Transit-Oriented Communities Design Guidelines Creating More Livable Places Around Transit in Metro Vancouver Cover Image

Transit-Oriented Communities Design Guidelines Creating more livable places around transit in Metro Vancouver Cover image

The inclusion of a wide variety of ground-level retail and service uses – such as grocery stores, shops, and restaurants – in Burnaby Heights has created a more pedestrian-scale, livable, and complete community around frequent transit. Version 1.0

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t. 604-453-4500

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Foreword FOREWORD

In Metro Vancouver we have grown accustomed in recent years to hearing the international press call us one of the most livable, sustainable, and economically vibrant regions in the world. We owe our success to many things – our diverse culture, our location as a gateway to the Paciﬁc, and the natural beauty of our setting, to name a few – but our real strength lies in our ability to develop a broad consensus around a shared vision for the region and to work together to put that vision into practice.

The partnership of Metro Vancouver, TransLink, local municipalities, the Province of British Columbia and other stakeholders is particularly evident in matters of shared interest, including growth management, regional transportation, and air quality and greenhouse gas management. The region’s vision for managing growth is expressed through Metro Vancouver’s Regional Growth Strategy, which serves as the “game plan” for how our region will grow and change in the coming decades and how we can collectively work toward achieving our goals of livable, sustainable, and safe communities. Similarly, our shared vision for a sustainable regional transportation system is articulated in TransLink’s Regional Transportation Strategy.

We know from research and experience that how we plan and design our communities has a profound impact on travel behaviour, just as how we invest in transportation helps shape the market for new development. We also know that transit-oriented community design fosters transit use and supports other key goals of our region, such as increased walking and cycling. Communities shaped by these approaches, which we call transit-oriented communities, lend themselves to cost-effective transportation networks and services, allowing our region to move people and goods more efﬁciently and to produce more value for each transportation dollar we invest.

We offer this document to our partners around the region as a handbook of ideas and strategies for making all of our communities more walkable, bikable, and transit-oriented.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES v Contents

DESIGN 1. INTRODUCTION p.1 2. p.15 D3: DESIGN p.41 GUIDELINES

p.2 Create places for 1.1 Why Transit- people Oriented D1: DESTINATIONS p.19 Communities? p.42 D3.1 Design multi- modal streets p.4 Coordinate land use 1.2 Document Purpose and transportation and Scope Design great p.55 p.20 D3.2 D1.1 Ensure that major public spaces 1.2.1 Purpose of the p.4 destinations are lined p.62 Guidelines up along a reasonably D3.3 Seamlessly integrate direct corridor so development with 1.2.2 Geographic Extent p.4 they can be served frequent transit and of the Guidelines by frequent transit the public realm Encourage the p.22 Design parking to p.65 1.2.3 Intended Audience p.6 D1.2 D3.4 highest intensity support a pedestrian- and Roles of development in oriented urban realm p.7 Urban Centres and at 1.3 Coordinating frequent transit nodes Land Use and D4: DENSITY p.71 Transportation p.24 D1.3 Focus additional p.10 growth toward existing 1.4 The 6 Ds of Concentrate and and planned frequent Transit-Oriented intensify activities transit corridors Communities near frequent transit 1.4.1 Regional Application p.12 p.72 D4.1 Focus density in D2: DISTANCE p.29 Urban Centres and 1.4.2 Considering Scale p.13 around frequent transit corridors and Create a well-connected nodes to support street network a strong demand p.30 for transit service D2.1 Provide ﬁne-grained street networks p.76 D4.2 Plan for density p.33 that supports D2.2 Make walking and cycling access to community character frequent transit as and promotes direct as possible quality of life

p.34 D2.3 Plan for coordinated, multi-modal transportation networks

p.37 D2.4 Locate frequent transit passenger facilities at accessible places on the street network

vi TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES D5: DIVERSITY p.81 3. TAKING ACTION p.103 A. APPENDICES p.129

Encourage a mix 3.1 When to Use p.104 A1 Transit-Oriented p.131 of uses the Guidelines Communities Checklists Encourage a p.82 p.106 D5.1 3.2 Understanding p.135 mix of land uses A2 How the 6 Ds Relate Community to Transportation immediately adjacent Characteristics to frequent transit Outcomes p.106 passenger facilities 3.2.1 Transit Context A3 Glossary p.140

p.84 p.108 D5.2 Encourage a mix of 3.2.2 Street Networks uses around frequent A4 Index p.150 transit nodes to 3.2.3 Making Density Work p.109 create complete neighbourhoods 3.2.4 Land Uses p.110 A5 References and p.152 Resources p.86 D5.3 Provide a mix of uses 3.2.5 Market Readiness p.111 along frequent transit and Potential A6 Photo Credits p.160 corridors to reduce peak crowding and 3.3 Overcoming p.112 spread travel demand Challenges to A7 Acknowledgements p.162 throughout the day Implementation

p.87 p.112 D5.4 Provide a mix of 3.3.1 Planning and housing types near Coordination Barriers frequent transit passenger facilities 3.3.2 Regulatory Barriers p.114 to create inclusive communities 3.3.3 Building Community p.116 and promote Support equitable access p.116 to transportation 3.3.4 Technical Challenges 3.4 Collaboration p.117 and Roles D6: DEMAND p.91 MANAGEMENT 3.5 Creating a More p.118 Transit-Oriented Discourage Community in unnecessary driving Lower Lynn, District of North Manage parking p.92 D6.1 Vancouver: An supply and demand Illustrative Process p.96 D6.2 Use TDM measures p.118 to encourage 3.5.1 Context sustainable p.122 modes of travel 3.5.2 Process 3.5.3 Emerging Outcomes p.126 of Neighbourhood Scale Planning

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES vii viii TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES Introduction 1

1.0 INTRODUCTION 1.1 Why Transit-Oriented Communities? 1.2 Document Purpose and Scope 1.2.1 Purpose of the Guidelines 1.2.2 Geographic Extent of the Guidelines 1.2.3 Intended Audience and Roles 1.3 Coordinating Land Use and Transportation 1.4 The 6 Ds of Transit-Oriented Communities Transit-Oriented Communities 1.4.1 Regional Application A Primer on Key Concepts 1.4.2 Considering Scale

Transit-oriented communities are places that, by their design, allow people to drive less and walk, cycle, and take transit more. In practice, this means they concentrate higher-density, mixed-use, human-scale development around frequent transit stops and stations. They also provide well-connected and well-designed networks of streets, creating walking- and cycling-friendly communities focused around frequent transit. DRAFT: Not for Distribution | June 25, 2010 Communities built in this way have proven to be particularly livable, sustainable, and resilient places. Transit-oriented communities also make it possible to operate efﬁcient, cost-effective transit service. Because of TRANSIT-ORIENTED these beneﬁts, making communities more transit-oriented is one of the COMMUNITIES PRIMER key goals of land use and transportation plans in Metro Vancouver. TransLink has developed a supporting document entitled In order to further the development of more transit-oriented Transit-Oriented Communities: A communities in Metro Vancouver, this document provides guidance Primer on Key Concepts, which for community planning and design – based on best practices – in the is written for a broad audience, areas surrounding transit stations, exchanges, and stops. In support of including the general public, TransLink’s Transit-Oriented Communities: A Primer on Key Concepts, elected officials, and other non- these Transit-Oriented Communities Design Guidelines provide a more technical parties. The Primer also detailed resource for municipalities and other stakeholders involved in serves as a brief introduction community planning processes across the region. As experience is gained to the more detailed material with implementing the Design Guidelines, and as new best practices presented in this document. emerge, this document will be reviewed and updated accordingly.

Transit-oriented communities in Metro Vancouver are places that make walking, cycling, and transit use convenient and desirable and that maximize the efﬁciency of existing transit services by focusing development around transit stations, stops, and exchanges.

West 4th Avenue, Vancouver, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1 1. INTRODUCTION

1.1 Why Transit-Oriented Communities?

1. INTRODUCTION TRANSIT-ORIENTED COMMUNITIES VS. TRANSIT- ORIENTED DEVELOPMENT Extensive research and experience automobile trips. With reduced fossil The term ‘transit-oriented’ refers have shown that transit-oriented fuel consumption, transportation to planning and design that communities can promote many of in transit-oriented communities facilitates a decreased reliance the region’s greatest shared values, produces fewer greenhouse gas on the automobile through the including livability; environmental, emissions and improves air quality. provision of convenient access social, and economic sustainability; Careful design of streets and public to transit, walking and cycling, and resiliency in the face of change. spaces can reduce the amount and supportive infrastructure and Transit-oriented communities of impervious surfaces, thereby amenities. The main difference between transit-oriented support better transit service, make reducing volumes of storm water communities and transit-oriented places more conducive to walking runoff and lessening the negative development is that of scale: and cycling, and provide a number impacts on local watersheds. of key beneﬁts to communities. » transit-oriented communities Socially are places that take access Increased Livability Transit-oriented communities to and support for transit into Transit-oriented communities are provide high quality transportation account when planning and intended to foster an improved options for all community members, designing at a neighbourhood, urban environment and to be safe including those who cannot or do corridor, municipal, or and enjoyable places to walk, cycle, not drive, such as seniors, young regional scale; whereas, and spend time outdoors for people people, and people with disabilities » transit-oriented development of all ages and abilities. As a result, and/or low incomes. By reducing projects are site-specific they have also proven to be livable household transportation costs projects that are fundamentally shaped by their close and healthy places where walking through less driving and potentially proximity to rapid transit. and cycling are fun and easy. Transit- lower automobile ownership rates, oriented communities support transit-oriented communities The focus on transit-oriented communities in this document healthy lifestyles and reduce rates of reduce the cost of living and was necessary to broaden obesity, heart disease, and diabetes. increase overall affordability for the scope of transit-oriented households. They also incorporate Improved Sustainability development, acknowledging the principles of universal design that not all communities and Environmentally so that all streets, public spaces, neighbourhoods in Metro Transit-oriented communities and other transportation facilities Vancouver will be shaped by their contribute to improved are accessible to people with proximity to rapid transit. There environmental sustainability varying levels of mobility. are many steps that can be taken primarily through reduced energy to increase the use of sustainable consumption and fewer and shorter modes of travel around frequent transit and active travel networks on a community-wide basis.

2 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.1 Why Transit-Oriented Communities? 1. INTRODUCTION

HOUSING AND TRANSPORTATION AFFORDABILITY Economically compact and complete communities Transit-oriented communities help can enable more efficient use of Housing and transportation TransLink to provide high-quality infrastructure and scarce land. are typically the two largest transit services at a reasonable expenditure items in the annual budget of most households. These cost. Efficient, cost-effective, Enhanced Resiliency costs are often interdependent and and high-quality transit, in turn, Transit-oriented communities are are impacted by housing location promotes a strong regional adaptable and retain their value (e.g., suburban households as great places to live, work, and economy by providing workers and may pay less for housing but visit, even as the surrounding residents with access to places of more for transportation than employment, shopping, and other urban environment and the in a more urban location). activities. Moving more people by needs of residents change. When sustainable transportation modes communities provide high-quality The Center for Neighborhood reduces roadway congestion and transportation choices for people Technology’s Housing and Transportation Affordability Index improves goods movement, which of all physical abilities, for example, takes both costs into consideration also results in economic benefits to they become resilient in the face and has demonstrated that, of changing demographics, such the region. In addition, it is often across North America, “household as an aging population. When the more cost-effective to meet the transportation costs are highly region’s mobility needs by supporting less energy-intensive modes of correlated with urban environment infrastructure investment in walking, transportation are well utilized – characteristics, when controlling cycling, and transit rather than notably walking, cycling and transit for household characteristics.” other measures such as widening – communities are more resilient in This view means that, for some roads or building new parking the face of changes in energy prices. households, the higher housing facilities. Similarly, providing more costs that may occur in some transit-oriented communities can West 4th Avenue in Vancouver has a vibrant street life along a busy transit corridor, creating a be offset partially or completely good environment for a transit-oriented community. by transportation cost savings (resulting from fewer vehicles owned by a household and less distance travelled annually by private automobile). Considering transportation and housing expenditures together can provide a better sense of the true affordability of a housing location.

Center for Neighborhood Technology: (2010). Housing and Transportation Affordability Index. www.cnt.org/tcd/ht (2010). Pound Wise, Penny Fuelish. www.cnt.org/repository/pwpf.pdf

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 3 1. INTRODUCTION

1.2 Document Purpose and Scope 1. INTRODUCTION

1.2.1 Purpose of the Guidelines » present neighbourhood design considerations that balance These Transit-Oriented Communities transit, walking, cycling, and Design Guidelines are a tool and a neighbourhood livabilty; and resource to aid in the development » identify strategies for creating of transit-oriented land use transit-oriented communities plans, projects, streetscapes, and while enhancing the livability transportation network designs, and unique characteristics of with a focus on those attributes different neighbourhoods. of community design that most strongly inﬂuence travel behaviour. Though non-prescriptive in nature, 1.2.2 Geographic Extent the Guidelines aim to offer advice of the Guidelines and suggestions for consideration TRANSIT PASSENGER FACILITY in the design of both new and TransLink has developed Transit DESIGN GUIDELINES retroﬁtted communities. Passenger Facility (TPF) Design TransLink’s TPF Design Guidelines Guidelines that provide guidance serve as a companion to these To accomplish this purpose, on designing transit passenger Design Guidelines. The TPF the Guidelines: facilities and their immediate Design Guidelines focus on context (i.e., within a one block » serve as a companion to transit passenger facilities and radius). This document provides TransLink’s Transit Passenger their immediate surroundings guidance on transit-oriented Facility (TPF) Design Guidelines (i.e., within a one block radius) with additional community- planning and design for the and provide process and design related design guidance; wider neighbourhoods around guidance to professionals transit passenger facilities and on involved in the design, » provide planning and design facilitating the relationship between construction, and operation ideas and showcase best transportation and land use planning of new or existing TransLink practices that inspire transit- on a municipal or regional scale. transit passenger facilities. oriented communities; » provide planning and design guidance that supports future transportation investment;

4 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.2 Document Purpose and Scope 1. INTRODUCTION

At the wider scale, these Design Guidelines are most applicable in frequent transit station and stop nodes and along frequent transit corridors. FACILITY TYPES AND NODES AND CORRIDORS

TransLink has three transit facility types: stations (serving high-capacity and rapid transit), exchanges (serving multiple bus routes, including bus layover

FREQUENT TRANSIT CORRIDOR LOCAL BUS CORRIDOR Station/ space), and stops (serving one RAPID TRANSIT CORRIDOR Exchange Node or more on-street bus routes).

Nodes and corridors are the areas around transit facilities 800 m where people can be expected to 400 m access frequent transit by walking. Frequent Transit Network (FTN) Station/ FTN FREQUENT TRANSIT CORRIDOR nodes and corridors have a 400 m Node Exchange Node catchment area, and rapid transit stations and exchanges have an 800 m catchment area. See Transit Passenger Facility Design Guidelines, 2.3 for more detail.

Within station and stop areas, these Transit-Oriented Communities Design Guidelines are most applicable beyond the transit passenger facility area and within 400 m of frequent transit corridors and stop nodes and within 800 m of frequent transit station and exchange areas.

Scope of Transit-Oriented Scope of Transit Passenger Scope of Transit-Oriented Communities Design Guidelines Facility Design Guidelines Communities Design Guidelines

400 m 800 m FREQUENT TRANSIT NODE AREA TRANSIT PASSENGER FACILITIES FREQUENT TRANSIT STATION/EXCHANGE AREA FREQUENT TRANSIT CORRIDOR AREA (STATIONS, STOPS, EXCHANGES)

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 5 1. INTRODUCTION

1.2 Document Purpose and Scope 1. INTRODUCTION

1.2.3 Intended Audience Community development is and Roles primarily managed by municipalities; as such, the key audience for Creating transit-oriented these Design Guidelines are: communities requires the active participation of a broad range of » urban planners; public and private stakeholders. » architects and engineers; and These Design Guidelines are » others involved in the land use, intended to be available to development, and transportation and used by several audiences, decision-making processes. including those listed below. See 3.4 Collaboration and Roles for a more detailed examination of the roles of different stakeholders in the planning process.

INTENDED AUDIENCE ROLE Municipalities Apply best practices in transit- oriented design for streets, transportation networks, and land use plans, zoning, and regulations Regional stakeholders such as YVR, Apply best practices in transit- Port Metro Vancouver, First Nations, oriented design for major projects non-governmental organizations, and development plans and post-secondary institutions Land development industry Apply best practices in transit-oriented design for buildings, site access, and large-scale development projects Metro Vancouver Provide a regional land use framework for transit-oriented growth management Province of British Columbia Support transit-oriented design for major infrastructure and development projects in Metro Vancouver TransLink Plan, design, and deliver a regional transportation system that is sustainable and that supports regional growth management objectives

6 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.3 Coordinating Land Use and Transportation 1. INTRODUCTION

Building more transit-oriented are relevant to the planning communities requires coordinated and delivery of a sustainable A SAMPLE OF REGIONAL TARGETS IN METRO action by citizens, municipalities, regional transportation system. VANCOUVER and regional agencies. This effort Two of the RGS goals – ‘create a to coordinate local and regional compact urban area’ and ‘support TransLink, by 2040: land use and transportation sustainable transportation choices’ » Most trips are by transit, planning is not a new direction – are particularly applicable, walking, and cycling; but, rather, a continuation of the together with the identified » the majority of jobs and planning and partnerships our network of Urban Centres and housing in the region are region has pursued over many other concentrations of growth located along the FTN; and decades. Metro Vancouver adopted and activity supported by the » 15% of all trips less than the Livable Region Plan in 1975, Frequent Transit Network (FTN). 8 km are made by bicycle. which envisioned a transit-oriented » TransLink’s Regional region of compact urban centres Transportation Strategy: In Metro Vancouver (GVRD), by 2041: linked by high-quality transit. This 2008 TransLink published its approach was reaffirmed in the long-term regional transportation » At least 31% of regional dwelling 1996 Livable Region Strategic strategy called Transport 2040, units and 43% of regional jobs Plan. Today, regional growth and which sets out the vision for are located in Urban Centres; development are guided by a closely the regional transportation » at least 27% of regional coordinated set of plans, including: system over the next 30 years. dwelling units and 24% of Transport 2040 is designed to regional jobs are located in » Metro Vancouver’s Regional support the goals for managing Frequent Transit Development Growth Strategy: The region’s regional growth; as such, Areas (conceptual targets); and plan for managing growth the two regional strategies » regional greenhouse gas is the new Regional Growth are compatible and mutually emissions are reduced by Strategy (RGS), adopted by the at least 33% below 2007 reinforcing. An update to the Metro Vancouver Board in July levels by 2020 and 80% regional transportation strategy 2011. All five goals in the RGS below 2007 levels by 2050. is underway and is expected to be completed in 2013.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 7 1. INTRODUCTION

1.3 Coordinating Land Use and Transportation 1. INTRODUCTION

» Official Community Plans: A key transportation concept that FREQUENT TRANSIT Within the framework of the RGS, carries through both of these NETWORK (FTN) each municipality is responsible regional strategies and many The FTN is a network of corridors for developing a Regional Context municipal OCPs in the region is where transit service is provided Statement that indicates how its the FTN. The FTN is a concept that every 15 minutes or better from Official Community Plan (OCP) is, identifies corridors linking Urban morning to evening, every day or will become, consistent over Centres and other key activity areas of the week. By working with time with the RGS; therefore, with high-frequency, high-quality municipalities to better coordinate the OCP and Regional Context service. Whether served by bus, land use and transportation, Statement are important for rail, or ferry, FTN corridors – and the FTN is intended to attract a enabling the development of especially the nodes where these large portion of the population, transit-oriented communities. corridors intersect – are important influence their choices in home places for the region to direct and job location, and encourage the creation of complete growth and development. As a communities within the region. result, the FTN has become an important organizing framework in In 2012, 66% of the region’s jobs the region for coordinating land use and 54% of the region’s dwelling and transportation and it is referred units were located within walking to throughout these guidelines. distance of the FTN. These percentages have increased from 51% of the region’s jobs

and 41% of the region’s dwelling The Frequent Transit Network provides a level of service that makes transit an attractive mode units being located along the FTN of travel and that connects key destinations within the region. when it was introduced in 2007, primarily through expansion of the FTN during this time period.

8 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.3 Coordinating Land Use and Transportation 1. INTRODUCTION

Urban Centres and the Frequent Transit Network (FTN) form the organizing framework for land use and transportation planning in Metro Vancouver.

Legend Frequent Transit Network (existing) FTN Bus Service Canada Line Millennium Line SeaBus Stops on these streets have combined Regular Bus High frequency rail service. High frequency rail service. Frequent passenger ferry service (future FTN). services at FTN levels. Early morning to late evening. Early morning to late evening. Early morning to late evening.

Fast,B-Line Limited-Stop Services Expo Line Future Evergreen Line General Locations of Regional City Centres and Municipal Town Centres c Frequent bus service, with limited stops. a High frequency rail service. p i Rapid Transit Station l a n Early morning to late evening. o

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TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 9 1. INTRODUCTION

1.4 The 6 Ds of Transit-Oriented Communities 1. INTRODUCTION

The potential to inﬂuence travel D1 Destinations: HOW THE 6 DS RELATE TO patterns by changing the built Coordinate land use TRANSPORTATION OUTCOMES environment is a frequently and transportation A large and growing body of researched subject in the land use and transportation planning When land use and transportation research demonstrates how are well coordinated, transit can community form shapes travel ﬁelds. Over the last two decades provide fast, direct, and cost- behaviour. Ewing and Cervero a growing body of research has effective access to more destinations (2010) summarized the research demonstrated clear links between for more people. Transit-oriented on how vehicle kilometres the built environment and travel travelled (VKT), transit use, and behaviour, including mode choice communities coordinate land use walking vary with respect to and trip length. This document and transportation in two important differences in community form. summarizes these links through a ways: At the neighbourhood scale concept called the ‘6 Ds of transit- they locate most new development For a summary of the evidence along reasonably direct corridors from the research on the oriented communities’, where each so that most destinations are ‘on relationship between the of the Ds refers to different elements the way’ to other destinations. At 6 Ds and transportationh of the built environment or to the regional scale they locate the outcomes, see Appendix A2. transportation demand management (TDM). The 6 Ds serve as the highest densities of development framework for the Design Guidelines and the most important destinations provided in Chapter 2. The 6 Ds are: at the intersection of several frequent transit corridors.

