Chapter 1: Introduction

Chapter 1 Introduction centre was built in 1962 with about 30,020 square meters of gross floor area. In the late 1990s it underwent extensive

In today’s context of increasing urban sprawl, the current renovations, adding a modest amount of commercial floor model of urban development does not work. It consumes space. Even with the recent changes to its tenant base and large amounts of land, an irreplaceable resource, is plagued layout, Brentwood Shopping Village fails as a community by deteriorating public infrastructure and is negatively shopping centre. Most importantly, it ignores the needs of affecting the environment. Transit-Oriented Development the University of Calgary community and the large number (TOD), which promotes smart growth by locating new of seniors who reside in the surrounding community. Inter- construction and redevelopment in and around transit nodes views with residents of the community reveal that for those is regarded by many as a promising tool for curbing urban who cannot afford a car and those who are too old to drive sprawl and reducing dependence on automobiles. or choose not to drive, Brentwood Village does not provide the desired goods and services needed for the everyday life

1.1 Background of community residents. The students at the University of Brentwood Shopping Village is located approximately 6.2 Calgary complain that it is hard to find accommodation in km northwest of Downtown Calgary, on the northeast side this area. Residents in the surrounding communities com- of Crowchild Trail and the Brentwood LRT Station. The plain that good entertainment and recreation facilities such northwest LRT line to the University of Calgary opened in as good restaurants, book stores, hair and beauty salons, 1987 and was extended to the Brentwood Station in 1990. movie theatres, and health & fitness, are not available in this The line was further extended to Dalhousie Station in 2003 shopping centre. At great expense of both time and money, and will be extended to Crowfoot in 2008. This shopping many residents of the Brentwood community must go to

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 1 Chapter 1: Introduction

Market Mall, Northland Mall and Crowfoot centre for much housing near LRT stations. Varsity Land Use Study (the of their shopping. For those commuting to the University City of Calgary 2007) states that future development of the of Calgary campus because of a lack of suitable housing study area, 6 hectares of land located immediately next to near the campus there are considerable transportation costs. the Dalhousie LRT station, needs to be consistent with the In addition, the location and design of the LRT presents an Transit Oriented Development Policy Guidelines (Approved unfriendly environment especially in winter. December 2004). Some key policies in the Calgary Plan (1998) that encourage TOD include: As in many North American cities, The City of Calgary has 2-2B Encouraging appropriate new office development to built rapid transit systems over the past three decades to locate in transit-suppored areas through the amendment of help address growing traffic congestion. From 1978 when land use classification, and the provision of infrastructure, construction of the South LRT line began, to date the LRT etc. lines have been extended to 38.3 km in length and the rider- ship of the LRT reached a total of 31 million in 2002. It has 2-2F Promoting greater land use efficiency and convenience

contributed much to alleviating the traffic congestion. by encouraging new housing close to transit facilities and within mixed-use centres to support transit and pedestrian Calgary City Council accepted smart growth as one of mobility choices. its four priorities in its 2002-2004 mandates. TOD can be a good approach to helping Calgary achieve the goal by 2-2H Supporting the utility and vibrancy of LRT stations increasing mixed land use and density, creating a pedes- by actively encouraging both public and private develop- trian-friendly environment, and creating more jobs and ment and integration of a full range of compatible land

2 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 1: Introduction uses (residential, employment and commercial activities) at 1.2 MDP Objectives designated sites. The main purpose of this MDP is to develop an urban (Calgary Plan 1998) design proposal which adheres to Transit-Oriented Devel- opment (TOD) principles for the redevelopment of a com-

Based on the policies support for TOD and the needs of sur- munity shopping centre, Brentwood Shopping Village in rounding neighborhoods, this MDP proposes to redevelop Calgary. Detailed objectives include the following: the community shopping centre adhering TOD principles. ■ To develop an understanding of TOD concepts. This will establish a model for development or redevelop- ■ To develop a set of TOD design principles that fit the site ment along the LRT corridor in the city of Calgary and help context. Calgary achieve the goal of smart growth. As Brentwood ■ To create a design for Brentwood Shopping Village that Shopping Village is located immediately next to the Brent- addresses the community’s shopping centre needs in accor- wood LRT Station, this would actually be a station area dance with Transit Oriented Development (TOD) principles. redevelopment. According to TOD policy guidelines, the ■ To develop a design for Brentwood Shopping Village that station planning area is a 600 metre radius around the LRT considers the need for housing and social services within station. The use of land within this radius should comply close proximity of the University of Calgary campus and with the planning guidelines of TOD. Therefore the site of the Brentwood LRT. the MDP includes not only Brentwood Shopping Village ■ To develop recommendations for the future implementa- but also area north of the Brentwood LRT Station. tion of TOD in Calgary.

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 3 Chapter 1: Introduction

1.3 Methodology 1.3.2 Site Analysis

The methodological approaches are summarized in each of A site analysis of the immediate area identifies issues criti- the following three categories. cal to future development of Brentwood Shopping Village. Based on maps and published studies, this analysis consid- 1.3.1 Literature Review ers six topics: A comprehensive literature review studies Transit Oriented 1. Location Analysis – Identifies the location of the site Development and student housing. Principal sources in- and other commercial centres in the northwest quadrant of clude the writing of Peter Calthorpe who advocates TOD, the city of Calgary. Analyzes the strengths and weaknesses and other books and journals, Internet, University of Cal- of the site compared with other commercial centres in this gary Master’s Degree Projects and City of Calgary docu- region. ments. Materials reviewed focus on: 2. Projected Analysis – Identifies the important role of the 1. The four themes of principles of Transit-Oriented Devel- site as a suburban centre and employment concentration in opment: the future based on the Calgary Transportation Plan (Figure ■ Pedestrian friendly environment 1 Transportation Plan and Figure 2 Land Use 2024). ■ Affordable housing 3. Land Use Analysis – Analyzes the land use pattern and ■ Mixed-use and high density compares the proportion of different land uses in the sur- ■ Parking rounding communities. Identifies a preferred land use pat- 2. Student housing at the University of Calgary tern for the redevelopment of the site. Analyzes the actual land use pattern and compares the portion of different land uses in this study site. Identifies the issues that need to be

4 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 1: Introduction resolved in the redevelopment proposal. 1.3.3 Urban Design Proposal

4. Transportation Analysis – Analyzes transit network, rid- The proposal includes a site plan, with a detailed design ership of LRT, and road system in the study area. Identifies of the commercial, civic and residential components. A the excellent access to the site from other parts of the city 3-D computer model of the existing and proposed design and the great potential for future redevelopment. Analyzes (Sketchup model) demonstrates how TOD principles can the increase in traffic volume. Identifies the traffic problem be implemented to meet the needs of the Brentwood com- and provides helpful information for the redevelopment munity. Based on the literature review and site analysis, the proposal. urban design proposal address the following issues: 5. Building Typology Analysis – Analyzes the present ■ Providing housing for university students building typology, layout and orientation, and number of A student community on this site that can provide approxi- stories of the buildings on this site. Notes that the site lacks mately 950 apartment units is proposed. the concepts of street and a pedestrian-friendly environ- ■ Practising mixed-use and high density land use ment and gives some idea for the building typology for the Residential, retail, office and transit land use are mixed redevelopment of the site. in horizontal and vertical pattern on this site. In order to 6. Zoning Analysis – Analyzes the various types of zoning provide more land for other uses and to increase density, for this site and notes that these kinds of zoning lead to the underground parking on this site is a major solution. The separation of various uses. In order to develop the site suc- floor area rate (FAR) is approximately 1.51 and the residen- cessfully, overlay zoning and more flexible zoning should tial density is about 75 units/hectare. be considered in the redevelopment proposal. ■ Strengthening the links between the shopping centre and the surrounding community, including the University of

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 5 Chapter 1: Introduction

Calgary community ■ Providing better service for the residents of the site and of More entrances are created to improve access to the site the surrounding communities. from the surrounding community. Two tunnels under A community park and public spaces are designed to pro- Crowchild Trail and the LRT track which would improve vide recreation space for people. Space for more entertain- the connection between the two separate parts of the site, ment and recreation facilities and commercial services such are proposed. A transit centre over the Brentwood LRT as restaurants, book stores, hair and beauty salons, movie Station with mixed commercial and transit facilities greatly theatres, health & fitness centres and dry cleaners is pro- strengthens the links between the site and surrounding com- vided for this site. munity. ■ Creating a pedestrian-friendly environment to encourage 1.4 MDP Outline walking and using transit Chapter 1 introduces the purpose and the main contents of Wide sidewalks with street trees and furniture, arcades and the MDP, the necessity for redevelopment, the policy sup- canopies provide a four season walking environment. Grid port for TOD, and a brief introduction to the site. street pattern, small size blocks, orientation of buildings and the layout of surface parking create an active walking envi- Chapter 2 reviews the literature of TOD and student hous- ronment. Considering the severely cold winter in Calgary, ing at the University of Calgary, concentrating on four a Plus 15 system is proposed for this site. The integration principles of TOD (pedestrian friendly environment, afford- of the LRT station, bus terminal, underground parking and able housing, mixed-use and high density, and parking) and commercial space in the transit centre encourages people to provides theory support for Chapter 4 - the Urban Design use transit. Proposal.

6 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 1: Introduction

Chapter 3 analyzes the site and the immediate surrounding area and identifies issues critical to future development of the site. Based on maps and published studies, this analysis considers such things as land use, transportation, building typology, and zoning.

Chapter 4 presents an urban design proposal for the site which addresses the issues discussed in Chapter 3.

Chapter 5 provides a synthetic description of outcomes de- veloped by this MDP and makes recommendations for the future implementation of TOD in Calgary. Studying Area Sources: the City of Calgary

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 7 Chapter 2: Literature Review

Chapter 2 Literature Review many as a promising tool for curbing urban sprawl and re- ducing dependence on automobile. By creating more pedes-

Currently most North American cities are suffering from trian-friendly, mixed-use neighborhoods with good transit urban sprawl: irreplaceable land is being consumed, public connection, TOD is considered to be attractive to many infrastructure and the city environment are deteriorating people. “TOD in the twenty-first century can be a central public infrastructure and environment, there are hope- part of the solution to a range of social and environmental lessly long commutes, lack of affordable housing, and loss problems” (Dittmar and Belzer 2004:9). of community. In order to curb the urban sprawl, architect and urbanist Peter Calthorpe advocates a new interest in 2.1 Definition- TOD

development around transit. As an early promoter of Tran- Calthorpe (1993) sit-Oriented Development (TOD), he advocates the concept defines a Transit-Ori- of mixed-use development and diversity along transit cor- ented Development ridors, and has been greatly influential among planners and (TOD) as a mixed-use government officials since the early 1990s. community within an average 2000-foot TOD has gained credence in North America as a means of walking distance of a transit stop and core commercial area. promoting smart growth, injecting vitality into declining in- TOD mixes residential, retail, office, open space, and public ner-city settings, and expanding life style choices (Cervero uses in a walkable environment, making it convenient for 2004). TOD’s focus on locating both new development and residents and employees to travel by transit, bicycle, foot, redevelopment in and around transit nodes is regarded by or car. TOD consists of a core commercial area, residential

8 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review area, public space area, office/employment area, and sec- uses, second-floor residential, and employment-intensive ondary area: office and light industrial uses. ■Core Commercial Area: A mixed-use commercial area, the ■Secondary Area: There should be a secondary area adja- core part of TOD, is located adjacent to the transit stop. The cent to the TOD and the distance between the secondary core area mixes land uses, including such things as retails, area and transit stop should be no further than one mile. restaurants, offices, entertainment uses, community services (Calthorpe 1993) and supermarkets depending on the size of area. ■Residential Area: TOD residential areas should be within In Calthorpe’s definition TOD is viewed and defined differ- a convenient walking distance from the core commercial ently with most common traits being compact mixed-use areas and transit stops. There should be various types of development near transit stations and high quality walkable housing including small lot single-family, townhouses, con- environments., As a pioneer of the new urbanism move- dominiums, and apartments. ment, Peter Calthorpe proposes in his book Sustainable ■Public Space Area: There should be enough public space Communities (1986), that workplaces of a variety of types to serve the residents, workers, and customers within the and sizes should be a part of the neighborhood and the TOD and neighboring area. commercial development should be more dense, with pe- ■Office / Employment Area: A mixed-use office/employ- destrian-oriented activity nodes at major intersections. The ment area is located adjacent to the core commercial area node here should be the transit station area - the core part of within a convenient walking distance of both the core com- TOD that he proposes in his later book, The Next American mercial areas and transit stops. It usually integrates ground- Metropolis. In his book The Pedestrian Pocket, the pockets level retail, restaurants, commercial service, entertainment are described as post-industrial suburbs, known as “edge

