, 2009. In the case that character of the study site changes to include REFERENCES residential units, there is opportunity for both affordable housing and BC Housing: Subsidized Housing. Accessed 2/1/2016. http://www.bchousing.org/Initiatives/ 0 - 15 % 15 - 30 % 30 - 45 % 45 % and over work/live especially in the edge conditions around industrial uses. Providing/Subsidized Housing Action Plan. Accessed 2/1/2016. https://www.surrey.ca/files/Housing_Action_ Low Income Housing (Families, Particularly around Gunderson Slough in the south of the site, there Transition or Supportive Housing Co-operative Housing Aboriginal Housing Plan.pdf Seniors, Disabilities, Singles) is opportunity for work/live with work related to the water. TOD around PlanSurrey 2013: Official Community Plan. Accessed 2/2/2016. http://www.surrey.ca/ the Skytrain station and future stadium in the north represents an city-services/1318.aspx Figure 1. Prevalence of Low Income & Locations of Social Housing. As can be seen in the map, most of the study site is at a low income level (15- Regional Affordable Housing Strategy Update August 2015. Accessed 2/2/2016. 30%). The existing fabric in the southeast of the site is in the lower bracket of 0-15% prevalence of low income. There are no social housing projects opportunity for adding affordable units and live/work units with a more http://www.metrovancouver.org/services/regional-planning/housing-affordability/ or known live/work units in the site. Source: Housing Action Plan 2009. retail and service-oriented character. strategy/Pages/default.aspx

20 THE FUTURE WORKS HERE POLICY AND PROGRAMME 21 POLICY AND PROGRAMME PUBLIC AMENITIES & DEMOGRAPHICS

TEAM MEMBERS: FAHIMEH VAHABI, YINGLUO WANG N What We Have 3% The study area has a very small share of Surrey’s population, Study area 13% Study area

approximately 12,397 people (excluding Delta’s share). It comprises study area study area 3% of the total population of the City of Surrey and 13% of the Surrey Whalley population of Walley (Figure 2). This low share is due to the existence Surrey Whalley of a vast industrial zone on the Fraser waterfront. Yet, the population of 97% 87% seniors and youth in the study area account for one-third of the overall population (Figure 3). Figure 2. Population Analysis demonstrates study area’s low share of population comparing to the total population of Surrey and Walley. Public facilities are judiciously distributed in accordance with the number of residents, and are mainly located in the highland area (Figure 1). Despite the relatively high percentage of senior residents, no facility is dedicated to them within the site. The nearest seniors facility is about 3 kilometres from the study area. It is worth noticing that although major cultural and art facilities are located in the City 0-14 Centre, there are some dance studios within the site. This indicates 15-19 a potential trend for public art and creative industry within the site. 20-24 Moreover, there is a number of hairdressing and aesthetic schools 25-29 (mostly South-Asian) throughout the study area. This reveals a specific 30-34 trend among the Asian community that accounts for 43% of the area’s 35-39 population (Figure 4). 40-44 45-49 50-55 What We Need 56-60 Surrey’s population is projected to increase by over 300,000 people 60-84 in the next three decades1. Based on how this population will be >84 distributed, public amenities need to be enhanced according to its Figure 3. Age Demographics indicate the higher percentage of seniors and youth, demographic patterns. In order to create a more equitable and inclusive compared to other age ranges. neighbourhood, additional emphasis must be given to different age groups and ethnicities. An equal distribution of social amenities based on the demographics can contribute to creating a safer and more vibrant community. This can be achieved either by expanding the existing public facilities, such as Bridgeview Community Centre or by adding new facilities in other places with access to greenways and North American public spaces. Aboriginal Other North There is a potential market for art and cultural industry on-site with American the CDI college offering some relevant art classes. The Skytrain European station provides accessibility to the area. The existing warehouses can become an ideal place for public art and creative industry. Caribbean Latin, Central & South American African

College Elementary School Religious School Other Schools Daycare Religious Community Centre Art studio REFERENCES Asian 1. “Population Estimates & Projections” Accessed January 30, 2016. http://www.surrey.ca/ business-economic-development/1418.aspx Oceania Figure 1. Public Amenities on the site. 2. “Surrey GIS Data” Accessed January 28, 2016. https://www.surrey.ca/city-services/658.aspx Figure 4. Ethnic Demographics illustrate the presence of a large Asian community.

22 THE FUTURE WORKS HERE POLICY AND PROGRAMME 23 POLICY AND PROGRAMME INDUSTRIAL POLICY & ECONOMIC INNOVATION

TEAM MEMBERS: YAN JIANG, LUYANG ZHOU

N What We Have N Surrey has the largest inventory of vacant industrial land in Metro Vancouver. These lands are expected to be preserved to address the regional shortage issue. In the Surrey Official Community Plan (OCP) the study area is identified to be primarily consisted of industrial land uses. It is designated as an industrial and mixed employment zone. It has a total of 1,349 acres of industrial land inventory, one-fifth of Surrey’s total. Due to constraints of the port, railway related industrial land, and the perimeter of residential uses, only approximately 750 acres of industrial land is available. Figure 5. Distribution of Manufacturing Figure 6. Distribution of Transportation Figure 7. Distribution of Warehouses Figure 8. Distribution of Wholesales This area is the closest industrial land to Surrey’s City Centre. It guards the gateway from the Fraser Valley. Improved infrastructures (SFPR & proposed Pattullo Bridge) and the booming development of the City Centre create development opportunities in this area.

The largest land users are production, distribution and repair industries (PDRs) (Figure 1). Construction and automobile industries are clustered in two separate areas. Given the following industries, 47% of them have 2 to 9 employees (Figure 3). This area has a low large lot inventory with 90% of lots being less than five acres (Figure 2). Large lots only have a small amount of coverage, mostly with outdoor storage Figure 9. Distribution of Repairs Figure 10. Distribution of Support Services Figure 11. Distribution of Industry-Related Figure 12. Distribution of Construction, and truck parking. Generally, the buildings have Commercial Education, and Waste Management small floor plates and are one-storey tall. Figure 1. Spatial Distribution of Industrial lands and corresponding employee size. What We Need In order to create a vibrant and resilient area in the next 50 years, it is According to what we have and do not have on-site, our recommendations are: important to identify what is missing: 60 17 8 TRANSPORTATION 25% 56 1. Lack of an industrial development strategy. 1. Identifying the area between the Skytrain station to the waterfront as a MANUFACTURE 21% 50 60 SERVICES 14% 43 2. Lack of an integral development plan between the study area and the long-term extension of the Surrey City Centre. 40 40 WAREHOUSE 10% 36 City Centre. 2. Further understanding of PDR industry types, life span, and their EDUCATION 10% 30 WHOLESALE/DISTRIBUTION 7% 3. Lack of coordination with the Port Metro Vancouver. clustered pattern. Identifying three types of PDRs: to preserve and 105 INDUSTRIAL COMMERCIAL 5% 20 18 4. Lack of a strong gateway image. intensify, to mix with commercial uses, and to move to other locations. REPAIR 3% 10 8 3. Suggesting denser industry-related shopping models to suite the CONSTRUCTION 3% 6 5. Lack of a well-defined edge. WASTER MANAGEMENT 2% 1 0 >=300 E 100-299 E 50-99 E 6. Lack of an organized form of existing industry-related commercial and distinct functions. >30 10-30 5-10 1-5 0.5-1 0.2-0.5 <0.2 0% 5% 10%1 5% 20%2 5% 30% acre 10-49 E 2-9 E 1 E service facilities. 4. Exploring a fine-grained road system and an integral truck-free movement system for pedestrians, transit, and personal cars. Figure 2. Distribution of Employees by Industrial Sector. The Figure 3. Distribution of Industrial lands by Size. It Figure 4. Distribution of Industrial businesses by 7. Lack of a fine-grained road system in order to achieve an efficient and largest users of industrial lands are PDRs. They cover 42% indicates the large lot inventory is very low in this area. Employee Size. The employee size ranges from 1 to flexible industrial area. 5. Coordinating between Port Metro Vancouver Land Use and the of the companies and 66% of the employees. over 300 with 47% of the firms having 2 to 9 employees. 8. Lack of a truck-free pedestrian movement system. Intensification Plan.

24 THE FUTURE WORKS HERE POLICY AND PROGRAMME 25 POLICY AND PROGRAMME MOVEMENT

TEAM MEMBERS: MAHSA MOMENZADEH, YUSRAA TADJ, NAN ZHOU

N What We Have N Current infrastructure in Whalley is dominated by automobiles, highways and major arterials that are mostly zoned for trucks. This causes noise pollution for the nearby residential areas. Also, culs-de-sacs in the urban fabric interrupt the overall connectivity of the site. Whalley has disconnected bike lanes and greenway systems. There are existing proposed plans to connect the limited bike infrastructure with greenways.

The Scott Road Skytrain station and railroad tracks within the site connect it to other municipalities. The Pattullo Bridge also serves as a connection between Surrey and New Westminster. There are suggested plans to replace the bridge, divert truck traffic from King George Boulevard and establish a connection between 128th Street and King George Boulevard.

Figure 3. Car-ownership is on the rise after a significant drop post 2008 crisis. What We Need Whalley needs alternative methods of transportation besides the personal automobile. Parking space cannot be located underground due to the abundant peat soils, however car parking spaces can be substituted for bike parking spaces.

There is a need for above-grade bike infrastructure and safer intersections for pedestrians and cyclists. Areas that lack adequate infrastructure for active transportation can be improved with overhead bridges. They can provide shortcuts throughout Whalley for modes alternative to the car. Water-based public transportation that connects South Westminster with New Westminster is not currently economically feasible but could be used as a tourist attraction to stimulate the economy.

Figure 4. Opportunity to create a hub in proximity of existing transit infrastructure.

REFERENCE 1. Mclean, Craig. “Scott Road Skytrain Parking Lot.” panoramio.com. http://www. panoramio.com/photo/920 (Figure 1) Major Arterial Road Transit Routes Skytrain Route Major Arterial Road (Proposed) Truck Routes 2. City of Surrey. “Transportation.” data.surrey.ca. https://data.surrey.ca/group/ transportation (Figure 2) Local Roads Bike Lanes Greenways (Proposed) Railroad Historic Roads Greenways Figure 2. Existing Scott Road Skytrain station has abundant parking lots that can be 3. City of Surrey. “Transit in Surrey.” surrey.ca. http://www.surrey.ca/city- Figure 1. Movement and circulation on the site. developed in the future. services/9773.aspx (Figure 3)

26 THE FUTURE WORKS HERE POLICY AND PROGRAMME 27 CHAPTER III: BUSINESS AS USUAL? BUSINESS UNUSUAL?

Business as Usual: Precedents 32 The Winter Studio relied on the charrette process to collectively reveal ultimate design intentions for our work. This was achieved by simulating two alternate futures. Business as Usual: Overall Plan 36 The first, “Business as Usual”, considered current development trajectories with an interest to increase mixed-use capacity around existing transit investment. Business as Usual: Systems and Strategies 38 This investigation, visualized for the year 2060, declared more conventional urban patterns, and related typologies, while also repairing and extending some ecological features. Big Industrial sites remained in their current Business as Usual: Composite Graphics 40 configuration as did the overall road network. The second, “Business Unusual”, future imagined a world in chaos, a need for local resilience and self- Business as Unusual: Precedents 42 reliance, rising seas that have compromised foreshore effectiveness, and the collapse of regional, national and international trade. Business as Unusual: Overall Plan 46 Both scenarios were discussed for respective attributes towards a “merge option” that attempted to placehold inherent flexibility towards versions of either future. Business as Unusual: Systems and Strategies 48 The charrette, and the helpful advice from our invited experts, gave the studio clarity with respect to land use programming, systems opportunities and site/typological Business as Unusual: Composite Graphics 50 insight. BUSINESS AS USUAL BUSINESS AS USUAL | PRECEDENTS TEAM MEMBERS: EYERUND, FALLAH, FENG, SINGLA, LUYANG ZHOU, NAN ZHOU, WANG

Scott Road - Transit Village and Hub Historic Live-Work Neighbourhood

Figure 2. King George Skytrain Station | Figure 3. King George Skytrain Station | Surrey, Canada Surrey, Canada Figure 1. Brentwood Skytrain Future Vision | Burnaby, Canada. Source: Norman, 2016. Source: The Hub, 2016 Source: Civic Surrey, 2016 Figure 6. Granville Island | Vancouver, Canada. Source: Prof, 2012 Figure 7. Walkable Neighbourhood. Source: Shanhan, 2011

Figure 8. Belgium. Source: Design Inspiration, Figure 9. Old and New | Berlin, Germany. Figure 10. Olympic Village | Vancouver, Canada. Source: Dynamic City Project, 2010. Figure 4. Sasaki’s Master Plan | Minsk, Belarus. Source: Dioffa, 2016. Figure 5. Sasaki’s Master Plan Rendering | Minsk, Belarus Source: Dioffa, 2016. 2016. Source: The Colour Hunter, 2012.