D2 Distance: Create a well-connected street network

A well-connected street network shortens travel distances, making it possible for people to quickly and conveniently walk or cycle to where they want to go, or to easily connect with transit en route to their destination.

10 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.4 The 6 Ds of Transit-Oriented Communities 1. INTRODUCTION

D3 Design: D5 Diversity: Create places for people Encourage a mix of uses THE 6 DS PROMOTE TRANSIT AND WALKABILITY Transit-oriented communities are A vibrant mix of land uses helps carefully designed with the needs of to create complete, walkable Transit and walkability are mutually supported by many of the same people in mind. Whether walking, neighbourhoods around transit land use and built environment cycling, pushing a stroller, catching stations and stops, and supports a factors, such as a well-designed a bus, or using a mobility device, transit system that is well-utilized public realm, higher-density people of all ages and abilities throughout the day. Transit- homes located near commercial should be able to access and enjoy oriented communities encourage uses, a diversity of land uses, and a comfortable, safe, delightful, a mix of land uses at both the well-connected streets that reduce and inviting public realm. neighbourhood and corridor scales. walking distances. Walkability is among the best predictors of D4 Density: D6 Demand Management: demand for transit, while transit Concentrate and Discourage use is predictive of physical activity intensify activities near unnecessary driving levels – transit users are more than frequent transit three times as likely than non- Transit-oriented communities use users to achieve recommended Transit-oriented communities TDM strategies to discourage levels of daily physical activity. concentrate most growth and unnecessary driving and to promote development within a short walk of walking, cycling, and transit. TDM This relationship between frequent transit stops and stations. provides incentives for travelers transit, walkability, and active A higher density of homes, jobs, and to shift automobile trips to other and healthy lifestyles suggests other activities creates a market for modes in a number of ways, that combining the benefits of walkable neighbourhood design transit, allowing frequent service including increasing travel options, with a broader focus on how to operate efﬁciently. The form of setting appropriate prices for transit connects our region will development varies from community parking or road usage, providing realize the most benefits for to community based on local goals, information and marketing, and communities and the environment. character, and needs, and there allocating more road space to transit, is no ‘one-size-ﬁts-all’ approach cycling, and pedestrian uses. To find more research on health to achieving an appropriate level and community design, visit www. of density to support transit. health-design.spph.ubc.ca. Lachapelle, U and L.D. Frank (2008). “Transit and Health: Mode of transport, employer sponsored public transit pass programs, and physical activity”. Journal of Public Health Policy, 30(S1), 73-94.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 11 1. INTRODUCTION

1.4 The 6 Ds of Transit-Oriented Communities 1. INTRODUCTION

1.4.1 Regional Application As a result, the 6 Ds are particularly important in these places and In order to understand how the along the corridors that connect 6 Ds can be applied in the Metro them. In order to maximize the Vancouver region, it is important effectiveness and cost-efﬁciency SUSTAINABLE REGION INITIATIVE... TURNING IDEAS INTO ACTION to recognize the regional land use Regional Growth Strategy of the transit and transportation Bylaw No.1136, 2010 context. The Regional Growth network, implementation of the Strategy (RGS) identiﬁes 26 Urban Metro Vancouver 2040 6 Ds should focus on areas near Shaping Our Future Centres throughout the region, frequent transit. It is generally which are intended to serve as accepted that most people will activity hubs at the regional, sub- walk roughly 10–12 minutes (800 regional, and municipal scale. They m) to access limited-stop rapid are also intended to be places where transit and 5–6 minutes (400 m) to new growth will be concentrated access frequent local transit. The

Adopted by the and that are well-served by the Greater Vancouver Regional District Board areas within these distances of FTN on July 29, 2011 region’s transportation system. There corridors (see map in 1.2), therefore, www.metrovancouver.org are two further areas identiﬁed in are most applicable for the 6 Ds the RGS that will attract growth in within the regional context. the future and that will be key nodes REFERENCE of activity along the region’s FTN: At the local level, the 6Ds will be Metro Vancouver (2011). Metro applicable on different levels to Vancouver 2040: Shaping Our Future. » Frequent Transit Development the various communities across www.metrovancouver.org/ Areas (FTDAs): These areas, planning/development/ the region. The Design Guidelines to be located at appropriate strategy/Pages/default.aspx in Chapter 2 are intended to be locations along the FTN, are used and adapted by municipalities intended to be additional priority and other stakeholders, where locations for accommodating concentrated growth in higher- applicable, to respond to local density forms of development. needs and requirements. » Special Employment Areas: These four region-serving facilities include the largest post-secondary institutions and the international airport.

12 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 1. INTRODUCTION

1.4 The 6 Ds of Transit-Oriented Communities 1. INTRODUCTION

1.4.2 Considering Scale » at the corridor and neighbourhood scales, frequent transit facilities To be effective, the 6 Ds must all provide the focus around which to work together. Each of the Ds are foster higher-density, mixed-use, best implemented at multiple levels walkable neighbourhoods; and of geography, including at the » at the site scale, buildings are regional, corridor, neighbourhood, oriented toward transit facilities and site scale. For example: and FTN corridors, as well as the » at the regional scale, Urban wider public realm, to enhance Centres, FTDAs, and the FTN the pedestrian experience and are used as the organizing create more convenient walking framework to coordinate land and cycling connections. use and transportation;

The 6 Ds each have a different level of relative influence on transportation outcomes at the various scales of geography, which should be recognized during community design.

DEMAND DESTINATIONS DISTANCE DESIGN DENSITY DIVERSITY MANAGEMENT

CORRIDOR

NEIGHBOURHOOD

SITE

Level of Inﬂuence on transportation outcomes

high medium low

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 13 14 Design Guidelines 2

This section presents strategies, case studies, and resources for creating more transit-oriented communities. The Design Guidelines were developed through stakeholder consultation and are presented within a framework of the 6 Ds of transit-oriented communities, as described in Chapter 1 and in TransLink’s Transit-Oriented Communities: A Primer on Key Concepts (2010).

The 6 Ds design framework supports the multi-modal needs of pedestrians, cyclists, transit users, and other road users at all scales of development – site, neighbourhood, corridor, municipal, and regional – and is meant to provide an integrated set of guidelines that supports walkable, transit-oriented, sustainable, and vibrant places.

The Design Guidelines are applicable to all stages of the planning and design process, and they aim to provide a comprehensive and coordinated approach to community design in Metro Vancouver that will help achieve the shared vision of a more sustainable and livable region.

Recognizing the varied nature of communities across the region, it is expected that these guidelines will be adapted to suit the local context and situation of each unique place.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 15 2. DESIGN GUIDELINES

Overview

OVERVIEW TO THE D1: DESTINATIONS Coordinate land use and transportation DESIGN GUIDELINES D1.1 Ensure that major destinations are lined up along a reasonably direct corridor so

2. DESIGN GUIDELINES they can be served by frequent transit This section is structured according to the 6 Ds. A goal statement is »D1.2 Encourage the highest intensity of development in Urban Centres and at frequent transit nodes provided for each D, indicating what it is intended to achieve. D1.3 Focus additional growth toward existing and planned frequent transit corridors Under each D, a set of strategies is provided to present ideas D2: DISTANCE Create a well-connected street network on how to achieve the goal. D2.1 Provide ﬁne-grained street networks

Sidebars throughout the Design D2.2 Make walking and cycling access to frequent transit as direct as possible Guidelines provide recommended D2.3 Plan for coordinated, multi-modal transportation networks resources for additional information, and illustrative D2.4 Locate frequent transit passenger facilities at accessible places on the street network examples from around the region and elsewhere provide D3: DESIGN Create places for people some real world context. D3.1 Design multi-modal streets

At the end of each D section a D3.2 Design great public spaces set of case studies from around D3.3 Seamlessly integrate development with frequent transit and the public realm the region is included to illustrate a variety of key points and to D3.4 Design parking to support a pedestrian-oriented urban realm allow readers to learn from the experiences of others. D4: DENSITY Concentrate and intensify activities near frequent transit

D4.1 Focus density in Urban Centres and around frequent transit corridors and nodes to support a strong demand for transit service

D4.2 Plan for density that supports community character and promotes quality of life

D5: DIVERSITY Encourage a mix of uses

D5.1 Encourage a mix of land uses immediately adjacent to frequent transit passenger facilities

D5.2 Encourage a mix of uses around frequent transit nodes to create complete neighbourhoods

D5.3 Provide a mix of uses along frequent transit corridors to reduce peak crowding and spread travel demand throughout the day

D5.4 Provide a mix of housing types near frequent transit passenger facilities to create inclusive communities and promote equitable access to transportation

D6: DEMAND MANAGEMENT Discourage unnecessary driving

D6.1 Manage parking supply and demand

D6.2 Use TDM measures to encourage sustainable modes of travel

16 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES

Layout and Organization 2. DESIGN GUIDELINES

3. DESIGN GUIDELINES DD1:1: DEDESTINATIONSSTINATIONS

SECTION TITLE D1:1: DESTINATIONS D1: DESTINATIONS COLOURED TABS presents the D, its Coordinate Land Use and Transportation correspond to the D2: DISTANCE associated goal DESTINATIONS colour of the icon

D1.1D1.1 EnsureEnsure that mamajorjor destinations are lined up alonalongg a reasonablreasonablyy direct corridor so thetheyy can statement, and its PROXIMITY TO REGIONALREGIONA and allows easy be served by ffrequentrequent transit DESTINATIONS INFLUENCES »D1.2 EncourageEncourage the highest intensity ofof development in Urban Centres and at frequentfrequent transit TTRANSITRANSIT RIDERSHIPRIDERSHIP coloured icon nnodesodes navigation of the D1.3D1.3 Focus additional growthgrowth toward existingexisting and planned frequentfrequent transit corridors When transit and land uusese aarere coordinated along mamajorjor corridors, the result is improved different D sections aaccessccess to important regionaregionall WhenWhen transportation andand landland use are well-coordinated,well-coordinated, transit can ddestinations.estinations. Ewing (1995)(1995) found pproviderovide fast, direct and cost-effective access to more destinations that accessibility to regional for more people. Transit-oriented communities coordinate aactivitiesctivities has a stronger impact oonn householdhousehold travel patterns ttransportationransportation andand landland use in two important ways:ways: than density or land use mix » aatt the regional scale, they locate the highest densities ooff development in the immediimmediateate aarea.rea. BBarnesarnes aandnd the most imimportantportant destinations at nodes where several frequentfrequent ((2005)2005) found that the density and ttransitransit services meet (these places are often Urban Centres); anandd regional location of a person’s wworkplaceorkplace significantly influenced » aatt the neineighbourhoodghbourhood scale, theythey locate most new development transit ridership. In Boston, aalonglong reasonablyreasonably direct corridors, so that most destinations 114%4% of regional commute trips aarere convenientconvenientlyly connecteconnectedd to ototherher ddestinations.estinations. aarere by transit, however, 49% ooff This pattern ooff development has important benefits.benefits. First, it allows transit trips into downtown and 79% EVIDENCE ttoo provide fasterfaster and more frequentfrequent service and more convenient access ooff trips to jojobsbs witwithinhin 800m ooff to mostmost destinations.destinations. TransitTransit becomesbecomes thethe traveltravel modemode ofof choicechoice because the Red Line subway are made mmostost destinations are located within a short walk of transit, offeringoffering byby transit (CTOD, 2008). SIDEBAR eeitherither direct service or an easyeasy connection from most of the region.region. Barnes,Barnes, G. TThehe importance of trip destination iinn determinindeterminingg transit marketmarket share.share. Journal Second, in a region that develops in this way, transit is more cost-ecost-effectiveffective of Public TransTransportation,portation, 2005. SECTION 8(2).( ) nctr.usf.edu/jpt/pdf/ /jp /p / provides insight into ttoo operate. EfficientEfficient operations allow transit providers to offeroffer higher levels JPT%208-2%20Barnes.pdfp of service (includin(includingg higherhigher frequencies and/or longerlonger service hours), further increasinincreasingg transit’s effectiveness and appeal. Finally,Finally, creatingcreating a concentration CCenterenter for Transit-Oriented Development INTRODUCTION ((CTOD).CTOD). Transit and Employment:Employment: increasing relevant research of important destinations within a short walk of direct and hihigh-frequencygh-frequency TTransit’sransit’s SSharehare of thethe Commute, 2008. ttransitransit connections to many other parts of the region further enhances the www.ctod.org/portal/node/2179g/p / / 79 vvaluealue ofof these important areas as great places to live, work, shop and play.play. provides an EEwing,wing, Reid.Reid. BeyondBeyond Density,Density, ModeMode about the D CChoice,hoice, and Single-PurposeSingle-Purpose Trips.Trips. TTransportationransportation Quarterly, 49(449(4).). Fall, 1995.1995. overview of the Rapid transit services on the Expo Line provide ddirectirect connections bbetweenetween tthehe MetropoMetropolitanlitan Core andand thethe Surrey Metro Centre via RegionalRegional CityCity Centres in Metrotown and New importance of the D WWestminster,estminster, providing convenient access to major trip generators and other destinationsdestinations..

20 ExpoExpo Line Corridor, Vancouver/BurnabVancouver/Burnaby.y. TRANSIT-ORIENTEDTRANSIT-ORIENTED COMMUNITYCOMMUNITY DESIGNDESIGN GUIDELINESGUIDELINES 21

33.. DESIGNDESIGN GUGUIDELINESIDELINES DD1:1: DEDESTINATIONSSTINATIONS 3.3. DESIGNDESIGN GUGUIDELINESIDELINES DD1:1: DEDESTINATIONSSTINATIONS

D1.3 Focus additional growth in FocusFocus additionaladditional growthgrowth in existingexisting andand STRATEGY TITLE D1: DESTINATIONSD

S planned ffrequentrequent transit corridors 1: DE N existing and planned frequent transit O S

presents the strategy corridors TINATI TINATI S O

within the D N S D1: DESTINATIONS DE

In addition to Urban Centres, communities can focus growth toward SUMMARY St. Clair Avenue West in Toronto ON includesincludes a dedicateddedicated streetcar alignment andand the City is DEVELOPMENT STRATEGIES established and planned frequent transit corridors to maximize the promotingpromoting mimidrisedrise ddevelopmentevelopment to susupportpport transit service along the corricorridor.dor. TO FOCUS GROWTH effectiveness of the region’s transit investments. Concentrating residential and employment activity in Frequent Transit Development Areas is a secondary PARAGRAPH Strategies to focus growth towards Urban Centres and frequent priority area within the Regional Growth Strategy. Providing optimal access to transit corridors may include: transit for those living and working in these areas will increase the demand SIDEBARS for transit services, and improve access to Urban Centres and frequent introduces the » adjusting land use transit nodes. Major employment, services and business centres that serve designations and zoning the region or sub-regions should be prioritized within Urban Centres. provide pertinent to permit higher-intensity, strategy and provides mixed-use development; » Use land use policies and » TToo inincreasecrease tthehe attattractivenessractiveness » building community facilities, regulations to promote higher of transit, locate major trip schools and post-secondary supporting densities and foster public generating uses as ccloselose as the context for the institutions and other investment to encourage ppossibleossible to frequentfrequent transit civic buildings at strategic locations along the FTN; development along existing or ccorridors,orridors, ideallideallyy within 400m information related planned frequent transit corridors.. of transit passenpassengerger facilities. guidelines within it » investing in the public realm RESOURCES to help catalyze development » Support future frequent transit ((seesee DiDistancestance D2.2D2.2) to the adjacent and promote walking and service by strategically directing » PPlanlan for a densitdensityy of development Center for Transit-Oriented Development cycling; (see Design D3.3) and phasing development tthathat is appropriate forfor the Transit Corridors and TOD: Connecting » limiting density when toward a limited number of ttypeype and frequencyfrequency ofof transit the Dots Joyce-CollingwoodJoyce-Collingwood Station has been a significant area for new residential growth along the designating or zoning the most feasible frequent sserviceervice plannedplanned for each www.ctod.org/portal/node/2161 REFERENCE AND guidelines ExpoExpo Line rarapidpid transit corridor. areas outside existing and transit corridors ﬁrst. ccorridor.orridor. (see(see DDensityensity D4.2D4.2) Performance-Based Transit-Oriented planned Urban Centres or » Support transit use and efﬁciency » Orient buildinbuildingsgs alongalong frequent Development Typology Guidebook, 2010 frequent transit corridors. RESOURCE BUBBLES by focusing development within ttransitransit corridorscorridors towardstowards thethe streetstreet www.ctod.org/portal/node/2162 (see Density D4.1) a 5 to 10 minute walk (400m anandd towardstowards transit passenger For more about development Planning for TOD at the Regional Scale: to 800m) from transit stops ffacilitiesacilities to provide the most The Big Picture, 2007 strategies, see Metro Vancouver’s highlight relevant and stations, respectively. cconvenientonvenient access to transittransit www.ctod.org/portal/TOD204 Regional Growth Strategy. sservices.ervices. (see(see DiDistancestance D2.4D2.4) Mineta Transportation Institute GUIDELINES Understanding Transit Ridership documents and Demand for a Multi-Destination, Multimodal Transit Network in an American Metropolitan Area: present the Lessons for Increasing Choice research Ridership While Maintaining Transit applicable guidelines Dependent Ridership, 2012 within the strategy PHOTOS AND 26 TRANSIT-ORIENTEDTRANSIT-ORIENTED COMMUNITYCOMMUNITY DESIGNDESIGN GUIDELINESGUIDELINES TRANTRANSIT-ORIENTEDSIT-ORIENTED COMMUNITYCOMMUNITY DESIGNDESIGN GUIDELINESGUIDELINES 27 ILLUSTRATIONS provide supporting context to the guidelines

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 17

2. DESIGN GUIDELINES D1: DESTINATIONS

D1: DESTINATIONS D1: DESTINATIONS Coordinate land use and transportation

D1.1 Ensure that major destinations are lined up along a reasonably direct corridor so they can be served by frequent transit PROXIMITY TO REGIONAL DESTINATIONS INFLUENCES »D1.2 Encourage the highest intensity of development in Urban Centres and at frequent transit TRANSIT RIDERSHIP nodes

D1.3 Focus additional growth toward existing and planned frequent transit corridors When transit and land use are coordinated along major corridors, the result is improved When land use and transportation are well-coordinated, transit can access to important regional provide fast, direct, and cost-effective access to more destinations destinations. Ewing (1995) found for more people. Transit-oriented communities coordinate that accessibility to regional land use and transportation in two important ways: activities has a strong impact on household travel patterns, while » at the regional scale, they locate the highest densities of development Barnes (2005) found that the and the most important destinations at nodes where several frequent density and regional location of a transit services meet (these places are often Urban Centres); and person’s workplace significantly » at the neighbourhood scale, they locate most new development influenced transit ridership. In along reasonably direct corridors so that most destinations Boston, 14% of regional commute trips are by transit; however, 49% are conveniently connected to other destinations. of trips into downtown and 79% This pattern of development has important beneﬁts. First, it allows transit of trips to jobs within 800 m of to provide faster and more frequent service and more convenient access the Red Line subway are made to most destinations. Transit becomes the travel mode of choice because by transit (CTOD, 2008). most destinations are located within a short walk of passenger facilities, Barnes, G. (2005). “The Importance of Trip offering either direct service or an easy connection from most of the region. Destination in Determining Transit Market Share.” Journal of Public Transportation, Second, transit is more cost-effective to operate in a region that develops 8(2), 1-15. www.nctr.usf.edu/jpt/ in this way. Efﬁcient operations allow transit providers to offer higher levels pdf/JPT%208-2%20Barnes.pdf of service (including higher frequencies and/or longer service hours), further Center for Transit-Oriented Development increasing transit’s appeal and effectiveness. Finally, creating a concentration (2008). Transit and Employment: Increasing of important destinations within a short walk of direct and high-frequency Transit’s Share of the Commute. www. ctod.org/portal/node/2179 transit connections to many other parts of the region further enhances the value of these important areas as great places to live, work, shop, and play. Ewing, R. (1995). “Beyond Density, Mode Choice, and Single-Purpose Trips.” Transportation Quarterly, 49(4), 15-24.

Rapid transit services on the Expo Line provide direct connections between the Metropolitan Core and the Surrey Metro Centre via Regional City Centres in Metrotown and New Westminster, providing convenient access to major trip generators and other destinations.

Expo Line Corridor, Vancouver/Burnaby, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 19 2. DESIGN GUIDELINES D1: DESTINATIONS

D1.1 Ensure that major destinations are lined up along a reasonably direct corridor so they can be served by frequent transit D1: DESTINATIONS

Transit can most efﬁciently serve destinations that are along the same ESTABLISHING STRONG corridor as other destinations. When destinations are located outside ANCHORS of a frequent transit corridor, transit service must either deviate from the corridor – costing passengers time and costing the transit service money – or not serve the destination at all. To help create an

ANCHORS environment where transit is cost-effective and convenient, it is best if destinations are aligned in a relatively continuous linear corridor. Transit is most cost-effective when services are well used along » Locate major trip generating uses » Where there are unavoidable the entire length of a corridor in both directions. To encourage a in Urban Centres and frequent gaps between destinations (e.g., more efficient pattern of usage, transit nodes to reduce the between communities bounded TransLink and municipalities length of trips to access them. by the Agricultural Land Reserve), can work together to ensure » Locate major trip generating uses plan carefully at the corridor level that frequent transit corridors, of region-wide interest within to ensure FTN service is viable. particularly those with rapid 800 m of the existing or planned » To support transit as a transit, have major destinations rapid transit network to ensure convenient travel mode, (or anchors) at or near both ends. convenient access by transit locate major trip generating Without anchors, transit ridership over longer trip distances. uses as close as possible to is likely to be low at either end, » Avoid long gaps between frequent transit corridors. which reduces transit efficiency. The destinations within the region’s » Encourage inﬁll development in strongest anchors include major Urban Containment Boundary Urban Centres and frequent transit institutions such as colleges and by discouraging ‘leap frog’ nodes and along frequent transit universities, shopping centres, and development or development far corridors. See Density D4.1. large mixed-use developments. from established developed areas. Major employment districts are also strong anchors and should be located in Urban Centres. Locating destinations appropriately will improve the efficiency of transit corridors.