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 9 Chapter 2: Literature Review

cities” – subtowns in TOD. These “edge cities” provided heavy-, light-, and commuter-rail staions. mixed use with housing, daycare, civic services, recreation,

parks, retail and offices with in 20 to 40 hectares (50 to 100 Although TOD is supported by environmentalists and acres) of zoned land. Parking is available and transit is in transit advocates, it is not a panacea to metropolitan sprawl. the form of metro-bus and light rail. Housing is affordable As an essential part of the toolkit for healthy metropolitan for household incomes and includes housing for the elderly. economy and high quality life, it has its own limitations. Everything is with in walking distance. The Pockets will be Automobiles, highways, and suburbs are also integral parts inclined to develop into a network for long range growth of the toolkit, and it is impossible to return to the streetcar in a region (Calthorpe 1989). And the transit trunk in TOD suburb. Additionally, as Calthorpe (2004) admits, TOD is in is the bond that integrates all pockets in a region into an its adolescent phase. The original direction of TOD focused integral whole. In this way, the regional structure of growth on light-rail to exclusion of other types of transit. Now will be guided by the expansion of transit and a more smart buses rapid transit, express buses, streetcars, commuter growth will be achieved. As many cities in the world are trains and heavy-rail systems have also been added to the confronting the problems of preservation of open space, matured mode. congestion, air pollution, affordable housing, affordable life style and mounting infrastructure costs, TOD will become a Since the City of Calgary Light Rail Tramsit (LRT) system more and more important strategy for smart growth (Cer- has been opening, more than $860 million has been invest- vero 1994). Over 100 TOD projects currently exist in the ed and 33 stations have been built, including 11 downtown United States such as in Boston, Washington DC, Chicago, platforms. By 2002, the ridership of LRT totalled about Portland, Dallas, etc., found overwhelmingly in and around 31 million, and the City of Calgary LRT has become the

10 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review busiest LRT in North America (The City of Calgary, 2004). approach recognized the differences between the types of

With the present ridership success and a large amount of places that ought to be located directly on a fixed transit line investment in the system, TOD has become an important and those that were best located where only feeder service tool for Calgary’s smart growth and its traffic management. was possible. Indeed, this approach substantially broadened Along the LRT corridor, there are many station area devel- our thinking about the “catchment area” for “walk and ride” opments, such as Lion’s Park Station, SAIT Jubilee Station, transit users” (Dittmar and Poticha 2004:33). Bridgeland Station and Franklin Station that show some of ■ Urban TODs are the important characteristics of TOD such as mixed-use, located directly on high density, parking management, and pedestrian-friendly the trunk line transit environments. However, not all the suburban stations along network: at light rail, the LRT corridor have development integrating the four heavy rail, or ex- characteristics of TOD. However, with the support of key press bus stops. They policies in the Calgary Plan, there is great potential for TOD should be developed with high commercial intensities, job in the city of Calgary. centers, and moderate to high residential densities (Calt- horpe 1993:57).

2.2 Typology of TOD ■ Neighborhood

In the book The Next American Metropolis, Peter Calt- TODs are located horpe identifies TOD as “Urban TOD” and “Neighborhood on a local or feeder TOD” according to the different types of sites served by bus line within 10 the different mode of transit that serve communities. “This minutes transit travel

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 11 Chapter 2: Literature Review

time (no more than 3 miles) from a trunk line transit stop. ■ Urban Neighborhood TOD: Urban Neighborhoods, They should place an emphasis on moderate density resi- historic neighborhoods surrounding the downtown, were dential, service, retail, entertainment, civic, and recreational built on an extension of the downtown street grid and were uses (Calthorpe 1993:57). served by transit. They form the backbone of a compact, transit-friendly region and could form a transit corridor, for But Dittmar and Poticha believe the regions are sophisti- either rapid bus or light-rail transit. The often historic nature cated places with a multitude of conditions to serve, and the of these neighborhoods, combined with an active street life, types of strategies that might be appropriate in older neigh- allows these places to become entertainment destinations in borhoods close to downtown are certainly different from themselves. those that might work in suburban contexts, even with simi- lar density goals (Dittmar and Poticha 2004). In order to lay ■ Suburban Town Centre TOD: Suburbs are evolving in out some of the complexity that must be addressed, Dittmar an entirely new pattern. With suburban expansion small and Poticha (2004) propose a new typology for TOD based towns are being engulfed by new suburbs and are becoming on the case studies of complete projects and their role and important job centres. With convenient transit, the subur- function within a regional system: ban town will develop into one of the suburban centres in a ■ Urban Downtown TOD: The role of downtown is shift- region. ing from being the hub of employment to being a civic and cultural centre. Downtown is often served by several types ■ Suburban Neighborhood TOD: This is a suburban com- of transit and is typically a primary transfer point for vari- munity located along a transit corridor, with a good con- ous transits. nection to a suburban town centre or the urban downtown.

12 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

It offers some mixed land use around the stop, with high by light rail. According to the Calgary Plan (1998) and the density use close to the station and low density use farther Calgary Transportation Plan (1995), the Brentwood LRT away. station area will be an area of employment concentration and suburban centres in the future. The Brentwood LRT ■ Neighborhood Transit Zone TOD: Typically, this is a tran- station is also a terminus for 21 bus routes. So in terms of sit stop (bus, streetcar, or light-rail) with limited neighbor- Dittmar and Poticha’s criteria, Brentwood Shopping Village hood retail or office space in a largely residential area. should belong to Suburban Town Centre TOD type. Wheth- er Brentwood Shopping Village belongs to the Urban TOD ■ Commuter Town TOD: A commuter town is a freestand- or the Suburban Town Centre TOD, it should be developed ing community outside of the conurbation, served by rail into a mixed-use, high-density, pedestrian-friendly com- or bus commuter service to the downtown core. The station munity due to its transit strength and its role in the Calgary area can be developed as a “main street” centre, with neigh- Plan. borhood retail, professional offices, and some multifamily residential housing within the core of the TOD zone. Typi- 2.3 The principles of TOD cally, this type of community will support only peak hour In his book the Next American Metropolis, written with service to the downtown and local paratransit service. associate Shelly Poticha, Calthorpe begins to articulate the Dittmar and Poticha (2004) urban design principles associated with TOD: ■ organize growth on a regional level to be compact and According to Calthorpe’s criteria, Brentwood Shopping transit-supportive; Village belongs to the Urban TOD type because it is served ■ place commercial, housing, jobs, parks, and civic uses

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 13 Chapter 2: Literature Review

within walking distance of transit stops; by the expansion of transit and the transit corridor should be

■ create pedestrian-friendly street networks which directly the focus of development, redevelopment and infill. Overlay connect local destination; zones should take the place of the single-use zoning. Urban ■ provide a mix of housing types, densities and costs; design policies should pay much attention to a walkable en- ■ preserve sensitive habitat, riparian zones, and high quality vironment and create a comfortable pedestrian environment. open spaces; ■ make public spaces the focus of building orientation and Technically the guidelines can be operated at different neighborhood activity; and scales: from regional plans to small infill projects, from ■ encourage infill and redevelopment along transit corridors urban sites to suburban new towns. “Each scale, in some within existing neighborhoods. way, reflects an expression of the fundamental principles (Calthorpe 1993: 43) of design articulated in the guidelines, in a different loca- tion, market and political atmosphere” (Calthorpe 1993: The broad objectives of these guidelines are to define an 117). According to the principles of TOD and Calthorpe’s

integrated strategy for smart growth in our cities, suburbs, urban design practices, they can be applied to the follow- and towns. The aim of these guidelines is to establish new ing four types of plan: Regional Plan, Station Area Plan, context and direction for the built environment- for the way New Neighborhood Plan, and Towns and New Town Plan. we develop our communities, neighborhoods, districts, and Regional Plan establishes the general frame work for regions. These guidelines concentrate on three aspects: growth in a metropolis. Station Area Plan, generally located transit, mixed land use, and a pedestrian-friendly environ- on a fixed-rail line, is developed at higher and more urban ment. The structure of regional growth should be directed densities, and is defined as urban TOD. Those urban TODs

14 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review can represent infill and redevelopment or they can occur enjoyable streetscape, vibrant and interactive public spaces, in suburban areas at major transit stations. New Neighbor- and mixed land uses that attract people to stroll, linger and hoods, called Neighborhoods TODs, are lower density, con- interact with each other. In his recent report, The Returning tain less commercial development and are generally found City: Historic Preservation and Transit in the Age of Civic in suburban areas, either as infill or as new growth. Towns Revival, Dan Costello points out that the contemporary and New Towns are either part of a larger metropolitan TOD borrowed much from the past: region or completely independent they can involve the infill The highly visible ‘neo-traditional’ success stories have or redevelopment of existing small towns or the develop- lead to the notion of TOD as a new idea. In fact, new TOD ment of entirely new communities (Calthorpe 1993). Since developments promote transit use through time honored Brentwood Shopping Village is located on LRT, its redevel- strategies to create density and mixed use, income diversity, opment should belong to the Station Area Plan type. and pedestrian-supportive design …. The transit villages that came of age in the late nineteenth century exhibited It is not surprising that TOD is not a new concept. A century all the characteristics modern TOD proponents describe as ago, highly walkable, mixed-use communities blossomed ideal for today, including a coherent transportation pattern around streetcar and interurban rail lines. The subsequent that worked within each transit village at the pedestrian prevailence of roads and highways gradually replaced scale and multiplied efficiently throughout corridors and transit-oriented subdivisions, scattered in all corners of a regions, connecting neighborhoods and suburban towns to metropolis, and became the dominant form of develop- the urban core via public transportation (Cervero, 2004). ment instead. In many ways, TOD intends to restore some characteristics of the traditional town – comfortable and These principles are not new; they are simply a return to

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 15 Chapter 2: Literature Review

the timeless goals of urbanism. In the best sense, they are can create a pedestrian-friendly environment in two ways.

fundamentally different from the ideas that have guided In a mixed-use neighborhood, people are more willing to planning for the past two generations. take care of day-to-day errands on foot. Also mixed-use can generate various activities that can bring vitality to the 2.3.1 Pedestrian-Friendly Environment neighborhood and extend the life of the neighborhood into A pedestrian-friendly environment is the key aspect of the hours between and following commuting hours. (More TOD. “Pedestrian-friendly is a measure of the quality of details about the mixed-use concept are described in the an environment from the perspective of a person on foot. later section titled “Mixed-use and High Density”) A pedestrian-friendly environment is a place where people can enjoy public life in a comfortable setting” (Greenberg ■ Building Placement and Orientation: “The street and 2004:70). A pedestrian-friendly environment can be created sidewalk are the main pedestrian activity centre” (Calthorpe by the following factors: 1993: 117). Commercial building should be near the street ■ Ideal Size of Neighborhood: The ideal size of a neighbor- and oriented to the street so that they are closer to the street hood is a quarter mile to a half mile (Corbett 2003) from and the pedestrian. It helps to create a sense of enclosure center to edge. This distance equals to a five to ten-minute that can attract pedestrians. walk at an easy pace. Within this radius, residents can walk to do mid-day errands or to use transit. ■ The Size of Block: The scale of small block is better fitted to human scale and small block can create a high level of ■ Land Use: “Active streets are supported fundamentally accessibility which offers pedestrians various routes and by a mix of land uses” (Greenberg 2004:70). Mixed-use an active walking environment. Addison, Texas, mandates

16 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review blocks with between 200 and 600 feet per side. Moun- In general, a pedestrian friendly-environment can be created tain View’s Antonio Station Specific Plan requires blocks through an ideal size of neighborhood, mix of land uses, between 200 to 250 feet, and never longer than 350 feet small blocks, good building placement and orientation, well (Greenberg 2004). designed neighborhood streets, and well designed parking lots. Due to the Calgary context of severly cold winter, an ■ Neighborhood Street: Neighborhood streets are laid out to indoor pedestrian system such as Plus 15 should be consid- create blocks for buildings and to shorten pedestrian routes. ered. Neighborhood streets should provide sidewalks street trees, on-street parking and other amenities to enhance the com- 2.3.2 Affordable Housing fort and safety of pedestrians. As another problem of urban sprawl, affordable housing is of concern to government. More and more people are ■ Parking: A sea of surface parking surrounding develop- finding that their annual income does not cover the cost of ment is one of the greatest barriers to walking. Therefore a house. Owning a house is a luxury to some and renting is parking reduction is essential for TOD “Parking lots should a way of life that is quickly becoming desperate. According be located behind buildings or in the interior of a block to the Canada Mortgage and Housing Corporation (CMHC) whenever possible” (Calthorpe 1993:110). The configu- “the cost of adequate shelter should not exceed 30 per cent ration of parking should strengthen access to transit and of household income. Housing which costs less than this encourage pedestrian activities. (More details about parking is considered affordable.” “Arthur Nelson suggests that a are described in the later section titled “Parking”) better definition includes the average household transporta- tion cost, which, on the basis of survey data, he estimates to