REFERENCES REFERENCES Prof, Bruce. Accessed 2/9/2016. http://www.eqjournal.org/?p=456 Norman, Sarah. Accessed 2/9/2016. http://vancouver.24hrs.ca/2015/11/18/future-of-brentwood-taking-shape Shanhan, Zachary. Accessed 2/9/2016. http://www.treehugger.com/urban-design/preserve-your-brain-live-walkable-neighborhood.html Dioffa, Jon. Accessed 2/9/2016. http://inhabitat.com/sasakis-master-plan-for-minsk-belarus-turns-an-airport-site-into-a-vibrant-cultural-hub/ Dynamic City Project. Accessed 2/9/2016. http://dynamiccities.org/group-c/ The Hub. Accessed 2/9/2016. http://thehubkgs.com/news/ Design Inspiration. Accessed 2/9/2016. http://designspiration.net/image/10394036232019/ Civic Surrey. Accessed 2/9/2016. http://www.civicsurrey.com/2011/11/03/failed-berezan-project-to-re-launch-as-king-george-station/#prettyPhoto The Colour Hunter. Accessed 2/9/2016. http://www.thecoolhunter.net/article/detail/2134/old-is-new-again

30 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 31 BUSINESS AS USUAL BUSINESS AS USUAL | PRECEDENTS TEAM MEMBERS: EYERUND, FALLAH, FENG, SINGLA, LUYANG ZHOU, NAN ZHOU, WANG

Eco - Gateway and Energy District Industrial Waterfront

Figure 12. Dockside Green | Victoria, Figure 13. Dockside Green | Victoria, Canada. Source: CRD, 2012. Canada. Source: CRD, 2012. Figure 11. Dockside Green | Victoria, Canada. Source: Architee, 2016. Figure 17. Grain Elevator Light Display | Buffalo, USA. Source: Canal Side, 2011. Figure 18. Hamburg Industrial Waterfront | Germany. Source: HafenCity, 2016

Figure 14. New Living | Hamburg, Germany. Figure 15. New Living | Hamburg, Germany. Source: E-architect, 2016. Figure 16. Palm Bay Villas | Florida Source: Figure 19. Industrial Waterfront | New York City, Figure 20. York Fork | Toronto, Figure 21. Olympic Sculpture Park | Seattle, USA. Source: Anderson, 2015. Source: E-architect, 2016. Singer, 2015. USA. Source: Archpaper, 2016. Canada. Source: Flack, 2015

REFERENCES Architee. Accessed 2/9/2016. https://achitree.wordpress.com/category/uncategorized/ REFERENCES CRD. Accessed 2/9/2016. http://crdcommunitygreenmap.ca/location/dockside-green ArchPaper. Accessed 2/9/2016. http://archpaper.com/news/articles.asp?id=5650#.VrqYAsdOrzI E-architect. Accessed 2/9/2016. http://www.e-architect.co.uk/hamburg/neues-wohnen-hamburg-jenfeld HafenCity. Accessed 2/9/2016. http://www.hafencity.com/en/overview/hafencity-the-genesis-of-an-idea.html Singer, Michael. Accessed 2/9/2016. http://www.michaelsinger.com/project/palm-bay-villas-development/ Flack, Derek. Accessed 2/9/2016. http://www.blogto.com/city/2011/11/the_fort_york_pedestrian_and_cycle_bridge_has_new_life/ Canal Side. Accessed 2/9/2016. https://www.canalsidebuffalo.com/grainelevator/ Anderson, Charles. Accessed 2/9/2016. http://www.landezine.com/index.php/2011/12/seattle-landscape-architecture/olympic-sculpture-park-by-charles-anderson-atelier-ps-00/

32 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 33 BUSINESS AS USUAL BUSINESS AS USUAL | OVERALL PLAN TEAM MEMBERS: EYERUND, FALLAH, FENG, SINGLA, LUYANG ZHOU, NAN ZHOU, WANG

Highway 17

New Westminster Pattullo Bridge

King George

Fraser River

Scott Road Tower Mixed-Use High-Density Residential Mid-Density Residential Institution Transit Highway 17 Greenway Tower Railway Mixed-Use Bike Lane High-Density Residential Figure 23. Option B for TOD Mid-Density Residential Overview 4) To find character in neighbourhoods using existing patterns and Institution Several key drivers were used to inform the overall BAU charrette footprints. The existing urban fabric can be found by looking at patterns Transit design proposal: such as the messy small businesses on the north western side of the site along Scott Road or well defined single family homes. Greenway Scott Road 1) To encourage mixed use, commercial, and residential development Railway along major transit lines and stops. The major transit corridors and Bike Lane movement systems in the area are Scott Road FTN, Scott Road 5) To define major land uses and major centres of neighbourhoods by Figure 22. Overall Plan of the Business as Usual Scenario with Option A for TOD SkyTrain station, Old Yale Road, and BC Hydro corridor. using five minute walkability nodes. This was done by using five minute walking distances at major intersections of greenways, transit or roads Vision + Assumptions 2) To address the lack of existing pedestrian-friendly greenway in each neighbourhood. The vision for the “Business As Usual” (BAU) design charrette was to Most large industrial sites are to be retained and still kept active. The connections and other connections to the waterfront. set up a scenario for the northwest waterfront of Surrey as predicted for idea is to keep the existing industrial uses and propose new, locally the year of 2060. In this scenario, we are assuming a typical large-scale focused urban activities to accompany the existing uses. The changes 3) To define an overall identity for every neighbourhood through features 6) To use the existing ecological green buffer and the natural Transit Oriented Development (TOD) and mixed use neighbourhoods to the Scott Road area will come in increments, so that adaptation is like the BC Hydro heritage rail corridor, the waterfront Bridgeview environment as a draw. This helps to preserve the park, streams, and as is currently underway near transit stations throughout the region. not disruptive. community, a local brewery, industrial lands, and ecological gateways. to reconnect man to nature.

34 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 35 BUSINESS AS USUAL SYSTEMS AND STRATEGIES TEAM MEMBERS: EYERUND, FALLAH, FENG, SINGLA, LUYANG ZHOU, NAN ZHOU, WANG

Figure 24. Residential and Mixed-Use Strategy Figure 26. Transit - Oriented Placemaking Strategy Figure 25. Waterfront and Industry Figure 27. Open Space, Ecology, Water and Food Figure 28. Movement Strategy

Three kinds of residential developments are integrated on-site to The industrial land uses and development is based on the The five minute walkable area around the Scott Road Skytrain The ecological layer of the proposed urban design framework is The movement of the proposed design framework is based on create a more comprehensive area. The distribution of residential following strategies: station is defined as the Transit-Oriented Development (TOD) based on the following strategies: the following strategies: developments is based on the following strategies: 1) The more organized form of industrial land uses are introduced area. The placemaking of the TOD area is based on the 1) Having neighbourhoods, parks, and schools interwoven with 1) Waterfront heavy industry follows the existing road pattern but 1) High-density residential developments are mainly located to strengthen the stronger gateway image for the area, so that following strategies: greenways and natural landscape in order to increase livability the scale will be smaller than before. in the TOD area around Scott Road Station to increase the there is a more well-defined edge between industrial land and 1) High density and mixed use buildings are introduced to and walkability (alternative transportation corridors). 2) All neighbourhood centres are connected by bike lanes and utilization rate of land, and to mix residential developments with other public land uses. create a compact and walkable place. 2) Taking advantage of the unique location along the Fraser River greenways, which attracts people to the waterfront parks. commercial uses at the transit nexus. 2) The light industry districts along the waterfront will be 2) Smaller blocks are divided by streets to form a grid network to create an interconnected green network along the waterfront 3) Fully-accessible pathways and connections will be provided 2) The local neighborhood centre is located in the 96 Scott Road preserved and re-purposed to become more walkable and and to improve accessibility and mobility. as well as protecting and integrating the shoreline ecosystem. to link transit, open spaces, and amenities on the site and neighbourhood which is medium density. compatible places with penetrable green spaces. 3) Greenways and bike routes are added along the Skytrain, 3) Improving accessibility to the waterfront at majWWor points provide a physical and visual link to the surrounding community. 3) The new proposed neighbourhood on the east side of the 3) The inner harbour and other port facilities in the southwest of Scott Road, and 125th Street to provide access to the through existing and potential trails and greenways. 4) Scott Road will be the spine of the comprehensive movement walkable light industrial area aims to maintain the historical the area are preserved and further applied as the water-oriented waterfront, parks, and neighbourhoods. 4) Creating an eco-gateway in the southern part of the study system leading the site towards a more low-carbon, transit- character of the site, introduce live-work uses, and promote industrial district to add to the image of the industrial fabric, and 4) The new arena along with the beer route is the anchor area to protect the environment. oriented mode of travel. The transit lines will cover most of learning, making and creation. It is also a transition between to have more coordination of the port land uses. to attract more people and offer space for recreation and 5) Creating community gardens in order to produce food for the neighbourhoods in this area within a five minute walking TOD and the industrial area. entertainment. community members as well as to stimulate social interaction. distance from transit stops. 4) The existing fabric, including the Bridgeview neighbourhood and the residential area on the south side of the site, will stay intact.

36 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 37 BUSINESS AS USUAL FRAMEWORK TEAM MEMBERS: EYERUND, FALLAH, FENG, SINGLA, LUYANG ZHOU, NAN ZHOU, WANG

Pattullo Bridge

Skytrain Bridge

Fraser River

Light Industry District Heavy Industry District Highway 17 Water-Focused Industrial Existing Industrial Building Timberland Road Light Industrial Building Old Yale Street King George Bulevard Penetrative Green Spaces Tower

Tannery Road Mixed-Use

High-Density Residential Highway 17 Mid-Density Residential 110 Ave Institution Grace Road Transit Bridegeview Drive Greenway Railway 103 Ave Scott Road Bike Lane

BC Hydro Corridor Compared to the Business Unusual scenario, a more self-sustaining and ecological future of Surrey, the Business As Usual scenario projected a continued big business future and a continued high transit future. Despite their differences in background, both ended up proposing ideas that can be used for a combined urban plan framework. The following should be carried forward: 1) The TOD area as the transit village and hub for high-density and mixed use development should be kept. This is based on smaller lot subdivision and compact growth. This is economically viable and fits Surrey’s vision. 2) It is also crucial to keep the link of existing green spaces along the waterfront, which makes up a relatively complete pedestrian system and expands the Figure 29. Integration Opportunities green access to the interior of the site.

38 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 39 BUSINESS UNUSUAL BUSINESS UNUSUAL | PRECEDENTS TEAM MEMBERS: HARRISON, JIANG, KIRSH, MOMENZADEZADEH, TADJ, VAHABI

The Waterfront’s New Role for Transportation and Production Product Distribution Via Indoor & Outdoor Markets

Figure 2. Small-scale Distribution in Lagos, Figure 3. Green Dock in Shanghai, China. Figure 1. Water Transportation in Lagos, Nigeria. Source: Fuhad, 2016. Nigeria. Source: Ogogoro Destination Guide, 2013. Source: Arch Daily, 2011. Figure 7. Huaxi Street Night Market in Taipei, Taiwan. Figure 8. Outdoor Market in Bali, Indonesia. Figure 9. Campo di Fiori in Rome, Italy. Source: America Business, 2011. Source: Flip-Flops and a Backpack, 2012. Source: Rome-Roma, n.d.

Figure 4. Narrowboat Transport in the UK. Figure 5. Sassoon Docks in Mumbai, India. Figure 6. Floating Market in Can Tho, Vietnam. Figure 10. La Boqueria in Barcelona, Spain. Figure 11. Indoor Market in Berlin, Figure 12. Street Vendors in Chandigarh, India. Source: The Tribune, 2015. Source: The Wyvern Shipping Co. Ltd., n.d. Source: Wikimedia Commons, 2011. Source: All Points East, 1999. Source: La Boqueria, 2016. Germany. Source: Gutoswki, 2016.

REFERENCES REFERENCES All Points East. Accessed 2/9/2016. http://allpointseast.com/wp-content/uploads/2011/12/Can-Tho-floating-market-2.jpg America Business. Accessed 2/9/2016. http://americabusiness.blogspot.ca/2011_05_01_archive.html Arch Daily. Accessed 2/9/2016. http://www.archdaily.com/131747/shanghai-houtan-park-turenscape Flip-Flops and a Backpack. Accessed 2/9/2016. https://kassieengroff.wordpress.com/2012/03/17/bali-indonesia-a-cultural-wonderland/ Fuhad, Saheed. Accessed 2/9/2016. http://citypeopleng.com/lagos-to-unveil-new-waterfront-schemes/ Gutowski, Joern. Accessed 2/9/2016. http://www.gopopup.com/magazine/try-berlins-food-scene Piccadilly, Jorge. Accessed 2/9/2016. http://trip-suggest.com/nigeria/lagos/ogogoro/ La Boqueria. Accessed 2/9/2016. http://www.boqueria.info/index.php?lang=en Wikimedia Commons. Accessed 2/9/2016. https://commons.wikimedia.org/wiki/File:Mumbai%27s_Sassoon_Docks..JPG Rome-Roma. Accessed 2/9/2016. http://www.rome-roma.net/photos/voyage2/rome/images/rome_campodeifiori_9657.jpg The Wyvern Shipping Co. Ltd. Accessed 2/9/2016. http://citypeopleng.com/lagos-to-unveil-new-waterfront-schemes The Tribune. Accessed 2/9/2016. http://www.tribuneindia.com/news/chandigarh/now-street-vendors-can-earn-livelihood-with-ease/127734.html

40 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 41 BUSINESS UNUSUAL BUSINESS UNUSUAL | PRECEDENTS TEAM MEMBERS: HARRISON, JIANG, KIRSH, MOMENZADEZADEH, TADJ, VAHABI

Nature Reclaims the Urban Landscape

Figure 14. Floating Wetlands in Lake Taihu, Figure 15. East Calcutta Wetlands in China. Source: AquaBiofilter, 2004. Calcutta, India. Source: DownToEarth, Figure 18. Transit-Served Favela in Medellin, Figure 19. Slum Underneath Transit Line in Delhi, India. Figure 20. Industrial turned Residential in 2013. Colombia. Source: LoveTEFL, 2015. Source: Goswami, 2015. Brooklyn, United States. Source: Gendall, 2012.