Continuous corridor (most efﬁcient) Gap (less efﬁcient)

Spur (very inefﬁcient) Diversion (very inefﬁcient)

20 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D1: DESTINATIONS

Ensure that major destinations are lined up along a reasonably direct corridor so they D1: DESTINATIONS can be served by frequent transit

» Locate major destinations Simon Fraser University, Surrey campus as anchors at or near both LOCATE MAJOR TRIP ends of frequent transit GENERATING USES IN URBAN CENTRES corridors, particularly rapid transit lines, to better utilize Locating buildings and facilities transit capacity and balance that draw large numbers of trips ridership in both directions. in transit accessible nodes helps » Locate major destinations at to reduce the burden on the road network and supports the use of mid-points along frequent transit sustainable modes for every day corridors, particularly where they travel. Such attractors may include: intersect with other frequent transit corridors, to promote » public buildings (such as shorter trips, passenger turnover, city halls, central libraries and better-utilized transit capacity. and community centres), » Avoid spurs, which make » post-secondary institutions, the provision of frequent » major commercial transit service more difﬁcult, and retail areas, by locating destinations » entertainment facilities along a direct corridor. (theatres, sports venues and leisure centres), » large multi-family residential Rendering of the proposed public plaza outside of the future new Surrey City Hall. developments, and » large office developments.

The Simon Fraser University Surrey Campus and planned new Surrey City Hall in the Surrey Metro Centre will serve as effective anchors for the King George Boulevard and 104th St corridors.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 21 2. DESIGN GUIDELINES D1: DESTINATIONS

D1.2 Encourage the highest intensity of development in Urban Centres and at frequent transit nodes D1: DESTINATIONS

Destinations are best connected to the rest of the region when they are located in Urban Centres or at frequent transit nodes along frequent transit corridors. Encouraging development in Urban Centres and Frequent Transit Development Areas (FTDAs) is a priority for focusing growth across the region. It also serves to increase their attractiveness for ofﬁce, commercial, retail, leisure, and entertainment activity, which in turn increases the demand for and the effectiveness of transit services.

West Broadway, Vancouver, BC » Focus development in Urban » Provide higher densities in Urban Centres, FTDAs, and at the best Centres and at frequent transit connected frequent transit nodes, nodes to support frequent transit DEFINING FREQUENT TRANSIT providing a large share of homes services. See Density D4.1. NODES AND CORRIDORS IN OFFICIAL COMMUNITY and workplaces with convenient PLANS (OCPs) AND OTHER transit access across the region. POLICY DOCUMENTS

Recognizing existing and planned Richmond-Brighouse Station (orange pin) on the Canada Line is highly transit accessible, as all frequent transit nodes and of urban Richmond, the Cambie corridor, and Downtown Vancouver are within a 30-minute trip. corridors in OCPs, neighbourhood plans, and other transportation plans will enable TransLink, municipalities, and stakeholders to clearly understand and plan for future transit-oriented growth and transit service.

Nodes and corridors outside of Urban Centres that are targeted for future growth should be considered for designation as FTDAs.

Source: www.mapnificent.net 22 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D1: DESTINATIONS

Encourage the highest intensity of development in Urban Centres and at frequent transit nodes D1: DESTINATIONS

» Where possible, locate » Work with TransLink to locate development at frequent transit stations and exchanges transit nodes to improve local adjacent to, or integrated connections and provide direct into, major destinations. See access to a wider range of Transit Passenger Facility destinations in multiple directions. Design Guidelines, P2.1. » Support the development » Create land use and transportation Metrotown, Burnaby, BC of recreational facilities plans that take into account and and the location of popular integrate the needs of transit events in Urban Centres. passenger facilities in these plans. OFFICE BUILDINGS BENEFIT » Ensure a mix of land uses – See Transit Passenger Facility FROM TRANSIT ACCESSIBILITY Design Guidelines P2.3. including active uses such as retail, Jones Lang LaSalle, a financial restaurants, and entertainment – and professional services firm at transit nodes to reduce walking specializing in real estate services distances between destinations and investment management, and to promote pedestrian developed the Rapid Transit Office activity. See Diversity D5.2. Index for Metro Vancouver. The Index shows that commercial office space located near rapid transit stations has lower vacancy rates By focusing density around frequent transit nodes, more people will be within walking distance of frequent transit services. and attracts higher rents than office space that is not accessible to rapid transit. This pattern is particularly evident in suburban areas outside of the Metropolitan Core.

Jones Lang LaSalle (2011). Rapid Transit Office Index for Metro Vancouver. www.joneslanglasalle.ca/canada/en-ca/ Pages/NewsItem.aspx?ItemID=23223 Transit Office Index&TopicName=

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 23 2. DESIGN GUIDELINES D1: DESTINATIONS

D1.3 Focus additional growth toward existing and planned frequent transit corridors D1: DESTINATIONS

In addition to Urban Centres, communities can focus growth toward DEVELOPMENT STRATEGIES established and planned frequent transit corridors to maximize the TO FOCUS GROWTH effectiveness of the region’s transit investments. Concentrating residential and Strategies to focus growth toward employment activity in Frequent Transit Development Areas is a secondary Urban Centres and frequent priority area within the Regional Growth Strategy (RGS). Providing optimal transit corridors may include: access to transit for those living and working in these areas will increase the demand for transit services and improve access to Urban Centres and frequent » adjusting land use transit nodes. Major employment, business and service centres that serve designations and zoning the region or sub-regions should be prioritized within Urban Centres. For to permit higher-intensity, more on targeting growth, see 3.2.5 Market Readiness and Potential. mixed-use development; » building community facilities, » Use land use policies and » To increase the attractiveness schools, post-secondary regulations to promote higher of transit, locate major trip institutions, and other densities and foster public generating uses as close as civic buildings at strategic locations along the FTN; investment to encourage possible to frequent transit development along existing or corridors, ideally within 400 m » investing in the public realm to help catalyze development planned frequent transit corridors. of transit passenger facilities. and promote walking and » Support future frequent transit See Distance D2.2. cycling (see Design D3.3); and service by strategically directing » Plan for a development density » limiting increases to allowable and phasing development that is appropriate for the density when designating toward a limited number of type and frequency of transit or zoning areas outside the most feasible frequent service planned for each existing and planned Urban transit corridors ﬁrst. corridor. See Density D4.2. Centres or frequent transit » Support transit use and efﬁciency » Orient buildings along frequent corridors (see Density D4.1). by focusing development transit corridors toward the street For more about development within a 5–10 minute walk and toward transit passenger strategies, see Metro (400–800 m) from transit stops facilities to provide the most Vancouver’s RGS. and stations, respectively. convenient access to transit services. See Distance D2.4.

24 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D1: DESTINATIONS

Focus additional growth toward existing and planned frequent transit corridors D1: DESTINATIONS

The City of Toronto, ON, aims to reurbanize key arterials like St. Clair Ave. West by promoting mid-rise development, which will also support improved transit service along the corridor.

RESOURCES

Center for Transit-Oriented Development: (2007). Planning for TOD at the Regional Scale: The Big Picture. The area around Joyce-Collingwood Station in Vancouver has been a significant location for www.ctod.org/portal/TOD204 new residential growth along the Expo Line rapid transit corridor. (2010). Performance-Based Transit- Oriented Development Typology Guidebook. www.ctod.org/portal/node/2162 (2010). Transit Corridors and TOD: Connecting the Dots. www.ctod.org/portal/node/2161

Mineta Transportation Institute (2012). Understanding Transit Ridership Demand for a Multi-Destination, Multimodal Transit Network in an American Metropolitan Area. www.transweb.sjsu.edu/ project/1003.html

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 25 2. DESIGN GUIDELINES D1: DESTINATIONS

D1 Case Study

Connecting Transit-Oriented Communities D1: DESTINATIONS along the Broadway Corridor

Municipality: City of Vancouver The 11 km Broadway corridor of intersections, encourages local in Vancouver is anchored by the residents and employees to walk, Location: Broadway, between UBC University of British Columbia (UBC) cycle, and take transit to access and Commerical-Broadway Station main campus on the western end, goods and services nearby. The Key Design Elements: while east end anchors include diversity of land uses along the Vancouver Community College corridor sustains a vibrant street » Strong corridor anchors such as UBC and Central Broadway (VCC) and Commercial-Broadway life and supports transit ridership in Station. The station, one of the both directions throughout the day » High concentration of destinations busiest interchanges on the transit and evening, seven days a week. » Well-developed grid street network network, connects the corridor to The implementation of restricted and high intersection density the entire eastern two-thirds of the and pay parking throughout much region via two rapid transit lines of the corridor – to support local (Expo and Millennium Lines). business and encourage sustainable modes of travel – contributes to The importance of the corridor as a daily mode share of 42% by an east-west route across the city of walking, cycling, and transit. Vancouver has made it an attractive place for higher-density, transit- Currently served by local bus services oriented residential development, and the 99 B-Line (a high-frequency, as well as commercial ofﬁce limited-stop bus service), the corridor employment, retail activity, and is one of the busiest bus-based public services. The corridor passes transit corridors in North America, through the Central Broadway area, with over 100,0000 people using which is part of the Metropolitan transit along the corridor on a typical Core and includes many high-density weekday. A peak period bus priority residential and commercial buildings, lane also provides additional time Vancouver General Hospital (VGH), savings and increased reliability for Vancouver City Hall, and connections passengers along the corridor. to downtown Vancouver via the Canada Line. The corridor also The growth of the corridor touches the distinctive retail districts for residents, employees, and of Point Grey, South Granville, Main transit users has led TransLink Street, and Commercial Drive. and the Province, together with municipal and regional partners, Signiﬁcant retail activity is present to examine rapid transit options along the majority of the corridor for the corridor as part of the which, along with a grid-style UBC Line Rapid Transit Study. street pattern and a high density

26 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D1: DESTINATIONS

D1 Case Study D1: DESTINATIONS

Central Broadway includes a high density of employment around Vancouver City Hall and Local retail on West Broadway encourages Vancouver General Hospital (VGH). local access by walking and cycling.

Commercial-Broadway Station is one of the City Hall, a major trip-generator, is located busiest interchanges in the region. near the the Canada Line on Cambie Street.

The Broadway Corridor connects local and regional destinations along a direct corridor.

METROPOLITAN CORE

EXPO LINE Central Broadway UBC VCC BROADWAY CORRIDOR MILLENNIUM LINE West VGH City Hall West 10th Broadway Avenue Retail Retail CANADA LINE

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 27 2. DESIGN GUIDELINES D2: DISTANCE D2: DISTANCE

28 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

D2: DISTANCE D2: DISTANCE Create a well-connected street network

D2.1 Provide ﬁne-grained street networks MORE STREET CONNECTIONS D2.2 Make walking and cycling access to frequent transit as direct as possible PROMOTE WALKING, CYCLING, AND TRANSIT D2.3 Plan for coordinated, multi-modal transportation networks

D2.4 Locate frequent transit passenger facilities at accessible places on the street network Many researchers have found that higher levels of intersection density (i.e., more intersections) A well-connected street network provides shorter travel distances and makes it result in lower levels of overall possible for people to walk or cycle to transit services quickly and conveniently travel by automobile and higher from the places they live, work, shop, and play, while also supporting likelihoods of travel by sustainable walking and cycling as everyday transportation options on their own. modes. Schlossberg et al. (2006) used a student travel mode to When deciding whether to use transit, one of the most important factors school survey to show that higher people consider is the distance between their origin and a transit passenger intersection densities increased facility (stop, exchange, or station) and again to their destination. What students’ likelihood of walking by matters for the traveler is not the straight-line or ‘as the crow ﬂies’ distance up to five times. Research from but, rather, the actual walking distance using the available streets and paths. Ozbil et al. (2009) highlights the In an area with long blocks and dead-end streets, the walking distance can importance of street connectivity be much further than the straight-line distance. Some destinations that are for transit users, specifically at the 800 m distance from physically very close to a transit stop or station may still require a long walk. transit facilities, in increasing In contrast, a network that offers many closely-spaced streets with the likelihood of transit use. good connections between them shortens the walk to transit by Ozbil et al. (2009). “The Effects of Street providing more direct routes. While cyclists are not as sensitive to Configuration on Transit Ridership.” distance as pedestrians because they move more quickly, they are Proceedings of the 7th International Space Syntax Symposium. more sensitive than vehicle drivers, and so a well-connected street www.sss7.org/Proceedings/.../084_ network also promotes cycling as a means of access to transit. Ozbil_Peponis_Bafna.pdf

Just as a well-connected street network shortens distances to transit, Schlossberg et al. (2006). “School Trips: Effects of Urban Form and Distance it also shortens distances for all other trips, supporting walking and in Travel Mode.” Journal of American cycling as attractive modes of transportation in their own right. In Planning Association, 72(3), 337-346. www.pages.uoregon.edu/schlossb/ combination with a vibrant mix of land uses, a well-connected street articles/schlossberg_school_trips.pdf network helps to create communities where many of the needs of daily life can be met within walking or cycling distance.

A ﬁne-grained street network around this mixed- use, mid-rise development – including short cuts for pedestrians and cyclists – make transit an attractive travel option in the Arbutus Walk neighbourhood.

Vancouver, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 29 2. DESIGN GUIDELINES D2: DISTANCE

D2.1 Provide ﬁne-grained street networks D2: DISTANCE

Transit-oriented communities have a dense, coherent, and walkable network of streets, sidewalks, and off-street paths. A pattern of smaller blocks and connected streets makes it possible to travel along direct routes. A connected street network extends the reach of transit, walking, and cycling and closes the gap between destinations; it also brings origins and destinations closer together and makes access to everyday activities more convenient by sustainable modes of travel. Street connectivity may be of highest priority in established Urban Centres and is most critical near frequent transit stops or stations. For more on improving transit-orientation in existing communities, see Distance D2.3.1.

D2.1.1 New streets » Ensure that internal streets for large development projects » Design block patterns to are accessible to the public create a connected grid of and that the development is streets that minimizes travel permeable for pedestrians, distances between points. cyclists, and emergency vehicles. » Plan for spacing in new » Plan for an intersection density developments of approximately where possible of between 800 m between arterial 0.4 and 0.6 intersections per streets, with local blocks hectare or more around rapid no longer than 150 m. transit stations and high- » Ensure that large developments frequency transit nodes. with internal streets provide » Connect new streets directly strong connections to the to existing streets and avoid existing street network. dead-ends and cul-de-sacs.

A disconnected street network full of cul- A well-connected, fine-grained street de-sacs results in long walking distances, network enables shorter and more direct few route options, and less efficient transit walking connections, provides greater operations. choice of routes, and is easier to serve with cost-effective transit.

RESOURCES

Condon, P. (2010). “Cul-De-Sacs: Dead Ends in More Ways Than One.” The Tyee. www.thetyee.ca/News/2010/09/22/ CulDeSacDeadEnd/

30 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

Provide ﬁne-grained street networks D2: DISTANCE

These examples show the intersection density of various communities around Metro Vancouver and their associated average block size.

Low Intersection Density (<0.4 iph) Medium Intersection Density (0.4-0.6 iph) High Intersection Density (>0.6 iph)

FRANCIS RD PRAIRIE AVE

STO

R N

CITY A

E M

GARDEN COAST

BUENA VISTA AVE

L ST OU

WILLIAMS RD G N H M I

EE A T D R I R HWY NE DR A M

1. Broadmoor, Richmond (0.31) 3. Imperial Park, Port Coquitlam (0.46) 6. 152nd St/Johnson Rd, White Rock (0.81) Average block size = 160 m x 350 m Average block size = 100 m x 200 m Average block size = 100 m x 150 m

72 AVE

T T S S W 232 ST VE A

192 188 8

6 AVE W Y WA ON 2 DS 0 AR ST EW DEWDNEY TRUNK RD ST

2. Cottonwood, Maple Ridge (0.31) 4. East Clayton, Surrey (0.54) 7. West End, New Westminster (0.85) Average block size = 100 m x 300 m Average block size = 75 m x 200 m Average block size = 100 m x 150 m

K Regional Location Map I N G S WA BROADWAY W Y

AVE E

ST 8 3 A

2 N

MAIN 7 L

1 4

6 KEITH RD W 13ST W 13 ST E

5. Upper Lonsdale, North Vancouver (City) (0.55) 8. Mt. Pleasant, Vancouver (0.89) Average block size = 110 m x 230 m Average block size = 80 m x 140 m

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 31 2. DESIGN GUIDELINES D2: DISTANCE

Provide ﬁne-grained street networks

Fraser River D2: DISTANCE

Downtown New Westminster

Queensborough D2.1.2 Existing streets » Provide at-grade pedestrian crossings of primary streets, rather » Use new multi-use pathways than over- or under-passes, to to improve walking and cycling INCREASING CONNECTIVITY: avoid delaying pedestrian travel. access and to add permeability NEW WESTMINSTER’S » Provide pedestrian-, cyclist-, and/or QUEENSBOROUGH where long blocks currently exist transit-only crossings along desire PEDESTRIAN BRIDGE and new streets cannot be added. lines to increase the convenience » Provide safe and convenient New Westminster’s Downtown and competitiveness of these pedestrian crossings of Community Plan Update includes modes and to help overcome arterial streets near transit the Queensborough-Waterfront physical barriers to movement, passenger facilities. Pedestrian Bridge. The bridge such as major highways and rivers. will provide pedestrian and » Where appropriate, provide cycling connectivity between closely-spaced pedestrian Downtown New Westminster and crossings of primary streets to Queensborough, helping to reduce improve access and convenience vehicle trips in that corridor. The to both sides of the street longest span will be 120–160 m in (e.g., in Urban Centres). length and 22 m in height above the river.

The project is expected to cost New development at Highgate, Burnaby provided the opportunitiy to introduce walking and cycling paths to improve connectivity to transit and retail on Kingsway. $10.3 million, with funding through Development Assistance Compensation (DAC) negotiated as part of the development of a new casino project.

New Westminster, City of (2011). New Westminster’s Downtown Community Plan Update. www.newwestcity.ca/database/ rte/Transportation Heritage.pdf

32 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

D2.2 Make walking and cycling D2: DISTANCE access to frequent transit as direct as possible

The distances people are willing to walk to transit vary depending on length and purpose of the trip and quality of the pedestrian environment, WALKING AND CYCLING as well as on weather, topography, and demographics. Generally, ACCESS TO TRANSIT people will walk further to access limited-stop transit services than local Ultimately, all transit passengers services and further still for rapid transit services. Paths of travel to and are pedestrians – including those from transit passenger facilities should be as direct as possible, both using mobility devices and those to minimize the distance people are required to walk to transit and to arriving by bicycle, car or another maximize the number of people who have convenient access to it. transit mode. Transit passenger facilities and access routes to and » Provide direct, high-quality » Ensure there are safe and from them generate concentrated pedestrian and bicycle convenient pedestrian crossings at levels of activities by pedestrians infrastructure to and from or near transit passenger facilities. and should, therefore, be designed to create an environment that transit passenger facilities. » Design access to passenger is safe, accessible, easy to use, » Protect space along transit facilities that provides for the and secure and comfortable for corridors for transit stops needs of pedestrians and users all users – especially for these at key locations. of wheelchairs and other mobility non-automobile modes. » Work with TransLink to devices. See Design D3.1. Frank, L.D. et al. (2006) found consolidate and optimize » Identify opportunities, through that a 5% increase in walkability transit passenger facility development planning or as measured by these traits was spacing and location for the community planning, to create associated with a 32% increase fastest door-to-door travel new publicly-accessible pedestrian in walking for transport. Walking times while still meeting the and cyclist connections in and cycling trips on their own are Transit Service Guidelines. See existing communities that will also important for transit-oriented Transit Passenger Facility improve access to transit. communities to enable short trips Design Guidelines U1.1. » In communities with signiﬁcant without an automobile, reduce » Provide the highest residential changes in topography (e.g., steep peak hour crowding on transit, and reduce congestion on roads. and employment densities slopes) that may affect walking along frequent transit streets to and cycling use, plan connections Frank, L.D. et al. (2006). “Many Pathways minimize transit access distances, to transit that maximize the From Land Use to Health.” Journal of the American Planning Association, 72(1), 75-87. consistent with the region’s directness of travel to improve the growth management goals for attractiveness of these modes. Urban Centres. See Density D4.1. » Locate passenger facilities at intersecting frequent transit corridors as close as is practical to minimize walking distances for those transferring between them.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 33 2. DESIGN GUIDELINES D2: DISTANCE

D2.3 Plan for coordinated, multi- modal transportation networks D2: DISTANCE

A well-connected street network provides the foundation for direct travel at the neighbourhood scale. Building on this foundation, another important

400m step for minimizing travel time and distance is to plan for complete, 400m 400m well-connected transportation networks for all modes at the local level. 400m This approach recognizes that not every street will serve every mode of transportation in the same way. A multi-modal network will include different types of streets and pathways that combine to provide optimal connectivity for all modes within a community. This section provides high-level guidance on the design of local transportation networks that ARTERIAL STREET SPACING support improved pedestrian and cycling mobility and access to transit. THAT SUPPORTS TRANSIT

Arterial street spacing of D2.3.1 Street networks » Arterial streets designated as approximately 800 m and local transit corridors should ideally » Designate a network of arterial blocks of no more than 150 m be spaced a maximum of 800 m streets that connect major creates an effective street apart to create a maximum destinations and provide network providing for fine- walking distance of 400 m from grained pedestrian routes and direct paths of travel, avoiding the interior of each block. unnecessary breaks and diversions efficient transit operations. » Classify arterial streets by their to achieve more efficient and level of priority for vehicle, transit, In Metro Vancouver, the traditional convenient transit corridors. and goods movement, and street network of the early 20th See Destinations D1.1. century had main streets spaced also for bicycle and pedestrian » Avoid concentrating vehicle about 800 m apart, which effectively travel, and apply street design supported the streetcar system traffic on only a few corridors and performance standards to at that time. Providing transit by providing multiple, relatively match these levels of priority. services on most arterial streets even-spaced, and well- » Plan for a well-connected network will ensure that all dwellings and connected arterial streets. of complete streets that can other facilities are located within a 5-minute walk (400 m) of transit. move travellers safely, efficiently, and comfortably by all modes.