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 17 Chapter 2: Literature Review

be 12 percent of household income”( Carlson and Mathur TOD, viewed as a promising tool to promote smart growth,

2004:63). should be able to provide more affordable housing. “TOD provides an opportunity to increase the stock of affordable Due to traditional metropolitan development patterns, the units mainly because of its ‘location efficiency’ ” (Cervero price of a house is lower at the periphery, but living there 2004:125). Some people disagree with this opinion. They requires much more time and expense. Studies suggest that argue that TOD makes entire neighborhoods or even re- housing prices decline with the distance from the centre of gions more attractive than others; the price of the houses a city or region. Moderate and low- income households are in these areas will rise and affordability will decrease. It is caught in a dilemma: it is difficult for them to choose be- true that the price and the rental cost of the houses around tween the increased automobile transportation and the costs TOD are higher than those in other common communities of housing. Usually lower housing costs at the metropolitan due to their convenient transit and livable communities, but fringe may not be low enough to compensate for the higher the higher prices and rental of the house do not mean they costs of commuting and the lower-income households are not affordable. “Orenco station fails the housing afford- already practice trip reduction and the additional travel ability test, with housing going around 30% higher than the costs may be beyond their budget. “The need for affordable county average” (Cervero 2004:132). Voith and Craword housing illustrates the desirability of integrated solutions” in their paper Smart Growth and Affordable Housing think (Calthorpe 1993:29). From the standpoint of rational plan- that there are three ways to make a given stock of housing ning, the two problems: sprawl and the lack of affordable more affordable without lowering prices: housing, ought to be considered together. 1. create new job opportunities nearby; 2. lower the cost of utilities and other public services;

18 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

3. reduce residents’ monetary or time costs of commuting. ing and promising aspects of mixed land use is its ability to (Voith and Craword 2004) create, on relatively small areas of land, environments that have many of the characteristics usually associated with ur- Obviously TOD has the potential to accomplish these be- banity: the proximity of activities, the increased educational cause the principles of TOD focus on creating jobs around and cultural opportunities, and the possibility of choice in transit stations, advocate high density residential properties, one’s contacts and associations”( Procos 1976:viii). and encourage using transit, walking, and reducing depen- dence on automobiles. However, with the appearance and increasing prevalence of the automobile, this pattern of mixing uses has been weak- 2.3.3 Mixed-use and High Density ened by auto-scale settlement patterns. In much of the new- Mixed land use has been prevalent in human settlement pat- ly developing areas of many cities, the dominant image and terns throughout the history of urban development, ranging reality of housing is the low-rise, single-family residential from small villages to large cities (Cervero 2004). In early subdivision. The image and reality of retail space is found time, due to the limit of transportation, people had to choose in large regional shopping centres along major thorough- the pedestrian-scale settlement patterns. Today, mixed land fares. In conventional suburban communities, different uses use and high density are important tools in combating urban are typically isolated from each other by means of exclusive sprawl. They are important characteristics of TOD. Mixed zoning districts that are linked only by automobile. This land use means that residential, shopping, employment, en- separation of uses “has created an absurd situation in which tertainment, lodging, civic and cultural services, are located people must depend on a two thousand-pound car to pick up in a relatively discontinuous area. “One of the most interest- a one pound loaf of bread” (Corbett 1999: 14). Current zon-

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 19 Chapter 2: Literature Review

ing regulations in many communities require a strict sepa- ties in common.” (Jacobs 1961:151)

ration of residential, retail and employment uses into large While separation of land uses has been prevalent during homogeneous areas. In these communities, home, work, past decades, the mixed-use concept has been brought shops, and other service facilities are too far apart and there back to the forefront of development around the world. It are often no direct pathways connecting them. Residents is flourishing to create and enhance viable and attractive have to depend on automobiles to get to these destinations. mixed-use environments in downtowns and suburbs. In his On the contrary, in traditional communities, different kinds book Mixed-use Development Handbook (second edition), of land uses are located in close proximity: residents can Schwanke suggests that by contributing to numerous trends walk to these destinations in stead of having to drive and – economic and financial; political, social, and regulatory; walkable environments encourage people to walk. Accord- and property and design mixed-use development has be- ing to Jacobs, an important condition for a lively city life come increasingly influential. is mixed-use of streets, open space, and other public space that give each other constant mutual support, both economi- ■ Economic and Financial Trends cally and socially. Of her four conditions for reconstruction Currently, the real estate market is becoming more and of our cities, the need for mixed primary uses is first: “The more complicated, and more developers are willing and ca- district, and indeed as many of its internal parts as possible, pable of undertaking larger and more complicated projects. must serve more than one primary function; preferably Real estate developers have accumulated enough experience more than two. These must insure the presence of people to tackle high-density and mixed-use projects. Under cur- who go out doors on different schedules and are in the place rent real estate capital markets, it is easy for a well-planned for different purpose, but who are able to use many facili- mixed-use development project to get sufficient funds.

20 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

With the development of urbanization and urban expansion, The concept of smart growth first appeared in 1997 has undeveloped land in both cities and suburbs is becoming been well accepted by public officials, urban planners, scarce. Because of the shortage and rising cost of land, de- designers, citizens and developers. High density mixed-use velopers find that high-density and mixed-use development neighborhoods and commercial centres are two of the most is a good way to achieve great economic benefits and to important characteristics of smart growth. The growing solve the problem of the shortage of land. social and political demand for a sense of place in suburban neighborhood has also boosted mixed-use development. ■ Political, Social, and Regulatory Trends Many suburbs do not have town centres or a central civic Single-use zoning policy and practices are questioned and place where residents can gather or communicate. Mixed- challenged by outstanding urban designers and planners use projects usually become the civic centres of surround- who advocate mixed-use development. In Jane Jacobs’s ing communities. Growing traffic congestion and deteriora- book Life and Death of Great American Cities, a mix of tion of the environment have enhanced the support for new uses is regarded as a strong means to create a vibrant, inter- transit development and transit-oriented development which esting, and safe urban environment. Many other authors and usually take the characteristics of mixed-use development. urban designers including Lewis Mumford and Peter Calt- horpe have written convicting books on new urbanism and ■ Property and Design Trends mixed-use development. In the 1960s and 1970s, planning New urbanism, smart growth design and real estate de- policies began to allow local communities to relax single- velopment have advocated sustainable and compact com- use zoning and permit a mix of uses. munities which include a wide mix of uses. The ideas of new urbanism increasingly have affected the conventional

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 21 Chapter 2: Literature Review

dispersed patterns of land use and development in North tal” through “integrating housing, office, retail, industrial

America. Over the past two decades mixed-use develop- and recreational uses over a larger area”( Cervero 1994:45). ments have become increasingly necessary due to the Calthorpe (1993) believes:” All TODs must be mixed-use tremendous growth of white-collar jobs. Office space is an and contain a minimum amount of public, core commer- essential part of a mixed-use project and it can promote ser- cial and residential uses. Vertical mixed-use buildings are vice industries and commerce such as restaurants and retail encouraged but are considered a bonus to the basic horizon- shops that provide service for office employees and nearby tal mixed-use requirement.” Owing to limits of current real residents. A high density mixed-use project with pedestrian- estate practices, vertical mixed-use is much more difficult friendly environment can provide strong support for main to implement, although it can provide a pedestrian-friendly street retailing and urban entertainment centres that are also environment. Insurance costs are higher when uses are ver- important parts of mixed-use development. Another factor tically mixed; it affects the bottom line for developers and influencing the need for mixed-use projects is the increase impairs their ability to get financing and it is quite difficult in the number of childless households. Many of these to do vertical mixed-use development when ownership people prefer more urban lifestyles, in high density housing components are involved. In addition, multi-use structures in downtown areas and in suburbs that promote mixed-use are also hard to build and their costs are much higher. “For developments. this reason, vertical mixed-use should not be solely re- (Schwanke 2003) lied upon to create pedestrian-oriented places” (Calthorpe 1993:63). In practice, developers are generally more com-

Mixed-use can be identified as: ”vertical” with shops on the fortable with horizontal mixed-use developments. ground floor and offices or residences above, or “horizon-

22 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

than they are at single-use employment centres”( Cervero Table 1 Calthorpe’s suggestion for the proportion of mix of 2004:132). land uses

For transit to be effective, it is necessary that a sufficient number of people live or work close to the transit stop so that there be a sufficient density surrounding a transit stop. Sources: Calthorpe 1993:63 Many studies conducted in different cities during past two decades have found that increasing density is one of the most effective measures to enhance transit ridership. How- In a mixed-use area, a certain proportion of different uses is ever, higher density is not welcomed by many communities needed to add various activities to the community and keep and neighborhoods because it is viewed as unattractive, it vital. Offices with retail and services, allow employees multi-family housing which is incompatible with lower- to take care of day-to-day errands within walking distance density, single-family house. More and more examples of of their jobs, and having such services as a grocery store, well-designed and compatible higher density housing have dry cleaner or day-care centre in a residential neighborhood been built in many TOD practices in America. near the transit station will allow people to take of errands on their way to and from work. In addition, a certain pro- Some generally accepted guidelines for minimum densities portion of different uses is necessary to increase transit have been agreed upon as a result of studies and surveys. ridership.(See table 1) “Ridership rates at mixed-use sub- For residential density thresholds, Calthorpe suggests a urban employment centres are on average 5%-10% higher minimum of at least 10 units/acre for a Neighborhood TOD

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 23 Chapter 2: Literature Review

and 18 units/acre for an Urban TOD, while Cervero sug- should be close to the transit facility. It makes more sense to place gests 7 units/acre and 30 units/acre. Based on a review of commercial offices and apartment buildings closer to the transit 11 TOD design guidelines across the United States, Reid stop than single-family houses. Ewing concludes that the following rules of thumb are ap- propriate: 7 units per acre(basic bus services); 15 units per The densities in following table 5 are derived from literature acre (premium bus service); and 20 to 30 units per acre (rail and from the calculation of actual densities at TOD projects as services). When talk about the densities for employment cases study in the book of The new transit town: best practices in and commercial uses, Calthorpe suggests a minimum Floor transit-oriented development. And table 6 comes from The City Area Ratio (FAR) of 0.35 for nonresidential activities in of Calgary’s document -Transit Oriented Development Policy TODs, while the Puget Sound Regional Council suggests Guidelines Draft (2004). Two cases studies are selected to dis- a target of 0.5 to 1.0 for commercial developments without cuss what density is suitable to this studying site. One case comes structured parking and at least 2.0 for developments with from the book of The new transit town: best practices in tran- structured parking. The regional council further contends sit-oriented development and the other comes from The City of that employment densities of 25 jobs per gross acre will Calgary’s document - Transit Oriented Development Best Practice support frequent, high-capacity transit service. For light-rail Handbook (2004). service, employment densities of 50 jobs per gross acre are needed. Cervero (1994) notes that densities should gradu- Case 1. Mockingbird Station, Dallas ally decline with distance from the stops, and non-transit Dallas Area Rapid Transit (DART) serves the city of Dallas and compatible (low-intensity) uses should be located away 12 surrounding municipalities. DART, which opened in 1996, from transit stops. In general, the greatest intensity of use currently has 44 miles of light-rail transit with 34 stations. Mock-

24 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review ingbird Station is built for light-rail located about 6.4 transit stations. It kilometres north of is the success story downtown Dallas at of the Mockingbird the intersection of Station project that Mockingbird Lane, kindled Dallas’s The Lofts at Mockingbird Station a major east-west Mockingbird Station, Dallas suburbs rush to em- Source: www.allresco.com/html/man- Source:www.nctcog.org/.../examples/ agement/texas.html artery, and the North mockingbird.asp brace TOD and sets

Central Expressway, where two light-rail lines meet. Ser- the tone for other TODs in Dallas Metroplex. The project vice here is every ten to twenty minutes. It is adjacent to consists of 211 loft-style apartments, 14,000 square metres Southern Methodist University in the wealthy community of office space and 18,000 square metres of retail, theatres, of Park Cities.