Figure 13. Aquaculture Pond near Zhangjiankou Mangrove Nature Reserve in China. Figure 16. Residential Urban Figure 17. Urban Agriculture Neighbourhood Figure 21. Largely Unregulated Live/Work in Arusha, Figure 22. Neighbourhoods Centered around Urban Figure 23. Industrial turned Residential in New York City, Source: Mangrove Reaction Project, 2013. Agriculture in Minneapolis, United in Philadelphia, United States. Source: Fischer, Tanzania. Source: Morang, 2015. Agriculture in Havana, Cuba. Source: Havana Live, n.d. United States. Source: Thomas Dolan Architecture, n.d. States. Source: Cioffi, 2012. 2015.

REFERENCES REFERENCES Gendall, John. Accessed 2/9/2016. http://www.architectmagazine.com/design/buildings/brooklyn-navy-yard-center-building-92_o AquaBiofilter. Accessed 2/9/2016. http://www.aquabiofilter.com/ Goswami, Urmi. Accessed 2/9/2016. http://articles.economictimes.indiatimes.com/2015-03-24/news/60369565_1_railway-tracks-slum-clusters-ngt Cioffi, Anna. Accessed 2/9/2016. http://www.cityfarmer.info/2012/02/27/urban-agriculture-minneapolis-needs-your-voice/ Havana Live. Accessed 2/9/2016. http://www.havana-live.com/news/wp-content/uploads/2014/06/nacla03-Cuba-IMG_8676UrbAgr54.jpg DowntoEarth. Accessed 2/9/2016. http://www.downtoearth.org.in/coverage/everybody-loves-waterbody-40203 LoveTEFL. Accessed 2/9/2016. http://www.lovetefl.com/teaching-english-in-latin-america/a-weekend-in-exciting-medellin/ Fischer, Tony. Accessed 2/9/2016. http://www.planetizen.com/node/73139 Morang, Andrew. Accessed 2/9/2016. http://worldofdecay.blogspot.ca/2015/12/on-loose-in-arusha.html Mangrove Reaction Project. Accessed 2/9/2016. http://mangroveactionproject.org/category/uncategorized/ Thomas Dolan Architecture. Accessed 2/9/2016. http://live-work.com/services/

42 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 43 BUSINESS UNUSUAL BUSINESS UNUSUAL | OVERALL PLAN TEAM MEMBERS: HARRISON, JIANG, KIRSH, MOMENZADEZADEH, TADJ, VAHABI

Vision + Assumptions In 2060, the Fraser Waterfront has undergone revolutionary change. The Business Unusual scenario operates under the condition that After a series of events that have severed traditional distribution, a global economic collapse occurs in 2017 that destroys the global regulation and transportation lines, this area has changed to become distribution system of goods and services. As a result, both energy and products from faraway places are no longer available, requiring more flexible and personalized to the local population. Where there Existing residential neighbourhood with were once sparse industrial uses, parks, and some single-family new dependence on locally-produced energy, food, and other added production spaces for both home goods. Recycling and reuse become crucial components of society’s fabric, there are now small-scale, highly individualized, and adaptable manufacturing and agriculture buildings. These uses vary from residential to commercial to places of functioning. Further, in 2036, there is a major earthquake in the Metro production, often intimately mixed together as the relationship between Vancouver area that destroys both the Pattullo Bridge and the Skytrain production and consumption has gotten much tighter. There is a new Pattullo Bridge crossing over the Fraser River. reliance on the Fraser River that is valued for its ability to provide food and resources, as well as transportation of goods and people. Pop-up, slum-style settlement underneath The existing infrastructure for freshwater pumping across the dikes King George Blvd. existing SkyTrain line was destroyed by the earthquake and as a result, water pools in certain areas created wetlands and marshes. While the existing roadways prove to be hardy and have endured, gasoline is expensive and hard to come by. Private automobiles still exist, but they are cheaper, lighter and smaller. In this scenario, city-controlled regulation has decreased to have little to no impact on built form.

Wetlands used for aquaculture with spontaneously-constructed stilted residences Pre-existing large buildings are retrofitted to become indoor and outdoor markets where most distribution Large-scale road network proves to be of goods occur durable and is still in place with many small- scale roads in place Overview The Business Unusual scenario features a variety of permutations of Largely unregulated, small-scale docks and piers small-scale living, working and combinations of both. In general, the are scattered across the Fraser waterfront for relationship of production and consumption has become much tighter, transportation, fishing and distribution as locally-grown, manufactured, or processed goods are consumed locally as well. The live/work model becomes the norm in a variety of built forms, including individual homes and retrofitted pre-existing larger buildings. The distribution of goods becomes local as well in this scenario, as most goods are bought and sold at large indoor and

SFPR (Highway 17) outdoor markets and transported on small crafts on the Fraser River. Small-scale individual docks are implemented across the waterfront for use for fishing and transportation, as the Fraser River has a new place Small-scale live/work around Gunderson Slough, of importance for these uses. focusing on water-related uses like production and The green system is expanded, but not in any formal or regulated way. transportation Scott Rd. Greenways and spaces for urban agriculture fill in any and all gaps for use as transportation routes and production of food. In the interior of the site, the newly formed wetlands provide a place for aquaculture at the bottom of the elevation change. In these wetlands, houses on stilts are erected without oversight and the products grown and created here Fig 24. Overall Plan of the Business Unusual Scenario are sold in local markets.

44 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 45 BUSINESS UNUSUAL SYSTEMS AND STRATEGIES TEAM MEMBERS: HARRISON, JIANG, KIRSH, MOMENZADEZADEH, TADJ, VAHABI

Figure 25. Residential and Mixed-Use Strategy Figure 26. Transit - Oriented Placemaking Figure 27. Waterfront and Industry Figure 28. Open Space, Ecology, Water and Food Figure 29. Movement Strategy

The Business Unusual housing approach and commercial The largest centres of activity are those connected by transit, The waterfront holds a new place of importance in the 2060 While the 2060 green network has definitely seen an expansion This scenario sees many changes, but much of the existing approach are intimately tied. Indeed, the vision is that in 2060, this especially water transit via the ferry. For example, the indoor/ Business Unusual scenario. The Fraser River has become from the existing 2015 network, it is not in an organized, transportation infrastructure is still visible even if it has been scenario will play out to see almost entirely a mixed use typology outdoor market at the waterfront connected by piers, rail, increasingly significant for its capacity to aid in the securing of regulated, or “master-planned” way. The expansion of green altered in form and function. The largest of the automobile across the study area, albeit in a variety of forms. The foreseen and bus lines is the beating heart of the study site. It acts goods, the transport of goods, and the manufacture of goods. space comes in five different categories. With exception of the roadways have maintained their shape, SFPR (Highway 17), types of production-consumption areas include, among others: as a centre of all distribution of goods in the region. The In particular, the salmon fishing industry is prominent due to the naturalized open space, these new green spaces came about King George Boulevard, and Scott Road. However, this network “Existing Single Family Neighbourhood with Urban Agriculture”, market directly across from New Westminster at the ideal freshwater/saltwater mix. This has manifested itself in a primarily out of necessity and utility for the people producing has gotten narrower and slower moving. Cars still travel these “Residential Mixed Use with Water-Related Manufacture and destroyed Pattullo Bridge is also a significant centre, free-for-all style of small-scale production centres, many of which and travelling throughout the site. Much of the introduced green routes, but they are lighter, cheaper and smaller vehicles. Retail” and “Home-Based Manufacture”. Within this network of as it is connected by ferry and transit. In this system, the are combined places of live/work/sell. Pre-existing buildings are space, including urban agriculture and aquaculture, supplies the After the earthquake in 2036, the Pattullo Bridge and SkyTrain live/work, activity and housing density will be correlated to the roads are not as important of an indicator of activity due retrofitted for new uses, in many cases being broken down from the local region with products. The categories of open space are: crossing have been destroyed. Watercraft movement is the only size of the markets that distribute the goods bought and sold in to a decline in the importance of private automobiles and inside-out to make smaller, informal spaces of varied production. - Preserved open space way to cross the Fraser River. The railroad has also proved the area. These ideas are shown in a variety of new living and especially in large-scale, long-distance goods movement. Any new buildings are small and practical, put up with little to no - Naturalized open space to be enduring, still carrying locally-produced goods from the working building typologies, some of which reflect the adaptive There are also minor transit-oriented centres at the edges city-controlled regulation. The waterfront is a draw for activity - Productive green space (urban agriculture) waterfront. The site has seen the introduction of a variety of and flexible nature of this place, and all of which react to the of the site that are connected by transit lines and feature around small-scale docks and piers, as trade and commerce - Marshlands (primarily for aquaculture) small-scale informal roads through neighbourhoods and to the changing times of climate and nature’s new place in daily life. local, smaller-scale trade of produce and products. are centered around it, with the largest markets being close-by. - Greenways (primarily for foot travel) water. Many of these are unpaved and created by their users.

46 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 47 BUISINESS UNUSUAL FRAMEWORK TEAM MEMBERS: HARRISON, JIANG, KIRSH, MOMENZADEZADEH, TADJ, VAHABI

After this exercise, the following ideas are definitely worth exploring further as the class moves forward: 1) small-scale parcels with a variety of innovative and/or mixed functions, 2) an active waterfront that is accessible whether that be with industry or recreation or both, and 3) increased green space for recreation, urban agriculture and Figure 30. Integration Opportunities movement.

48 THE FUTURE WORKS HERE BUSINESS AS USUAL? BUSINESS UNUSUAL? 49 CHAPTER IV: PROPOSED URBAN FRAMEWORK

Process of Design Discovery 50 Building on the shared site visit and intuitive first impressions, and informed by Surrey’s policy and best practice intentions, the studio continued to iterate urban framework investigations into a single, shared vision for the future of Scott Road. The studio experience, while compressed, made time for the important rigor of design iteration to simulate the effective methodologies that are required when working with complex stakeholder groups with conflicting values and intentions. Once a synthesis framework was identified, the studio organized into teams with each producing respective layers of the vision. These technical layers were developed with each team mindful of the overall shared framework thus allowing for efficient, obvious and coordinated integration. The studio established shared graphic conventions that would allow the final urban framework for Scott Road to be produced quickly and professionally. PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

The Process After the first several iterations, a design charrette focused onthe year 2060 occurred that broke the class into two teams: 1) a more conventional growth trajectory we titled “Business as Usual” and 2) a more unconventional future titled “Business Unusual” that imagined a dystopian world without international trade. The two teams presented their approaches to a panel and received criticism before merging the drastically different scenarios together. To arrive at our Composite Framework, both future scenario teams reunited and worked together to arrive at a final consensus approach. This phase of our shared studio work was intended to simulate how public engagement with stakeholders might be conducted in “the real world.” This step worked to simulate how respective interests and insights are considered and hopefully reflected in any urban design process. Once this process was completed, we had gone through many stages of iteration, in a variety of different groupings, focusing on different areas and themes related to the study site. We had approached the site with different perspectives and discussed the matter with outside commentators. We feel our approach is applicable to any context and any scale.

Figure 4. BAU Design Charette in Progress

Figure 1. Composite Framework Figure 2. BAU and BUU Design Crit

Composite Framework could be integrated into a “composite framework”. This framework To arrive at a composite framework, we pursued a rigorous process of would present sufficient resiliency and flexibility to accommodate many iteration. Beginning with “First Impressions”, we polished and honed ways that the future may unfold. Our interest was not to declare “a our ideas each step of the way. This process of iteration was important plan”, but rather an approach that could evolve with both market and because it allowed us to compare and contrast a variety of potential social interests while remaining cogent as an urban place developed futures as well as seek out commonalities in inherent thinking that with distinguished place attributes. Figure 3. BAU and BUU Design Crit Figure 5. Question and Answer with the City of Surrey

52 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 53 PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

Key Drivers 1) Industry as Theatre. The area has a long history of industry, a theme that should be reflected in new developments. This idea is shown in Figure 7.

2) Minding the Gap. Industrial land uses and environmental conditions create major gaps in accessibility throughout the site. Instead, the aim is to create comprehensive circulation. This idea is shown in Figure 8.

3) Surrey’s Waterfront. Like other major arrival cities, Surrey should have a waterfront that acts as a landmark for newcomers as well as an attraction for residents. This idea is shown in Figure 6.

4) Big and Small Work. This idea looks at having a range of industrial scales from small art studios to the existing shipping docks as means Figure 7. Distillery District, Toronto, Canada of encouraging a variety of innovative work.

5) Living with Industry. It is important to support new and innovative ways of integrating residential and industrial land uses.

6) Ecological Access. Ecological significance should be emphasized through direct and indirect access demonstrating the green and blue systems in action. This idea is shown in Figure 9.

7) Skills. The existing campus on-site will act as a driver for furthering hands-on skills that can later be applied to work within the area to help with growth and development.

Figure 8. Rolling Bridge, London, England

When broken down into individual layers, our overall comprehensive urban framework is composed of Systems, Patches and Figure 6. Olympic Sculpture Park, Seattle, USA Figure 9. Dockside Green, Victoria, Canada Features. From a basic figure-ground, it is possible to build up the plan layers presented in each of these three layers.

54 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 55 PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

Systems Patches Although the site has areas with varying characteristics, a systems approach unites The second layer of the overall urban the patches, tying them together without too much disruption. The first system is the framework are the seven different road network system, shown in Figure 12. This proposed integrated movement system types of proposed Patches. The incorporates all the modes, including bicycles, pedestrians, rail, and automobiles. The Patches are different areas in the second system is the ecological system, shown in Figure 13. It highlights the existing site of varied urban characteristics, and extended ecological system of green spaces and greenways. In particular, stream which mandate different treatment as daylighiting and stormwater management are focused on. The third system, shown in the future unfolds. That being said, it Figure 14 is “The Loop”. The Loop will highlight the existing waterfront, parks, the levee is also understood and imagined that feature, the escarpment, and new development that this framework inspires on-site. Figure 16. TOD Figure 17. Secondary TOD Figure 18. Big Industrial these patches will be very flexible. Given an uncertain future, this urban framework will allow for the patches to evolve in a variety of ways.