34 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

Plan for coordinated, multi-modal transportation networks D2: DISTANCE

CLASSIFYING MULTI- In places where the functional MODAL STREETS classification system still dominates, Under the conventional approach, a simple way to transition toward or functional classification, streets a more multi-modal classification RESOURCES are defined by the degree to which system is to identify how street they emphasize through-movement types fit in with land uses. This Florida Department of versus local access. Arterial approach can help to break Transportation (2009). Quality/ down rigid street types such as Level of Service Handbook. streets are designed primarily www.dot.state.fl.us/planning/ for through-movement, local arterials into the types of urban systems/sm/los/default.shtm environments they are likely to pass streets are used primarily for local Institute of Transportation access to property, and collectors through, and consideration can Engineers (2010). Designing Walkable are used to connect them. be given to customized treatment Urban Throughfares: A Context of the roads (e.g., through special Sensitive Approach. www.ite.org/ emodules/scriptcontent/orders/ In cities that take a more multi- overlay designations) within ProductDetail.cfm?pc=RP-036A-E modal, ‘complete streets’ those particular contexts. approach, streets have a bigger Jaskiewicz, F. (1999). “Pedestrian See Design D3.1 for guidance on Level of Service Based on Trip Quality.” role than just moving traffic. In Transportation Research Board Circular addition to providing for the the design of multi-modal streets. E-C019: Urban Street Symposium, movement of all road users – 1-14. www.urbanstreet.info/1st_ symp_proceedings/Ec019_g1.pdf including pedestrians, bicycles, transit vehicles, and goods – such Mineta Transportation Institute (2007). How Far, By Which Route, and streets provide access to adjacent Why? A Spatial Analysis of Pedestrian land uses, accommodate utilities, Preference. www.transweb. and serve as a vital part of the sjsu.edu/mtiportal/research/ publications/summary/0606.html neighbourhood by offering open space for socializing and recreation.

There are four key elements of street design that are useful to understand and consider when classifying streets:

» land use context, » priority for the movement of each mode, » relationship to other streets in the network, and

» available right-of-way. No. 3 Road, Richmond BC

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 35 2. DESIGN GUIDELINES D2: DISTANCE

Plan for coordinated, multi-modal transportation networks D2: DISTANCE

D2.3.2 Bicycle networks » Even where facilities for cyclist through-movement are provided » Designate a well-connected on low-volume streets adjacent network of bicycle lanes, to major arterials, design arterials routes, and paths that provide for safe access by cyclists to direct connections to local destinations along those streets. destinations and transit passenger » Where a combination of high facilities. See Design D3.2. bicycle volumes and high » Provide a network of bicycle traffic volumes are present, priority streets to enable a safer, implementing separated bicycle more convenient environment Cycling for facilities can improve safety and Everyone for cycling. See Design D3.1.2. increase the attractiveness of » Select bicycle priority streets, cycling. See Design D3.1.2. where possible, that have » Provide a variety of bicycle low traffic volume and a facilities that accommodate fairly flat terrain to provide the needs of different types of convenient connections to cyclists. See Design D3.1.2. transit passenger facilities. » Provide additional connectivity » Ensure that the bicycle network by creating bicycle boulevards A Regional Cycling Strategy for Metro Vancouver June 2011 provides strong connections or neighbourhood greenways to important transit nodes. on streets with low traffic volumes. See Design D3.1.2. TRANSLINK REFERENCE

Cycling for Everyone: A Regional Cycling Strategy for Metro Vancouver (2011). The Cycle Superhighways in London UK use a network of segregated and unsegregated bike www.translink.ca/en/Cycling/ lanes marked by blue paint to create a safe and attractive foundation for increased cycling. Regional-Cycling-Strategy.aspx

36 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

D2.4 Locate frequent transit D2: DISTANCE passenger facilities at accessible places on the street network

Transit passenger facilities, such as bus exchanges and rapid transit stations, are important focal points for community and transportation activity. Wherever possible, facilities should be located where they provide convenient access to the pedestrian and cycling networks, enable efﬁcient intermodal connections, and support the development of higher density, mixed-use development. Distances to surrounding uses may be reduced, not only by creating more connections, but also by locating transit facilities where existing connections intersect.

» Work with TransLink to site The high-density Plaza 88 development is integrated into New Westminster SkyTrain Station new transit passenger facilities and is oriented toward the street, providing convenient pedestrian and bicycle access. along corridors with higher densities and trip-generating uses. See Destinations D1.1. » Work with TransLink to use effective building orientation to improve the visibility and legibility of transit passenger facilities, including the use of distinctive design and the integration of art, signage, wayﬁnding, and other tools that reduce perceived distances to transit. See Transit Passenger Facility Design Guidelines U1.2 and U1.3. » Support development that integrates transit passenger facilities into existing or planned sites on the most active and well-used streets. See Transit Passenger Facility Design Guidelines P2. » Integrate transit facilities into the urban structure so they are included as an integral part of the urban environment and streetscape. See Transit Passenger Facility Design Guidelines P2.1. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 37 2. DESIGN GUIDELINES D2: DISTANCE

D2 Case Study D2: DISTANCE Providing Fine-Grained Connections in Surrey City Centre

Location: Surrey City Centre Surrey City Centre has been arterial. In addition, new pedestrian designated the Surrey Metro Centre linkages will connect the Central Municipality: City of Surrey in the Regional Growth Strategy City shopping and office tower Key Design Elements: and is expected to attract significant with two key local destinations: amounts of new development a new civic plaza and the North » Fine-grained street grid over the coming decades. The City Surrey Recreation Centre. Bicycle » Direct pedestrian and cyclist connections to transit of Surrey has been developing access will be provided through the » Public realm and new plans to enable the redevelopment City Centre by way of a greenway, higher-density development of the City Centre as a more which will connect to the existing oriented toward transit pedestrian- and transit-oriented bicycle network, rapid transit urban community that acts as a hub stations, and local destinations. of activity south of the Fraser River. The City Centre Plan focuses growth A key aspect of the planning and development around the Surrey framework is breaking down the Central SkyTrain Station and civic current ‘superblock’ street pattern plaza (which incorporates bus into a more fine-grained grid and interchange facilities) to optimize reducing the average block size door-to-door travel times and provide in the area from 400 m to a more a focal point for transportation pedestrian-oriented 150–200 m. and community activity. The This change will be accomplished orientation of the new City Hall by adding three new east-west and new library toward transit – in streets and two new north-south combination with the integration of streets, providing significant signage, public art, and distinctive enhancements to pedestrian, public realm design in the plaza cyclist, and vehicle circulation – will contribute to reducing while also creating efficient and perceived distance to transit. practical development parcels. When the City Centre Plan is These new streets will be designed realized, Surrey City Centre will to have downtown-scaled sidewalks provide efficient multi-modal to support pedestrian movement. connections while supporting higher- New signalized crosswalks will be density, mixed-use development. added at existing and proposed Public realm enhancement, intersections, and a minimum of together with the creation of a one additional crossing of King transit-, pedestrian-, and bicycle- George Boulevard will be added friendly environment, will enable to improve access to retail services sustainable transportation choices. located on the east side of the main

38 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D2: DISTANCE

D2 Case Study D2: DISTANCE

Higher-density mixed-use development is supporting the revitalization of Surrey City Centre. Plans aim to redevelop much of the gj existing land currently occupied by surface parking to support walkability.

New streets will connect adjacent street networks The land use plan includes new streets and more directly to Surrey Central Station and the pedestrian connections to support a finer-grained transit hub. urban street grid and a more walkable City Centre.

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Commercial: Retail, Office, and High Density Residential and Institutional Public Transit Use

Public Pedestrian Connection

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 39 2. DESIGN GUIDELINES D3: DESIGN D3: DESIGN

40 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

D3: DESIGN D3: DESIGN Create places for people

D3.1 Design multi-modal streets IMPROVING THE BUILT D3.2 Design great public spaces ENVIRONMENT CREATES PLACES FOR PEOPLE D3.3 Seamlessly integrate development with frequent transit and the public realm

D3.4 Design parking to support a pedestrian-oriented urban realm The implementation of recommendations made in Melbourne’s report on Places Creating places for people means designing the urban environment to for People (1994) – including accommodate their needs regardless of their chosen mode of transportation improving the pedestrian network, and to be accessible to individuals with a range of mobility needs and creating high-quality gathering challenges. The public realm encompasses the areas in which people travel, spaces, and strengthening and it should be a safe, comfortable, and inviting place that people want street activity – has resulted in to use. At the same time, delight is at the essence of vibrant and engaging significant improvements to the places for people, enabling users to appreciate and enjoy well-designed public realm. These improvements include a two-fold increase in environments. outdoor seating at cafés (from To meet these needs and aspirations, transit-oriented communities are built 1,940 in 1992 to 5,380 in 2002); around a foundation of multi-modal, ‘complete’ streets that serve a range a 71% increase in public spaces of users and that include attractive public spaces where people can relax, such as malls, squares, and promenades, and the development gather, or celebrate. These complete streets must be especially responsive of a 3.4 km network of active to pedestrians as the primary and most vulnerable users of the public realm, and accessible lanes, alleys, while also balancing the needs of transit, bicycles, and automobiles to support and arcades. As a result of these a sustainable and efﬁcient transportation network. improvements, the 2004 update reported that daytime pedestrian Transit-oriented communities encourage development that is carefully designed volumes on weekdays increased to reinforce the local character of communities, while supporting density and a by 39% and evening volumes mix of uses where appropriate. Development must also support a pedestrian- doubled from 1993 to 2004. friendly environment and integrate with transit passenger facilities and services in a way that makes using transit convenient and attractive. Melbourne, City of. (1994, 2004). Places for People. www.melbourne.vic.gov.au/ AboutCouncil/PlansandPublications/ Creating places for people requires close coordination among TransLink, Pages/PlacesforPeople2004.aspx municipalities, developers, property owners, and residents to weave the various transportation, community, and placemaking elements into a coherent whole.

The design of the public realm around the Dupont Metro Station supports a walkable urban neighbourhood and pedestrian-scale integration of the built environment that combine to promote transit, walking, and cycling.

Dupont Circle, Washington, DC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 41 2. DESIGN GUIDELINES D3: DESIGN

D3.1 Design multi-modal streets D3: DESIGN

Every transit trip begins and ends as a pedestrian trip; therefore, the WHAT ARE COMPLETE starting point for transit-oriented community design is the pedestrian. STREETS? The following guidelines highlight some core best practices for designing Ritter (2007) defines complete pedestrian and transit-oriented environments that make walking safe, streets as “roadways designed easy, convenient, and enjoyable. Best practices for pedestrian networks and operated to enable safe, – minimizing travel distance to transit and encouraging walking at the attractive, and comfortable neighbourhood level – are covered in D2 Distance. Many of the treatments access and travel for all users, discussed in this section also improve cyclist safety and comfort. including pedestrians, bicyclists, motorists and public transport D3.1.1 Supporting pedestrians » On residential streets where users of all ages and abilities.” buildings are near the street, Sidewalks The design of individual streets and frontage zones may be wider to wider street networks must work » As the entry to the transit system, accommodate front stoops and to balance the competing interests design sidewalks with adequate waiting areas at front doors. of different users. While most space to allow seamless and » Street furnishings can be streets should ensure safety and comfortable access between located in the frontage zone provide basic facilities for all users, the public realm and transit. on sidewalks that are too some streets should have greater See Transit Passenger Facility narrow to accommodate a large transit priority than others, some Design Guidelines U2 and P2. furnishings zone in order to keep greater cyclist provision, some » The most comfortable and greater prioritization of goods the throughway zone clear for functional sidewalks have movement, and some a higher pedestrians and wheelchair users. degree of pedestrian amenity. It ﬁve zones that vary according » Use access or maintenance is often helpful, therefore, to think to the street’s land uses and agreements with private not only in terms of complete pedestrian volumes: frontage, landowners to enable seamless streets, but also in terms of throughway, furnishing, edge, integration of the frontage complete networks of streets and extension zones. zone with the sidewalk. that work together to provide » Design sidewalks to accommodate Throughway zone: excellent facilities for all modes. existing and expected future » Using walking surfaces that Ritter, J. (2007). “‘Complete Streets’ pedestrian volumes. Program Gives More Room for are safe, smooth, durable, and Pedestrians, Cyclists.” USA Today. www. Frontage zone: comfortable in all weather usatoday.com/news/nation/2007- » Commercial streets are ideal will ensure comfortable access 07-29-complete-streets_N.htm places for wide frontage zones for all pedestrians (including to allow for café or restaurant those in wheelchairs). seating, merchandise displays, » Minimizing steep cross- plantings and benches, and such slopes and running slopes will architectural elements as awnings, enhance the comfort level of canopies, and marquees. wheelchair users and people with balance problems.

42 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

» The throughway zone should, » To help maintain pedestrian at a minimum, be wide enough comfort when vehicle speeds for a wheelchair to move on the adjacent street exceed unobstructed and widened 40 km/h, widen the furnishing occasionally to allow for passing. zone beyond 1.5 m. RESOURCES » On many streets, 2.0 m is » Treat the furnishing zone with a British Columbia, Province of (2007). an appropriate width for the surface material different from Building Access Handbook. www.housing.gov.bc.ca/ throughway zone, though it the throughway zone, where pub/building_access_ can be widened to allow for appropriate, to help identify it as handbook_2007.pdf a place for lingering outside of higher volumes of pedestrians LaPlante, J. (2007). “Retroﬁtting near frequent transit nodes and the pedestrian path of travel. Urban Arterials into Complete Streets.” other important destinations. » The furnishing zone can also 3rd Urban Street Symposium. www.completestreets.org/complete- Furnishing zone: be treated as a planting zone streetsfundamentals/resources/ or bioswale to enhance the » A furnishing zone of at least Transportation Association of 1.5 m will provide pedestrians streetscape and improve Canada (1999). Geometric Design with a comfortable buffer from stormwater management. Guide for Canadian Roads. trafﬁc. Where transit shelters are required, a more generous furnishing zone may be necessary.

The five zones of the sidewalk each have a role to play in designing streets for people.

EXTENSION EDGE FURNISHINGS THROUGHWAY FRONTAGE

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 43 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

Edge zone: Extension zone: UNIVERSAL ACCESS » An edge zone of at least 1.0 m » Extension zones can widen Designing streets and sidewalks to on streets with parallel parking the usable pedestrian space provide convenient access for all will ensure that motorists at mid-block and corners and users, including those with reduced entering or exiting a vehicle can accommodate additional levels of mobility, will increase do not impede pedestrians or amenities such as bus shelters access to transit. TransLink’s Access interfere with landscaping or and other pedestrian features. Transit program aims to create “a utilities in the furnishing zone. » Use curb extensions to consolidate seamless and inclusive public transit » Design the edge zone elements typically found in system … that is inviting, responsive, on commercial streets to the furnishings zone, where safe, comfortable and affordable; and that meets the needs of our accommodate curbside appropriate, to allow for a customers to access transit vehicles, freight loading. wider throughway zone. information, customer service, » Where applicable, extend bus or training and other programs.” pedestrian curb extensions the Making the public realm more full width of the parking lane. universally accessible to all of the region’s diverse communities will make using transit and sustainable modes of travel more attractive. This curb extension in New Westminster This residential street in Vancouver uses an extension zone into the parking provides a wide edge zone for people TransLink: lane to improve pedestrian crossings. exiting vehicles. (2007)h. Access Transit. www.translink.ca/en/Rider-Info/Accessible- Transit/Access-Transit.aspx (2007). Universally Accessible Bus Stop Design Guidelines. www.translink.ca/~/media/ Documents/rider_info/Access%20Transit/ Universally%20Accessible%20Bus%20 Stop%20Design%20Guidelines.ashx

44 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

Curb extensions Curb ramps » Within the extension zone, extend » Provide curb ramps at all new the sidewalk into the parking lane street crossings and those at intersections, a transit stop, or undergoing renovation to improve a mid-block crossing to reduce mobility for wheelchair users. pedestrian crossing distances and » Design curb ramps to improve pedestrian visibility. meet universal accessibility Main Street, Vancouver, BC » Provide curb extensions on guidelines for perpendicular, frequent transit corridors cross and ﬂared slopes. and streets with high vehicle » Incorporate tactile warning ‘BUS BULGES’: TRANSIT or pedestrian volumes and surfaces to aid navigation INTEGRATED CURB long crossing distances to for the visually impaired. EXTENSIONS improve pedestrian safety. » Ensure that curb ramps are As part of the joint TransLink and » Where appropriate, extend aligned in the direction and in the City of Vancouver plan for the Main a curb extension around a centre of approaching crosswalks. Street corridor, 18 bus bulges were corner onto the cross street. recommended to improve transit » Provide curb extensions only efficiency and the public realm Curb radii on streets with a parking environment. The plan states: » Design curb radii that are as “Buses stop in the travel lanes lane or streets with pick- tight as possible, while still in order to pick-up and drop-off up and drop-off zones. accommodating the turning passengers, instead of weaving » Where transit stops are movements of vehicles in and out of the parking-lane or incorporated into curb extensions, expected to use the street, to curbside lane, thus reducing delays ensure sufﬁcient space is provided to buses and improving the quality increase pedestrian safety. for shelters and other amenities, of ride for customers. Bus bulges such as benches and bike racks. also increase the space available for pedestrians, street front shops, » Use chicanes (alternating mid- bus shelters, street furniture and block curb extensions) on local landscape enhancements.” Main streets to reduce the effective Street’s bus bulges also allow width of the right-of-way, on-street parking to be retained encouraging vehicles to slow in local commercial districts. down by forcing slight turning TransLink and City of Vancouver (2007). movements. Main Street Transit and Pedestrian Priority Corridor Plan. www.translink.ca/en/Be- Part-of-the-Plan/Station-and-Exchange- Improvements/Main-Street-Upgrades.aspx

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 45 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

Crosswalks » Restrict curbside parking » Well-designed street crossings within 3–5 m of intersections allow pedestrians to travel in and mid-block crossings comfort and safety and reduce to improve pedestrian and the potential for conflict with motorist sight lines. other modes of transportation. » Provide stop lines in advance of » Crosswalks that are at least the crosswalk at signalized or as wide as the sidewalks that stop-controlled intersections to approach them, especially at help ensure that vehicles do not busy intersections, will improve encroach upon the crosswalk pedestrian safety by reducing and impede pedestrian flow. crowding and encouraging » Provide yield lines in front of pedestrians to stay within the mid-block crosswalks to indicate crosswalk while crossing. where vehicles should stop so » Maintain sight lines and visibility that vehicles approaching in for pedestrians and motorists adjacent lanes can better see by ensuring that the approach a pedestrian in a crosswalk. to the crosswalk is free of » To improve pedestrian visibility such obstructions as signs, and reduce vehicle speeds, structures, or landscaping. provide raised crosswalks. » Enhance the visibility of crosswalks » At intersections with high through effective lighting to pedestrian volumes and where help alert motorists to the conditions are favourable, most important crossings and innovative solutions such as points of potential conflict. ‘pedestrian scrambles,’ which » The location of bus stops should stop all vehicular traffic at an take into account the location intersection and allow pedestrians of pedestrian crossings and seek to cross an intersection in every to minimize crossing distances direction, including diagonally between transit connections. at the same time, may improve pedestrian movement. » Provide safe crossings between pairs of bus stops on either side of the street to allow people to make round trips.

46 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

STREET DESIGN FOR SAFETY Education, enforcement, engineering, and design all have a role to play in road safety. The design of transit-oriented communities can support road safety through measures primarily focused on the built environment. The following considerations are broadly relevant, but particularly so for pedestrians and cyclists who are most vulnerable to collisions.

Slower Speeds Portland, OR Reducing vehicle speed is an important strategy for reducing Safety in Numbers In order for crossings to be safe both the frequency and the severity The probability of an accident is for pedestrians, they must also be of pedestrian accidents. Because lower for pedestrians and cyclists convenient. When crossings require motorists travelling at higher speeds in areas where there are more pedestrians to walk long distances have less time to react to pedestrians, people walking and cycling. This or wait through long traffic signal faster speeds increase the likelihood effect is likely due to motorists’ cycles, they may attempt to cross of collisions. Faster speeds also greater anticipation of pedestrians mid-block or against the signal. increase the severity of accidents. and cyclists both in general and Such actions can significantly Strategies for reducing vehicles in specific locations. In addition, increase collision risk, particularly speeds are discussed in Design when large numbers of people walk at night. Increasing the number D3.1.1 and in the resources below. and cycle, drivers are more likely and convenience of pedestrian to have experience as cyclists and crossings can improve safety, but A pedestrian´s chance of death if hit by a pedestrians (i.e., they are more likely only if they are well designed. motor vehicle: to understand how their driving Automobile Association Foundation for Road Safety 100% may affect other road users). Research (1995). Risk and safety on roads: the older 90% pedestrian. University of Newcastle upon Tyne, Rees 80% Convenient Crossings Jeffreys Road Fund and Ross Silcock Partnership. www. roadsafetyfoundation.org/media/14097/risk_and_ 70% As most pedestrian collisions occur safety_on_the_roads_-_the_older_pedestrian.pdf 60% when pedestrians are crossing a Ghee, C.E. et al. (1998). Pedestrian Behaviour 50% road (AA Foundation, 1994 and and Exposure to Risk. Ross Silcock Limited. 40% Ghee et al., 1998), designing safe 30% pedestrian crossings is an important Jacobsen, P.L. (2003). “Safety in Numbers: More Walkers and Bicyclists, Safer Walking and Bicycling.” Injury 20% element of road safety; for example, Prevention, 9(3), 205-209. www.injuryprevention. 10% clear sightlines are an important bmj.com/content/9/3/205.abstract 0% 32 km/h 48 km/h 64 km/h contributor to collision reduction. US Federal Highway Administration (2008). Pedestrian Source: US National Cooperative Highway Safety Guide for Transit Agencies. safety.fhwa.dot.gov/ Research Program (NCHRP). ped_bike/ped_transit/ped_transguide/index.cfm

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Medians and refuge islands Signals RESOURCES » Provide medians and refuge » Signal cycles should be timed America Walks (2012). Signalized islands on wide streets to serve to allow the slowest range Intersection Enhancements that Benefit Pedestrians. as a ‘safe’ area between lanes of pedestrians to cross the www.americawalks.org/wp-content/ of traffic where pedestrians intersection in one movement. upload/America-Walks_Signalized_ Intersections_Report_2012.pdf can wait to finish a crossing. » Install pedestrian countdown » Where it is necessary to signals at wide intersections, US National Cooperative Highway Research Program (2007). Accessible maintain short signal cycles allowing pedestrians to better Pedestrian Signals: A Guide to Best on wide arterial streets, judge their crossings. Practices. Transportation Research comfortable median or Board. www.apsguide.org/ » Time signals to allow for refuge islands allow the anticipated volumes of pedestrians Transportation Association of slowest pedestrians to cross crossing the street, especially Canada (1998). Manual of Uniform Traffic Control Devices for Canada. in two signal cycles. near rapid transit stations where » On the busiest streets, medians, large volumes may cross as or refuge islands should be services arrive and depart. designed to accommodate » Provide a pedestrian head-start several walking adults plus a signal at intersections with cyclist, a wheelchair user, and/ large numbers of right-turning or an adult pushing a stroller. vehicles to give pedestrians time » Add landscaping to medians to enter the crosswalk before and refuges, where appropriate, the vehicle signal turns green. to enhance the character of a » Provide pedestrian-actuated street, while still maintaining signals at mid-block crossings, sightlines between pedestrians allowing pedestrians to and approaching vehicles. call for a walking phase. » On wide streets with See Distance D2.2. pedestrian-actuated signals, » Locate pedestrian-activated provide a button that allows signal buttons at an appropriate pedestrians to actuate the location for easy access from the signal from the median. sidewalk and at an appropriate height for those in wheelchairs. » Install audible “Walk/Don’t Walk” indicators for visually- impaired pedestrians. » Time-synchronize traffic lights to encourage vehicles to travel at a speed that maintains a safe and comfortable 48 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES environment for pedestrians. 2. DESIGN GUIDELINES D3: DESIGN

Design multi-modal streets D3: DESIGN

All of the pedestrian elements of the streetscape combine to create a safe, welcoming, and comfortable environment that encourages walking.