The Mockingbird Station project, with an area of 4.1 hectares was begun in 1997 and was the first mixed-use Mockingbird Station-Platform, Dallas Source: www.dart.org/newsroom/im- project in Texas spe- Office Building at Mockingbird Station agelibrary.asp cially designed and Source: www.allresco.com/html/management/texas.html

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 25 Chapter 2: Literature Review

and restaurants. There are 1,440 parking spaces in the proj- Table 3: Location Comparison: ect; 150 surface parking spaces are located in the centre of Brentwood Station & Mockingbird Station (2001) the project and the remainder are structured or underground. Although the Mockingbird Station project, at 4.1 hectares, is relatively small compared with Brentwood Station, at 36.3 hectares, they have much in common. The success of the Mocking Station project provides many ideas for the redevelopment of Brentwood Station. Sources: Dittmar and Ohland, The new transit town: best practices Table 2: Population Density Comparison: in transit-oriented development, 2004.

Calgary & Dallas (2001) Table 4: Statistics of Mockingbird Station Project

Sources: Dittmar and Ohland, The new transit town: best practices in transit-oriented development, 2004. Source: City of Calgary 2001 Civic Census and Community Profiles Source: http://www.dallascityhall.com/html/statistical_profile.html

26 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

Case 2. “The Bridges” at Bridgeland Station, Calgary Retail, commercial, and institutional space is located on the

The Bridges is a redevelopment located on the former site ground-floor. The residential density of The Bridges will be of the Calgary General Hospital in the inner-city commu- up to 100 units per hectare.

nity of Bridgeland- Riverside. This community which is 15 hectares in size, is located on Source: www.thebridges.ca the north side of the

Bow River immediately northeast of the downtown core. The Bridges redevelopment site is immediately adjacent to the Bridgeland Station. It is a multi-family residential and mixed-use develop- ment. More than 1,500 residential units will be built, accommodating ap- proximately 2,000 The Bridges Master Plan to 2,500 residents. Source: www.thebridges.ca

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 27 Chapter 2: Literature Review

Table 5 TOD Typology and Density

Sources: Dittmar and Ohland, The new transit town: best practices in transit-oriented development, 2004, 38.

28 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

Table 6 TOD Station Type Characteristics

Sources: The City of Calgary-Transit Oriented Development Policy Guidelines Draft

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 29 Chapter 2: Literature Review

2.3.4 Parking Carol suggest 3.3-3.8 spaces/1,000 square feet for retail; 1- There are a number of key issues concerning parking that 1.5 space/ dwelling unit for multifamily projects in the core needed to be addressed for a TOD that advocates a pedestri- area of transit districts. an- and transit- friendly environment. A major goal of TOD is to get people out of their cars and into transit or traveling The overall number of parking requirements for TOD can by foot or bicycles. However, the current prevalent problem be significantly reduced through shared parking arrange- is that many transit stations and shopping malls remain iso- ments. “Shared parking is when two or more users (a store, lated from pedestrians, surrounded by parking areas. A sea office, restaurant, dental clinic, etc.) share the same parking of surface parking surrounding development is one of the spaces rather than each having their own dedicated parking greatest barriers to walking. And for TOD, it also consumes area” (Shared Parking Handbooks, 1997). Shared parking land which could otherwise be used for building area, open allows efficient use of a single parking space by comparing space or other productive uses. So parking reduction is varied peak time demand. Carefully planned shared park- essential for TOD. As Calthorpe (1993) states:” Reduced ing between different uses can meet peak time demand in

parking standards should be applied to Urban TODs in rec- mixed-use areas. A good example is shared parking between ognition of their proximity to high frequency transit service, an office and a restaurant uses. The parking lots are oc- their walkable environment and mix of uses. Standard park- cupied by office employees during the day, while the res- ing ratios are recommended for Neighborhood TODs and taurant clients may use the parking lot in the evening or on Second Areas”. Calthorpe suggests 2-4 spaces/1,000 square the weekend. This means a single parking space can server feet for office; 3-5 spaces/1,000 square feet for retail; 1-3 several uses. ”Retail, office, and entertainment uses should spaces/1,000 square feet for light industrial. Frederick and share parking areas and quantities” (Calthorpe 1993:109).

30 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

On-street parking also helps reduce the amount of land should reinforce access to transit and encourage pedestrian used as parking lots without reducing the necessary number activities. Due to the high density and intensity character- of parking spaces. On-street parking provides convenient istic of TOD, Calthorpe strongly suggests structured and short-time parking for retail customers and buffers pedes- below-grade parking. trians from traffic. A good supply of on-street parking is critical in mixed-use core areas. “A portion of any project’s Bicycles provide an excellent alternative mode of trans- parking requirements uses may be satisfied by on-street portation in TOD. It is important to encourage people to parking” (Calthorpe 1993:109).In the core areas a close grid use bicycles to reduce dependence on automobiles. Special of streets offers a maximum number of on-street parking efforts should be made to provide a safe and direct network spaces. of streets and paths that are accessible to cyclists. Secure parking facilities should be provided at transit stations, in The location of parking lots is a critical factor to a success- retail areas and especially at work sites. “Bicycle parking ful TOD. Surface parking lot is one of the greatest barriers facilities must be provided throughout core commercial ar- to walking and no one likes to walk across vast parking lots eas, in office development, and at transit stops, schools, and to reach their destinations. Therefore, parking lots should parks” (Calthorpe 1993:103). There should be clear signs to be placed behind of buildings with on-street parking at the show the location of bicycle parking and it should be easily front. It is also better that a parking lot is surrounded by accessible to the building entrances, closer to the building buildings. Buildings fronting on the sidewalk with numer- than the automobile parking. ous entries can create a pedestrian-friendly environment and attract people to walk around. The configuration of parking

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 31 Chapter 2: Literature Review

In general, a reduction in space used for parking can be face the problem of providing adequate accommodation for achieved by lowering parking standards, shared parking, those students who are living away from home. For univer- and on-street parking. Good location and configuration of sities or colleges, good housing is becoming necessary in parking lot helps creating a pedestrian-friendly environment order to attract top students. The University of British Co- and TOD should provide excellent facilities for bicycle to lumbia proposed a housing concept that is expected to ac- reduce use of automobiles. commodate about 50 per cent of the people living on cam- pus, who will either be working or attending classes (The 2.4 Student Housing at the University of Calgary Vancouver Sun Saturday, 2004). In 2003, Harvard proposed “It is impossible for a modern college or university to a goal of providing housing for 50 per cent of its graduate evade responsibility with regard to housing of its students” student population within the next ten years, representing (Strozier 1950:1). Student housing is not only an accom- an increase from the current 37 percent (Harvard University modation service for university or college students but also 2003 Town Gown Report). a society where the young students can develop their social skills and enhance their academic performance. As Riker “The question of providing housing to students can be ex- (1971: v) states, ”Two primary functions of student hous- amined from at least four perspectives – namely, historical, ing are: first, to provide a satisfactory place for students to societal, institutional and personal (i.e., the student)” (The live, and second, to help students to learn and to grow, since Student Housing Study – Final Report 1976:6). Looking at this housing is part of an educational institution.” However, these four perspectives may help to clarify the question of increases of student housing have fallen far behind enroll- student housing at the University of Calgary. ment increases and institutions of higher education have to

32 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review

■ Historical Perspective evade responsibility with regard to housing of its students”

“A variety of residence operations have been devised to (Strozier 1950:1). Student housing is not only an accom- meet specific institutional and student needs at certain modation service for university or college students but also times in the history of post-secondary education” (The a society where the young students can develop their social Student Housing Study – Final Report 1976:6). Currently skills and enhance their academic performance. As Riker there are three types of student housing at the University (1971: v) states, ”Two primary functions of student hous- of Calgary: traditional dormitory, apartment and family ing are: first, to provide a satisfactory place for students to housing. The traditional dormitory was opened in 1965. live, and second, to help students to learn and to grow, since There are no cooking facilities in the traditional dormitory; this housing is part of an educational institution.” However, hence students are required to choose a Meal Plan option to increases of student housing have fallen far behind enroll- buy their meals from the dining centre. In 1979 the family ment increases and institutions of higher education have to housing was built for married students. “In 1983, because face the problem of providing adequate accommodation for of students’ demands for greater privacy and a better liv- those students who are living away from home. For univer- ing environment, an increase in the student population, sities or colleges, good housing is becoming necessary in and a corresponding need for on-campus accommodation, order to attract top students. The University of British Co- the apartment residence became a new option (Cesena lumbia proposed a housing concept that is expected to ac- 1999:16)”. Now there are approxima2.4 Student Housing at commodate about 50 per cent of the people living on cam- the University of Calgary pus, who will either be working or attending classes (The Vancouver Sun Saturday, 2004). In 2003, Harvard proposed “It is impossible for a modern college or university to a goal of providing housing for 50 per cent of its graduate

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 33 Chapter 2: Literature Review

student population within the next ten years, representing hence students are required to choose a Meal Plan option to an increase from the current 37 percent (Harvard University buy their meals from the dining centre. In 1979 the family 2003 Town Gown Report). housing was built for married students. “In 1983, because of students’ demands for greater privacy and a better liv- “The question of providing housing to students can be ex- ing environment, an increase in the student population, and amined from at least four perspectives – namely, historical, a corresponding need for on-campus, the apartment resi- societal, institutional and personal (i.e., the student)” (The dence became a new option (Cesena 1999:16)”. Now there Student Housing Study – Final Report 1976:6). Looking at are approximately 1,500 students living in single student these four perspectives may help to clarify the question of residences and there are 250 units family housing. Together student housing at the University of Calgary. these provide on-campus accommodation for approximately 1,800 students, less than 8 per cent of the student popula- ■ Historical Perspective tion. A new residence building Dr. Fok Ying Tung Interna- “A variety of residence operations have been devised to tional House is scheduled to open in September 2008. The

meet specific institutional and student needs at certain new building will be located adjacent to the campus dining times in the history of post-secondary education” (The centre, and will provide accommodation for 200 students. Student Housing Study – Final Report 1976:6). Currently This will bring the number of beds on campus to 2,000, there are three types of student housing at the University helping to alleviate housing shortages for students to some of Calgary: traditional dormitory, apartment and family extent. housing. The traditional dormitory was opened in 1965. There are no cooking facilities in the traditional dormitory; “The provision of student housing facilities has been based

34 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review upon the desirability of promoting an intellectual com- ■ Societal Perspective munity and on the desirability of educating the “whole” “Students, as members of a special low-income societal person” (Student Housing Study-Final Report 1976:8). group, deserve and require societal support” (Student Hous- According to the report, in 1976 single student residences ing Study-Final Report 1976:9). Students who are trying to and family housing units accommodated 9.5 percent of the find off-campus housing have to compete with the general student population. Considering that in 1976, 77 percent population in the general housing market, particularly in of the student population cited the city of Calgary as their houses and apartment rented from private landlords. As a permanent address and there are 10,864 full-time students low-income or no- income group, their societal and spatial enrolled at the university, the proportion of on-campus location in the general housing market is obviously weak. housing was reasonable at that time. The report states that Calgary’s booming economy attracts a large number of im- the total capacity of student housing on campus need not be migrants and it also has created a booming housing market altered unless there is an appreciable shift in these student in Calgary. In the September 7, 2006 edition of the Gauntlet population of statistics. (a student newspaper of the University of Calgary) reported Table 7 the Historic Accommodation of the University of a story about how difficulty it is for a student named Cole Calgary Novak to find off-campus housing. “Calgary’s booming housing market has made finding student housing next to impossible, and Novak’s story is one echoed by many young renters as they scramble to find affordable housing in time for the school year”(Senger 2006). The University of Resource: Fact Book of the University of Calgary Calgary Students’ Union president Emily Wyatt confirmed

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 35 Chapter 2: Literature Review

Novak’s story and said: ”It is frustrating to see Calgary’s students on the waiting list for the single student residence booming economy benefiting the wealthy and leaving and 100 students on the waiting list for the family housing. students behind. It’s getting late to find student housing, but Early in 1976, Student Housing Study-Final Report (1976) those moving to Calgary for, say jobs in oil and gas, can af- pointed out that the potential of the area surrounding the ford to pay more than a student” (Senger 2006). In response university to accommodate a large number of students is to societal demands for support, much more attention limited due to it being zoned for single family house. For should be paid to student housing. future development, the report suggests high density devel- opment in the university area could provide more housing ■ Institutional Perspective space for students as the university enrollment grows. How- For an educational institution, “changes in enrollment can ever, perhaps due to financial reasons, the University of be a factor in the determination of student housing needs” Calgary does not have any plan on student housing although (Student Housing Study-Final Report 1976:11). From 1976 it is facing the problem of housing shortages for students. to 2005, the enrollment of full-time students at the Univer- sity of Calgary increased from 10,864 to 23,598, and stu- ■ Student Perspective dent accommodation increased from approximately 1,000 to From a student perspective, there are several necessary 1,800 spaces. However, the proportion of Calgarian student factors to be considered before making a decision about decreased from 77 percent to 66 percent. That means more accommodation. “Student accommodation needs to be and more students need to find accommodation on cam- available at low rent. Accommodation needs to be available pus or off campus. According to the information provided reasonably close to the institution campus” (Student Hous- by Residence Service, each year there are more than 300 ing Study-Final Report 1976:12). According to the research

36 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter2: Literature Review report: Regarding the Market for International Housing Table 9 Acceptalbe Rent for Student (a research report for the Dr. Fok Ying Tung International House), the five most important factors when choosing ac- commodation are: cost, close to the University of Calgary, cooking facilities, internet and utilities. For students, fur- nished rooms and close to Transit are two important fac- tors to consider when choosing accommodation. It is also Resource: Regarding the Market for International Housing necessary that accommodation ensures privacy and provides Table 10 Popularity of Type of Accommodation suitable physical and recreational facilities.