Figure 12. Road Network

TOD Patch (Figure 16): This Patch highlights grid orientation, block size, station to arena high street, and institutional expansion. This Patch will emphasize a “tamed King George Blvd” through road diet and managing the pace of traffic towards greater pedestrian connectivity.

Figure 13. Ecological System Secondary 120th Street TOD Patch (Figure 17): This Patch highlights related locally- serving mixed use potential while still being connected to the larger movement and ecological network.

Big Industrial (Figure 18): This patch was inspired by the “Business As Usual” scenario including large capacity and growth potential, waterfront access, and supportive Figure 11. Proposed Systems Map Figure 14. Loop System Figure 15. Proposed Patches Map infrastructure including retention of rail.

56 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 57 PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

Intentions and Principles Recommendations 1) Create land use incentives for greater industrial intensity towards civic While the intention of this studio was to act as a professional and regional goals consultancy, the time period was short, leaving several necessary 2) Motivate new industrial mixed use possibilities including small- and tasks that were impossible given time and professional resources that large-scale hybrid typologies were unavailable. 3) Celebrate and further an urban fabric that is organic, random, chaotic, and messy while safe and serviceable Therefore, we’ve compiled the following seven recommendations for 4) Recognize that industry is so interesting to look at the study site moving forward: 5) Create a regional place for skills development 6) Introduce civic amenity through new value creation 1) Generally confirm the soils status for new development areas to 7) Create an economic climate for more incremental, individual Figure 27. Loop Moments Figure 28. Stormwater Management understand the pro forma impact for structures, parking and water development initiative table/clean-up costs.

Figure 31. The Slough 2) Undergo the conceptual development of proposed new infrastructure, specifically “The Loop”, to confirm siting/alignment challenges on private property, respective loop segment cross sections and related structure associated with grade separated transitions towards early Stormwater Plaza (Figure 28): costing and necessary community amenity value creation. This feature highlights the placemaking potential to introduce a stormwater management feature that provides unique, 3) Develop a preliminary ecological and stormwater strategy towards perhaps seasonal, pedestrian experience early costing and necessary community amenity value creation. Figure 29. High Street Figure 30. Heritage Park associated with arena patronage. The plaza could be transformed to outdoor ice rinks, or host model sailboat competitions in addition 4) Develop new work-live strategies, including the further exploration to other community based programming. of compatible industrial uses such as Production, Distribution and Repair (PDR), optimal site sizes to accommodate new initiatives, and Loop Moments (Figure 27): The plaza could host a “workers market” that showcases local industry products including related economic analysis to confirm development incentives while This feature highlights the moments that link the loop segments together including the Scott protecting industrial land costs. Road Station, various bridge locations, the trestle and related pier extension, and upland “made things”. linkage locations. 5) Develop a “Skills Now” strategy to attract new investment in The Slough (Figure 31): polytechnic, and similar, institutions towards branding a “Skills This feature highlights the special, distinctive community at the south end of our site. Our Precinct” adjacent to the Scott Road Station. intention is to expand to the north as a strategy to increase placemaking while also introducing Old Yale Road Expanded Heritage Park new stormwater/rising sea infrastructure that is positioned to link to existing stream corridors. (Figure 30): This expansion north reaches towards the loop setting up greater connectivity and a location to This feature highlights our intentions to build 6) Analyse the current ownership profile, and related strategic introduce local services at a small scale. on the important waterfront location with new development sites/buildings, towards a strategic implementation focus amenities that will be introduced over time and related incentives. Scott Road High Street (Figure 29): through value creation stemming from the This feature highlights this strategic high street corridor that is the most direct desire line transit-oriented development. between the Scott Road Station and the new arena. This two block length, with food and An incremental delivery strategy is anticipated 7) Develop a park and waterfront strategy, including considerations for beverage opportunity, should be economically viable given the arena programming and the given the unpredictability of the residential rising seas/rivers, and future facility intentions, towards civic priorities anticipated transit-oriented mixed use community. market for the Scott Road location. Figure 32. Images of Valparaiso, Chinese Hutongs, Seattle and Austin laneways and related costing/phasing.

58 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 59 PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

Figure 33. Overall Framework

60 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 61 PROPOSED URBAN FRAMEWORK PROCESS OF DESIGN DISCOVERY TEAM MEMBERS: JULIA EYERUND, KIRSTEN HARRISON

Figure 34. Individual Projects Merged Together to Interpret Framework

62 THE FUTURE WORKS HERE PROPOSED URBAN FRAMEWORK 63 CHAPTER V: FRAMEWORK VIGNETTES

Patch 1: The Scott Village 66 To reveal, and emphasize, the deeper potential Yingluo Wang embedded in the proposed urban framework for Scott Road, each designer produced a concluding vignette. 70 Patch 2: TOD These vignettes investigated specific proposals for Mahsa Momenzadeh urban systems, strategic sites and innovative mixed- Patch 3: The Story of the Mill 74 use typologies with each demonstrating the potential Afrooz Fallahmanshadi for interpretation, and expression, of the unfolding Scott Road precinct. The studio’s overarching proposed Patch 4: The Mesh 78 urban framework demonstrates, through the vignette Julia Eyerund investigations, the potential for many and varied “design outcomes” that may, or may not be predictable at this Patch 5: Urban Agriculture in Agro District 84 time. This important idea remains central to effective Shakun Singla urban design strategies that are always implemented over longer periods of time. The studio’s work in Scott Patch 6: Work/Live 88 Road is transferable to any context, culture and scale. Xuxin Feng

Patch 7: Work/Live 92 Luyang Zhou

Patch 8: Industrial Village 96 Kirsten Harrison

Surrey Cape 100 Nan Zhou

The Story of the Loop 104 Fahimeh Vahabi

Waterfront Industrial 108 Yusra Taadj

Waterfront Revisioning 112 Taylor Kirsh

Plan for Change to Win 116 Yan Jiang FRAMEWORK VIGNETTES PATCH 1 | THE SCOTT VILLAGE TEAM MEMBER: YINGLUO WANG

Site Context Four Key Drivers This site is located in close proximity to the Scott Road SkyTrain station and covers an area of 158 acres. There are several advantages 1. Movement system within this site: 1) accessibility provided by the SkyTrain station 2) connectivity to the waterfront through the proposed greenways, 3) the proximity to the escarpment and the loop provides the site with great views, 4) proximity to various activities that take place in the future arena, and 5) learning opportunities provided by institutions on-site. 2 The main strategy proposed in this plan is to take full advantage of these opportunities and transform this site into a TOD village. The site can be easily divided into two parts: the institutional part and the mixed 1 use part. CDI college has the capacity to extend to the station in order 3 to provide learning opportunities for the growing population. The mixed 4 use area will allow for residential uses on upper levels and a variety of uses at ground level. The high street will be regulated to only allow 5 retail at ground level.

4 Key Drivers 7 1) Green Spaces: Adding two levels of greenways, connecting the major greenways in the larger site, and connecting smaller, local 6 greenways in order to create an interconnected green system. 2) Movement System: Adding local roads to break blocks into smaller pieces and adding pedestrian paths within blocks to cut across courtyards for maximum permeability and accessibility for all users. 8 3) High Street: Adding a diagonal pedestrian street that links the 10 SkyTrain station to the future arena. The high street will be extended 9 to the institutional part of the side on order to offer recreational uses. 11 4) Variation of Density: Different building densities are applied starting with reletively flat low-density developments. Density increases by Figure 3. General block typology with pedestrian route going through courtyards. adding mid-rise buildings and high-rise towers. This growing density can contribute to the economic feasibility of this area.

1 Institution 2 Research centre 3 Institution park 7 Elementary school 8 Community garden 9 Arena

4 Skytrain station 5 Home Depot 6 Highstreet plaza 10 Detention pond 11 The loop Figure 2. Master plan at medium density. The plan can be divided into two parts: the institution part and mixed use part. The institution can be expanded to the station and a research centre is added at the end of high street. The existing Home Depot is kept as another place to attract body heat. Several large green spaces are designed along Figure 1. The existing conditions of the TOD patch, including the SkyTrain station, SkyTrain, acting as a buffer against noise pollution. An elementary school and a community proposed greenways, the loop, and the future arena. garden are added to meet the residents' needs. Figure 4. Pedestrian Routes along greenways

66 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 67 FRAMEWORK VIGNETTES PATCH 1 | THE SCOTT VILLAGE TEAM MEMBER: YINGLUO WANG

Railway Option 1: Low density Net FSR: 2.0 Skytrain Building Height: 4-6 storeys The loop Bike lane Highway Arterial Collector Local Neighbourhood Figure 5. Proposed road network Figure 6. Proposed Green space Figure 9. 3D model for low density plan Figure 10. Shadow analysis Figure 11. Views from skytrain and the loop 2. Green Space To connect the green spaces within the site, two levels of greenways are proposed. Major greenways along the SkyTrain and railway corridor link the TOD patch to the waterfront area. Local greenways build a bridge between the SkyTrain station, the research centre, the future arena, the Home Depot and the Khalsa school. Recreational Commercial Recreational Figure 7. High street Plan Option 2: Medium density Net FSR: 2.3 3. High street Building Height: 4-12 storeys The high street is a pedestrian street that links the station and the 4. Variation of Density future arena. Retail frontages take place along the street and a plaza With a basic typology, density can vary from 2.0 to 2.5 FAR with is designed at the intersection. The diagonal street can extend and different options for building heights and uses. This can contribute to connect with the institutional part of the site with many recreational affordable housing and the economic feasibility of the loop and the opportunities. waterfront park.

Figure 12. 3D model - medium density plan Figure 13. Shadow analysis Figure 14. Views from skytrain and the loop

Option 3: High density Net FSR: 2.5 Building Height: 4-22 storeys

Figure 8. Perspective View of high street Figure 15. 3D model -high density plan Figure 16. Shadow analysis Figure 17. Views from skytrain and the loop

68 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 69 FRAMEWORK VIGNETTES PATCH 2 | TOD TEAM MEMBER: MAHSA MOMENZADEH

This site is bound by King George Boulevard from the south and the As well as responding to the issues of density, connectivity, and an 4) To create an urban plaza around the station surrounded by a old railway from the north. Scott Road (120th Street) cuts through expanded green system, this design has implemented a few strategies roundhouse mixed use development the middle of the site. Surrey’s waterfront is located on the west, and to accommodate the demands of the TOD site: the city’s entrance from the Pattullo bridge from New Westminster, is 5) To introduce a “Tamed King George Boulevard” through road located within a 20 minute walking distance from the site. The site is 1) To propose a car-free high street connecting the station to the future dieting and managing the pace of traffic to achieve a better pedestrian mostly surrounded by single and multi-family residential developments arena with locally-serving commercial on grade and residential above experience from north and east, and by industrial lands (Figure 1) from west and south. The Surrey City Centre is located within about two kilometres 2) To create land-use diversity by expanding the institutional uses 6) To introduce a living courtyard housing quarter on the south side of the site. around the CDI college, as well as introducing cultural and recreational uses at the beginning and the end of the high street (such as the com- 7) To propose infill housing for the Bridgeview section in the north munity center) 8) To consider an option strategy for tower hybrids to pay for TOD’s 3) To propose four to six-story mixed-use developments (commercial public amenities Figure 2. Existing and Proposed Roads system / residential)

Figure 1. Location map

Most of the site is currently covered with vacant lands, extensive surface parking, and an irregular network of streets in between. The area therefore is, in general, very low in density. The site has a variety of geographical advantages, including: 1) vicinity to Surrey’s waterfront, 2) vicinity to a Skytrain Station, 3) large residential areas, Figure 3. Existing and Proposed Massing 4) proximity to the developing Surrey City Center, and 5) proximity to Surrey’s gateway. As a result of these advantages, the area provides great opportunities for Transit-Oriented Development (TOD). There are also several points of significance on-site including the CDI College, a church, a large Home Depot, and the planned arena to the east of the site.

To respond to all elements mentioned in a smart and practical manner, this design aims to: 1) Provide better access to and within the site via an interconnected, efficient and high quality street system (Figure 2) 2) Increase density within the designated TOD area (Figure 3) 3) Provide a diversity of activities (Figure 4) 4) Increase and enhance green areas for all via an interconnected green system (Figure 5) Figure 4. Proposed Urban Uses Figure 5. Proposed Green System Figure 6. Proposed masterplan with an optional tower-hybrid on the east of the station

70 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 71 FRAMEWORK VIGNETTES PATCH 2 | TOD TEAM MEMBER: MAHSA MOMENZADEH

High Street Area Around the Station The existing Bridgeview section in the Tamed King George The pedestrian-only walking path extends To emphasize the Scott Road Skytrain north and the proposed part in the south A road diet is proposed for King from the community center to the arena station, an urban plaza is proposed of the site are consisted of residential George Boulevard for a safer greener and passes the station. Six-storey mixed around it. uses only. street. The main design components use developments are proposed along the are adding street furniture as well as path to shape an urban core with gradual continuous sidewalks, bike routes, trees, decline in height, moving towards the Figure 7. High street Figure 11. High street Figure 15. Bridgeview Housing Figure 21. Bridgeview Housing Bridgeview Infill Housing and permeable pavement. residential sections and forming the “Less A roundhouse type of a mixed use developments will enclose the sta- Urban” portions of the site. tion plaza. Figure 12 shows a few building types. A four- to six- storey As part of the master plan strategy to increase the density of the area, mixed use building typology with courtyard is encouraged for this part. infill housing is proposed for the Bridgeview residential neighbourhood. A mixed use parkade with a bus loop at ground level, parking in the Bridgeview is composed of predominantly single and double family Residential housing. Different methods for infill and secondary units are proposed, middle and residential above is proposed as a response to parking Residential as can be seen in Figure 15. requirements. Residential Residential

Residential Residential

Residential Residential

Figure 8. Section-diagram showing the urban density distribution Commercial Commercial

2.5 m1.5 2.5 m 2.5 m1.5 3.2 m 3.2 m 3.0 m 3.2 m 3.2 m3.0 m 1.5 2.5 m 1.5 2.5 m Figure 16. Different possibilities for infill housing Rain Rain Rain Rain Rain Garden Garden Garden Garden Garden & & & & & Infiltration Infiltration Infiltration Infiltration Infiltration

Side-seat with Side-seat with Bike Bike Courtyard Housing Quarter maximum water maximum water Route Route absorbtion absorbtion The southern portion of the site (located Side-walk with Side-walk with maximum water maximum water in the west of the arena) is dedicated to absorbtion absorbtion housing. Figure 16 shows the building Figure 22. Street section of King George Boulevard with mixed use alongside Figure 12. Building typologies area around the Scott Road SkyTrain station typology considered for this section of the site. Figure 17. Courtyard Housing Courtyard housing with communal gardens and a connected green Finally, the TOD area will create a safe and healthy heart for the entire system is proposed for this housing quarter. The tallest building blocks study area with diverse uses and programs and a high quality of life for are six-storeys and the shortest ones are four-storeys in height. The its inhabitants. gradual decline in height keeps the buildings from shading one another.