Sidewalks Curb extensions Curb radii Refuge islands

Great sidewalks are the Curb extensions continue the Tight turning radii force Refuge islands provide starting point for transit- sidewalk into the parking drivers to turn at lower medians at intersections to oriented communities. lane – usually at speeds and increase the increase pedestrian safety on intersections, transit stops, or amount of space available busy streets. mid-block crossings – to to pedestrians. increase pedestrian safety.

Medians Crosswalks Signals Curb ramps

Medians are used to separate Well-designed street Trafﬁc signals control the Curb ramps enable opposing directions of vehicle crossings allow pedestrians to movement of vehicles and convenient crossing points trafﬁc, creating a safe area travel in safety and comfort. pedestrians at intersections for wheelchair users and for pedestrians crossing the and/or mid-block crossings. those with other mobility street. impairments.

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3.1.2 Supporting cyclists Bicycle Facility Planning DEDICATED BICYCLE » Select the type of on-street bicycle ROUTES MAKE CYCLING Bicycle travel supports transit- facilities according to context, MORE ATTRACTIVE oriented communities by extending taking into account roadway the reach of the transit system; UBC’s Cycling in Cities research characteristics, intersection while few passengers will walk more team found that high-quality geometries, and adjacent land than 800 m to reach transit, cyclists cycling facilities are attractive and uses; vehicle speeds, collision might travel up to 5 km to reach people will go out of their way histories, and vehicle and high-frequency transit services. This to use designated routes with bicycle volumes; and major specialized infrastructure. The section provides a basic overview to destinations and trip generators. research findings suggest that designing appropriate facilities that cyclists are only likely to detour promote cycling both as an everyday » Coordinate the bicycle network up to 400 m beyond the shortest travel mode and as a means of with the type of facility route to their destination to use accessing transit. Detailed guidance provided to reflect the level of designated bicycle facilities; for designing bicycle facilities is demand and priority for each therefore, bicycle networks provided by such agencies as the segment of the network. should ensure that facilities US National Association of City » When planning for bicycle are spaced a minimum of every Transportation Officials (NACTO). access to transit, coordinate 500 m in urban areas where the type of bicycle facility increasing cycling is an objective. with the existing and forecast University of British Columbia. Cycling in demand at the transit facility. Cities Research Program. A 10-minute cycling catchment for www.cyclingincities.spph.ubc.ca transit facilities is 25 times the walking » At transit stations where high catchment, illustrating the importance of volumes of cyclists are expected, Winters, M. et al. (2011). “How Far Out of supporting the mobility of cyclists. the Way Will We Travel? Built Environment provide a sufficient number of Influences on Route Selection for bike racks and include higher- Bicycle and Car Travel.” Transportation quality bicycle facilities. Research Record, 2190, 1-10. 5000 ha » Promote the incorporation of appropriate amounts of end-

200 ha of-trip cycling amenities (e.g., parking, showers, and changing

800 m10 min facilities) into new and existing development, especially those

2.5 km10 min near high-quality bicycle facilities.

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Bicycle Facility Design » Where appopriate, provide wider bicycle lanes on streets Off-Street Paths and Trails with high volumes of cyclists. » Off-street paths should be at least 3.0 m wide so that two cyclists » Carefully design intersections can ride comfortably together and that include segregated bike pass another cyclist or pedestrian. lanes – with special attention paid to signal timing and » Where high volumes of turning movements – to pedestrians and cyclists are avoid vehicle conflicts. expected, providing separate lanes for cyclists and pedestrians Bicycle Lanes and increases the safety of all users. Shared-Use Lanes » Provide traffic signals where off- » Use in-road markings to show street paths cross major roads. cyclists where to position themselves on a street with shared Separated Bicycle Lanes lanes and to indicate to drivers » Separate bicycle lanes from traffic that cyclists will be present. by using raised curbs, bollards, » For optimal safety, provide a and landscaping/planters or by minimum dimension of 4.0 m locating bicycle lanes on the between the curb and the sidewalk side of auto parking, inside bike lane stripe wherever as appropriate to the context. there is parallel parking to » Provide one-way lanes of at least reduce the risk of car doors 2.0 m in width where possible, RESOURCES striking an approaching cyclist especially on streets with steep and to protect drivers and US National Association of City grades or high volumes of cyclists. passengers exiting the vehicle. Transportation Officials (2011). » At pinch points or constrained Urban Bikeway Design Guide. » Where angled parking is provided www.nacto.org/print-guide/ intersections, provide at least adjacent to bike lanes, use back-in 1.5 m for a one-way lane. Mineta Transportation Institute angled parking to improve visibility (2011). Bicycling Access and Egress » Provide at least 3.5 m for two- and reduce the risk of collisions. to Transit: Informing the Possibilities. way lanes, where possible, or » To increase motorist awareness www.transweb.sjsu.edu/ at least 2.5 m at pinch points. project/2825.htmlproject/2825.htm and cyclist safety, use solid- coloured pavement (such as green) to demarcate bike lanes.

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INTEGRATING BICYCLE FACILITIES Bicycle facilities should be coordinated across the transportation network to enable cyclists of all abilities to get to their destinations. The level of North Vancouver, BC separation required between cyclists

and motorists depends primarily Burnaby BC Richmond BC on vehicle speed and volume. Off-street paths include paths A bicycle lane is a designated travel Burnaby, BC Coordinating the type of bicycle along rivers, through parks, and lane for bicycles, using painted facility with infrastructure such under SkyTrain guideways. These lines within the street right-of- as bike parking is also important paths are often used by both way designated only for cyclists. because the more segregated the pedestrians and cyclists; in places Bicycle lanes improve cyclist safety, facility, the more likely it is that with high volumes of both modes, especially on streets where the speed people will be encouraged to use dedicated space for cyclists can differential between cyclists and it and, therefore, require more be provided. Off-street paths vehicles is between 20–30 km/h. and better quality infrastructure. can be effective where the street A bicycle wayfinding strategy network is discontinuous or where can be another important aspect alternative routes are not available. of successfully implementing bicycle facilities, which can help cyclists better plan trips and gain confidence in getting to unfamiliar destinations. Richmond BC On major streets and in some Urban Centres, separated bike lanes will Shared-use bicycle lanes are provide comfort for all cyclists, while Vancouver BC facilities shared by motorists and bike lanes will provide comfort for cyclists. These facilities can include most cyclists. Shared-use lanes are Separated bicycle lanes are signed routes, wider curb lanes, most appropriate on local streets, provided within the street right-of- bicycle boulevards, and lanes with in- but such routes should include way, but are physically separated road bicycle markings. These facilities traffic calming and crossings at from vehicle traffic, parked vehicles, make clear to motorists that the major roads to provide comfort and pedestrian activity either street has a dual function and to be to all cyclists. Where parks and by using raised curbs, bollards, aware that cyclists may be present. open space offer opportunities for and landscaping/planters or by bicycle access, the use of well-lit locating bicycle lanes on the and paved off-street paths and trails sidewalk side of auto parking, provide comfort for all cyclists. as appropriate to the context.

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Bicycle Crossings Bicycle Parking The separated bicycle lanes on Hornby » Design intersections to reduce » Provide an appropriate Street in Vancouver use dedicated bike the incidence and potential amount of bicycle parking to signals to improve cyclist safety and clarify priority for motorists. severity of collisions between meet demand, and vary the cyclists and other road users. amount provided according » Design turn lanes, medians, and to land use and destination. refuge islands to break down » Bicycle parking should be wide or complex intersections secure, abundant, and located into smaller parts that cyclists to ensure easy access to can navigate sequentially. important destinations. » Provide intersection-only bike » As smaller residential units lanes and ‘bike boxes’ at may not have bicycle storage intersections with high volumes of space, and as bicycles may not cyclists, or at intersections where be allowed inside buildings, cyclist left turns may be expected. sufficient bicycle parking for » At complex intersections and residents should be provided where separated bicycle facilities in multi-family buildings. are present, providing cyclists » Locate bicycle parking as close as with their own signal phase can possible to transit stations, stops, reduce conflicts between cyclists and building entrances (in areas of and right-turning vehicles. good natural surveillance) without obstructing pedestrian flow. See Transit Passenger Facility Design Guidelines O2.1.3. » Where appropriate in development planning, reduce automobile parking ratios in exchange for increases in bicycle parking.

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3.1.3 Supporting transit » Design streets so the lanes where transit vehicles operate are at Much of the transit service in Metro least 3.5 m wide to ensure safe Vancouver consists of buses operating and efficient transit service. on streets and roads in mixed traffic. » On streets where frequent transit Building a street network that services experience delays due to allows for faster and more efficient traffic congestion, provide continuous movement of transit vehicles has two transit-only lanes all day, or during key benefits: first, quicker journey peak periods if there are two or more times attract more passengers and, lanes in each direction, to improve second, higher vehicle speeds mean transit reliability and attractiveness. lower operating costs because most transit operating costs vary with time, » Where appropriate, provide not distance. Transit priority measures signal priority for transit can also manage demand for vehicle vehicles at traffic signals. trips by providing a fast and reliable » If transit service is operating in alternative to the private automobile. mixed-flow traffic adjacent to a parking lane, provide sidewalk curb » Increase transit speed and extensions (i.e. bus bulges), which reliability on arterials by eliminate the need for transit vehicles designing for transit priority. to pull out of and merge back » On streets where transit operates into traffic. See Design D3.1.1. in mixed-flow conditions, provide » Where appropriate and at transit ‘queue-jumper’ bypass appropriate times of the day, lanes at congested intersections consider removing curb-side to reduce transit delays. parking to support transit priority.

The Georgia Street bus lane in downtown Vancouver increases transit reliability at peak hours.

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D3.2 Design great public spaces D3: DESIGN

To support transit-oriented communities, the public realm should be both functional and attractive, and it should be inviting for those walking, cycling, or lingering. High-quality public spaces can take on many different forms: from small, intimate spaces between buildings, to niches or steps that allow pedestrians to pause along a busy commercial corridor, to larger open plazas that can accommodate public gatherings and events and have convenient access to public transit. Creating great public spaces supports the interrelationship between placemaking, good design, and the experience of delight in the urban environment. Portland, OR

D3.2.1 Human-scale design » Incorporate elements such as cafés, kiosks, market stalls, and PUBLIC PLAZAS: Creating spaces at a human trees to help articulate pedestrian DELIGHTFUL CITY SPACES scale will ensure that pedestrians areas and encourage activity feel protected and part of Plazas with retail-facing and throughout the day and evening integrated transit facilities, the urban fabric, thus freeing and to delineate spaces. and/or that provide space for them to relax, observe, and » Use a variety of surface materials community events, can also engage in the public realm. or textures to break up larger be places for people to enjoy » Choose the scale of new spaces and to provide zones that their community, activate the public realm, and contribute public spaces to ensure that accommodate varying activities. to more livable and transit- the space ﬁts the people and » Ensure that the needs of oriented communities. Jan the functions it will serve. individuals using wheelchairs and Gehl’s Cities for People suggests » Include elements such as mobility devices are reﬂected that a good standard for a benches, low walls, bike racks, in the design of surfaces. neighbourhood plaza is 40 m and landscaping in large public x 80 m, a size at which people open spaces to address a range can take in the entire scene of user needs and to create a and not feel too exposed. One sense of scale and enclosure. of Portland’s newest urban plazas, the Simon and Helen Director Park is 40 m x 70 m.

Gehl, J. (2010). Cities for People. Island Press.

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D3.2.2 Amenities » Place pedestrian-scale lighting in areas with high pedestrian Providing a range of amenities volumes, retail and commercial such as seating, public art, corridors, freeway underpasses, landscaping, pedestrian-scale and elevated transit corridors. lighting, and protection from » Place lighting to illuminate points the elements can help create an on the street where there is a inviting and comfortable space high potential for conﬂict, such where people can stop and linger. as driveways and intersections. » Provide protection from the » In very high-volume pedestrian sun, wind, and rain with trees, areas, dedicate public space awnings, umbrellas, colonnades, for other amenities such as archways, or overhangs. restrooms, drinking fountains, » Integrate public art where food vendors, and others as feasible to enhance people’s appropriate to the context. journeys, to bring a sense of » Utilize active programming such liveliness to public space, and as theatre, concerts, markets, to express the unique character and children’s events to help or cultural history of a place. bring public spaces to life and encourage a variety of uses.

The Pearl Street Mall in Boulder, CO, provides many pedestrian amenities, including seating, landscaping, food vendors, public art, and street performers.

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D3.2.3 Trees and landscaping » Locate street trees within the furnishing zone to deﬁne the Street trees and landscaping are pedestrian space in a way that vital components of the public maintains proper clearance and realm and can enhance the sightlines for all users of the pedestrian environment socially, street, especially at intersections. aesthetically, and environmentally. See Sidewalks D3.1.1. » Street trees and landscaping » Use landscaping to delineate can offer shade, improve air edges and boundaries quality, alleviate heat island that contribute to an effects, provide natural area’s sense of place. stormwater management, and » Select native and drought-tolerant serve as a habitat for wildlife. species that can help to reduce » Use street trees and landscaping long-term maintenance costs. to create a visual buffer between » Select and locate street trees to the roadway and the sidewalk, minimize future root damage providing a sense of enclosure and sidewalk maintenance. and comfort for pedestrians.

The incorporation of trees, landscaping, and stormwater management treatments into this Bus Rapid Transit stop in Eugene, OR, creates an attractive public realm and transit facility.

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Vancouver Way D3.2.4 Wayfinding » Create a comprehensive Wayfinding in Metro Vancouver plan that places signage only Wayfinding is more than just at strategic points so that signage; it is a system of information it does not overwhelm the and design elements that support pedestrian or the streetscape. movement at all stages of one’s » Within a transit facility area, use journey. Effective wayfinding wayfinding to facilitate seamless throughout a transit-oriented transitions between transit services community will help pedestrians to and from the transit facility to a easily access their final destination. passenger’s final destination. See Successful wayfinding strategies

Revision D Vancouver Way A Wayfinding in Metro Vancouver TransLink Transit Passenger utilize and integrate signage, spatial Facilities Guidelines U1.3. planning, lighting, architecture, TRANSLINK REFERENCES and surface finishes to create a » Design wayfinding to be coherent and legible public realm. accessible and understandable TransLink Wayfinding Standards Manual (2011). by seniors, the visually or hearing impaired, and non-English- Vancouver Way: Wayfinding in speaking users. Where necessary, Metro Vancouver, A Multi-Modal Wayfinding Strategy (2008). signs should be illuminated to aid in visibility for all users. » Ensure that the design The City of Vancouver’s wayfinding markers are located near many transit passenger facilities throughout the city to help transit users navigate to their destinations with ease. and location of pedestrian wayfinding are distinct from that of advertising. » Place signage within the sidewalk furnishing zone to minimize disruption to pedestrian movement. See Sidewalks D3.1.1. » Work with TransLink to integrate transit facility wayfinding with local area wayfinding.

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3.2.5 Protection from » Provide bus shelters or integrated Continuous sidewalk coverage using the elements building coverage at transit translucent materials provides rain stops to protect waiting protection for pedestrians while still Designing the public realm to passengers from wind and rain. maintaining natural light on the sidewalk. contend with rain and other Vancouver, BC. See Transit Passenger Facility inclement weather is an important Design Guidelines U4.1. step toward building a transit- » Ensure that shelter size and oriented community. Pedestrians, placement are sufﬁcient to particularly those travelling to and accommodate projected volumes from or waiting for transit, must of waiting passengers without be offered adaquate shelter from impeding pedestrian movement. inclement weather to promote the use of transit services. » Use trees to form canopies over pedestrian walkways » Use treatments such as and sidewalks to add shading awnings, arcades, and galleries as well as protection from to protect pedestrians from rain and wind. See Trees the weather and to add visual and landscaping D3.2.3. interest to the streetscape. » Pursue continuous weather protection on streets with high The Tommy Douglas public library on Kingsway in Burnaby has artistically incorporated volumes of pedestrians, especially pedestrian weather protection into the façade of the building. on key pedestrian routes to transit stations and exchanges. » Use clear or translucent materials for building overhangs, where appropriate, to provide shelter while still maintaining natural light on the sidewalk.

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3.2.6 Safety and security Natural surveillance » Encourage natural surveillance A person must feel safe and secure or ‘eyes on the street’ to enable in the public realm before walking active spaces where people are becomes an attractive transportation able and willing to watch public option. Good design can help to activity and to create a safer enhance safety and security through and more secure public realm. the principles of natural surveillance and territorial reinforcement. This » Orient buildings and windows type of design is often referred toward streets, plazas, station areas, parking lots, and other RESOURCES to as Crime Prevention Through Environmental Design (CPTED). The public spaces, and maximize American Public Transportation guidelines in this section outline the use of ground-ﬂoor retail to Association Standards bring activity to street level. Development Program (2010). Crime ways to address personal security, Prevention Through Environmental with attention to real and perceived » Orient lighting to maximize Design for Transit Facilities. risk of criminal activity. Pedestrian lighting efﬁciency and eliminate www.aptastandards.com/ Documents/PublishedStandards/ and cyclist safety, in terms of collision blind spots or dead zones. Security/tabid/329/language/ reduction, is addressed through the » Avoid lighting that is too en-US/Default.aspx design elements in D3.1 and D3.2. bright or out of character with the rest of an area, as it can

undermine natural surveillance through excess glare. » Maintain adequate sightlines with transparent materials in key design features such as fences. » Maximize visibility between streets, sidewalks, and buildings by encouraging windows on the ground ﬂoor of street-facing buildings.

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Territorial reinforcement The provision of ground-floor retail, formal and informal outdoor seating, and a coordinated » Help deﬁne boundaries and lighting strategy support natural surveillance and improve safety and security. University of ownership within a space by British Columbia, Vancouver, BC. providing clear transitions between public, semi-public, and private space that indicate to users what activities are appropriate in which locations. » Use benches, seating, plazas, or other amenities to attract people and establish public ownership of public and semi-private spaces. » Place trees and landscaping to deﬁne the transition between public and private space. » Use fencing types that both reinforce the character of an area and visually distinguish between public and private space. » Use signage to communicate Clear glass LRT stops in Lyon, France, provide a comfortable and attractive place to wait for transit while clearly reinforcing which spaces are for transit users and pedestrians. ownership and to indicate the rules of use. » Ensure basic upkeep of buildings, lighting, landscaping, and other streetscape amenities, demonstrating to users that a space is being maintained.

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D3.3 Seamlessly integrate development with frequent transit and the public realm D3: DESIGN

Building design that deliberately shapes and animates the public realm will encourage use of the street by pedestrians and cyclists, thereby supporting transit use.

D3.3.1 Building form » Using cornice lines and building and orientation setbacks can deﬁne a comfortable public realm where building Burnaby BC The form and orientation of a heights are more than twice building, regardless of its size and the width of the street. NEW SCHOOL ORIENTED mass, can create a space that is » Establishing build-to lines, TOWARD THE STREET GETS interesting and comfortable on minimum building heights, STUDENTS ON TRANSIT a human scale while still relating and minimum front façade lot to the surrounding context. Burnaby Central High School, coverage standards can also recently redeveloped for help to deﬁne the street edge. earthquake-proofing, took advantage of the redevelopment to orient the building toward the main transit-serving streets, Canada Way A comfortable development height to right-of-way width ratio for pedestrians is 1:2, though and Deer Lake Parkway. The former there are many strategies to make tall buildings more pedestrian-oriented. school building was surrounded by large parking lots, faced into the site toward a running track and sports field, and was 150 m from the nearest bus stop. The new orientation has brought the school entrance 50% closer to the ROW WIDTH = 30 m nearest bus stop, which serves four routes in Burnaby, and provides a much more accessible and 15 m 15 m 1:2 ratio safe environment for students. Max Height:15 m Students have responded to the new orientation by increasing their use of transit, walking, and cycling.

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» Place lower buildings at the » Orient buildings toward the street edge, with taller buildings street and maintain sightlines HEALTHY COMMUNITIES: behind or set back, to enable toward local landmarks and public MINIMIZING ADVERSE higher-density development spaces to reinforce legibility and TRANSPORTATION IMPACTS that maintains a human-scale aid in pedestrian wayﬁnding. A major challenge for transit- frontage for pedestrians. » Place off-street parking oriented communities is » Design clearly articulated buildings either out of sight from the minimizing the impact of with setbacks and materials that street or wrapped in active airborne emissions. The health minimize massing in order to uses. See Design D3.4.2. impacts of harmful emissions at high concentrations can be break down the scale of buildings » Closely integrate transit stops serious, particularly for children, to a pedestrian level and provide and stations into building the elderly, and people with visual interest from the street. design, where possible, in ways respiratory or cardiovascular » Along busy urban arterials, that create a strong identity for conditions. In addition to support building design that transit and enhance the public emissions from traffic, noise incorporates measures to realm. See Transit Passenger exposure and vibrations can reduce the impact of noise Facility Design Guidelines P2. also affect people living near and light pollution. streets with high vehicle volumes or near elevated transportation structures, such as overpasses The Pearl District in Portland, OR, includes buildings with varied heights, setbacks, and building materials to create a pedestrian-oriented neighbourhood that supports the Portland and elevated transit lines. Streetcar. Careful building siting, design, and landscaping can help minimize exposure to emissions and their potential health impacts, particularly for buildings facing arterial streets. Increased air filtration and the placement of air intakes for ventilation systems above street level and away from vehicle parking, loading, or circulation areas, for example, can help reduce emissions exposure. Noise impacts can also be minimized by orienting buildings away from noise sources and employing sound reducing windows and materials.