Table 8 the Current Student Number and Accommodation at the University of Calgary

Resource: Regarding the Market for International Housing

Resource: Residence Service of the University of Calgary and Fact Book of the University of Calgary

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 37 Chapter 2: Literature Review

In general, whether from the university perspective or from mix of land uses, small blocks, good building placement the student perspective, it is necessary and possible to cre- and orientation, well designed neighborhood streets, and ate a student community near the campus to provide cluster well designed parking lots. TOD can provide more afford- accommodation for students. The Brentwood LRT Station able housing through creating more new job opportunities area provides an ideal site to build a student community and nearby, lowering the cost of utilities and other public ser- such a community would bring new residents to support lo- vices, and reducing the cost of commuting for residents in cal businesses and the redevelopment of the project. both money and time. A certain portion of uses in a TOD creates a vibrant neighborhood. Densities should gradually 2.5 Summary decline with distance from the stops, and non-transit com- In summary, the purpose of the literature review is to patible (low-intensity) uses should be located away from provide theory support for the design proposal that will be transit stops. Parking reduction can be achieved by lower- provided in Chapter 4. In this chapter, the literature review ing parking standards, shared parking, and on-street park- mainly concentrates on the principles of TOD and student ing. Good location and configuration of parking lots helps

housing at the University of Calgary which will direct the creating a pedestrian-friendly environment and TOD should later urban design proposal. Integrating Brentwood Shop- provide excellent facilities for bicycle to reduce the use of ping Village’s context, the five factors: pedestrian-friendly automobiles. In addition, it should be possible to build a environment, affordable housing, mixed-use and high densi- student community in this site to provide accommodation ty, parking, and student housing at the University of Cal- for students at the University of Calgary. gary, are discussed in detail. A pedestrian-friendly environ- ment can be created through an ideal size of neighborhood,

38 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Chapter3 Site Context and Analysis land Village Shoppes, Market Mall and North Hill Shop- ping Centre. Brentwood Village Mall and the other three are

In order to explore redevelopment opportunities an analy- community shopping centres. As shown in Figure 1, Brent- sis of the site is necessary. This analysis should include a wood Village Mall is surrounded by three regional shopping review of the site context: site location, perspective, and centres. Market Mall and North Hill Shopping Centre are limitation, surrounding communities, transportation and within the distance of 1.5 kilometers and Northland Village land use, and site analysis including actual land use, zoning, is within the distance of less than 5-minute CTrain ride. It topography and building typology. also has to face the challenge from another neighborhood shopping centre – Dalhousie Station that is also developed

3.1 Site Context around an LRT Station. However, there is a great opportu- 3.1.1 Site Location Analysis nity for potential development at Brentwood Village Mall. The site is located approximately 6.2 km northwest of This opportunity involves the University of Calgary with Downtown Calgary, and is divided by Crowchild Trail and more than 28,000 full time students, most of whom can not the Light Rail Transit (LRT) line. The Brentwood LRT sta- afford a car. There are only approximately 1,535 student tion is located on this site (Figure 1). There are seven com- living on campus, and most of them are first year students. mercial centres in the northwest area of the city of Calgary. The other students have to find an off campus accommoda- They are: Crowfoot Centre, Dalhousie Station, Dalhousie tion. The area around Brentwood Shopping Mall will be Coop, Northland Village Shoppes, Market Mall, North attractive to these students if it can provide them reasonable Hill Shopping Centre, and Brentwood Village Mall. Of the accommodation and better community service. seven commercial centres, three are regional centres: North-

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 39 Chapter 3: Site Context and Analysis

Figure 1 Site Location Analysis

40 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

3.1.2 Site Projected Analysis pedestrians and transit and create public activity nodes” As stated in the Calgary Transportation Plan (1995) and (Calgary Transportation Plan 1995: 2-5). Calgary Plan (1998), the area around Brentwood Sta- tion will be one of the suburban centres and employment 3.1.3 Site Limitation Analysis concentrations in the future (Figure 2). The population of As a community shopping centre, Brentwood Village Mall Calgary will reach 1.25 million by 2024(Calgary Transpor- should provide service to all of the surrounding neighbor- tation Plan 1995: 1-16). Under the pressure of increasing hoods (Figure 3). However, because of the division of population, the land use and mobility strategy is to reduce caused by Crowchild Trail, Brentwood Village Mall has a dependence on automobile and increase transit use. The pol- closer link with the neighborhoods to the north of Crow- icies encourage development that will create jobs closer to child Trail than those to the south. The southern neighbor- residential areas and provide housing closer to commercial hoods are linked with the mall only by Charleswood Drive, and office centres. “Over time and within policies estab- Brisebois Drive, and an overpass. The routes from the lished in individual Area Redevelopment Plans (ARPs), ex- southern neighborhoods to Brentwood Village Mall are not isting neighborhoods should be capable of accommodating pedestrian friendly: there is no shelter for pedestrian along higher average densities to support greater housing choices, the way to Brentwood Village except some small bus stop adaptability, and the efficient use of public services” (Cal- shelters. The overpass is also exposed in the open air. For gary Transportation Plan 1995: 2-3). “The Transportation those community members who want to walk to Brent- Plan land use builds upon market trends to locate new jobs wood Village Mall have to walk across a large parking area in suburban areas. …. Suburban jobs would be focused in without any shelter and then climb the overpass. These are mixed-use, higher density nodes that would work well for uncomfortable for pedestrian especially in winter. So most

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 41 Chapter 3: Site Context and Analysis

Figure 2 Site Projected Analysis

42 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Figure 3 Site Limitation Analysis

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 43 Chapter 3: Site Context and Analysis

Figure 4 Site Aerophoto

44 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis of the community members usually would like to drive or Calgary (Figure 5 and 6). take a bus to the mall. Crowchild Trail is a difficult barrier to overcome through the building of a tunnel or more over- ■ Varsity is the largest of the communities adjacent to the passes. However, since there are a large area parking lots study site in both land area and population (See Table 8). and vacant land on the south of Crowchild Trail near the Market Mall is located in the community. The university re- transit station, some retails and other service facilities could search area, where office buildings are located, is located in be establish in this area, and at the same time the overpass the southeast corner of Varsity. Some land within the study could be improved to integrate the two parts into an integral site is located in this area. Varsity is primarily a residential whole. community.

In the redevelopment proposal, some land to the south of ■ Brentwood is located at the base of Nose Hill Park and Crowchild Trail near the LRT Station is added to the site. lies northeast of Crowchild Trail and 32 Avenue NW. It makes more sense to prove a connection between Brent- Brentwood Village Mall and Northland Village Shoppes wood Village Mall and the southern neighborhoods will are located in this community. The major part of the study be strengthened. The total area of the site is approximate site is located in the south corner of Brentwood where the 362,848 square metres (Figure 4). Brentwood LRT Station is located. Brentwood is primarily a residential community established in the 1960s. 3.1.4 Surrounding Communities Analysis The site is surrounded by the communities of Brentwood, ■ Charleswood is a residential community located south- Varsity, Charleswood, Banff Trail, and the University of west of John Laurie Boulevard and south of Charleswood

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 45 Chapter 3: Site Context and Analysis

Figure 5 Site Surrounding Communities Analysis

46 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Drive NW. Its southwest corner is adjacent to the site. move in. The redevelopment of this study site provides an opportu- nity to solve the population decline. There are 4,385 senior people ■ Banff Trail is a residential community located (age over 65) living in these communities. Because of their age, northeast of Crowchild Trail. Its northwest corner is many seniors prefer to take transit or walk to their destination rather adjacent to the site. It is served by the University and than drive. Small dwelling units located in the Brentwood LRT Banff Trail LRT Stations. Station area with a pedestrian friendly commercial environment are attractive to them. For the tenants it would be good news if more

■ The University of Calgary is an institute community Table 11 Community Population statistics located southwest of Crowchild Trail and south of 32 Avenue NW. There are over 4,400 employees and 28,000 full-time students at the University of Calgary. There are approximately 1,535 students living on campus. The remaining students need to find housing Source:2004 City of Calgary Community Strategies, Policy & Planning Division off-campus.

Table 12 Community Housing statistics According to the population statistics from 1999 to 2003, the population in this area decreased two per- cent. The area is facing the problem of population decline. Measures should be taken to induce local residents to stay and attract people from outside to Source: City of Calgary 2001 Civic Census and Community Profiles

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 47 Chapter 3: Site Context and Analysis

Figure 6 Site Surrounding Communities Context

48 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis dwellings were provided in the area around Brentwood LRT important bonds that directly link the site with other areas Station. They could save money by using their cars less. in the city of Calgary. (Two other expressways: Shaganappi For the students who want to find an accommodation near Trail and John Laurie Boulevard also link the site with other the University, the Brentwood LRT Station area is an ideal areas. The other two most important bonds are Light Rail place. Although the unemployment rate in these communi- Transit (LRT) and bus (Figure 7). Not only can the LRT ties is not high, more job opportunities will contribute much provide effective and safe commuting service for surround- to these communities. This is especially important to the ing communities but also it can bring a great number of students living in the area. It means they have more oppor- customers to the site. The LRT is the most critical factor to tunities to get a part-time job near their residence to support the redevelopment of the site. The site is also a terminus of themselves. It will save them much time and energy that 21 different bus routes. As Figure5 indicates, the bus routes might otherwise need to be spent on getting to and from a network covers all of the surrounding communities. It is distant job. convenient for residents to take a bus to get to the site. The three shopping centres and surrounding communities are 3.1.5 Transportation Analysis integrated closely by the bus network. The site has better access than the two closet regional shopping centres: Market Mall and Northland Village There is an obvious hierarchy in traffic volume surrounding Shoppes . For the Varsity community and the community the site (Figure 8). Among the three expressways Crowchild at the University of Calgary, Crowchild Trail is a barrier Trail has the highest traffic volume between 66,000 and to Brentwood Village Mall and it divides the site into two 77,000 vehicles per day; Shaganappi Trail has the low- parts. However, as an expressway, it is one of the three most est traffic volume between 22,000 and 36,000 vehicles per

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 49 Chapter 3: Site Context and Analysis

day; and the traffic volume of John Laurie Boulevard Table 13 SiteTraffic Volume Statistics (Average) carries between 50,000 and 52,000 vehicles per day. The traffic volume of the major roads, illustrated in Figure6 is between 16,000 and 22,000 vehicles/per day, and the traffic volume on collector roads is 11,000 vehicles/per day(Table 13). Between 2000 and 2005 the traffic volume of Crowchild Trail increased approximately 20% - 40% causing congestion on Crowchild Trail at peak times. Measures will be Source: City of Calgary - The City of Calgary Transportation Planning taken to reduce the traffic volume in the redevelop-

ment proposal. Table 14 LRT Station Ridership: Count Northwest Line Comparison Summary (Average Weekday ons and offs)

In 2005 the ridership at the Brentwood LRT Station was 9,900 persons per day and the University LRT Station was 8,200 persons per day. The ridership at the Dalhousie LRT Station has reached 15,100 persons per day. Before the LRT was extended to Dalhousie, Brentwood LRT Station as the terminus of the northwest LRT line, had a ridership of 18,600 Source: City of Calgary - Transportation Department - Calgary Transit persons per day in 2000. when the LRT was extended

50 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Figure 7 Site Transportation Analysis

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 51 Chapter 3: Site Context and Analysis

Figure 8 Site Traffic Volume Analysis

52 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis to Dalhousie Station in 2003, the ridership of Brentwood importance of the LRT, apartment and multi-family units LRT Station began to decrease. However, Brentwood LRT are very popular in this area. So these should be the kinds of Station still has the second highest ridership among the housing form preferred in the redevelopment of the site. northwest line stations and has the potential to increase its ridership. ■ Commerce All of the commercial buildings on the site are located 3.1.6 Land Use Analysis north of Crowchild Trail. This includes such things as retail ■ Residential space, banks, restaurants, bars, clinics, and a gas station. There are three forms of housing in or in the neighborhood The southern part of the site consists of parking lots and of the site: single family houses, multi-family units and vacant land surrounded by office buildings. There should high-rise apartments. The single family house is the primary be some commercial outlet such as restaurants, retail space, form of housing in this area. There are two high-rise apart- and bars to serve these office buildings. “Office space is fre- ments located on the south side of the site. Within this area, quently a cornerstone of a mixed-use project, and many of only two high-rise apartments are not enough and there will the largest office projects can generate substantial demand be more towers in the site in the redevelopment proposal for for surrounding amenities and uses” (Schwanke, 2003 27). the site. There are four multi-family unit clusters in this area As illustrated in Figure2, the area around the Brentwood (See Figure 9). One of the four clusters one, located at the Station will be one of employment concentrations in the intersection of Crowchild Trail and Charleswood Drive, is future. However, in the current context all the office build- new and all units in the building have been sold out be- ings in the area are research institutes of the University of fore construction is completed. Due to the location and the Calgary and are located on the south of Crowchild Trail.