Figure 9. Section of the pedestrian-only high street with six-storey buildings alongside Figure 13. Mixed use parkade section showing bus loop, parking and residential levels

Figure 18. Courtyard building typology

Figure 10. Perspective view of the pedestrian-only high street with six-story buildings Figure 14. Perspective view of the plaza around the Scott Road Skytrain station Figure 19. Decline of heights to the south Figure 20. Courtyard system Figure 23. Overall aerial view of the future TOD area

72 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 73 FRAMEWORK VIGNETTES PATCH 3 | THE STORY OF THE MILL TEAM MEMBER: AFROOZ FALLAHMANSHADI

Site Location Respecting Heritage Sites The ideas for place-making include: 1) to accept industry as the Strengths The study area is located at the intersection of the Old Yale Road and This design concept considers two main sections: dominant identity of the site by gathering the industrial discards and 124th Street. It is bound by the BC Hydro Corridor from north and east, Heritage Sites 1) Respecting Heritage Sites - Section A - Old Yale Road: Old Yale using them as urban furniture and landmarks. 2) interpretive programs 104th Avenue from south, and Khalsa School’s property line from west. Ecological Corridors Road has a historical nature primarily. The strategy is to create a that express heritage values. Streams memorable human-scaled corridor. Currently, the environment is Weaknesses dominated by personal automobile and truck traffic, which prevents Visual Pollution new mixed use developments from engaging with the adjoining street Noise Pollution life. In order to create pedestrian-friendly uses, the large lots could be broken down to fine grained lots to preserve the character of the Opportunities heritage sites. The fine grain lots could accommodate live/work units. Desirable View

Vacant Lands

Respecting Heritage Creating Landmark Figure 1. Site Location

Site Analysis Threats The defining traits of the site include green spaces along BC Hydro Intersection Figure 11. Gathering Industrial Discards as Urban Furniture and Landmark Corridor, a mix of industrial and residential uses in the north side and Figure 7. SWOT Analysis vacant lands in the south part. There are six main heritage sites within Precedents for this proposal can be found in Watts Tower in Los the study area. Major Issues, Objectives and Strategies Angeles and Brandgrens Project in Rotterdam (Figures 12 and 13). Issues are summarized as neglected heritage sites, fragmented areas and underutilized land. The design concepts include: 1) Respecting heritage sites, 2) Minding the gaps, and 3) Utilizing underdeveloped land. Figure 9. Respecting Heritage Sites-Section A: Old Yale Road There is a need to reconfigure the roadway through landscaped sidewalks and pocket parks and to define active building facades.

Figure 12. Watts Tower in Los Angeles

Figure 2. Figure Ground Figure 3. Land Use Figure 4. Ecology

Figure 13. Brandgrens Project in Rotterdam

2) Respecting Heritage Sites - Section B - 124 Street: The presence of Khalsa School which is actively used, and South Westminster School which is a heritage site, give a historical and educational theme to the area. The city-owned land is proposed to be a park. It could incorporate learning aspects such as symbolic watermill which is placed in ditches Figure 5. Heritage Sites Figure 6. Road Classification Figure 8. Major Site Issues Figure 10. Existing and Proposed Street Section and leads to a detention pond to help with stream daylighting.

74 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 75 FRAMEWORK VIGNETTES PATCH 3 | THE STORY OF THE MILL TEAM MEMBER: AFROOZ FALLAHMANSHADI

Minding the Gaps Minding the Gaps - Section B - TOD Area Utilizing Underdeveloped Land This design concept connects the case study site to the surrounding The plan takes advantage of a brewery in the north of the TOD area to To promote an efficient land-use, active live/work units are proposed areas and is consisted of three sections: 1) Old Yale Road, 2) the TOD propose a beer trail. Existing green areas and fish-bearing streams are along the historic Old Yale Road route. The industrial zones in the Area, and 3) the visual connection to waterfront. reflected in the place-making of the site. north are categorized at different scales (small and medium live/work units) in order to meet market’s need.s With the proposed townhouses near the park, community safety will improve. Recreational trails along the creeks and multi-use pathways will improve the connectivity within the site and to other areas.

Small Live/Work Green Space

Medium Live/Work Square Active Live/Work Units

Townhouse

Figure 20. Beer Trail Figure 21. Perspective of Beer Trail Infill Development

Figure 24. Utilizing Underdeveloped Land Figure 14. Respecting Heritage Sites - Section B - 124 Street The park includes an ancient solar clock and recreational areas that are designed by the cooperation of children.

Figure 17. Minding the Gaps Figure 22. Section Showing Beer Trail In order to transform the Old Yale Road into an integrated corridor, a Minding the Gaps - Section C - Waterfront pedestrian bridge is proposed. The following major viewpoints to South Westminster Heights have been assessed: 1) from New Westminster, 2) from Pattullo Bridge, and 3) from Scott Road SkyTrain Station.

Figure 15. Perspective showing Watermill

Figure 25. Proposed Site Plan Figure 18. Pedestrian Bridge Wenduine in Belgium as Precedent

Figure 16. Section showing Watermill Figure 19. Pedestrian Bridge Connecting Site to Old Yale Road Figure 23. Views to South Westminster Heights Areas Figure 26. Axonometric View

76 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 77 FRAMEWORK VIGNETTES PATCH 4 | THE MESH TEAM MEMBER: JULIA EYERUND

Existing Conditions There is a number of open spaces and vacant land located in and The existing property lines are deep and at chaotic angles. The existing surrounding the study area. Most of the site is occupied by junk yards road system is unconnected and which makes it difficult to access the and truck storage lots. The building scale is very small and scattered. fabric of the site.

King George Blvd Old Yale Road Old Yale Old Yale Road Old Yale Scott Road Scott Road Larsen Rd Larsen Rd Lien Rd Lien Rd

124 St 124 St Winram Rd Winram Rd Highway 17` Figure 2. Existing Aerial of Study Area Figure 3. Existing Building Footprints Scott Road Old Yale Road Old Yale Old Yale Road Old Yale Scott Road Scott Road Figure 1. Individual Project Location Larsen Rd

Larsen Rd Figure 5: First People’s House | Victoria, B.C. Courtesy of Formline Architecture Lien Rd Lien Rd Site Context and Characteristics North American model seen elsewhere in Canada or Surrey. The The Mesh neighbourhood is located at the intersection of Scott Road study area is an anchor point that connects the surrounding diverse 124 St 124 St and Old Yale Road. Situated between three different neighbourhoods, neighbourhoods together and could function as a connector to the Winram Rd this area is a unique study site to investigate. The 95 acre site has Loop. Historically, Old Yale Road was a wagon road that allowed Winram Rd an interesting grid and property pattern that doesn’t follow the typical access from the water to the interior of Metro Vancouver. Figure 4. Existing Property Lines Figure 5. Existing Road System

78 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 79 FRAMEWORK VIGNETTES PATCH 4 | THE MESH TEAM MEMBER: JULIA EYERUND

Key Drivers The key drivers for this design are the following: 1) The integration of the different clusters and neighbourhoods for unity as one complete and whole neighbourhood. 2)The introduction of a mini green loop within the site. This mini loop would have access points that also connect to the major loop system just to the north and south of the site. 3) The establishment of an accessible and well connected system of new roads and pedestrian walkways that are off main streets. Old Yale Road Old Yale

Figure 6. Key Drivers Scott Road

Proposed Conditions Larsen Rd

Small Work Live Small Work Live District District Lien Rd District Winram Rd

Historic Old Yale

Old Yale Road Old Yale Scott Road N 124 St

Small Work Live Medium Work Live District Figure 5: First People’s House | Victoria, B.C. Larsen Rd Courtesy of Formline Architecture District Lien Rd

District 124 St Historic Old Yale Winram Rd

Figure 7. New Neighbourhood Districts Figure 8. Proposed New Road Network Figure 9. Proposed Master Plan

80 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 81 FRAMEWORK VIGNETTES PATCH 4 | THE MESH TEAM MEMBER: JULIA EYERUND

Old Yale Road will be kept as a low key historic road that services small-scaled local and independent businesses. The idea for Old Yale Road is to have a mix between work/live and mixed use buildings scattered along this road. Old Yale Road also features a bike lane that connects all the way to the waterfront parks in the North and the Loop Phase 1 in the South. Phase 1

Phase 1 Figure 13. Typical Scott Road Section Old Yale Road Old Yale Scott Road

This proposal calls for the transformation of the Scott Road Corridor into a green boulevard that accommodates two lanes of traffic in each Phase 2 direction, one lane of parking in each direction and a turning lane. The sidewalks have been extended to allow for more activity in the street and retail units on the ground floor. The idea for Scott Road is to allow for a new type of big box mixed use and high-density units that focus on the existing car industry. The deeper floor plates will allow for a variety of uses. Figure 14. Typical Old Yale Road Section

Figure 11. Land Use Plan Figure 11. Land Use Plan Phase 2

Land Use and Phasing The land use plan is heavily focused on work/live industrial development (shown in purple). Most of the work/live units are located off the main streets and woven into the Phase 3 fabric. Scott Road transforms into a grand boulevard with mainly large scale retail and Phase 3 commercial uses (shown in red), while Old Yale wants to keep the small scale historic road character. New pocket parks (shown in green) and off-street greenways have been created to bring the neighbourhood together. Residential units (shown in yellow) are flanking the school and greenway for easy access to the loop.

The proposed phasing of the plan is the following: 1) Phase 1: The first phase lays out the years 1-5. This phase focuses on the vacant and undeveloped land as well as junk yards and storage lots. 2) Phase 2: The second phase lays out years 5-7. This phase focuses on the infill lots closer to the Khalsa School and small businesses. 3) Phase 3: The third phase lays out years 7-10. This phase looks at relocating the larger business in this area. Figure 12. Phasing Strategy Figure 15. Aerial of the The Mesh

82 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 83 FRAMEWORK VIGNETTES PATCH 5 | URBAN AGRICULTURE IN AGRO DISTRICT TEAM MEMBER: SHAKUN SINGLA

Located within a rich agricultural region with a strong farming Strategies Masterplan Old yale road heritage, the City of Surrey has had a long-lasting agricultural identity. 1) The existing character of industry will be preserved by creating small The “agro district” is best explained using the existing project framework A great portion of Surrey’s land is set aside for food production on incremental living units within the existing land use pattern, building of several layers of systems, patches and features. This begins with their Agricultural Land Reserve (ALR). These lands provide both footprint patterns and parcel sizes. The land use plan proposes large the green hub system, the Agro garden, the urban village, the Whalley local produce and produce that travels far away from Surrey for industrial building typologies with 2-3 storey townhouses on the upper neighbourhood, the Whalley agro market, the active creative zone, and consumption. According to Surrey’s policies, presently around 48% floors of the industrial bases. It also proposes some PDR units near the lastly a low-impact development feature. The comprehensive master (2014) of the total population in Surrey lives within 20 minutes of a Scott Road school to have townhouse units on top. Further, this design proposes plan below combines all these layers and strategies. farmers’ market or any food source. By 2058, the City aims for 75% community garden plots for urban agriculture and commercial mixed of the population to live within 20 minutes of a farmers’ market. In use at intersections to fulfil the daily needs of residents. order to meet future community needs and City’s food security goal, there is a need to increase food sources such as urban agriculture and 104 Avenue BC hydro line community gardens throughout the city. Existing Buildings Proposed Buildings Old yale road Townhouses

Scott Road Figure 4. Existing and Proposed Landuses

Figure 2. Site characteristics 2) A green hub will be created by converting vacant lands to community gardens for urban agriculture. These new community gardens will be 104 Avenue BC hydro line Agro District connected to other green spaces and roof gardens in the City through This project revolves around the idea of re-imagining industrial lands a new greenway network. It is proposed for all of these green spaces as a dynamic space where self-sufficiency meets the creative use of to be accessible via walking and biking. This will help to make sure that Figure 6. Masterplan urban space. Utilizing this thinking can significantly aid in meeting urban agriculture is accessible to all facets of the Surrey population, Surrey’s food security goal by using large-scale industrial spaces as a including children, the elderly, and the population with disabilities. green hubs for growing Surrey communities to live. These places will 1. Whalley Agro Market Patch become “agro districts”. A medium work-live patch is proposed which Currently the site has just one grocery store, located near the Scott Figure 1. Surrey’s Food security Goal combines the aspects of food, living, and employment all in one place. Road station. Besides that store, the Surrey Farmers’ Market is located at Surrey Central Station, which serves as a major local food source for the Whalley area. In order to have an accessible source for buying Objective and selling local food produce, this proposal features a new Whalley This project aims to achieve the following major goals: 1) address the Agro Market at the centre of this site, similar to Granville Island Public food security concerns in the study area, and 2) connect the overall Market. This market can act as a major attraction for visitors and locals alike. project site to other Surrey’s urban agriculture projects and initiatives thereby creating an agriculture network.