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D3.3.2 Ground floors » Encourage glazing and transparency on storefronts to Special attention should be given to create visual interest for people the treatment of the ground floor, walking along commercial as this level is where pedestrians or mixed-use corridors. interact with buildings from the » Provide vertical (rather than street. It also serves as a transition horizontal) openings or point between the public, semi- articulations to create greater public, and private realms. visual interest and make walking » Encourage mixed-use buildings distances seem shorter. with commercial space on the » Create frequent entry points to ground floor and residential space buildings so that pedestrians above to support pedestrian have numerous opportunities to activity and to enhance the interact with semi-public spaces. liveliness of the streetscape. » Locate primary entrances » Create more interesting and along front façades, and locate stimulating façades to improve loading docks or service entries the pedestrian experience off of street-facing façades. by using different materials » Minimize curb cuts and parking and varied setbacks and retail garage portals, and locate unit sizes to visually break parking garage entrances at RESOURCES up large-scale buildings. the rear or side of buildings. Ewing, R. (1999). Pedestrian- and Transit-Friendly Design: A Primer for Smart Growth. Smart The Crossroads development at Broadway and Cambie in Vancouver includes wider sidewalks 99 Growth Network. www.epa.gov/ to accomodate the busy B-Line bus and the future potential for rapid transit. smartgrowth/pdf/ptfd_primer.pdf

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D3.4

Design parking to support a D3: DESIGN pedestrian-oriented urban realm

Surface parking in high-density areas along commercial and mixed- use corridors can be reduced by placing parking underground, behind buildings, or in above-ground parking structures that are designed with architectural screening or that are wrapped with retail uses to animate the pedestrian realm. This approach will create a continuous street RESOURCES edge that is visually pleasing and that promotes interaction between the public and private realms. Similarly, on-street parking can enhance US Environmental Protection the pedestrian experience by serving as a buffer between sidewalks and Agency (2006). Parking Spaces/ Community Places: Finding the Balance vehicle travel lanes. For a discussion of strategies to manage the demand Through Smart Growth Solutions. for on-and off-street parking, see Demand Management D6.1. www.epa.gov/dced/parking.htm

D3.4.1 On-street parking » Manage spill-over parking at transit stations and The presence of on-street parking, major destinations through if well designed and managed, can controlled parking and pricing serve to enhance the pedestrian mechanisms. See Demand environment by providing a buffer Management D6.1. between pedestrians and traffic » Ensure that on-street parking while also providing convenient does not block cyclist, access to adjacent businesses. pedestrian, and automobile » Where appropriate for the sightlines and does not interfere context, place on-street with transit operations. parking to buffer pedestrians » Repurposing some on-street from traffic to create a more parking spaces to provide pleasant walking environment additional space for café seating, or to buffer cyclists from traffic bicycle parking, landscaping, and/ on separated bicycle lanes. or stormwater management can » Implement market-based support retrofits to existing streets parking pricing to ensure an that may be required to enhance appropriate rate of on-street the pedestrian experience. vacancy per block. See Demand Management D6.1.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 65 2. DESIGN GUIDELINES D3: DESIGN

Design parking to support a pedestrian- oriented urban realm D3: DESIGN

D3.4.2 Off-street parking » Ensure that parking spaces designated for drivers with Careful attention to the design disabilities are located on the and placement of off-street shortest accessible route of travel parking facilities can reduce to an accessible entrance. the visual impact of parking in » Establish maximum curb cut the public realm and minimize widths for driveways and parking conﬂicts between cars and cyclists, facility entrances to minimize pedestrians, and wheelchair users. the impacts to the pedestrian » Provide shared parking facilities realm and to create more for uses that have peak demands consistent walking paths. at different times of the day » Orient parking garage access and week, thereby minimizing points toward side streets or the number of parking alleys to reduce the potential structures and reducing their for conﬂict between cars and impact on the urban form. pedestrians on busy streets. » Place off-street parking out » Design surface parking of sight from the street – lots to include dedicated below grade or to the rear of provisions for safe and direct the building – to maintain a pedestrian circulation, including continuous edge between the adequate lighting, internal public, semi-public, and private walkways, and pedestrian- realms of the streetscape and priority paving treatments. to provide direct pedestrian » Where larger areas of surface access to buildings. parking exist, introduce a street » Screen at-grade parking lots and block pattern within parking along the street with landscaping lots to enhance pedestrian access or architectural elements to and enable the introduction reduce their visual impact. of streetscape treatments. » Wrap multi-storey parking in active retail or commercial uses to screen parking from the street and to increase street-level activity.

66 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

Design parking to support a pedestrian- oriented urban realm D3: DESIGN

The ‘Grass Blades’ by John Fleming were installed across from the Experience Music Project and Memorial Stadium in Seattle, WA, to screen the parking lot from the streetscape.

This mixed-use development in Richmond, BC, uses retail frontage and architectural screening to conceal the residential parking garage and provide a high-quality pedestrian experience.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 67 2. DESIGN GUIDELINES D3: DESIGN

D3 Case Studies 2

1 D3: DESIGN

1. From parking-oriented to transit-oriented at HighGate Village

Municipality: City of Burnaby HighGate Village, on Kingsway within the development. Locating near Edmonds SkyTrain Station, the development’s additional 460 Location: Kingsway, Edmonds was redeveloped on the site of parking spaces for these services Key Elements: a former strip mall as an ‘urban underground has ensured that this village’ that provides a range of pedestrian-oriented, street-facing » Discreet underground parking enhances pedestrian environment amenities, including 2.5 acres of development animates the local area » Cohesive urban realm green space, a large grocery store, and provides walkable destinations deﬁnes neighbourhood a public library, and other shops for the area’s diverse mix of housing. » Oriented toward transit and services for residents of four high-rise residential towers. This transformation has reduced the mall’s setback from the street from 100 m to 8 m and reduced the number of surface parking spaces from approximately 600 (consuming 1.5 ha of land) to 60 short-term angled spaces along a local street

2. Catering to pedestrian comfort creates a great neighbourhood at Newport Village

Municipality: City of Port Moody Newport Village in Port Moody is a vehicle speeds to improve pedestrian mixed-use urban neighbourhood safety. Newport Village is located Location: Newport Village designed as a pedestrian-oriented on the Frequent Transit Network Key Elements: community that features mid- and and is currently served by the 97 high-rise residential development B-Line, with plans for the Evergreen » Ample sidewalks and streetscaping prioritize pedestrians (gross FAR of 2.1) in addition to low- Line SkyTrain to provide rapid transit » Bicycle routes and facilities rise and ground level commercial uses. access within walking distance of the support cycling Ground-level retail activates the street neighbourhood starting in 2016. and ample sidewalks draw activity into the public realm, providing a safe, walkable, and convenient amenity for local residents and employees. The narrow (12 m) street width, including on-street parking, provides vehicle access to shops and services while reducing crossing distances and

68 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D3: DESIGN

D3 Case Studies D3: DESIGN

3 3. Multi-modal streets for a walkable Downtown Langley

The Downtown Master Plan details of influence’ around the downtown Municipality: City of Langley how the City of Langley envisions its core, ‘gateway streets’ leading into it, Location: Downtown Langley core commercial area growing into and ‘greenway streets’ that connect a pedestrian- and transit-oriented to the Nicomekl River and existing Key Elements: neighbourhood within this Regional residential areas. A parking strategy » High-quality urban design City Centre. The Plan aspires to high- will ensure that supply is balanced » Traffic calming to create quality urban design and a pedestrian- to support local businesses while a safe and comfortable focused, barrier-free public realm discouraging unnecessary driving. pedestrian environment that supports compact land uses and » Pedestrian-scale urban realm multi-modal streets. The multi-modal » An ‘eyes on the street’ design focus is emphasized through plans for approach to meet CPTED principles a pedestrian-priority ‘downtown core’ served by a transit exchange near the downtown special-use districts. A street hierarchy is also defined to encourage and facilitate pedestrian and cyclist travel, identifying a ‘realm

4. Developing a transit-oriented revival in the Brewery District around Sapperton Station

This new mixed-use brownfield location also includes higher-density Municipality: City of development is currently being development (net FSR of 3.6) that New Westminster developed adjacent to Sapperton will improve transit demand at the Location: Sapperton Station on the Millennium Line in currently underutilized station, which SkyTrain Station area New Westminster. It will include has average weekday boardings that approximately 500–750 residential are 70% lower than the average Key Elements: units, retail and office space, and for all Millennium Line stations. » Rapid transit orientation other community amenities. With » Active ground-floor uses over 30,000 sq.ft. of ground-floor » Accessible public spaces retail – including a full-service grocery store, pharmacy, bank, café, and professional services and restaurants – the transit station area will become an animated local and regional destination. The development’s prime transit-oriented

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 69 2. DESIGN GUIDELINES D4: DENSITY D4: DENSITY

70 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D4: DENSITY

D4: DENSITY D4: DENSITY Concentrate and intensify activities near frequent transit

D4.1 Focus density in Urban Centres and around frequent transit corridors and nodes to support INCREASES IN HOUSING a strong demand for transit service AND EMPLOYMENT DENSITY D4.2 Plan for density that supports community character and promotes quality of life IMPROVE TRANSIT RIDERSHIP

Research by Cervero (1998) shows Increasing and concentrating homes, workplaces, and other that, when other factors are community activities and facilities within a short walk of frequent accounted for, every 10% increase transit stops and stations creates a market that allows for more in population and employment frequent and efficient transit service to be provided. The market for density results in a 5%–8% transit expands as density increases which, in turn, justifies more increase in transit ridership. A frequent service and makes transit a more attractive travel option. number of studies observe that the rate of increase in transit demand By contrast, dense development beyond walking distance from transit is highest when going from very does not support ridership and may actually detract from it if existing low to moderate densities (e.g., transit services are rerouted in an inefficient manner. The desired form of from 10 to 40 dwelling units per development varies from community to community based on local needs, hectare). In an analysis of transit aspirations, and character and there is no ‘one-size-fits-all’ approach demand in Portland OR, Nelson\ to achieving an appropriate level of density to support transit. Nygaard (1995) found that “of 40 land use and demographic Besides encouraging transit ridership, dense development near transit variables studied, the most supports livable, walkable, and resilient neighbourhoods and the significant for determining transit growth management goals of the Regional Growth Strategy. Density demand are the overall housing must work together with all of the other goals and strategies covered density per hectare, overall employment density per hectare, in these guidelines to create a compact community with a mix of land and retail employment density.” uses and a connected street network, as well as well-designed buildings and public spaces and managed demand for private vehicle travel. Cervero, R. (1998). The Transit Metropolis: A Global Inquiry. Island Press.

Nelson\Nygaard Consulting Associates (1995). Land Use and Transit Demand: The Transit Orientation Index.

Tri-Met (1995). Community Transit Network Study (Draft), Chapter 3.

The development of low-rise residential apartment buildings within one block of the transit network and the nearby Lynn Valley Town Centre provide an appropriate higher density scale in this traditional single-family neighbourhood.

Lynn Valley, District of North Vancouver, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 71 2. DESIGN GUIDELINES D4: DENSITY

D4.1 Focus density in Urban Centres and around frequent transit corridors and DENSITY IS NOT THE SAME AS HEIGHT nodes to support a strong demand for transit service D4: DENSITY While density is often associated with tall buildings, high-rise development is not required to achieve transit-oriented density levels. Areas that use land efficiently by having TransLink and the municipalities can work both independently and in narrower streets, higher lot partnership to support sustainable modes of travel and minimize walking coverage, and relatively little distances to and from transit by encouraging higher densities of homes, jobs, surface parking, along with and services in Urban Centres and in areas nearest to frequent transit nodes other strategies described in and corridors. Increased mixed-use density provides residents, employees and this section, can also achieve visitors with more opportunities to satisfy the needs of daily life within an area transit-supportive densities. that is accessible by transit, walking, and cycling. For more on successfully Each example below illustrates implementing density, see 3.3 Overcoming Challenges to Implementation. medium- to high-density development that can support D4.1.1 Land use » As the distance from frequent the objectives of transit- designations and zoning transit increases, scale down from oriented communities. higher to lower residential and Within Urban Centres and frequent employment densities, including transit corridors and nodes, building height and massing, communities can use land use to match the character of the designations and zoning bylaws to surrounding neighbourhoods. permit the highest appropriate level » Reserve the highest densities of density within the community for Urban Centres and well- context. As distances from Urban connected frequent transit Centres and frequent transit nodes, including rapid transit Langley, BC corridors and nodes increase, stations and nodes where two or permitted densities can be gradually more frequent transit corridors lowered to transition to surrounding intersect. See Destinations D1.2. lower-density neighbourhoods. » Establish minimum density » Concentrate the highest density of standards, along with mixed-use homes, jobs, and services in Urban requirements, in Urban Centres Centres and along frequent transit and transit nodes and corridors to corridors. See Distance D2.1. support transit, walking, Port Moody, BC and cycling.

The highest densities should be reserved for those sites closest to frequent transit facilities.

Vancouver, BC

TRANSIT FACILITIES SURROUNDING NEIGHBOURHOOD

72 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D4: DENSITY

Focus density in Urban Centres and around frequent transit corridors and nodes to support D4: DENSITY a strong demand for transit service

DENSITY RANGES THAT Density ranges should be set within SUPPORT DIFFERENT LEVELS the context of existing local and OF TRANSIT SERVICE regional policy frameworks so they Transit-oriented density ranges can support larger community can be used to ensure that new objectives related to the function development near frequent of the transportation network and transit is sufficient to provide an the character of the public realm. appropriate market for planned TransLink is currently conducting transit service. Ranges should be background work to support future tailored to their context, taking development of land use and built into account such factors as site environment guidelines, which location, location within the will be developed in consultation regional structure (e.g., is it located with Metro Vancouver and in an Urban Centre), distance municipalities. TransLink expects to from the transit station or stop, incorporate these guidelines into type and frequency of existing this and other TransLink documents. and planned transit service, and acceptable levels of ridership. When working to encourage densities sufficient to create a » Residential density ranges market for frequent transit, it (typically expressed in units per is important to recognize that hectare) can be developed and a key variable is target level RESOURCES applied to provide guidance of ridership. Municipalities Canada Mortgage and Housing for new development. should work with TransLink to Corporation: » Ranges can also be provided understand the target ridership (2003). Residential Intensification Case Studies: Municipal Initiatives. for retail, commercial, and and desired level of performance www.cmhc-schl.gc.ca/en/inpr/su/ employment densities (typically for each type of service. sucopl/sucopl_002.cfm as a floor space ratio). (2004). Residential Intensification Case Studies: Built Projects. www.cmhc-schl.gc.ca/en/inpr/ Coordinating development density and transit service type creates higher efficiencies. su/sucopl/sucopl_003.cfm

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 73 2. DESIGN GUIDELINES D4: DENSITY

Focus density in Urban Centres and around frequent transit corridors and nodes to support a strong demand for transit service D4: DENSITY

D4.1.2 Efficient use of land » Efficiently manage off-street parking to provide additional Density is often associated with land and floor space for a mix tall buildings; however, height is of active uses. See Demand not the only way, or even the most Management D6.1. effective way, to increase density » Prioritize smaller housing in many communities. Other units near frequent transit to strategies involve using the valuable encourage higher densities land near high-demand transit and lower housing costs. facilities as efficiently as possible. See Diversity D5.4. » Design roads in areas served by » Encourage affordable housing frequent transit only as wide near frequent transit to as necessary to meet vehicle increase the mobility options and transit circulation needs, for residents of such housing increase developable land, and types. See Diversity D5.4. improve pedestrian travel. » Integrate mixed-used development » Use parking management and into the design of transit station TDM measures to reduce auto areas, where appropriate, to demand and the necessity to promote complete communities, build wide roads or expand higher transit ridership, and existing roads. See Demand efficient use of transit services. Management D6.1 and D6.2. » Where appropriate, encourage » Promote shared parking more intensive use of existing arrangements between adjacent lower-density residential areas uses, such as residential and near transit, such as permitting commercial, to reduce the accessory units (i.e., laneway amount of land and space houses or secondary suites) or reserved for vehicles. See exploring more compact housing Demand Management D6.1. forms through neighbourhood planning processes.

74 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D4: DENSITY

Focus density in Urban Centres and around frequent transit corridors and nodes to support D4: DENSITY a strong demand for transit service

D4.1.3 Opportunity sites » Prioritize the most promising transit nodes and corridors for For most of Metro Vancouver’s densification in order to support municipalities, frequent transit higher-frequency transit service. services will only be viable in a » Limit increases to allowable limited number of corridors. By densities on sites that are outside identifying opportunity sites for of Urban Centres or existing or higher-density development in planned frequent transit corridors. a limited number of existing or planned frequent transit corridors » Seek out vacant and underutilized and the Urban Centres that connect parcels near frequent transit them, a community can ensure for redevelopment as a that each parcel is maximizing its means to encourage transit- value and ultimately supporting the oriented infill development. region’s transit investments. These » Explore the potential of key sites may also act as catalysts redeveloping existing surface in facilitating the creation of more parking lots near frequent transit-oriented communities. transit to use land efficiently, increase transit ridership, and reduce automobile use.

Existing Oakridge Centre mall adjacent to the Canada Line in the Redevelopment potential of Oakridge Centre would support a Oakridge Municipal Town Centre is an important opportunity site. higher-density, transit-oriented, and walkable Town Centre.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 75 2. DESIGN GUIDELINES D4: DENSITY

D4.2 Plan for density that supports community character and promotes quality of life D4: DENSITY

The Metro Vancouver region includes many different community types, each with its own history, character, and mix of land uses. When promoting density in Urban Centres and near frequent transit, it is important to integrate new development into the existing character of the community. For more on community-appropriate density, see 3.2.3 Making Density Work.

» Design buildings to be compatible » Utilize a mix of land uses to with existing structures in reﬂect the character of the area, order to successfully integrate while also encouraging uses higher densities within livable, that support two-way transit transit-oriented communities. demand. See Diversity D5.1. » Prioritize increased density » Promote family-friendly in Urban Centres and along development near transit, such frequent transit corridors. as larger units in multi-family See Destinations D1.1. housing, child care facilities in mixed-use development, RESOURCES » Locate services and housing for seniors and people with close proximity of schools, Mineta Transportation Institute disabilities near frequent and creation of park space. (2004). Higher-Density Plans: Tools for Community Engagement. transit stops and stations. www.transweb.sjsu.edu/ mtiportal/research/publications/ summary/0302.html Mid-rise residential buildings with ground-floor retail on Granville Street provides considerable density close to Downtown Vancouver, while still capturing the character of US Environmental Protection South Granville. Agency (2003). Creating Great Neighborhoods: Density in Your Community. www.epa.gov/smartgrowth/ density.htm

76 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D4: DENSITY

Plan for density that supports community character and promotes quality of life D4: DENSITY

DIFFERENT DEVELOPMENT Brownfield development Greenfield development CONTEXTS FOR TRANSIT- Brownfield development refers Greenfield development refers ORIENTED COMMUNITIES to the redevelopment of former to new development planned for Different development contexts abandoned or underutilized areas where there has previously present unique challenges industrial and commercial land. been no urban development. It is and opportunities for creating Brownfield developments on large important to develop and phase transit-oriented communities. parcels provide good opportunities new sites adjacent to existing developed areas to facilitate the Infill development to develop a fine-grained network efficient provision of urban services, Redeveloping parcels near frequent of streets and other connections including transit. New street transit in existing urban areas can to surrounding travel networks. networks should be designed to help to maximize land efficiency and These large-scale sites also provide extend existing networks and to create transit-oriented development. unique opportunities to create local support walking and cycling. A significant opportunity lies in mixed-use hubs not possible on a single-family neighbourhoods smaller site. Key considerations, Significant challenges are where infill units such as laneway especially on large sites, are providing appropriate density houses and secondary suites can creating varied urban form, visual levels near transit, minimizing increase density while retaining the interest, and public access. surface parking, and creating character of the area. Creating infill places for public activities. units which are compatible with the For brownfield and greenfield neighbourhood context is a primary projects, high-density development challenge, but well designed should only be considered in areas buildings that address the street are that are served by, or could essential to successful integration. efficiently be served by, frequent transit.

Laneway house, Vancouver, BC Southeast False Creek, Vancouver, BC Morgan Crossing, Surrey, BC

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 77 2. DESIGN GUIDELINES D4: DENSITY

D4 Case Study D4: DENSITY Transit-Oriented Density arrives in Richmond City Centre

Municipality: City of Richmond In 2009, the City of Richmond also including services and amenities developed a comprehensive City that provide for the needs of daily Location: City Centre Centre Area Plan, in tandem with a life within walking and cycling Key Elements: Transportation Plan, in advance of distance of transit. Several new implementing the Canada Line rapid mixed-use developments are planned » Higher-density development in the City Centre near rapid transit transit service that links this Regional adjacent to rapid transit stations, » Additional residential development City Centre to Downtown Vancouver including the Mandarin Residences near the City Centre and the Vancouver International (350 units), Quintet (1,000+ units, » Density appropriate to Airport (YVR). The planning new Kwantlen University campus context to support the urban framework for the City Centre is and community centre), and village network concept based on three core principles: Capstan Gateway (3,000+ units).

» Urban transect: a pattern of Planning for the City Centre has development that transitions also included improved pedestrian from natural areas to high- and bicycle links and revised parking density urban areas through management policies. As set out the prescription of land-use in Section 7.4.4 of Municipal intensity and building scale and Zoning Bylaw 8500, minimum that applies a ‘form-based code’ on-site parking requirements approach to provide development may be reduced by up to 10% flexibility and limit constraints in the City Centre when TDM to site-specific opportunities. measures are provided, including » Transit-oriented development: the provision of residents’ transit compact, walkable communities passes, on-site carsharing vehicles, designed to maximize access and end-of-trip cycling facilities. to high-quality transit services, Emphasizing densification around often incorporating features to the Canada Line stations in the City encourage transit ridership. Centre will increase the mobility » Urban village network: a series of those living and working in the of unique, pedestrian-scale ‘urban area, as they are on a direct high- villages’ centred around the five frequency transit corridor to the Canada Line rapid transit stations Metropolitan Core (25–minute and the riverfront development travel time) and the Oakridge near the Olympic Oval. Municipal Town Centre (15– This framework creates the minute travel time), in addition foundation for a higher-density, to other destinations along the mixed-use community that is corridor. See Destinations D1.2. oriented toward rapid transit, while

78 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D4: DENSITY

D4 Case Study D4: DENSITY

The high-density, mixed-use Quintet project in Richmond City Centre boasts convenient access just steps from the Canada Line (rendering).