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 53 Chapter 3: Site Context and Analysis

Figure 9 Site Land Use Analysis

54 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Redevelopment will provide more office space on both commercial community more attractive and comfortable sides of Crowchild Trail to create a greater concentration of open spaces, the Blakiston Park will be replaced by other employment. well designed open spaces in the redevelopment proposal.

■ Open space There are two parks in this area. The University Research Table 15 Site Land Use Statistics Park is located in the university research area. It contains a small pond, agazebo, various pathways, and a number of exercise structures. It provides the neighborhoods a good place for recreation. The second park, Blakiston Park is located in Brentwood, behind Co-op store and in front of the multi-family houses. This park has mature trees and paved pathways. It not only provides residents a recreation Note: All numbers are approximate only space, but also works as a buffer between commercial and residential space. The University Research Park is adja- cent to the west of the site. Although Blakiston Park serves the residential neighborhood well, it does not have a close connection with the commercial part of the neighborhood. Few of the customers of the shopping area will go to enjoy the open space. In order to provide both the residential and

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 55 Chapter 3: Site Context and Analysis

3.2 Site Analysis and mixed use development. More residential and commer- 3.2.1 Actual Land Use Analysis cial space will be added in the redevelopment proposal. Land on the site is primarily used for roads and parking. As identified in Figure 10, all buildings on the site except the multi-family house units are surrounded by parking lots. Al- though the site is served by the LRT, the Shopping centre is still car-oriented. People who take the LRT to the site have to walk across large areas of parking lot to reach their desti- nation. This kind of development pattern encourages the use Parking Area in front of Brentwood LRT Station of automobiles and does not provide a pedestrian friendly environment. It also consumes land which could otherwise Table 16 Actual Land Use Statistics be used for buildings, open space or other productive uses. Surface parking will be reduced and a pedestrian friendly environment should be created in the redevelopment pro- posal. Structured and below grade parking will increase the density of the site.

The data in Table 16 show that the proportions of residential and commercial space are individually 3.88% and 33.46% of the site. This is nowhere enough to support high density Note: All numbers are approximate

56 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Figure 10 Site Actual Land Use Analysis

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 57 Chapter 3: Site Context and Analysis

In addition, there is no building built adjacent to the LRT mixed-use community, this kind of zoning should be re- station or the bus terminus. The highest density should be placed by overlay zoning and a more advanced zoning that located around a transit stop. integrates different zoning lands into a whole rather than individual development zones. 3.2.2 Zoning Analysis The zoning of the southern part of the site is relatively 3.2.3 Topography Analysis simpler than the northern part, as it only includes PS (Public Most of the site is moderately sloped. The average slope Service District) and UNR (University Research District) is about 3% with some small areas of steeper slopes (7% (Figure 11). Currently, the PS land is used for parking and to 14%) at the Blakiston Park and the vacant land of the the UNR land is vacant. The zoning of northern part in- University Research District (Figure 12). The topography cludes Residential (RM-4), Commercial (C-3 and C-6), of the site is relatively flat. So it has excellent potential for and Public Park (PE). The C-6 land is Brentwood Village redevelopment. Mall; the C-3 land is Rock Mountain College; the PE land is Blakiston Park; and the RM-4 is multi-family housing. 3.2.4 Building Typology Analysis Although there are six types of zoning in the site and it is The buildings on the site are primarily one storey high mixed-use to some extent, these uses are separated into except the LRT Station and the multi-family houses (Figure individual development zones and segregated by the ex- 13). More multi-storey building should be built to increase pressway and property lines. This segregation weakens the the density and vertical mixed-use. The layout of buildings walkable connections between the various uses. In order to is not well planned. It lacks the conception of street and it strength the connections between the uses and develop a fails to create a comfortable and pedestrian friendly com-

58 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Figure 11 Site Zoning Analysis

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 59 Chapter 3: Site Context and Analysis

Figure 12 Site Topography Analysis

60 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Figure 13 Site Building Typology Analysis

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 61 Chapter 3: Site Context and Analysis

mercial environment. It is generally known that traditional shopping streets contribute to urban diversity in terms of street life, location possibilities for smaller entrepreneurs, high diversity of shops, and social control and coherence in streets (Jacobs, 1961) In order to develop the site success- fully, the traditional linear shopping street is essential in the redevelopment proposal.

3.3 Summary of Site Context and Analysis Following the analysis, discussion and design consideration of the on-site context, this section summarizes the critical issues regarding the site conditions and identifies design objectives and opportunities (See Table 17).

62 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter3: Site Context and Analysis

Table 17 Issues, Design Objectives and Opportunities

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 63 Chapter4: Urban Design Proposal

Chapter 4 Urban Design Proposal more than 0.75.

Table 18: Proposed Density of the Brentwood Station Area Within this chapter, an urban design proposal is presented to illustrate how TOD principles can be appplied to the ad- dress the issues identified in Chapter 3.

4.1 Density Target Note: 1 dwelling unit=100 sq.m. As already discussed in Literature Review and Site Context and Analysis, the Brentwood LRT Station area design must 4.2 Site Design Guidelines have a medium-high density for residential space and high The site design guidelines are based on the principles of intensity employment development. The residential density Transit-Oriented Development. These design guidelines of Mockingbird Station is 52 units per hectare and its com- attempt to define a context and direction for the redevelop- mercial FAR is 0.75. Compared with Mockingbird Station, ment of the project. The guidelines cover the following as a future suburban centre and employment concentra- areas: tion in the future Brentwood Station should have a higher 1. Commercial Areas density. However, considering the context of Calgary, the 2. Residential Areas residential density of the Brentwood Station should be a 3. Street and Circulation System little lower than that of The Bridges. Thus the residential 4. Pedestrian and Bicycle System density of the Brentwood Station should be between 52 and 5. Transit 100 units per hectare, and its commercial FAR should be 6. Parking

64 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

4.2.1 Commercial Areas should be oriented to the street. 1. Commercial building main entrances should orient to 4. Residential building should provide enough common streets, parks, or plazas. rooms for residents. 2. Commercial building facades should be varied and ar- 5. The student community should be located near the cam- ticulated to provide visual interest to pedestrians. pus of the University of Calgary. 3. Commercial building should provide continuous weather 6. The residential building for seniors should be adjacent to protection through arcades, porches or awnings. the transit centre and the other two apartment buildings for 4. The commercial centre should be the landmark of the site seniors. and integrate the transit centre. 7. Residential courtyards should be landscaped with furni- 5. Commercial building setbacks from public streets should ture. be minimized to bring buildings close to the sidewalk. 6. Commercial building should be adjacent to the transit 4.2.3 Street and Circulation System centre or located on both sides of the main street. 1. A grid street pattern should be used to ensure continuity of pedestrian paths. 4.2.2 Residential Area 2. The street network should be a hierarchical system com- 1. A variety of unit types should be provided to meet vari- posed of three levels: community main street, community ous requirements. collector street, and community local street. 2. Residential building facades should be varied and articu- 3. Street design should accommodate pedestrians, cycling, lated to provide visual interest to pedestrians. transit and cars. 3. Residential building entrance (except Family Housing) 4. Street design should minimize width and be designed for

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 65 Chapter4: Urban Design Proposal

speeds of 15-20 km/hr. on the site. 5. Street trees required along all streets should be spaced no 6. Bicycle parking facilities should be provided throughout further than 9 metres apart. the site. 6. Sidewalks required on both sides of all streets should be a minimum of 3 metres wide. 4.2.5 Transit 7. Street furniture is required on the main street. 1. The transit centre should be designed to integrate LRT 8. Intersections should be designed to facilitate both pedes- and bus service. trian and vehicular movement. 2. Streets should be designed to facilitate safe and comfort- able pedestrian crossings to the transit stop. 4.2.4 Pedestrian and Bicycle System 3. Transit stops should located no farther than 600 metres 1. Pedestrian routes should be located along all streets. from any part of the site. 2. Pedestrian routes should provide clear, comfortable, and direct access to the commercial area, transit centre, and the 4.2.6 Parking main street. 1. On-street parking should be provided throughout the site. 3. A Plus 15 system should be created to provide a walking 2. Surface parking lots should be located at the rear of system for pedestrian that is protected from the weather. buildings. 4. The two tunnels should be built to improve pedestrian 3. All parking lots should be landscaped with planted trees. connections to the two separated parts of the site. 4. Parking requirement should be reduced in areas of good 5. Bicycle commuters should be allowed to use any street transit.

66 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

5. Shared parking should be used to reduce parking require- employment concentration. This new community of Brent- ments. wood will have an identity and a character all its own 6. Underground parking should be encouraged on the site. boasting features that no other community in Calgary can claim. The commu-

4.3 Urban Design Proposal Description nity design creates a The following description provides a general idea of how pedestrian-friendly the Brentwood LRT Station area would be developed to environment. The provide better service for neighboring communities as a car is not a dominant community shopping centre. It also gives a general idea of option for move- Street Apartment how the station would realize its role as a suburban centre ment in this commu- Source: reslife.cofc.edu/.../george_street_ and employment concentration in the future as stated in nity. An arcade, Plus apartment.htm the Calgary Transportation Plan (1995) and Calgary Plan 15, and wide sidewalk with street tree and street furniture (1998). The description identifies how the design proposal provide a four-season pedestrian-friendly environment. addresses the issues and achieves the design objectives dis- People can walk and cycle to nearby schools, offices, shops cussed in Chapter 3 by applying TOD principles. and parks. The LRT station and bus stops are integrated to provide convenient, frequent, and direct transit service 4.3.1 A Vision for the Future for commuters. The community benefits from an improved The urban design proposal will transform what was an environment and healthy lifestyle. LRT station and a community shopping village surrounded by parking lots, into a vital new suburban centre and an This is a diverse community with mixed-use being its most

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 67 Chapter4: Urban Design Proposal

outstanding characteristic. It contains many different kinds apartments, town- of space: residential, retail, office, service, schools, and houses, and se- park. This mixture happens on a broad scale over the whole niors’ housing. The community and on a fine scale within neighborhoods and community will even within buildings. The community also offers a diver- become an attrac- sity of housing types that respond to both the unique needs tion for neighbor- of the area and changes to household types expected in the hood communities general population. and all Calgarians as LRT, bus routes, The community incorporates open space and the adjacent and thoroughfares

buildings as an important focal point. The buildings provide are aligned to bring Mixed-use Street space for offices, restaurants, retail outlets and residences. people to this ac- Source: www.kke.com/env_mixed_use.asp The open space is landscaped and designed to accommodate tive, thriving place.

activities ranging

from people-watch- The design builds ing and walking on the existing to playing games. educational com- People live in the ponents of the area. immediate area in The University of Plus 15 Family Housing Source:commons.wikimedia.org/wiki/Image: student housing, Source: www.cchra.com/publichousing.htm Calgary is linked Plus15-Calga...

68 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

to the community work opportunities for its community residents and resi- through streets and dents in the surrounding communities. This close proximity pathways. The helps to reduce the number of times and the distance people University Research need to drive their cars. It also allows people to replace

Community Park Park is adjacent to commuting time with time spent with their families, pursu- Source:www.ci.mocity.tx.us/.../parks/parks/ the community and ing hobbies, or leading active lifestyles. communit.htm the Rocky Mountain College is located in the community. In addition to these physical connections, students and programs link to the businesses and services located here. Some parts of the community are an extension of the uni- versity community.