Site and Surroundings The site chosen for this project is an industrial site located at the northeastern part of the overall study area. This site is outlined by Scott Road, Old Yale Road, the BC hydro line and 104th Avenue. The area of the site is approximately 116 acres. It is primarily made up of vacant lands, a school, industrial storage houses, and few single family homes Figure 7. Precedent for Agro Market “Granville Market”. Source: http://www.pps.org/ near the Old Yale Road. Figure 3. Proposed agro district view Figure 5. Plan showing interconnected green spaces to create a “Green Hub” places/files/2015/01/Granville-Island-Shopping.jpg

84 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 85 FRAMEWORK VIGNETTES PATCH 5 | URBAN AGRICULTURE IN AGRO DISTRICT TEAM MEMBER: SHAKUN SINGLA

2. Agro Gardens Patch 4. Active Creative Zone Patch The industrial land’s new character will host This proposal outlines a number of potential Small-scale cafes, studios, and corner several events that connect people to the sites for agro gardens throughout the study commercial stores are proposed to re-image land including new sowing, tasting, and location to increase food production sources industrial lands. These changes will allow Market Festivals that engage community and sites for community gardens. These industrial areas to realize their potential as members and encourage visitors to agriculture sites could be achieved through dynamic creative urban spaces for locals participate. partnerships with parks, schools, organizations, and companies to and visitors to enjoy. set up a working/lasting urban agriculture. These community gardens have potentials to not only act as a major source of food production but Figure 8. Agro Garden View also to connect the community together and to the ground itself.

Figure 12. Cafes and Studios along industrial areas like Railspur alley, Vancouver Figure 13. Weekend Markets and events on streets,Vancouver

5. Neighbourhood Patch Building height profiles are conceived This patch includes a rooftop farm according to the sun direction to minimize neighborhood that reconnects the City’s shading. This is proposed first and inhabitants to small-scale food production foremost to ensure adequate sun for both areas with energy-saving features. ground-level and rooftop food production at the various urban agriculture sites.

Figure 9. Section showing agro garden with different food and crops areas

3. Urban Village Patch An urban village is proposed with PDR at the ground floor and residential on top. This will both provide affordable living units and preserve the historical character around Old Yale Road. This urban village will Figure 14. Section through Rooftop neighbourhood block Figure 15. Rooftop Farm view Figure 16. Rooftop neighbourhood farm view function as a small work-live community for locals and a distribution area for agro produce. 6. Low-Impact Development Feature Figure 10. Community garden space view To address flooding and stormwater overflowing issues, the low impact development features are proposed along streets and greenways to act as an overall stormwater drainage for the site.

Figure 17. Low -Impact Development Components. Source:http://assets.dwell.com/sites/ default/files/styles/large/public/2012/11/01/Low-Impact-Development-by-University-of- Figure 11. Section through townhouse blocks and community garden Arkansas-Community-Design-Center Figure 18. Section through 104 Avenue with LID features

86 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 87 FRAMEWORK VIGNETTES PATCH 6 | WORK - LIVE TEAM MEMBER: XUXIN FENG

Existing Problems The three major problems of the site are the following (Figure 5): 1) Low land utilization resulted from enormous parking lots and large industrial developments, 2) Lack of safety resulting from the low number of people that are only present on the site during business hours, 3) The site is split into two parts by the railway and the SkyTrain. The structure of the site needs to be improved (Figure 6) with respect to the mentioned problems. The southern part of the site is proposed as a work/live community with various commercial activities. Between the SkyTrain and the railway, a community center and a vocational school can be located. The college is maintained in the northern part Figure 1. Elevation Perspective Figure 2. Second Floor Overpass Network Figure 3. Courtyard Perspective of the site and is expanded almost twice its size. Figure 5. Existing Site Structure Figure 6. Proposal Site Structure

Connection Thoughts The location of the site being exactly between the TOD area and the Waterfront area is noteworthy. The proposal is to connect the two areas to fill in this blank. Furthermore, the project will introduce five different types of connections.

Functional Connections Large industrial developments will remain on the ground floor while some residential units are added on the upper floors (Figure 7). At the A same time, three different scales of industrial podiums are designed to fit various needs of the industries. Specific courtyards are created between the mid-rise residential buildings (Figure 3). Ground floor green spaces and second floor courtyards or rooftop gardens shape Figure 7. Functional Connection - Industrial Remain the various layers of the green system (Figure 8).

A Skytrain Outer Connections Pedestrian The west side of this site is an interesting and attractive recreational Overpass park proposed by Grace Jiang. According to the proposal, the Scott Junction Road station and the recreational park are well-connected by a Railway pedestrian-friendly SkyTrain overpass (Figure 9). Ground Floor Green Spaces One of the most interesting components of this site is the intersection Second Floor of the SkyTrain and the railway. They have different heights, different Green Spaces frequencies of usage, and different degrees of accessibility. The Greenway SkyTrain arrives every five to ten minutes whereas the train arrives Bicycle Eleva- around every 30-60 minutes and stops running at night. As a result, tion linear open spaces are proposed along the track. With the SkyTrain Pedestrian Elevation being regarded as the main transportation system, the railway Figure 4. Master Plan Figure 8. Functional Connections - Green System functions mostly for leisure (Figure 10).

88 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 89 FRAMEWORK VIGNETTES PATCH 6 | WORK - LIVE TEAM MEMBER: XUXIN FENG

Skytrain Skytrain Skytrain Internal Connections Pedestrian Pedestrian Pedestrian As for internal connections, people can walk and ride bicycles through Overpass Overpass Overpass the overpass system and can easily reach each of the six parts Junction Junction Junction (Figure 11). The distance from the Scott Road Station to the work/live Railway Railway Railway community is just 750 meters (less than a five minute walk). Ground Floor Ground Floor Ground Floor Green Spaces Green Spaces Green Spaces In more detail, there is a specific overpass network on the second floor Second Floor Second Floor Second Floor of the work-live community at a 5.5 metre height (Figure 12). Zooming Green Spaces Green Spaces Green Spaces in on the detail of the SkyTrain overpass, we can see that the cyclist Greenway Greenway Greenway lanes are located on both sides, while the pedestrian lane is in the Bicycle Eleva- Bicycle Eleva- Bicycle tion tion Elevaton middle with a canopy (Figure 13). This allows people to walk on the Pedestrian Pedestrian Pedestrian overpass regardless of the weather. Elevation Elevation Elevaton Figure 9. Outer Connections - Site Analysis Figure 10. Outer Connections - Traffic Cross Figure 14. Internal Connections - Elevations

Skytrain Skytrain Pedestrian Pedestrian Demographic Connections Overpass Overpass Junction Junction The fourth connection is about population. For example, the vocational Railway Railway school and institutional college educate the population to enter work Ground Floor Ground Floor places (Figure 15). Green Spaces Green Spaces Second Floor Second Floor Green Spaces Green Spaces Greenway Greenway Bicycle Eleva- Bicycle Eleva- tion tion Pedestrian Pedestrian Demographic Connections Elevation Elevation The time connections figure shows the resident activities matched with Figure 11. Internal Connections - Skytrain Overpass System Figure 12. Internal Connections - Second-floor Overpass Network specific locations during weekdays (Figure 16). The 18 hour activation Figure 15. Population Connections of these spaces can enhance safety on-site.

Figure 13. Section A-A - Overpass Junction Figure 16. Time Connections

90 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 91 FRAMEWORK VIGNETTES PATCH 7 | WORK - LIVE TEAM MEMBER: LUYANG ZHOU

Basic Context Design Purpose This site is located in the centre of the overall study are. It touches the The design of this area is focused on the activation of Old Yale Road waterfront on its western edge. South Fraser Perimeter Road (SFPR) and its immediate surroundings. The transformation of this area cuts directly through the site. It is located south from the Scott Road will gradually boost the development of the whole site and will also SkyTrain Station. Scott Road is located close to the eastern border of enhance the connectivity of the parcels that are currently isolated. the site.

Main Road Secondary Road Figure 5. Subdivision, traffic and green space

The site is subdivided into smaller lots for compact development and stronger accessibility for pedestrians and vehicles. A system of more Figure 7. Live-work typology connected green spaces is proposed to create a healthier, more active, and cleaner live-work environment.

Figure 1. Site Location

Figure 3. Master Plan Railways Skytrain Line Old-Yale Road SFPR Scott Road Waterfront Figure 6. Development process Figure 8. Mixed Neighbourhood typologies

Figure 2. Existing Context This design proposes for development to happen in phases. The first phase emphasizes on direct links to the waterfront and Brownsville Bar Park. It will be a character area and Old Yale Road’s initial development The basic context and existing elements that impact the site include will “get the ball rolling” towards this idea. Next, the existing industrial the SkyTrain line and Scott Road which form the border of the site, the base of the adjacent area will grow and be enhanced with additional In more detail, the residential spaces above the large industrial format SFPR, Old Yale Road, and several railways cutting through the site. mixed employment and services. Finally, residential units will be require no land assembly. The existing ownership pattern will stay The site features mostly industrial uses on large-scale parcels that are introduced to the area to form a new housing typology. With this intact. Only the function and typology of buildings will change, allowing separated either by large setbacks from each other or by roads and addition, this area will transform towards a more community-oriented for a mixture that is more socially, economically, and environmentally railways. In the overall framework, this area is characterized as small place that feels more complete and like a “neighbourhood”, rather than sustainable. Furthermore, this strategy will generate a more vibrant work-live spaces and big industrial patch lots. Figure 4. Purposed building distribution only being a place to work or live. and affordable neighbourhood.

92 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 93 FRAMEWORK VIGNETTES PATCH 7 | WORK - LIVE TEAM MEMBER: LUYANG ZHOU

Design Concept Section and Perspective Another important consideration is the connectivity to other buildings, including the institutions on the other side of the railways. The trail could be designed as a multiple layer sky bridge that integrates with green space and temporary retail facilities, forming a nexus and gathering place that generate leisure activities and communication for the students and people crossing over it.

Figure 9. Elevated path system

Another idea is to enhance the connectivity, not just the connections. The highway, SkyTrain line and railways act as barriers for the edge- to-edge connectivity of the site, although the design’s goal to enhance Figure 12. Connectivity to the skytrain loop, Covered cycle path under the tracks of U1 Figure 14. Connectivity to the waterfront, position, section and perspective connectivity goes beyond bridging these separations. The goal is to and U2, Berlin precedent enhance resident’s accessibility to necessary facilities. Respectively, elevated trails and a looped path for bicycles and pedestrians are Lastly, the introduction to the waterfront is an important component added as a secondary movement system. They branch from the overall of this proposal. The elevated walkway allows people to stop and loop system, and lead to the SkyTrain station and waterfront. Also, exit near the waterfront after crossing the highway. The placement the small squares and open spaces that are broken down by compact of the exit allows people to naturally gather and wander towards a buildings are linked in order to create a more continuous walking path. newly visible and accessible waterfront while enjoying the distinctive industrial and commercial uses along the Old Yale Road. People on Figure 11. Relationship with buildings the loop are also given the option to continue across the railway to the waterfront loop, and finish the entire loop system.

The relationship between the buildings and the secondary paths, especially those on Old Yale Road, is important for the street-level experience on the road. This design has two proposals for the secondary path: 1) cutting through the buildings in order to create a more attractive place with enhanced facilities and walking experience, or 2) attached to the buildings to activate the second floor commercial frontage and form a more unique streetscape. The elevated path and the ground-floor distinctive market and other gathering activities together form the shared public space on Old Yale Road.

The connectivity to the overall loop is another important consideration. Berlin, Germany offers an informative precedent. Their system offers a consistent, connected system for cyclists under an elevated rail. This Figure 10. Building attachment section on Yale Road proposal imagines a system similar to Berlin’s precedent. Figure 13. Section-Perspective showing the connectivity to the institution across railways Figure 15. Aerial Perspective

94 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 95 FRAMEWORK VIGNETTES PATCH 8 | INDUSTRIAL VILLAGE TEAM MEMBER: KIRSTEN HARRISON

Patch Context This site is located in the geographic centre of the Patch/Work study 2. To intensify and diversify industrial land use site, shown in Figure 1. The site is approximately 110 acres and contains two different patches: Big Industrial and Small Work-Live. This location is well-connected via local and regional transportation routes including Highway 17/SFPR, Scott Road, and Tannery Road/104th Avenue. It is 3. To integrate dissonant land uses in a not well connected to public transit, shown in Figure 2. Shown in Figure sensitive and mutually beneficial manner 3, the dominant existing employment density in the area comes from industrial land, with large footprint industrial buildings in the southern portion of the patch, and smaller footprint auto-oriented operations north of Tannery Road. Shown in Figure 4, the patch is lucky to contain 4. To create a walkable environment while accommodating industrial-related traffic and two greenways, offering relief from the largely industrial landscape. needs

5. To optimize the area’s environmental, social and economic performance while enhancing industrial opportunity

1. To preserve prevailing industrial activity

Figure 5. Patch Eight, Industrial Village, diagram showing areas with goal-specific focuses. Figure 1. Location of Patch Eight, Industrial Village. Each goal, however, applies to wider areas as well

Goals

Figure 3. Jobs per Acre in Patch Eight The goals for this patch were five-fold. Figure 5 shows the five goals spatially focused in the Industrial Village patch. Goal One deals with preserving prevailing industrial activity. This is goal is primarily spatially located in the southern portion of the site and takes the form of large footprint industrial buildings. This area is part of the Pacific Link Industrial Park. Here, some sites are completed, some are under construction and some are awaiting future tenants. The phasing diagram, shown in Figure PHASE THREE 6, shows that this is the first phase and stepping-off point in this patch, as it is the most realistic. Goal Two deals with diversifying industrial land use. This will be done in the transition zone (Phase Two) in the middle of the patch, in the northern medium footprint industrial area and the Work- PHASE TWO Live areas. Goal Three deals with integrating land uses sensitively. This will be done in both the Production-Based Work-Live area and the Retail-Based Work-Live area. Goals 4 and 5 deal with the atmosphere of the patch being walkable for all users while accommodating industrial PHASE ONE needs. Overall, the goals of this patch inspired a vision of enhanced industrial and, in the northern portion of the site, “Arrival City” industrial that projects a future that is adaptive, flexible and inspired by a Figure 2. Five Min. Walk from Bus Stops and Patch 8 Figure 4. Ecological Corridors and Water near Patch 8 Figure 6. Patch Eight’s phasing plan. production/consumption relationship that is much tighter.