Public realm upgrades are continually Office development in Richmond City Centre supports transit use. being made in Richmond City Centre.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 79 80 2. DESIGN GUIDELINES D5: DIVERSITY

D5: DIVERSITY D5: DIVERSITY Encourage a mix of uses

D5.1 Encourage a mix of land uses immediately adjacent to frequent transit facilities COMMUNITY DIVERSITY D5.2 Encourage a mix of uses around transit nodes to create complete neighbourhoods INCREASES WALKING

D5.3 Provide a mix of uses along frequent transit corridors to reduce peak crowding and spread AND TRANSIT USE travel demand throughout the day Land-use diversity in a D5.4 Provide a mix of housing types near frequent transit passenger facilities to create inclusive community can be evaluated in communities and promote equitable access to transportation many ways. Two useful measures include ‘entropy’ (the probability Encouraging a vibrant mix of land uses helps to create complete, of similar land uses on adjacent walkable, and diverse neighbourhoods around transit stations and sites) and, ‘balance of uses’ (the stops and to support the complete communities goal of the Regional ratio of jobs to housing units Growth Strategy. Most of the traffic reduction benefits of transit-oriented or the ratio of housing units to retail establishments). Frank et communities occur not because of increased transit ridership but, rather, al. (2008) found that doubling a because of increased walking for the 80% of household travel that is community’s retail floor area ratio not commute-related. Transit-oriented communities encourage a mix increased transit mode choice by of land uses at both the neighbourhood and the corridor scale. 21% for work trips and 17% for non-work trips. The recent meta- At the neighbourhood scale, a mix of land uses such as homes, offices, analysis of literature on travel and shops, parks, and entertainment in close proximity creates an environment the built environment by Ewing where many needs of daily life can be met within a short walk from home, and Cervero (2010), however, work, or transit. Such places feel safe and lively because different types indicates that “jobs-housing of uses are active at different times of day. A built form that supports a balance is a stronger predictor mix of land uses can also allow a community to be more resilient over of walk mode choice than land time, adapting to a changing economy and changing demographics. use mix measures”, illustrating the importance of employment At the transit corridor scale, a mix of uses encourages ridership in both uses as a key ingredient in directions throughout the day and evening, promoting better and more mixed-use communities. efficient use of transit service and capacity. In communities where most of the basic needs of daily life are available within walking distance, owning and Ewing, R. and R. Cervero. (2010). “Travel and the Built Environment: A Meta- using an automobile becomes an optional rather than a daily requirement. Analysis.” Journal of the American Planning Association, 76(3), 265-294.

Frank, L.D. et al. (2008). “Urban Form, Travel Time and Cost Relationship with Tour Complexity and Mode Choice.” The creation of a retail ‘high street’ with Transportation, 35(1), 37-54. active ground-ﬂoor uses in a neighbourhood of medium and high density residential and other employment uses, all connected to transit, provides the opportunity to fulﬁll a range of daily needs within walking distance of homes and jobs.

Newport Village, Port Moody, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 81 2. DESIGN GUIDELINES D5: DIVERSITY

D5.1 Encourage a mix of land uses immediately adjacent to frequent transit passenger facilities D5: DIVERSITY

Areas within 200 m of transit facilities (especially stations and exchanges), LAND USES THAT are particularly valuable to encourage a mix of active land uses. People SUPPORT TRANSIT often like to combine tasks in one trip – such as picking up coffee on the way to work, getting groceries on the way home, or dining at The following land uses and a restaurant on the way to a night out – and, therefore, convenient service types contribute positively to transit-oriented communities access to goods and services makes transit much more attractive. and should be located reasonably Providing retail and community services near transit can also promote close to transit passenger facilities: local business opportunities and can help to create a lively street life, a pleasant pedestrian environment, and a safe and secure public realm. » convenience stores and pharmacies, » Encourage retail and service » Encourage a diverse mix of » grocery stores, uses in close proximity to transit, land uses that are active at » child care facilities, especially stations and exchanges, different times of the day to » fitness clubs, in order to put the most common encourage a vibrant pedestrian » restaurants and fast- needs of daily life in convenient environment and to maintain food outlets, locations for transit riders. ‘eyes on the street’ throughout the day and evening. » medical services (e.g., dentists, » Promote the most active uses, doctors, and walk-in clinics), such as retail (including cafés » Promote the location of grocery » personal services (e.g., and restaurants), on the ground stores (both large and small) banks, post offices, and ﬂoor facing the street to promote near transit stations and/or at insurance agents), and a safe and lively pedestrian frequent transit nodes to support » other street-facing retail. environment near transit stops combined transit-shopping trips and stations. See Design D3.4. and walkability within higher density areas near transit.

82 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D5: DIVERSITY

Encourage a mix of land uses immediately adjacent to frequent transit facilities D5: DIVERSITY

A new public library in Lynn Valley, District of North Vancouver, provides space for a bus stop directly outside the entrance while also adding landscaping to improve the public realm.

The Portland Streetcar serves a grocery store along the transit corridor, enabling trips to be combined in the neighbourhood.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 83 2. DESIGN GUIDELINES D5: DIVERSITY

D5.2 Encourage a mix of uses around frequent transit nodes to create complete neighbourhoods D5: DIVERSITY

Encouraging a diverse mix of land uses (residential, commercial, recreational, RESOURCES and civic) – for the wider 400 m area around bus stops and frequent transit Massachusetts, State of (2009). corridors and the 800 m area around rapid transit stations – can help create Transit-Oriented Development Overlay neighbourhoods where home, work, shopping, recreation, and transit services District: Model Bylaw. www.mass. gov/envir/smart_growth_toolkit/ are within walking distance. Such neighbourhoods enable residents to meet bylaws/TOD-Bylaw.pdf many of their daily needs within walking distance and to combine several

Transit Cooperative Research errands on the same trip. This strategy supports both a higher walk and Program (2008). Report 128: Effects transit mode share for trips as well as reduced vehicle kilometres travelled of TOD ON Housing, Parking, and (VKT) per capita. For more on diversifying land use, see 3.2.4 Land Uses. Travel. www.onlinepubs.trb.org/ onlinepubs/tcrp/tcrp_rpt_128.pdf » Encourage a mix of housing » Invest in parks, plazas and other Litman, T. (2011). Affordable- and employment types in public spaces within walking Accessible Housing in a Dynamic City. Victoria Transport Policy Institute. neighbourhoods near frequent distance of frequent transit nodes www.vtpi.org/aff_acc_hou.pdf transit to reduce commute to ensure that residents, workers, distances for some residents. and visitors have access to green » Encourage a mix of retail, space and associated recreation service, and commercial uses to facilities. See Design D3.3. ensure that residents, workers, » Orient ground-ﬂoor uses toward and visitors are within walking transit facilities to reduce walk distance of transit facilities. distances between transit and » Encourage higher-density services. See Design D2.4. ofﬁce uses as close to frequent » Discourage lower-density and transit passenger facilities as auto-oriented uses – such as gas possible to support convenient stations, warehouses, storage access by transit for employees, facilities, vehicle services centres, consistent with local and regional and drive-through facilities – goals for Urban Centres. near frequent transit nodes. » Locate schools (particularly secondary schools and post- secondary institutions) near frequent transit nodes wherever possible to allow and encourage students to use transit.

84 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D5: DIVERSITY

Encourage a mix of uses around frequent transit nodes to create complete neighbourhoods D5: DIVERSITY

MIXED USE AREAS IN MUNICIPAL ZONING

Revisions to zoning bylaws can help support more mixed-use, Local restaurants and shops support convenient access to goods and services within walking transit-oriented development. distance and provide pedestrian-oriented buildings that activate this street in Vancouver, BC. Overlay districts are designated areas that establish alternative development requirements based on the area’s unique characteristics. Cities such as Seattle, Portland, and Denver use overlay districts to specifically enable the development of mixed- use, transit-oriented, high density neighbourhoods around rapid transit stations and frequent transit nodes. An overlay district usually provides additional regulations to the existing zoning and enables a cohesive approach to development in the designated areas.

Alternatively, new zones in the zoning bylaw can be used, such as Comprehensive Development This low-rise, mixed-use development faces St. Johns Street, the main transit corridor in Port Moody, BC. or Transit-Oriented Development zones, that provide a similar mixed-use approach but in a more direct manner. The City of Coquitlam, for example, created a Transit Village Commercial (C-7) zone that aims to “minimize the necessity for automobile transportation by providing integrated access to public transit and safe and convenient pedestrian and bicycle routes throughout the neighbourhood.”

US Environmental Protection Agency (2009). Essential Smart Growth Fixes for Urban and Suburban Zoning Codes. www.epa. gov/smartgrowth/essential_fixes.htm

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 85 2. DESIGN GUIDELINES D5: DIVERSITY

D5.3 Provide a mix of uses along frequent transit corridors to reduce peak crowding and spread travel demand throughout the day D5: DIVERSITY

Land use diversity within transit corridors can help to balance the timing and directionality of transit demand and more effectively utilize transit capacity. Balancing the distribution of homes, schools, and employment locations along a transit corridor will enable transit to be well-utilized in both directions during peak periods, rather than being overcrowded in one direction and underutilized in the other. Distributing other land uses with more variable travel demand – such as retail centres, civic institutions, and entertainment venues – along a transit corridor (preferably in Urban Centres along the corridor) can also help to ensure that transit demand is more evenly distributed throughout the day. Such distribution also generates transit demand on weekends.

» Encourage a mix of residential generate demand during mid- and employment uses in stop day, evenings, and weekends and station areas at various throughout the year at multiple points along a corridor to locations along a transit corridor. encourage bi-directional demand » Locate major trip-generating during peak travel periods. uses at either end of frequent » Encourage a mix of land transit corridors to act as anchors uses, such as retail, service, and to sustain peak levels of residential, entertainment, ridership throughout the day and and visitor attractions, that week. See Destinations D1.1.

A poor mix of housing and other uses along a corridor leads to low bi- A rich mix of pedestrian-friendly uses and housing types, tenures, directional transit productivity and inactive neighbourhoods. and price points distributed along a corridor helps to optimize transit utilization.

MARKET STORE

86 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES D5: DIVERSITY

D5.4 Provide a mix of housing types near

D5: DIVERSITY frequent transit passenger facilities to create inclusive communities and promote equitable access to transportation

A mix of housing types and tenures at a variety of affordability levels located near transit passenger facilities can promote access for those SUPPORTING THE segments of the population that are more likely to use or depend on MOBILITY OF SENIORS transit to meet their transportation needs. Housing mix can also allow As people live longer lives and the communities to support residents at different stages of their lives, share of the region’s population including students, single adults, families with children, and seniors of seniors increases, mobility aging in place. Diverse residential populations support transit use and issues will become an increasing activate areas around transit stops at different times of the day and challenge. Transit-oriented week. Communities can use land use designations, zoning, and other community design supports regulations to encourage a mix of building types and tenures. seniors’ mobility by providing more services and activities within » Encourage a mix of more » Encourage the location of low walking distance, facilitates ‘aging in place’, and provides frequent affordable, transit-oriented income, affordable and seniors’ and accessible transit services. housing types within 800 m housing units near frequent Enabling seniors to be active by of transit passenger facilities. transit nodes and along frequent increasing the walkability of their See Density D4.1 and D4.2. transit corridors to support neighbourhoods and providing » Encourage a mix of unit sizes transit-dependent individuals. convenient access to the transit and price points to encourage » Increase the total amount of system greatly increases their level a diversity of occupants. housing available near frequent of mobility and independence, provides opportunities to stay » Encourage a mix of rental, strata, transit to allow more families active and involved in society, and freehold housing units in to live in places where common and improves the effectiveness transit-oriented communities. services and activities can be of both fixed-route and accessed without a car. customized transit services.

US Environmental Protection Agency (2009). Growing Smarter, Living Healthier. A Guide to Smart Growth and Active Aging. www.epa.gov/aging/bhc/guide/index.html

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 87 2. DESIGN GUIDELINES D5: DIVERSITY

D5 Case Study D5: DIVERSITY

Municipality: City of Burnaby SFU’s UniverCity Brings Diversity to Location: Simon Fraser University Burnaby Mountain

Key Elements: UniverCity at Simon Fraser University In partnership with VanCity » Mixed use, higher density (SFU) in Burnaby – a compact, mixed- Enterprises and reSource Rethinking development use and transit-oriented community Building, affordable ownership » Range of affordable and at SFU’s main campus atop Burnaby options have been provided within market housing types Mountain – is designed to reflect the 60-unit Verdant development. » Range of tenures for varied the principles of sustainability. The Designed for SFU faculty and staff, needs on the campus university’s official community plan these family-oriented housing units calls for up to 4,500 units in two are priced at 20% below market rates neighbourhoods adjacent to the and will continue to be resold at the university campus, including a mix discounted rates, as covenants are of mid-rise towers and ground- tied to each title. This project was oriented townhouse units and a possible because the land was leased village-style high street with shops, to developers at 30% below-market restaurants, and a full-service grocery and, in turn, the developer opted store and pharmacy. Focused on for value-oriented interior finishes building a complete community, the and a reduced marketing program. project also includes an elementary school and a community park. UniverCity is currently connected In addition, UniverCity residents to the transit network via two high are provided with a Community frequency bus services, one of Card that provides access to SFU which connects to the Millennium facilities and events that include the Line SkyTrain. The development of library, theatre, pool, and gym. a more transit-oriented community at SFU also improves transit To ensure the community caters to network efficiency by creating bi- a diverse range of income levels, the directional demand throughout the SFU Community Trust is promoting day; whereas, demand was more a variety of housing options. Given unbalanced in the past. An aerial its location adjacent to a major gondola service from Production university, UniverCity has taken Way Station to the SFU campus is care in providing a number of under consideration by TransLink market rental housing units, such as to further increase the convenience purpose-built rental apartments and and cost-effectiveness of transit innovative secondary or ‘flex suites’ service to the community. built into strata-titled apartments.

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D5 Case Study D5: DIVERSITY

Mixed-use development provides a focal point at the centre of Simon Fraser University’s A mix of housing types, such as this Burnaby Mountain campus, and its location near the transit exchange adds convenience. townhouse, are available at UniverCity.

Recent development at UniverCity includes this low-income, family-oriented complex that incorporates a child care facility.

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90 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

D6:DEMAND MANAGEMENT D6: DEMAND MANAGEMENT Discourage unnecessary driving

D6.1 Manage parking supply and demand COORDINATED DEMAND D6.2 Use TDM measures to encourage sustainable modes of travel MANAGEMENT REDUCES VEHICLE TRIPS

Demand management strategies that discourage unnecessary driving Coordinated application of and promote sustainable modes of travel provide incentives for travelers demand management strategies to make the most effective use of all of our transportation networks, – including hard measures (e.g., thereby shifting travel by mode and time of day to take advantage transit improvements and parking of available capacity and reducing crowding and congestion. measures) and soft measures (e.g., personal travel planning) – was Car parking is not the highest and best use of land, especially in areas found by Möser and Bamberg well served by transit, and it has a significant influence on driving (2008) to reduce car trips by habits as places with free and abundant parking will be convenient and 8%–18% and increase non-car attractive for automobile trips. Because transit-oriented communities rely trips by 7%–34%, depending on on well-designed public spaces, pedestrian-friendly streetscapes, and the target market (workplace, school, or home) and the type of buildings that face the street, a city’s on- and off-street parking needs measure applied. Litman (2011) to be managed effectively, including the use of fees, restrictions, and also shows that individual parking enforcements. Municipalities can eliminate the problem of motorists management strategies reduce circling for parking, for example, by setting the price of parking at a parking requirements by 5%–15%, rate that ensures a few spaces are available at all times of day. while a comprehensive parking management program can reduce Parking is not the only way to manage demand; for example, incentives, necessary parking by 20%–40%. education, and marketing can also influence travel behaviour to support more trips by walking, cycling, and transit. TransLink, municipalities, NGOs, Litman, T. (2011). Parking Management: Strategies, Evaluation and Planning. Victoria employers, and institutions can all play a role in developing and promoting Transport Policy Institute. information and incentives to encourage more sustainable travel within the www.vtpi.org/documents/smart.php region. In many cases, a partnership approach can be the most effective way Möser, G. and S. Bamberg (2008). “The to maximize the impact and the cost-effectiveness of programs and initatives. Effectiveness of Soft Transport Policy Measures: a Critical Assessment and Meta- Demand management strategies are most effectively targeted to Analysis of Empirical Evidence.” Journal of places that embody the other 5 Ds and provide reasonably attractive Environmental Psychology, 28, 10-26. alternatives to the automobile. Demand management strategies are also a necessary component of any plan to reduce traffic congestion and maximize existing road and transit capacity.

Pay parking near downtown Victoria manages the demand for automobile travel and encourages sustainable alternatives such as transit, walking, and cycling.

Victoria, BC. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 91 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

D6.1 Manage parking supply and demand

Managing parking demand is one of the most effective strategies shifting

D6: DEMAND MANAGEMENT travel demand away from single-occupancy vehicle use toward walking, cycling, and transit, especially as transit supply alone cannot meet the region’s goals for sustainable travel mode share and emission reductions. Local governments can help foster this objective by coordinating the management of both on- and off-street parking through policies and pricing that together achieve transportation objectives. This coordination is vital to successful parking management strategies.

D6.1.1 On-street parking reduces the trafﬁc congestion that results from drivers circling in Municipalities can better ensure PARKING MANAGEMENT search of on-street parking. When parking availability at all times of on-street parking is well-managed, Parking management describes the day by using appropriate prices, strategies or policies that are the need to require developers to time restrictions, and other measures used to maximize the efficiency build off-street parking is reduced. (e.g., resident only, carshare vehicle, of parking resources and and commercial loading) to manage » In areas with high levels of infrastructure. Transport Canada notes, “While conventional the supply of on-street parking in parking demand, such as Urban parking management in areas with high levels of parking Centres and retail districts, Canada has largely focused on demand, such as Urban Centres implement market-based parking increasing the supply of parking and retail districts. This strategy pricing to ensure an on-street facilities, newer approaches are promotes parking turnover and vacancy rate of about 15%. targeting parking demand to reduce the number of parking spaces required, encourage Free parking is an invitation to drive and the use of more sustainable FREE leads to inefficient utilization of transportation options, and PARKING limited space reduce the costs associated with automobile dependency.” Parking management strategies can be applied to both on- and off-street parking and are especially effective when developed on an area-wide Carefully managing the price and supply of parking can discourage unnecessary basis that includes both types. PAID PARKING driving and optimize turnover to support local businesses Transport Canada (2008). Issue Paper 63: $ Parking Management in Canada. www.tc.gc.ca/eng/programs/environment- utsp-casestudylanduse-837.htm

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Manage parking supply and demand D6: DEMAND MANAGEMENT

» Adjust on-street parking » Use time-restricted parking prices by time of day and in lower-demand commercial day of week so that prices zones to encourage turnover. reﬂect demand and enable » Include off-street commercial availability targets to be met. loading facilities in new » Periodically monitor and adjust developments, when applicable, parking prices to maintain the to reduce the demand for desired level of parking availability. curbside commercial loading. » Where necessary, manage » In commercial districts that spillover parking on residential lack off-street loading facilities, streets within 400 m of transit the provision of dedicated stations (and major destinations) curbside loading bays improves by using residential permit parking management. parking programs, short-term » Explore design opportunities for time restrictions, or pricing. angled or back-in angled parking to optimize the on-street parking supply and reduce conﬂicts between cyclists and parked cars.

Back-in, angled parking on Columbia Street in New Westminster provides an alternative to parallel parking and provides a wider buffer between pedestrians and traffic.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 93 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

Manage parking supply and demand

D6.1.2 Off-street parking » Allow reduced parking UNBUNDLED PARKING D6: DEMAND MANAGEMENT requirements when carshare An oversupply of free or under- vehicles are located in a Parking spaces in medium- priced off-street parking creates or high-density residential development or a TDM an implicit subsidy for drivers strategy is in place. developments are often because it ensures cars have simple assigned to individual units » Encourage shared parking and convenient access to most when buyers purchase homes. arrangements that enable destinations at the expense of similar adjacent land uses that have peak Unbundling parking is the practice access for walking, cycling, transit, demand at different times of the of selling the units and the parking and goods movement. By reducing day or week to make use of the spaces separately, thereby giving off-street parking requirements and same parking facilities, thereby buyers the option of purchasing implementing such related strategies minimizing the space necessary for at a discounted rate if they do as shared parking arrangements or parking and reducing the need for not need a parking space, which TDM initiatives, municipalities can can often cost over $20,000. This direct or indirect parking subsidies. reduce these subsidies and lower practice, which assumes that the costs to developers for expensive » Encourage building owners to not every home buyer will buy a parking spaces. The result can be lease surplus private parking and parking space, is often associated make it available to the public with lower parking provision. less driving and more walking, cycling, and transit, as well as higher- when not needed by the owners. quality, transit-oriented design. » Encourage the use of hourly or daily parking rates for paid » Reduce or eliminate minimum parking lots instead of discounted parking requirements for new monthly or annual passes. developments with good transit » Encourage or require developers access, where appropriate. and property managers to » Provide incentives – such as unbundle the cost of parking reduced development fees or an from rental housing, residential expedited approvals process – for properties, and commercial leases. proposed developments that » Where required, encourage include reduced parking or that multi-storey parking garages, encourage the use of non-auto as opposed to surface lots, modes through TDM measures. that are well-integrated into » Using a context-sensitive building designs to reduce space approach, establish a maximum requirements for parking and number of parking spaces to provide a more pedestrian- allowed (instead of a minimum friendly urban environment. number required) to reduce trafﬁc congestion in high-density areas with good transit accessibility.

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Manage parking supply and demand D6: DEMAND MANAGEMENT

SHARED PARKING AT ICBC’s multi-storey parking lot REDUCED PARKING LONSDALE QUAY provides over 500 car-parking REQUIREMENTS IN NEW Located adjacent to the SeaBus spaces for employees, but the DEVELOPMENTS lot has considerable capacity in terminal, Lonsdale Quay The greatest opportunities to the evenings and on weekends was developed on the North reduce parking requirements in Vancouver waterfront in 1986 as because the majority of staff work new developments are in areas a marketplace and an amenity for between 8 a.m. and 5 p.m. on that have both high walkability public enjoyment. The market is weekdays. As such, an agreement and high transit accessibility also adjacent to the headquarters between the two landowners (i.e., jobs, shops, and services of the Insurance Corporation of provides parking for the Quay that can be accessed within a British Columbia (ICBC), which in the ICBC parking lot outside 30-minute transit travel time). has over 1,000 employees. of normal working hours and Among the most transit-accessible reduces the need for additional locations in the region are the parking speciﬁc to the Quay. designated Urban Centres and other nodes along the FTN.