The community en- ables people to live in close proximity to their work. As an employment con- centration, it offers Outdoor Concert a large number of Source:http://www.dutchflathotel.com/im- ages/Events/PastLarge/14.jpg

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 69 Chapter4: Urban Design Proposal

Figure 14 Site Plan

70 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Figure 15 Site Aeroview

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 71 Chapter4: Urban Design Proposal

4.3.2 Design Concept

The design concept is intended to show how TOD prin- ciples can be incorporated in to the Brentwood LRT Station Table 19 Blocks of Development Phasing Area Redevelopment Project and how it might be transfer- able to other similar projects along the LRT corridors in the city of Calgary (Figure 14 and 15). The site is special and the design concept must recognize the importance of the surrounding communities, especially that of the university. The site is unique because it is separated into two parts by LRT and Crowchild Trail, also critical to the development of the site.

Table 20 Statistics of Development Phasing 4.3.3 Development Phasing A phased development plan has been prepared as a guide line for the implementation of the design concept (Figure 16- 21). The objective of the phasing is to minimize the disruption to existing commercial activities and the con- struction impacts to the life of the neighborhood residents. Development phasing is also a strategy to adapt to market changes or other changes over time. The future phase can

72 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Table 21 Gross Floor Area (GFA) and Site Specific Net Density (Net FSI)

Table 22 Statistics of various types of floor area

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 73 Chapter4: Urban Design Proposal

be delayed or modified according to market demand and

new situations (Table 19).

Phase One The first phase of the development has a strong emphasis on improving transit service (Figure 16). Block 1 is the core part of the project. It includes the LRT station, a bus termi- nal and retail, and office space. Block 17 is the community centre that includes retail, entertainment, office, and apart- Figure 16 Site Original Axonometric ment space. Block 24 is a senior residential block that will provide 180 suites apartment suites for seniors. This is the most important phase for the development of the project. It contains 77 percent of the office space, 47percent of the

retail space, and 50 percent of the civic space of the whole community. During this phase, most of the existing ground level retail space will continue in business. This phase also provides new retail space for the next phase where present buildings will be demolished. In addition, Block 17 will provide 90 suites apartment suites for university students.

This will help to alleviate housing shortages at the Univer- Figure 17 Proposed Phase One

74 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal sity of Calgary to some extent. By providing convenient transit service and a comfortable shopping environment, it will promote the future phases of development and attract patrons to the community.

Phase Two During this phase all development happens in the north- ern part of the site (Figure 17). The main objective of this phase is to develop the main street and the green space. Figure 18 Proposed Phase Two More housing will also be provided for university students, singles and childless couples. The existing retail space in the site will move to the new retail space built in Phase One and the old space will be demolished. The completion of the main street will greatly improve the inner traffic in the community. The street network will be established and the streetscape program will also be undertaken in this phase. A Plus 15 will be built to connect separated blocks. Thus a pedestrian friendly and comfortable environment will be established in this phase.

Figure 19 Proposed Phase Three

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Phase Three

The major development in this phase is residence (Figure 18). The main objective of this phase is to integrate the two separated parts of the site. After two phases of develop- ment, the northern part of the site has established its image as a suburban centre and an employment concentration. The focus now turns to the southern part. The two parts of the site will become closely connected through the two tunnels under the light railway line and Crowchild Trail. A student Figure 20 Proposed Phase Four community will provide a total of 950 suites apartment suite for university students and the shortage of student housing at the University of Calgary will be alleviated.

Phase Four This is the last phase of the project(Figure 19). This phase provides various types of land use ranging from retail, office, and residential to civic. The main objective of this phase is to continue to improve the site’s role as a suburban centre and employment concentration according to market

requirements. Figure 21 Proposed Site Axonometric

76 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

4.3.4 Residential Area Adhering to Transit-Oriented Development (TOD) princi- ples, the proposal aims to present a compact, urban mixed- use community where people can live, work, and play. The distribution of density is designed to encourage using transit, walking, and cycling and provide for a diversity of housing types, affordability levels and lifestyles to meet the changing needs of residents over time. University students, singles and childless couples, families with children, and Figure 22 Proposed Site Constructure seniors are the major types of residents in this community (Figure 22).

■ Student Community One important objective of the MDP is to enhance the con- nection between the site and the University of Calgary and help to alleviate the housing shortage at the University of Calgary. This design proposal presents a student community concept which can provide approximately 950 apartment units for students. The student community includes Block

16, Block 17, Block 18, Block19, Block 20, Block 21, Figure 23 Proposed Site Block Location

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Block 22, and Block23. (Figure 23) The student community is located on the east of the site and is close to the univer- sity campus, so students living here can walk to the campus in ten minutes. All buildings in the community have un- derground parking and street oriented entries. Considering the unique character of the student’s lifestyle, landscaped courtyards and indoor common areas are provided for stu- dent activities and meetings(Figure 24). An outdoor stage is designed to provide a public space for students to hold a concert, a ball, and other activities in summer. Entertain- ment and recreation facilities are available in this commu- Figure 24 Proposed Student Community nity including bar, cinema, restaurant, cafe, cyber bar, book store, health &fitness, hair and beauty salon, video shop, yoga, etc. Block 17 is a mixed-use block. The main floor ■ Single / Childrenless Couples Community and second floors are used for retail, office, entertainment, Housing for working couples without children and singles and recreation space, the floors above for residential space. is provided in the mixed-use area. All buildings are located Because the community is close to Brentwood LRT Station, within a 400 metre radius of the Brentwood LRT Station it is also very attractive to the students of SAIT and ACAD. and are six to eight stories high (Figure 25). Some of them are apartment buildings; the others are mixed-use buildings with the ground floor for commercial use and the rest for

78 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

residential use. In this area, surface parking is provided for commercial use and underground parking for residential use. The mixed-use area provides a very convenient living environment for its residents. The residents can run their daily errands on foot without going out of this area. The community park and green space located in this area pro- vide outdoor activity spaces for local residents. The Brent- wood LRT Station and the bus terminal are within a walk Figure 25 Proposed of less than 10 minute. It encourages people to use transit Single/Childrenless Couples Community instead of driving to get to their destinations.

■ Senior Community A TOD community with a high-quality walking environ- ment and mixed-use is an ideal community for seniors. In 2001, the four communities adjacent to the site had an aver- age senior population of 15.7 percent of residents, much more than the Calgary average of 8.7 percent. The design proposal will provide 180 units for seniors accommodating approximately 360 seniors on the site. The seniors build- Figure 26 Proposed Senior ing is located in Block24, close to the transit and shopping. Community

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Block 25, adjacent to the senior building, provides the

seniors an outdoor activity space. There are two high rise seniors apartments adjacent to but out of site of the seniors building. The three buildings can form a seniors’s commu- nity and the seniors can share some service and facilities provided to seniors (Figure 26).

■ Family with Children Community The proposal includes approximately 130 units for families with children. The family housing is located on the east- ern corner of the site, adjacent to the University Research Figure 27 Proposed Family with Children Community Park, which provides outdoor public space for surrounding neighborhoods. The family housing residences are either University of Calgary (Figure 27). townhouses or low-rise apartments grouped around land- The site will also provide an opportunity for households in scaped courtyards. The courtyards are landscaped and pro- need of affordable housing such as single parents, newly vide private, semiprivate, and safe play space for younger arrived immigrants, students and other low income groups. children. The distance between the University of Calgary Due to existing infrastructural facilities, higher density, and and the family housing is less than 400 metres. The family possible reduction of parking requirements, the site will be housing would be very attractive for those students who are less expensive to develop. The cost of living will be lower on the long waiting list for family housing provided by the for residents living on the site because amenities, shopping,

80 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal work and school are all accessible without the need for a car.

4.3.5 Commercial Area “We live closer to where we work, relying less on our cars for the shorter work trips and more on transit, walking and cycling”( Calgary Transportation Plan, 1995). One of the strategic thrusts of the Calgary Plan and the Calgary Trans- portation Plan is to encourage the availability of more job opportunities within easy walking and commuting distance Figure 28 Proposed Office Build- of where people live. According to the Calgary Transporta- ing on the Transit Centre tion Plan (1995) and the Calgary Plan (1998), the site will be one of employment concentrations by 2024. Respond- ■ Office Space ing to this strategy the site is expected to accommodate The office space in the mixed buildings will be located pri- employment-intensive activity such as office employment. marily in Block 1, the transit centre of the site(Figure 28), As an existing community shopping centre and with further and along the main street at the second floor level (Figure development of the site, more retail space is expected to 29). Approximately 80 percent of office space will be lo- be built on this site. cated in Block 1. The remaining 20 percent will be located in Block 3, Block 4, Block 11, Block12, Block 13, Block 14, Block 17, and Block 26. Block 1 the core part of devel-

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opment will contain two high rise office towers and a four

storey high mixed-use building. The third and fourth floor levels of the mixed-use building will be office space and the ground and second floors will have such amenities as tran- sit, retail, restaurant, bank, medical-dental, daycare, health & fitness, hair and beauty salon, and yoga. The office will be built above the Brentwood LRT Station and the bus ter- minal. This will provide great convenience for the commut-

ers. There will also be enough underground parking space Figure 29 Proposed Main Street provided for those driving to work. The Plus 15 system will connect all office buildings on the site. Tenants will be at- tracted by efficient transit, excellent related services, and a good pedestrian system.

■ Retail Space Approximately 80 percent of the retail space on the site will be located along the commercial axis, (Figure 30). The remaining 20 percent will be located along the main street Figure 30 Proposed Commer- (Figure 31), Block 27, and Block 28 at the ground level. cial Axis The Brentwood LRT Station and the bus terminal will be

82 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal the centre of the commercial axis, providing convenient and direct transit service for retail outlets. The community park located in the commercial axis will provide the shoppers a comfortable outdoor space to take a break. The landscaped main street with street-oriented retail and arcade will give the street visual interest and attract visitors and shoppers to the site. The site will also be accessible to a large part of the city by transit and the unique character and amenities will Figure 31 Proposed Shopping Mall Section on Main Street attract patrons.

4.3.6 Pedestrian Area It will be a pleasant experience for residents, commuters, and visitors to commute and walk on the site. All streets in the site are designed with a minimum 3-metre-wide side- walk with street trees to separate pedestrians from street parking (Figure 32). The main street is designed as a land- scaped treed, boulevard with wide sidewalks, street furni- ture, and arcade to provide weather protection for pedes- trians (Figure 33). The grid street pattern creates block for Figure 32 Proposed Sidewalk with Street Trees and Canopy buildings and shorten pedestrian routes. The blocks on the

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site are between 250 feet and 350 feet in length. This size is

fitted to human scale and creates a high level of accessibil- ity which offers pedestrians various routes and an active walking environment. The buildings are oriented to the street to create a sense of closure that will attract pedestri- ans . The surface parking lots are placed behind buildings or surrounded by buildings (Figure 34). Buildings with numer- ous entries fronting on the sidewalk encourage people to walk around. The Plus 15 is designed not only to strengthen Figure 33 Proposed Main Street with Arcade and Street the connection between blocks but also to provide a pro- Furniture tected walking system for pedestrians (Figure 35). The proposed two tunnels will improve pedestrian connections between the two separate parts of the site (Figure 36). The

Figure 35 Proposed Plus 15 Figure 34 Proposed Surface Parking Location

84 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal design also encourages cycling, as bicycle commuters can use any street on the site and bicycle parking facilities are provided throughout. 4.3.7 Public Space There are four public spaces on this site. Block 8, located on the commercial axis and surrounded by commercial buildings, will be the community park (Figure 37). It will provide an outdoor space not only for local residents but also for the employees working in surrounding offices and shoppers. There will be ample benches and tables placed Figure 37 Proposed Community Park in the park for resting, eating, and meeting. Block 10 will be an outdoor space for sports. People can play basketball, tennis or roll skate there. The remaining two public spaces will be located in Block 17 and Block 25 individually (more detail see later part - Detailed Design: 4.4.1 Community Centre and 4.4.3 Public Space).

Figure 36 Proposed Tunnel Section

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4.3.8 Street System

The street network is organized as a hierarchical system

composed of three levels: community main street, commu- nity collector street, and community local street (Figure 38). The main street crosses the north part of the site from the southeast entrance at Charleswood Drive to northwest exit at Brisebois Drive. It is 26-metres wide with boulevard and Figure 39 Proposed Typical Main Street Section a landscaped median, 3-metre-wide sidewalk and arcade on both sides, and two 3.5-metre-wide traffic lanes, two 2.5- metre-wide bicycle lanes and two 2.5-metre-wide lanes for on-street parking (Figure 39). Community collector streets are sized at 18 metres and community local streets are sized at 14 metres (Figure 40, 41). Many are designed with ad- ditional space for on-street parking. Figure 40 Proposed Typical Community Collector Street

Figure 41 Proposed Typical Community Local Street

86 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Figure 38 Proposed Traffic System

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Figure 42 Pedestrian Analysis

88 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Pedestrian Analysis: Route 1 Pedestrian Analysis: Route 2

A B A1 B1

D C D1 C1

E F E1 F1

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4.3.9 Car Storage and Parking buildings have bicycle parking lot both on the surface and With efficient and effective public transit, many employ- in the basement. ment opportunities on the site, and high quality pedestrian environment, most residents and workers will use public The following ratios are used to develop the parking plan transit or walk to work. However, the “auto culture” is for the site (City of Calgary Land Use Bylaw): still prevalent and predominant in North America and the ■ Commercial: number or parking spaces for local residents, workers and Retail / Office: 1 space / 46 sq.m. visitors is based on the requirements of the City of Calgary Department Store: 5.5 spaces / 93 sq.m. Land Use Bylaw. Therefore the plan provides three kinds ■ Residential: 1 space / dwelling unit of parking: underground parking, on street parking, and ■ Public health: 1 space / 25 sq.m. designed surface parking lot (Figure 43). Approximately 9,017 parking stalls are needed. Underground parking is a major solution. Surface parking lot and on-street parking are primarily for retail outlets and visitors, with the majority parking being underground. All parking spaces on the com- mercial axis are shared by the blocks on the axis.