96 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 97 FRAMEWORK VIGNETTES PATCH 8 | INDUSTRIAL VILLAGE TEAM MEMBER: KIRSTEN HARRISON

Street Level Building Typologies At the street level, Industrial Village transitions from southern large Industrial Village works to implement strategies that best build employment in the area without impairing the prevailing industrial activity in the industrial to fine-grain Work-Live in the north of the patch. The entire area or its current character. Moreover, Industrial Village tries to transition from this existing industrial character from the large footprint Pacific site is approximately 1,200 metres in length from north to south. Link Industrial Park to an entirely new character of “Arrival City” small, fine-grain Work-Live at small increments, inspired by the production found The site section shown in Figure 10 is a partial site section and is in the developing world, where goods do not travel far to be sold. This sort of environment supports a different type of work, where entry-level approximately 650 metres in length. It shows the transition from large owners and workers could potentially start their own, new types of businesses. This site could be a test site for tiny lots and new work in Surrey. industrial buildings, approximately 100 metres deep, the greenway in A between buildings, and the beginning of the Work-Live area where it A’ B meets Tannery Road The site section shows a largely spread-out patch B’ with movement ways in between. C’

A A’ C Figure 8. Work-Live Cross Section, including lane-served Production-Based Work-Live on a 60’ wide street.

Figure 7. Patch Eight Site Plan

Industrial Village focuses on creating an environment suitable for production of various types and that also allows for the movement of people and goods. Figures 8 and 9 show two different types of streets B B’ going through the Work-Live part of the patch, one of which is 60 feet Figure 9. Work-Live Cross Section, including lane-served Production-Based Work-Live on Figure 11. Massing Model Aerial, showing Industrial Village’s building typologies wide and one of which is 40 feet wide. a 40 Ft. wide street and Retail-Based Work-Live on Scott Rd. .

C C’ Figure 10. Site Section showing prevailing industrial with large footprints, the existing greenway, Tannery Rd. and Production-Based Work:Live.

98 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 99 FRAMEWORK VIGNETTES SURREY CAPE TEAM MEMBER: NAN ZHOU

Figure 2. Normal condition Figure 3. Rotated bridge

Sea level rise can enormously impact urban areas. Surrey (the study site in particular) is not an exception. Rising sea is a problem that needs to be addressed in the not-so-distant future. Water levels are projected to rise by one metre in the next 100 years. Respectively, the height of the surrounding buildings and surrounding scenery must be considered in this project. The entire loop proposed in this project is 2.5 km long. An enlarged platform is proposed as a view point for the beautiful scenery of the Fraser River. In the centre of the bridge’s triangle, a trampoline is proposed for recreational purposes and better views as people jump up and down. To ensure that the bridge does not block the function of the waterfront, the structure breaks down and rotates for incoming ships. Proposed Diagram

1 Slough 3 Industrial Deck 5 Observation Stairs 7 Industrial &Natural Deck Pedestrian Mix Bike Lane Transportation 2 Slope 4 Waterfront Deck 6 Industrial Platform 8 Stairs Sitting Area Platform 0 9m Figure 1. Master Plan Figure 4. Loop Height Figure 5. Loop Circulation Figure 6. Loop Function In the study area, there is need for a safe above-grade infrastructure for pedestrians and cyclists. Areas that lack adequate infrastructure for active transportation can be improved with overhead bridges and other connecting infrastructure interventions. Water-based public transportation This design calls for the separation of bike lanes and pedestrian pathways. Not only are the two movement pathways separated by grass in that connects South Westminster to New Westminster is not currently economically feasible but in the future could be considered as a tourist several areas, but also by grade in large stretches of the loop. The two groups of active movers will benefit from being able to see each other from attraction area to stimulate the economy. a distance, while not colliding or crossing paths by accident. This type of separation will make the loop safer for both groups.

100 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 101 FRAMEWORK VIGNETTES SURREY CAPE TEAM MEMBER: NAN ZHOU

Figure 7. Proposed Section of the berm Figure 11. Proposed Section of the triangle observation platform

Figure 8. Proposed Section of the berm Figure 12. Proposed Section of the triangle observation platform The proposal calls for berms on both sides of the bike lane. This is to help address the effect of sea level rise in the future. The heights of the proposed berms are 1.5 metres so that they can stop water from affecting the bike lane in the next 50 years. An appropriate planting scheme on In this section of the bridge, there are two platforms that both allow The loop is adjacent to the industrial zones. In order to celebrate the berm will also help relieve this problem, not only for the bike lane but also for further inland. people to view the industrial area on the waterfront as well as the the industrial heritage, this section of the loop proposes the use of natural beauty the Fraser River has to offer. The bridge would be a weather metal and wood. place to come back to, and appreciate the unique aspects of the site.

Figure 9. Proposed Section of the bridge

Figure 13. Plants are grown on the berm at waterfront Figure 14. Light show near the Fraser River

Figure 10. Proposed Section of the bridge

The bridge features a set of stairs looking over the industrial section of the waterfront. This viewpoint allows visitors or passersby to view the natural beauty of the site and the working waterfront. Diversity in heights provides different views from the scene below, and also creates a sense of place. There is a grass separation between the two different height levels, where people can linger and enjoy the sea, air and sun. Figure 15. Bike and pedestrian lanes are separated by green spaces and different height levels Figure 16. Flood prevention strategy: sheet pilings will be turned on to prevent water

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The loop introduces a continuous system of pedestrian and bicycle Based on the characteristics of the site and existing elevation levels 1. The Fan movement that functions as a recreational amenity and a strategy throughout the site, the loop is identified as three distinct segments. to familiarize citizens with the importance of the site and its industry. From the future arena to Robson Creek, the loop snakes through the Respectively, the current proposal is a focused study on the loop nature on trails or skywalks if necessary due to the elevation. It then segment from the future arena to the waterfront. continues to the highway, SFPR, on existing and proposed streets. The proposal aims to ensure that the existing residential neighbourhoods To connect to the waterfront, the loop passes over the highway via a and the larger Surrey community has a more immediate connection to bridge and continues on a boardwalk to reach the water. the water. The Loop reconciles pedestrian movement with the existing To provide better access to the water and connect the extended public topography and the road network. It creates a series of place-focused park on the waterfront to the proposed loop, the proposal introduces a moments to interconnect the site. The Loop ultimately serves as the fan bridge on an extended dike system. The arms of the footbridge rise armature that attaches sea and river barriers. This armature preserves up in sequence to allow ship movement and provide pedestrian and industry while retaining important waterfront and rail access. bicycle access. The footbridge aims to implement immediate public Figure 6. A typical water lock system demonstrating the locks working mechanism connection to the water without disrupting the existing port industry. Source: http://bit.ly/1MpZvuB

Figure 3. Three distinct segments are identified based on the existing fabric and elevations.

Figure 1. The existing context demonstrates both potentials and constraints of introducing The proposal identifies four strategic locations along the loop where a continuous system of pedestrian and bicycle movement to the waterfront. design strategies are introduced.

Figure 5. The fan bridge is inspired by the footbridge in Paddington and respects the characteristics of its industrial site. According to the Climate Adaptation Strategy Report by the City of Surrey, the City is projected to see a net SLR increase of 1.195m (2010 base) by 2100. In a long-term vision, the footbrige can function as a sea level rise control strategy. A proposed water lock system acts simultaneously when the bridge starts to rise up. The water Figure 2. The loop connects the future arena to the waterfront and snakes through the natural topography and urban fabric to link the public amenities, creeks, and surrounding Figure 4. The diagram illustrates the four loop moments based on their significance and in lock system controls the sea level and protects the adjunct site from Figure 7. The three phases illustrate how the fan bridge and the water lock system function neighbourhoods to the waterfront. relation to the existing potentials and constraints. possible flooding. simultaneously.

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2. The Zigzag

It is challenging to connect the eastern neighbourhoods to the waterfront with the highway, SFPR, running south to north through the site. The numerous rail tracks that run along the highway make the waterfront less accessible. To tackle the problem, this proposal offers Figure 11. The aerial view of the deck shows the idea of embracing nature a zigzag bridge over the highway and rail tracks to connect to the eastern neighbourhoods. The bridge has a separate designated bike Figure 8. The bridge zigzags over the highway and rail tracks to allow access 4. The Belvedere Figure 11. The two-level platform is accessed via Old Yale Road and the future Arena path and covers a two-meter difference in height. The slope does not rise over 6% at any point to allow a comfortable experience for bikers and wheelchair access. 3. The Deck

The last loop moment is associated with the future arena and creates a potential outdoor event space right above it which looks to the waterfront. The proposal connects to the arena through trails at the lower level and is accessed via Old Yale Road at the upper level. The third strategic location is the platform over the Robson Creek. Due to its elevated height and surrounding nature, the proposed Due to its elevation and strategic location, the platform offers a platform offers a unique experience along the loop. Pedestrians are unique experience for the community of Surrey. The sitting area and prior to have more immediate visual access to the waterfront while a potential cafe and bar create a destination along the loop while the spaces have been offered to both pedestrians and bikers to pause and two-level platform provides a belvedere to experience a unique view of the waterfront. enjoy the surrounding nature. The deck follows a similar architectural Figure 12. The belvedere points to the water to emphasize the significance of the waterfront language to the fan bridge and aims to create a destination along the Figure 9. The proposed platform embraces the existing nature and offers views from the loop for people to enjoy the site. waterfront

Figure 10. The section demonstrates the platform setting over Robson Creek. Figure 13. The section demonstrates the two-level platform creating space for outdoor events and presenting a new destination to Surrey community

106 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 107 FRAMEWORK VIGNETTES WATERFRONT INDUSTRIAL TEAM MEMBER: YUSRAA TADJ

Site Context The waterfront is currently dominated by large-scale industrial 1 developments and is mainly privately-owned. The majority of the site 3 is owned by the marine terminal, Fraser Surrey Docks, which exports 2 lumber internationally. Aside from the docks, the site has a mix of active industrial buildings and decrepit buildings with no apparent activity. 1

The southerly portion of the study site is occupied by Gunderson Slough. The slough features several small-scale housing structures Figure 6. Overview of site with proposed green spaces and buildings and boats. The majority of the structures appear to be used for storage. To the east, the site is bordered by the South Fraser Perimeter Road (SFPR). This highway is characterized as a truck corridor. Nearby, Plan Features River Road gives access to the residential fabric. Currently, Gunderson Slough has the potential to provide services Figure 7. Slough character with different building typologies. Added broadwalk to connect such as a community centre or a corner store, in addition to small-scale the community to the waterfront. industries. Residential developments can be permitted in the slough in tandem with existing businesses and amenities. Building typologies can include floating houses similar to Finn’s Slough in Richmond, BC.

2

Figure 2. River Road Figure 3. SFPR Figure 4. The Slough The proposed plan aims to achieve the following goals: 1) to provide public access to the waterfront, 2) to provide amenities for existing Figure 1. Context map of the individual site in relation to overall site and future users, 3) to maintain and densify industrial uses, and 4) to protect the environmental assets of the site.

With the implementation of this proposal, different uses will be introduced to the waterfront area that coexist with the industrial site. These uses include a market, a skate park, and a series of steps. Adding steps would Figure 8. Waterfront steps, green space and skate park allow for a better public experience. provide resting spaces for people to enjoy and feel the Fraser River. Proposed industrial building with interactive facade.

Greenways 3 Roads Pedestrian Bridge Car Bridge Existing Buildings Proposed Buildings Parking Waterfront Steps Skate Park Daylighted Streams Existing Slough Extended Water Figure 5. Proposed site plan: buildings, movement patterns and water systems. Figure 9. Proposed walkways adjacent to a proposed channel and commercial hubs. An open market preserves the shell off existing industrial buildings.

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Pedestrian Bridge Providing Amenities Scott Road is separated from the waterfront by the River Road and The proposed bridge has an open structure to allow views of the Retrofitted industrial buildings will provide amenities to service the SFPR. The proposed bridge would connect Scott Road and the sun and sky from the top and sides. Top openings allow sunlight to industrial workers and slough inhabitants. Commercial uses will start surrounding residential fabric to the waterfront. The nearly 50-metre penetrate the walkway in the morning. Side openings provide views as corner stores and expand to a larger-scale open market. To create long bridge is influenced by the industrial surroundings, and is to the water and to the industrial area below. Where there are no side a vista, the greenway from the proposed bridge to the waterfront can consisted of shipping containers to shelter pedestrians. openings, the bridge interior is covered with public art and murals. The become a mixed-employment area. bridge is inspired by New York’s High Line as a precedent for the off- season. During Surrey’s winter months, the bridge would have reduced operating hours, while in summer it would operate longer during the day. To make the experience safer for users, the bridge would have lighting throughout the walkway and stairwell. The stairwell lighting in particular is proposed to be playful and colourful.

Industrial Buildings Proposed Existing

Figure 15. Existing and proposed industrial spaces 45 meters Protecting Natural Habitat 7 meters Stream daylighting allows for fish species to thrive. An example is a creek behind the Canadian Tire on Grandview Highway in the City of Vancouver. To access the industrial site, car bridges will go over 10 meters 10 meters 2 8 meters salmon-bearing creeks. Extending the slough to part of the industrial SFPR/ Highway 17 site will allow better stormwater management on-site. Figure 10. Proposed container bridge with adequate lighting at night. Figure 12. Bridge cross section.

Commercial Buildings Proposed Existing

Maximizing Solar Gain Figure 14. Existing and proposed commercial spaces

Public Art

Densifiying Industry Water Systems Maintaining existing industrial zones, such as the Fraser Surrey Daylighted Streams Docks, and densifying industrial uses will increase productivity. Newer Existing Slough industrial buildings will have long and lean building footprints. These Extended Water Feature Figure 11. Viewing section on bridge. Image source: treehugger.com/modular-design/ building types will be easier to subdivide in the future. Industrial bridge-being-built-shipping-containers.html Figure 13. Bridge uses solar gain. Public art is a possibility for the desig of the bridge. buildings could also have interactive facades. Figure 16. Existing and proposed water systems

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Site Context and Analysis The chosen site is located along the waterfront, bounded by the Brownsville Park Pattullo Bridge, the Manson Canal, South Fraser Perimeter Road (SFPR), and the Fraser River. In terms of industry, the site is the host of light impact, medium scale production, shipping containers strewn Light Industrial Kikait Beach throughout the properties, and an intricate network of railways and Business Park/ truck roads (Figure 1). Residential There are also naturalized areas and a creek network that provide Parks wetland and riparian habitats. The Manson Canal is a crucial & Open Space Brown’s Landing ecological corridor and a frequented fish habitat. Beneath the Pattullo Business Park Bridge, habitat offers tree cover for wildlife movement (Figure 2). The Light Industrial/ waterfront offers a natural sand beach, open green space, and two Business Park Industrial Plaza and Garden parks (Brownsville Park and Tannery Park). Retail The biggest constraint on-site is its separation from the surrounding F area because of the SFPR. Other challenges include: 1) the site being Special Study Area located within a floodplain, 2) safely integrating public realm into a Residential/Retail Boardwalk G mainly industrial zone, 3) attracting people to the site, 4) mitigating Figure 1. Land use potential crime onsite, and 5) maintaining a healthy creek and ditch habitats. Tannery Park A D E B Ecopark

Fraser River Flood Control Program

Fish-Bearing C Design Interventions Streams As a means of re-imagining the waterfront, the area was separated Other Streams into five major zones that are characterized by specific programming and activities (Figure 3). This strategy was implemented to achieve Ecological Corridor the vision of providing Surrey with a vibrant waterfront park while Ecological nodes expressing significant ecological and historical narratives. In order to Figure 2. Blue & Green Network create a defining identity and sense of place for the waterfront area, a series of different spaces were created by highlighting existing Figure 3. Final waterfront park masterplan industrial and natural features and using a material palette that gives Tannery Park is proposed to remain an off-leash dog park while the that industrial feel. Ecopark would act as a naturalized extension of the space. This space would become more ecologically significant and act as an educational The first zone, the Boardwalk, acts as a linking feature tothe landscape for its users. The ecological node would be strengthened adjacent site to the left. Built upon the existing dike infrastructure, the by increasing the tree cover. Along the Manson Canal, the riparian boardwalk allows both pedestrians and cyclists to enjoy the narrative zone will be widened with native planting to improve the vitality of the of ongoing activity of the Fraser River, industry and ecology (Figure fish habitat. There would be limited public circulation within the zone, 4). The boardwalk infrastructure will be raised above grade as means controlled by a multi-use raised pathway along the Manson Canal. This of providing access during flooding events and sea level rise while proposed trail system is an extension of the boardwalk into the site, maintaining the natural landscape below and promoting ecological providing for an interactive learning experience of river and riparian activity (Figure 5). ecology as well as native plants with signage (Figure 6). Figure 4. Cross section A- view of waterfront park from the Fraser River, the red line illustrates the minimum height for flood control

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The Industrial Plaza and garden zone celebrate the recent land use heritage of the site while featuring several programmable spaces for the public and serving the purpose of stormwater management and flood control. The existing buildings in this area will remain and be reused for more site specific and appropriate uses. The most notable buildings in this area include the former Lindal and Cedar Homes building, which will be gutted to become a covered flexible public space and the shipping and receiving office would become a small scale stormwater treatment plant. This zone will also enhance users’ relationship to the Fraser River in the Industrial Plaza through a stair Fraser River Stair Feature Multi-use Gutted Existing Building & Industrial Plaza Mutli-Use Path on feature that is raised above the flood line and steps down to water Path Top of Existing Berm level through tall grassed berms, providing enhanced views of the Figure 8. Cross section D- the Industrial Plaza water body from the Industrial Garden (Figures 7 - 9). The Plaza will also be equipped with an open green for activity while the Garden has Figure 5. View from the boardwalk looking towards the Pattullo Bridge a proposed water feature that doubles as an outdoor extension of the water treatment plant. The treated stormwater will be reused on the splash pad adjacent to the water feature.

Brown’s Landing is a less formalized area that bridges the gap between the zones and is host to both passive and active activities (Figure 10). This zone features an interpretive river walk, shaped like the South Westminster portion of the Fraser River, and made with a material (luminescent gravel) that glows after the sun goes down. In areas where the “river” converges, urban beaches and stormwater Riparian Boardwalk Riparian Zone Stream detention ponds that hold water during floods are located (Figure 11). Zone Urban Buffer Riparian Manson Riparian Zone Urban Boardwalk Multi- Industrial Garden & Water Treatment Plant This zone also has a condition that allows users to actively engage with Zone Canal Buffer Use Path the water’s edge with a floating dock and launch pad for kayaks and Figure 6. Cross section C- the Manson Canal with the proposed multi-use path and other small, non-motorized aquatic recreational activities. enhanced riparian zone Figure 9. Cross section E- the Industrial Garden (not including the splash pad)

Kikait Beach and Brownsville Park are both existing spaces that already have significant public use and appreciation as well as ecological significance. The success of the current space led to the decision to leave this zone generally as is. The experience of the landscape will be enhanced through an open air public art museum and the circulation and accessibility will be enhanced by extending the adjacent zone’s dock and walkways into the space.

Urban Beach Dock Interpretive River Fraser River Multi- Lawn Walk Natural Buffer Rail Riparian ZoneStream Riparian Dyke Use Path Line Buffer Zone Road Detention Pond Interpretive River Walk Figure 11. Cross section Figure 4. Cross section B- the boardwalk that spans across the existing dyke infrastructure Figure 7. Aerial view of the Industrial Plaza and Garden, illustrating the connection to the G- typical detention pond and bridges across the water. water and the spatial relationship with the Boardwalk, the Ecopark and Tannery Park Figure 10. Cross section F- Brown’s Landing in Brown’s Landing

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Plan for Changes to Win (Waterfront, Industry, Nature) Sea Level Rising The study site is located in the northwestern part of the South Westminster area. It is bound by the Fraser River from the west, Old Yale Road It is projected that more frequent extreme weather from the south, 116th Avenue and the SFPR from the east, and Musqueam Drive from the north. It is approximately one kilometre away from in the future will pose severe threats to the dike and the Scott Road SkyTrain station. The major components of the existing site include: 1) the waterfront, 2) the industrial lands, 3) Brownsville Bar therefore effects land value. To address this, the heritage park, 4) the Pattullo bridge, 5) the SkyTrain guideline, 6) the CN railway, 7) the BC Hydro railway, and 8) the Burl North railway. The following strategies are proposed: peaceful park and breathtaking river view are hidden behind the site’s pieces of infrastructure and low profile, and low density industrial lands. 1) A Resist Water Strategy that uses hybrid This study aims to explore resilient and sustainable development strategies. It plans to address four challenges in the future: 1) How to address approaches for the superdike, park hills, and the sea level rise to minimize the risk of flooding? 2) Which plan will respond to and stimulates the sustainable trip-mode changes? 3) How to superdike temporary dike. The superdike will replace the old retain and expand the existing industrial land uses? 4) How can the public benefit from the waterfront and the park? dike line dike (2100 FCL standards). Park hills are able to flood prone park block the water for most of flooding season, while resist water by hill a temporary dike can be built around it at extreme daylighting stream flooding periods. pump station 2) A Store Water Strategy is introduced in order to Figure 4. Resist Water Plan (L): indicates Figure 5. Store Water Plan (R): presents the continuous dike system the connected stormwater system and connect the existing daylighted streams and to allow pump station locations the use of the expanded park as a retention area.

Industrial Growth This proposal sees an industry on-site that is cleaner, lighter, and less reliant on heavy trucks and railways. Today’s industrial land encounters a threat of use conversion due to potential land price increase. To Figure 1. Location Plan address this, the study proposes: 1) An Incremental Growth Strategy that encourages new building developments within existing small and medium existing building sized lots to avoid land consolidation and land value small industry medium industry speculation. small industry & 2) A Building Stock Strategy that encourages Figure 6. Industrial Land Plan (L): indicates Figure 7. Building Figure Ground (R): commercial densification while considering building life cycles, the distribution of small and medium shows the relationship between the existing industrial lands buildings and the new developments investment cycles, and forms an organic urban fabric over time.

Trip Mode Shifts This design focuses on pedestrian movement as the prior trip mode. The use of bicycles, transit, Figure 2. Existing Plan river walks and shared vehicles is equally encouraged. Public SFPR REFERENCES elevated greenway parking is required less in this vision. To achieve 1. Peter, N, 2014. Geotechnical Design Challenges pedestrian path this, the following strategies are proposed: Associated with the Lower Fraser River Dikes. loop road 1) An Elevated Greenway that creates a multi- 2. Surrey Business License Directory. http://www. ground level surrey.ca/business-economic-development/6790. sidewalk elevation pedestrian network. It overcomes the aspx elevator location infrastructure barriers and provides connections to 3. Surrey’s Official Community Plan, Theme E: http:// parking lot buildings and the waterfront. www.surrey.ca/files/10_Theme_E_Policies_BK2.pdf green area 2) A Loop Road that promotes transit services and 4. Industrial Land in San Francisco: http:// Figure 8. Pedestrian path plan (L) highlights Figure 9. Road system plan (R) shows the Figure 3. Master Plan - expanded heritage park penetrates the surrounding industrial lands; publicized river walks retain the www.sf-planning.org/Modules/ShowDocument. the multi-elevation pedestrian network and loop road and parking lots in a short term vision vehicle circulation on the site. Short term parking aspx?documentid=4893 urban character; incremental densification of industrial buildings create a unique urban fabric and neighbourhood identity connections lots can be developed in the future.

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A With this design proposal’s implementation, the waterfront becomes an accessible natural 2036 Rowing Club resource for the public. Less industrial functions allow more public activities on the water. The first phase developments will concentrate along Old Yale An Expanded Park Strategy allows the waterfront’s green area to penetrate the surrounding Road and the SFPR and proposes an incremental growth to fill industrial lands. This design proposes a Multi-Access Strategy that provides easy mobility the vacant lands. The park will be expanded to host seasonal to the public through the elevated greenway and pedestrian network. A Branding Strategy is events. A rowing club will be established to convert the industry- used in order to create a symbolic and memorable place through artistic design concepts. A dominanted uses on the waterfront into recreational ones. Public A Diverse Character Strategy is engaged to enrich the public realm by proposing urban wild engagement is critical at this point. river walks, recreational activities, a green event park, and a memorial gallery.

Event Tent

Figure 16. 2036 development plan and section A-A 2056 In the next 20 years, intense development will be promoted Figure 10. Waterfront and Park (L): highlights 4 parts of the by the newly built Pattullo Bridge and the elevated greenway River Walks A waterfront and park area with diverse characters Figure 11. Precedent of low-lying area river walk(R1) Figure 12. Precedent of high river walk on the dike (R2) system. A multi-elevation entry to industrial building typologies will be introduced. The proposed greenways will enhance multi- modal access to the waterfront. Public art will be designed around the old bridge structure. River walks and greenways will Greenway be built through public and private partnerships. A

Elevated Greenway Public Art - memorial gallery memorial gallery

Figure 13. Design concept at Step Plaza and Rowing Club

Elevated Greenway

Development Phasing Strategy Figure 17. 2056 development plan and section A-A

2016 Figure 14. Design concept of the park and the overall site The site currently has small and medium industries 2076 along the Old Yale Road and the SFPR. The A More incremental residential development can be seen in the waterfront is dominated by industrial uses. The third phase as industry becomes more compatible with the A Brownsville Bar Heritage Park is located at the surrounding fabric of the site. This can also promote vertical Public Art - end of Old Yale Road. Railways, the bridge, and growth in the future. The development of the aquatic centre slide tower the SkyTrain guideline separate the site into will create a connection to the civic buildings and the arena in A fragments. the nearby TOD area through a landscaped skywalk over the SFPR. The final public art master piece will be built to enhance A the gateway as part of the branding strategy for the entire area.

Aquatic Center Industrial Commerical Institutional Residential Figure 15. Current plan and section A-A Figure 18. 2076 development plan and section A-A

118 THE FUTURE WORKS HERE FRAMEWORK VIGNETTES 119 The Future Works Here SCOTT ROAD AS A 21st CENTURY INDUSTRIAL PRECINCT

A Visioning by the Class of 2016 UBC Master of Urban Design