In addition, bicycle parking facilities are provided through- out the community: residential apartments have their own bicycle parking lot located in the basement; commercial

90 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Table 23 Parking Statistics

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92 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

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Figure 43 Proposed Car Storage and Parking

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Table 24 Statistics of Various Types of Parking Table 25 Statistics of bicycle parking

Based on the parking ratios (City of Calgary Land Use Bylaw), the required parking and provided parking for the urban design proposal are summarized in Table 7. However, parking reduction should be considered for the site based on its excellent transit access and an urban design proposal that adheres to Transit-Oriented Development principles. It is obvious that the parking standard is the critical factor for the reduction of parking. For example, for commercial/of- fice development located in the downtown core provision of parking at a rate of 1 stall per 140 square metres of net floor space is reqired. More than 4,200 parking spaces would be reduced by applying the downtown standard for commercial use on this site. Therefore significant reductions in parking requirements could be achieved if the downtown parking standard were applied.

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96 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

4.4 Detailed Design yard provides an open space for local residents and visitors. People can hold an outdoor concert or a ball on the stage 4.4.1 Community Centre and they can also have a picnic or other outdoor activities Located at the end of the main street and Block 17- the on the lawn. The benches and the arrayed trees also provide community centre, with a relatively concentrated service for a space to rest (Figure 44,45,46). local residents and surrounding residents, gives identity and a focal point/meeting place to the community. It provides a place for meeting and social activities and helps residents to establish a sense of belong- ing to the community. The building provides not only a residence for students, but also many services and civic uses, including entertain- ment and recreation facilities, retail, office, post office, small clinic, social club, cultural space, and community of-

fices. The well-designed front Figure 44 Proposed Community Centre Site Plan

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Figure 45 Proposed Community Centre Section

Figure 46 Proposed Community Centre Perspective

98 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

4.4.2 Transit Centre The transit centre is the core part of the community. Ap- proximately 90 percent of office space and 50 percent of retail space are located in the transit centre. The transit cen- tre consists of a mixed-use four-storey building built above the Crowchild Trail and the LRT line and two sixteen-storey office towers on the mixed-use building. The Transit Centre is also the landmark of the community. The bus terminals are located on both sides of the Crowchild Trail and are linked with Brentwood LRT Station through an overpass on the second floor. The mixed-use building provides vari- ous service and civic uses, including such things as: retail, office, restaurant, daycare, post office, cafe, and clinic. The integration of the LRT station, bus terminal, underground parking, and commercial space is attractive to tenants and patrons. It also encourages people to use transit (Figure 47, 48, 49).

Figure 47 Proposed Transit Centre Site Plan

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Figure 48 Proposed Transit Centre Section

Figure 49 Proposed Transit Centre Perspective

100 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

4.4.3 Public Space The public space located on the Block 25 is adjacent to the senior community. It is a place for gathering, relaxing, and outdoor activities for seniors and employees working in the surrounding offices. The pavement, arrayed trees, water fea- ture, and parterre create a comfortable environment. Bench- es provide a space for resting and eating (Figure50, 51).

Figure 51 Proposed Public Space Perspective

Figure 50 Proposed Public Space Site Plan

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4.5 Land Use

Comparing the proposed and existing land use, the design proposal creates more divers land uses, and a great increase in office and residential spaces (Figure52-55). Less surface parking land with more floor area creates a more compact configuration for the site.

102 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Figure 52 Proposed Land Use (Ground Level)

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Figure 53 Proposed Land Use (Level 2)

104 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Figure 54 Proposed Land Use (Level 3,4)

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Figure 55 Proposed Land Use (Level 5 & Abover)

106 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter4: Urban Design Proposal

Table 26 Density Comparison with Case Studies

Table 27vv Comparison of Proposed Density and Actual Design Density

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4.6 Recommendation for Improving Surrounding Walk

Environment 1. Widen the sidewalks on both sides of Charleswood Drive

and the waiting area at the bridge intersection; 2. Widen the sidewalks on both sides of 32rd Avenue and improve the pedestrian facilities at the intersections along 32rd Avenue; 3. Build sidewalks a minimum of 2 metres wide on both Narrow Waiting Area at the Intersection sides of the street located in front of the seniors apartments. 4. Build sidewalks a minimum of 2 metres wide on both sides of the streets in the University Research Park.

No Sidewalk on this Road Missing Sidewalk

108 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 5: Conclusion

Chapter 5 Conclusion review and site analysis (More detail see Chapter 1: 1.3.3 Urban Design Proposal):

The conclusion of this Master Degree Project (MDP) fo- ■ Providing housing for university students cuses on three aspects discussed in the preceding chapters. ■ Provide housing for university students; The first is the valuation of the design proposal. The second ■ Use mixed-use and high density land use; is the understanding of the contextual information about ■ Strengthen the links between the shopping centre and the Transit-Oriented Development (TOD) and its application in surrounding community, including the University of Cal- Calgary. The third is the presentation of some recommenda- gary community; tions for implementing TOD urban design in Calgary. ■ Creating a pedestrian-friendly environment to encourage walking and using transit ■ Provide better service for the residents of the surrounding

5.1 Valuation communities. The purpose of the Master Degree Project (MDP) is to develop a plan for the community shopping centre Brent- 5.2 Concepts wood Shopping Village, which adheres to Transit-Oriented “Transit-Oriented Development (TOD) is a walkable, Development (TOD) principles and aims to create a student mixed-use form of development typically focused within community for the University of Calgary and serve sur- a 600m radius of a Transit Station” (Calgary Transit-Ori- rounding communities better. Under the direction of the ented Development Policy Guidelines, 2004: 1). With the design guidlines based on TOD principles, the urban design most common characteristics of higher density, mixed-use proposal solves the following issuses based on the literature development near transit facilities, and pedestrian-friendly

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 109 Chapter 5: Conclusion

environment, TOD is regarded as a strategy to create a sus- management strategies.

tainable built form and control urban sprawl. At the same time, these attributes also create a convenient and vibrant Increasing transit use, reducing daily travel distance, and community for local residents and visitors. In addition, by developing suburban employment centres are the core of integrating job sites with housing, thus lowering transporta- The City’s transportation and growth management strat- tion costs, TOD enhances affordable housing opportunities. egy. Because of its location efficiency, an LRT station area is an ideal and efficient place to develop a mixed-use and 5.3 TOD in Calgary high density employment centre. Therefore the policies in The City of Calgary LRT system was established in 1981. The Calgary Plan (1998) and Calgary Transportation Plan Currently, the LRT system consists of 42.1 km of track and (1995) support TOD along LRT corridors. In The Employ- 36 stations and carries over 220,000 boarding passengers ment Centre Strategy (1999), many LRT station areas are each weekday. Calgary’s LRT system has become the busi- identified as “secondary employment centres” and good est LRT system in North America. The future LRT network sites for a range of supporting services such as shopping, plans include extensions of existing LRT lines west to recreation and residential uses, to be developed in the Rocky Ridge/Tuscany, south of Marquis of Lorne Trail and context of the site and adjacent communities. In The Transit north of 96 Avenue NE. The City envisions a future LRT Friendly Design Guide (1995), urban design principles and system that encompasses approximately 112 km of track policies encourage mixed-use development around all tran- with 72 stations. With the development of the LRT system sit nodes, higher densities near stations, a friendly pedes- and a continuous increase of LRT ridership, TOD can play trian environment and passenger amenities to make transit an important role in Calgary’s future growth and traffic more convenient.

110 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 5: Conclusion

tion areas should be flexible according to the site’s envi- There are several developments around LRT stations that ronmental, topographical, and contextual features. In some show some key attributes of TOD, including SAIT Station, cases, the planning area may have a longer or much shorter Lions Park Station, Bridgeland Station, and Franklin Sta- radius depending on whether the land within or beyond the tion. However, they are not real TOD according to TOD’s standard radius shares station area characteristics and can principles: The development of SAIT focuses on students accommodate transit-supportive land uses. Generally, the and staffs; it is not a mixed-use development. Only a mixed- shape of the planning area should not be a 600 m radius use office and residential development are presented at the circle but an erose figure. North Hill Shopping Centre site, immediately across from Lions Park Station. The density is still low and this area is 2. Station Area Plan still an auto-oriented rather than transit-oriented site; The Each station where there is development / redevelopment Bridgeland development is only a residential project with potential should have its own station area plan. A station a small number of retail outlets; it is not a real mixed-use area plan should be able to address infrastructure, land use, development. Franklin Business Park is also not a mixed- density, built form, and other issues. A station area plan use development and it is still auto-oriented. should also consider the benefits and context of neighboring communities. All development of land within the planning 5.4 Recommendation area should follow the planning and design guidelines of the 1. Defining Station Planning Area station area plan. A 600 m radius is the approximate distance used to define the general planning area for an LRT station. General sta-

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 111 Chapter 5: Conclusion

3. Balance the Development on the Both Sides of LRT 5. Improve the Walking Environment of Neighboring

line Communities The station planning area is usually separated into two parts Neighboring communities provide an important support by the LRT track which is a large barrier to the development base for the commercial development around the station of the station area. Currently in Calgary, the developments area and for LRT ridership. The pedestrian system in neigh- on the both sides of most LRT stations are asymmetric. One boring communities should be improved and integrated side of the station area is usually much more developed with the pedestrian system in the station area. than the other side, although the both sides share the same attributes of TOD. Therefore, measures should be taken to 6. Focus on All-Season Design integrate the two parts into a united whole and balance the Pedestrian connections and transit waiting areas should development on the both sides of the track. be sheltered by weather protection in the form of arcades, canopies, and colonnades. Transit waiting areas should be 4. Improve the Access to LRT Stations enclosed shelters that make waiting more comfortable. Al- Currently the majority of LRT riders get to the station by though TOD provides a high quality walking environment, bus or car. The links between bus stops and the LRT station considering the severely cold winter in Calgary, it would be should be closer. A more convenient environment should better to set up Plus 15 system in the station area. This will be provided for commuters to transfer between the bus and greatly enhance the walking environment in the station area. LRT. Measures should be taken to improve bus service to encourage people to take the bus to the LRT station instead 7. Density and Mixed-use Proportion of driving. Based on its location, context, market, and other factors,

112 A Planning Proposal for the Redevelopment of the Brentwood Shopping Area Chapter 5: Conclusion different station areas need different density and mixed-use proportions. An accurate density and mixed-use proportion is critical to the success of a TOD project. More research is needed into density and mixed-use proportions on LRT station areas.

8. Reduction of Parking Reduction of parking will encourage transit use, walking, and cycling and reduce the dependence on motor vehicle. More research on reduced parking in LRT station area development / redevelopment is required. More flexible parking ratios should be considered in this area.

A Planning Proposal for the Redevelopment of the Brentwood Shopping Area 113 References

References

1. Calthorpe, Peter (1989) The Pedestrian Pocket Book A New Suburban Design Strategy, New York: Princeton Architectural Press

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3. Calthorpe, Peter (2000) in Michael Leccese and Kathleen McCormick (eds) The Charter of the Congress of the New Urban- ism, New York : McGraw Hill

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11. Dittmar, Hank and Belzer, Dena (2004) An Introduction to Transit-Oriented Development in Dittmar, Hank and Ohland, Glo- ria (eds) The new transit town: best practices in transit-oriented development, Island Press

12. Dittmar, Hank and Poticha, Shelley (2004)Defining Transit-Oriented Development: The New Regional Building Block in Dittmar, Hank and Ohland, Gloria (eds) The new transit town: best practices in transit-oriented development, Island Press

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3. Calthorpe, Peter (1993) The Next American Metropolis Ecology, Community, and the American Dream, New York: Princeton Architectural Press

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