Lonsdale Quay (foreground) is a busy public market adjacent to ICBC’s head office The City of Richmond has (background) and shares the ICBC parking garage on evenings and weekends. implemented reduced parking requirements in their City Centre because of its high transit accessibility with Canada Line stations (see Destinations D1.2). A minimum parking requirement for development in the Capstan Village neighbourhood, for example, is recommended to be reduced from 1.2 spaces/dwelling to 1.0.

Provincial Bill 27, which includes amendments to the Local Government Act, allows municipalities to accept cash from developers, in lieu of off-street parking spaces, in order to provide infrastructure that supports sustainable modes of travel.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 95 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

D6.2 Use TDM measures to encourage sustainable modes of travel

By offering tools, information, and a package of incentives and disincentives,

D6: DEMAND MANAGEMENT TRANSLINK’S TRAVELSMART TDM programs can encourage the use of transit along with other travel PROGRAM alternatives such as walking, cycling, and carpooling. These programs are usually targeted toward places of employment and education and TravelSmart is TransLink’s travel other large trip-generating destinations (e.g., large, multi-unit residential awareness and education program, and the TravelSmart website is the developments). Local governments can work to establish TDM measures hub for information, incentives, through regulations or voluntary agreements. While these guidelines provide promotions, and ideas. Launched an overview of the types of measures and strategies that can be implemented in 2011, the website now has in order to support the development of transit-oriented communities, they almost 10,000 registered users and only begin to cover the wide range of opportunities that TDM offers. provides information about work commute trips, school trips, and D6.2.1 Information and incentives » Encourage employers, education leisure trips. By helping people to providers, and property managers make informed decisions about Employers, education providers, to provide carpooling incentives, their travel habits, TravelSmart and property managers can share such as priority parking locations aims to reduce the number of information, provide schedule and reduced parking fees. single-occupant vehicle trips and flexibility, and provide a variety » Encourage employers to offer raise awareness about how people of supporting strategies to make flexible start times, compressed can incorporate more sustainable it easier for employees and work weeks, and teleworking travel into their daily lives. students to shift from driving to or satellite working locations. www.travelsmart.ca/ sustainable commute modes. » Encourage developers and » Encourage employers to reduce property managers to provide or eliminate free parking for on-site amenities at or near employees and to potentially work sites – such as child care, use parking charges to fund drugstores, coffee shops, fitness incentives for or improvements to centres, dry cleaners, and post sustainable modes of travel. See offices – to reduce the need Demand Management D6.1. for mid-day vehicle trips. » Encourage employers to » To encourage and enable provide cash or other rewards employers to implement to employees who do not TDM programs, TransLink utilize free employee parking. and municipalities can » Encourage employers and develop and demonstrate the education providers to effectiveness of their own provide free and easy-to-use TDM programs as a model. rideshare-matching systems to assist employees with coordinating carpools.

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Use TDM measures to encourage sustainable modes of travel D6: DEMAND MANAGEMENT

D6.2.2 Transit D6.2.3 Cycling and walking IMPLEMENTING TDM Organizations can promote Organizations can promote REQUIREMENTS IN NEW transit ridership through walking and cycling both in general DEVELOPMENTS programs and incentives. and as a commute mode. Requiring TDM measures or » Encourage employers to offer » Require larger residential strategies in new developments discounted transit passes to development projects to can be managed through the employees through TransLink’s provide secure long-term and development application process. Employer Pass Program short-term bicycle parking. As a condition of approval, a developer can be required to (requiring at least 25 employees See Design D3.1.2. either create and implement a from the same company to » Provide safe and comfortable site-specific TDM strategy or join participate in the program). walk and bike paths from transit a Transportation Management » Encourage employers to provide passenger facilities to nearby retail Association (TMA). A TMA is an employees with maps and and employment centres as well association of property owners or information about TransLink’s as to other large trip-generators. managers (commercial, residential, transit system and FTN – and » Implement ‘safe routes to school’ or other) that jointly develops TDM programs and provides resources to determine travel programs that encourage students ongoing monitoring of members’ time by walking, cycling, and to walk or bike to school. transit) – when an employee TDM efforts in order to realize » Provide free safe-riding skills cost or operational efficiencies. is considering where to live. classes and ‘bike-buddy’ programs » Encourage developers to provide Association for Commuter Transportation of to increase cyclist conﬁdence and Canada (2008). TDM Supportive Guidelines free one-year transit passes to encourage further bicycle use. for Development Approvals. www.actcanada. residents of new developments com/ACTCanada/EN/Resources.aspx near frequent transit to encourage reductions in automobile use.

School travel planning in Surrey encourages students to walk and cycle to school.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 97 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

Use TDM measures to encourage sustainable modes of travel

D6.2.4 Carsharing Vehicles available near a person’s RESOURCES

D6: DEMAND MANAGEMENT home can reduce the need for By joining a carshare service, Association for Commuter owning a vehicle, and vehicles individuals have on-demand access Transportation of Canada available near a person’s workplace (2008). The Case for TDM in to a shared fleet of vehicles on an or school will enable them to Canada: Transportation demand as-needed basis. Carshare services management initiatives and their commute to work via transit or reduce the need for households and benefits. www.actcanada.com/ other means, knowing that a ACTCanada/EN/Resources.aspx businesses to own vehicles, and they carshare vehicle will be available reduce personal transportation costs Fraser Basin Council. (2009). during the day if required for Transportation Demand Management: and vehicle kilometres travelled. A Small and Mid-Size Communities business or personal trips. Toolkit. www.fraserbasin.bc.ca/ Carsharing providers in Metro Vancouver publications/index.html » Provide carshare companies with include Car2Go, Zipcar, and Modo. incentives to locate additional Shoup, D. (2005). The High Cost of Free Parking. Planners Press. carshare vehicles, such as reduced off-street parking costs. Transport Canada (2009). Compendium of Canadian » Reserve a certain number and Survey Research on Consumer distribution of on-street parking Attitudes and Behavioural spaces for carshare vehicles. Influences Affecting Sustainable Transportation Options. www.tc.gc. » Encourage large employers ca/eng/programs/environment- and residential developments urban-menu-eng-2084.htm to provide easily accessible UK Department of Health (2011). carshare vehicles on-site through Soft Measures – Hard Facts: The Value for Money of Transport incentives or development Measures Which Change Transport application requirements. Behaviour. www.erpho.org.uk/ viewResource.aspx?id=21632 » Reduce development fees or minimum parking requirements for new developments that provide carshare vehicles on-site.

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Use TDM measures to encourage sustainable modes of travel D6: DEMAND MANAGEMENT

D6.2.5 Travel planning » Provide detailed transit route planning assistance – including WORKPLACE AND SCHOOL Many travellers are unaware of maps of walking, cycling, and TRAVEL PLANNING their transportation options, and transit travel time contours TransLink’s TravelSmart for they automatically drive to their from their home or destination, Business program aims to provide destination out of habit. Personalized together with transit or active one-to-one services to businesses travel planning targets individuals travel incentives (if feasible) – to – including presentations, and provides tailored travel those with the propensity to marketing materials, and strategy advice on a face-to-face basis. change their travel habits. development consultations – to help them support and encourage » Implement a personal travel » Develop in-school programs that employees to travel to work by planning program that targets introduce children and youth active and sustainable modes. areas with high transit accessibility to transit and active travel. and good walk and bike networks. » Encourage employers to develop www.travelsmart.ca/en/Business.aspx » Provide targeted travel training comprehensive TDM strategies, TransLink’s TravelSmart for to familiarize seniors and either voluntarily or through the Schools program is expanding mobility-impaired individuals development application process, after a successful pilot in advance with transit service. to encourage more sustainable of the 2010 Winter Olympics. To travel among employees and to date, five secondary schools and support sustainability or Corporate almost 30 elementary schools Social Responsibility programs. have participated in the program, which uses a student leadership model to raise awareness and TransLink’s federally-funded TravelSmart Personal Travel Planning (PTP) Pilot program in educate staff, students, and 2005–06 resulted in an 8% reduction in single-occupancy vehicle travel and 9%, 12%, and 33% increases in walking, transit, and cycling, respectively. parents about sustainable travel options for the school trip.

www.travelsmart.ca/en/School.aspxh

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 99 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

D6 Case Studies

1. The signiﬁcant inﬂuence of effective parking management at UBC

Municipality: Electoral Area ‘A’ Over the past 15 years UBC has to live on campus. UBC’s wider TDM

D6: DEMAND MANAGEMENT aimed to reduce automobile strategy includes the promotion Location: University of British dependency and promote alternative of U-Pass BC, TransLink’s Employer Columbia, Point Grey Campus modes such as walking, cycling, and Pass Program, and sustainable travel Key Elements: transit with tremendous success. events. The result of UBC’s parking » Signiﬁcant reduction A key element of the program has management and TDM programs, in surface parking been the management of surface together with the U-Pass, has been » Increase in on- and off- parking, which included eliminating a doubling of transit ridership street parking rates over 3,000 commuter parking stalls (to 49% of all trips) and a 15% » Development of surface (25% of supply) and tripling parking reduction in car trips since 1997. parking into new pedestrian- rates. UBC’s goal is to maintain a Emphasis on high-quality design of oriented development commuter parking supply ratio of the public realm and the provision 0.20 stalls/person. Their parking of a more diverse mix of land uses management strategy has also freed also aims to promote walking up scarce land for new development, and cycling as the choice modes providing opportunities for staff, of travel within the community. faculty, students, and new residents

2. A coordinated approach to TDM and travel planning in New Westminster

Municipality: City of By securing a 2.5 year grant via the school travel planning program New Westminster federal government’s EcoMOBILITY has engaged all nine of the city’s program, the City was able to hire elementary schools and both middle Location: Citywide a part-time TDM Coordinator to schools over the past three years. Key Elements: initiate a citywide TDM strategy. Initiatives have included the creation » School travel planning for all The strategy includes programs of Best Routes to School maps, elementary and middle schools for staff trip reduction, major travel surveys and family feedback, » Workplace travel planning employer engagement, and school infrastructure improvements, travel for large employers travel planning. The staff program awareness events and promotions, » Incentives and multi-modal focuses on increasing travel options sustainable travel lesson plans, and support for municipal employees for municipal staff and providing student bicycle training. Through education and outreach activities this school engagement process, to support behaviour change. The the City hopes to educate students City also worked with four local and their parents and educators employers (with over 100 staff on how to make school trips – by each) to provide a range of TDM way of walking, cycling, and transit incentives to their employees. The – easier, safer, and more fun.

100 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 2. DESIGN GUIDELINES: D6 DEMAND MANAGEMENT

D6 Case Studies D6: DEMAND MANAGEMENT

UBC’s parking management strategy significantly reduced surface parking to promote Programs to encourage more walking and alternative modes and provided scarce land for new residential development. cycling included the creation of secure bicycle lockers around campus.

New Westminster’s employer engagement program promotes sustainable travel options to large companies.

New Westminster’s school travel planning program encourages youth to walk and cycle.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 101 102 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES Taking Action

3.0 TAKING ACTION 3 3.1 When to Use the Guidelines 3.2 Understanding Community Characteristics 3.2.1 Transit Context 3.2.2 Street Networks 3.2.3 Making Density Work 3.2.4 Land Uses 3.2.5 Market Readiness and Potential 3.3 Overcoming Challenges to Implementation 3.3.1 Planning and Coordination Barriers 3.3.2 Regulatory Barriers 3.3.3 Building Community Support 3.3.4 Technical Challenges 3.4 Collaboration and Roles 3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3.5.1 Context 3.5.2 Process 3.5.3 Emerging Outcomes of Neighbourhood Scale Planning

The Design Guidelines presented in Chapter 2 outline the key elements necessary to design transit-oriented communities. This section aims to provide some context for how the Design Guidelines can be put into practice and how some common barriers can be overcome.

Much of the strength of our region lies in our shared vision and mutual goals, espoused through regional strategies and local plans. One point of consensus common to many of our plans is the value of transit-oriented communities as a tool for greater livability, resiliency, and sustainability, as well as a strategy for a more cost-effective transportation system.

The plans, policies, programs, and projects that each of our agencies conceive and implement every year can help move us closer to realizing this vision. Our planning processes require diverse stakeholders working together toward common objectives and using proven techniques. In addition, projects that make communities more transit-oriented often require a champion – one or more highly motivated stakeholders focused on seeing them through to completion. We hope readers of these guidelines will ﬁnd such projects to champion in their own communities.

Lyon’s modern tram network has helped to support a transit-oriented lifestyle for its citizens, with more sustainable travel in the city where walkable communities are created around transit.

Lyon, France. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 103 3. TAKING ACTION

3.1 When to Use the Guidelines 3. TAKING ACTION 3. TAKING

Working through existing near transit while integrating planning processes, there are development appropriately with many opportunities to apply the existing development, Demand principles in these guidelines and to Management D6.1 provides take action toward creating more guidance for tailoring parking transit-oriented communities. regulations, and Destinations D1.2 can help guide the location Potential uses for the of higher-density uses near guidelines include: transit or in Urban Centres. » Developing and updating Ofﬁcial » Designing transportation Community Plans and other networks. Municipal area plans. Municipal planners transportation planners and can refer to these guidelines engineers can consult these when developing and updating guidelines when designing land use and transportation transportation networks for plans and zoning standards. their communities. Distance Diversity D5 provides general D2 provides guidance on guidance on promoting a walking, cycling, and street transit-supportive mix of uses, networks that are transit- Density D4 provides guidance on supportive, and Destinations promoting appropriate densities D1 provides background on the design of transit networks.

The District of North Vancouver is using transit-oriented community planning to support the Lower Lynn neighbourhood planning process (see 3.5 Creating a More Transit-Oriented Community in Lower Lynn).

Source: District of North Vancouver, Official Community Plan, 2011

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3.1 When to Use the Guidelines 3. TAKING ACTION

» Creating street design facilities more transit-oriented. standards. Municipal planners » Creating and reviewing TRANSIT-ORIENTED COMMUNITIES CHECKLISTS and engineers may wish to development proposals. consult these guidelines when Developers can consult these To streamline the process, a set developing or updating street guidelines when planning of Transit-Oriented Communities design standards or developing development projects, particularly Checklists have been developed to FTN overlays in their street those near frequent transit, simplify considerations for plans hierarchy. Design D3.1 provides and municipal planners can use and the review of development basic guidance about walkable, these as guidelines to review applications. The Checklists 1 bikable, and transit-oriented development proposals. The are included in Appendix A and are intended to assist streets, including sidewalks, Transit-Oriented Communities land use and transportation street crossings, bicycle lanes, Checklists in Appendix A1 and landscaping, as well as planning at site, corridor, and are intended to help think neighbourhood scales. references and examples from through the various transit- other municipalities in the oriented considerations of region that may be helpful. proposals in a variety of local » Implementing economic and regional contexts. development strategies. » Designing transit facilities. Successful community planning TransLink’s Transit Passenger and design can be strengthened Facility Design Guidelines by coordinating land use and provide detailed guidance on transportation plans with the design of transit stations, strategies focused on economic stops, and exchanges and their development as a key goal. immediate surroundings. They also Destinations D1.2 and Density provide guidance on how the size, D4.1 provide municipal planners scale, and design of facilities relate with input on the most transit- to the surrounding community supportive places to focus and how community design may incentives for commercial and be best planned to capitalize economic development. on that transit investment. » Retroﬁtting streets in established neighbourhoods. In established neighbourhoods, community groups and municipal planners may wish to consult Distance D2.1 and Design D3.1 when proposing projects to make existing development and

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 105 3. TAKING ACTION

3.2 Understanding Community Characteristics

Managing the Transit Network A Primer on Key Concepts 3. TAKING ACTION 3. TAKING

While the strategies described in Rapid transit, with stations spaced Chapter 3 are useful in making every 1–1.5 km, tends to have faster every community in the region more journey times but less convenient transit-oriented, each community is local access (as there are fewer translink.ca unique, and has different challenges stops). The SkyTrain in Metro and opportunities. This section Vancouver currently provides limited- TRANSIT SERVICE GUIDELINES provides guidance for how the stop transit service in a dedicated AND MANAGING THE guidelines might be adapted to right-of-way to 47 stations along TRANSIT NETWORK: A the diverse needs of each place. three lines (additional stations will PRIMER ON KEY CONCEPTS be added along the Evergreen Line 3.2.1 Transit Context when completed) with an average Regular planning and management of the transit network is crucial to The type and quality of transit service station spacing of 1.5 km. A similar ensuring that an acceptable level at the local level inﬂuences how type of service can be provided of service quality is provided in a transit-oriented communities evolve. using other transit technologies that fair, consistent, and accountable include Bus Rapid Transit (BRT) or manner to customers across the Transit Service Types and Light Rail Transit (LRT). The West region. To support this process, Development Patterns Coast Express commuter rail service TransLink is updating their Regardless of infrastructure, transit provides a limited-stop service, but Transit Service Guidelines, which service types can be deﬁned based is not considered to be frequent provide guidance on appropriate on speed, reliability, and local transit due to lower frequency levels of comfort, reliability, access – attributes that are primarily and shorter span of service. and convenience for each of determined by the type of right-of- TransLink’s transit services. way and the station or stop spacing. In order to provide a more general and introductory overview, TransLink has also produced The #20 trolley bus route on the FTN in Vancouver provides service – in a shared right-of-way – Managing the Transit Network: to more closely spaced local stops. A Primer on Key Concepts which provides high-level concepts for developing an effective and efficient transit system. The primer can is available at www.translink. ca/networkmanagement.

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Frequent transit service characteristics and development patterns for Metro Vancouver.

Limited-Stop Stop Spacing: Local Stop (every 500–2,000 m)

Right-of-Way: Exclusive Shared Exclusive or Shared

SERVICE CHARACTERISTICS SERVICE Millennium Line, #99 B-Line (Broadway), #19 (Stanley Park/Metrotown), Examples: Canada Line #135 (Hastings) #106 (New West/Metrotown)

400 m 600 m 800 m

Pattern: CATCHMENT AREA CHARACTERISTICS CATCHMENT

Limited-stop service in a shared right- Frequent transit services with many of-way can also provide high-quality local stops, spaced every 250 m transit service. Metro Vancouver’s to 400 m, have more convenient B-Line and limited-stop express bus local access. Where frequent local services can utilize transit priority stop transit services intersect, and measures and higher-quality stop particularly where they provide infrastructure, while operating in feeder service to rapid transit mixed trafﬁc, to minimize disruption services, these points can be to schedules. Communities along important development areas. these corridors and at stop nodes provide opportunities for the introduction of more transit- oriented community design. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 107 3. TAKING ACTION

3.2 Understanding Community Characteristics

CONTRASTING STREET 3. TAKING ACTION 3. TAKING NETWORKS IN NEW WESTMINSTER 3.2.2 Street Networks » Considerations for enhancing The Queensborough area of the transit orientation of higher- New Westminster faces unique The character of existing street density areas include adding challenges due to major spatial networks varies greatly among barriers (Highway 91A and the sidewalks and other pedestrian communities in Metro Vancouver, Fraser River) that hinder pedestrian infrastructure (see Design often related to the time when connectivity and make servicing D3.1.1), creating smaller block they were ﬁrst developed. Some the area by transit difficult. sizes or public pathways through communities are more auto-oriented; Long blocks characterize some large blocks of land (see Distance their street networks and building areas, and access to retail at D2.1), and integrating mixed- patterns are typical of the suburban Queensborough Landing is use development in appropriate growth of the last quarter of the challenging for pedestrians. locations (see Diversity D5). Demand for new affordable 20th century. Other parts of the » Considerations for areas with housing in the area has created region have a more transit- and more pedestrian-oriented street opportunities to improve the pedestrian-oriented character. Places networks include reinforcing street grid and pedestrian built before 1940 were mostly historic street grid patterns infrastructure (including a planned transit-oriented, as streetcars and Queensborough-Waterfront (see Distance D2.1), widening public transit were the dominant Pedestrian Bridge linking to sidewalks on busy retail corridors mode of transportation in the pre- downtown New Westminster) or around important public war era. Improving transit orientation and has begun to improve transit spaces (see Design D3.1 and is easier in places that were originally orientation in the community. D3.2), encouraging appropriate transit-oriented and based on a density focused in key locations In contrast, New Westminster’s street grid pattern, but there are (see Density D4.1), and parking downtown neighbourhood has many useful tools that can be used pricing strategies (see Demand a historic street grid with short in automobile-oriented places that Management D6.1). block lengths and extensive are transitioning into more walkable sidewalk provision; and it is well and transit-oriented communities. served by rapid transit, with two SkyTrain stations that contribute to the area’s 27% transit mode share. The City has promoted the development of higher densities to locate more people near transit, thereby creating a higher quality public realm and supporting livability through a mix of retail, commercial, and residential uses.

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TRANSIT-ORIENTED DENSITY IN COQUITLAM

Coquitlam Centre is a Regional 3.2.3 Making Density Work » Considerations for enhancing the City Centre that has experienced transit-orientedness of higher- There are signiﬁcant variations substantial urban and residential density areas include locating in density among communities growth in recent years due to additional density in appropriate in Metro Vancouver. D4 Density significant investment in public locations (see Destinations D1.2 facilities, parks and open spaces, presents guidelines for promoting and Density D4.1), fostering well- pedestrian-oriented streetscapes, transit-oriented densities. connected streets (see Distance and high-density residential and » Considerations for making lower- D2.1), ensuring high quality public mixed-use development. With density areas more transit-oriented realm design (see Design D3), completion of the Evergreen Rapid Transit Line expected in include adding density that and incorporating transit priority 2016, important next steps to supports the existing character measures (see Design D3.1.3) developing the City Centre as of the neighbourhood (see and parking management (see the urban core of the region’s Demand Management D6.1). Density D4.2), encouraging Northeast Sector involve a mix of land uses near transit improving pedestrian connectivity, nodes (see Diversity D5.2), attracting employment to balance and managing both on- and residential growth, and integrating off-street parking (see Demand transit into the community. Management D6.1). The Austin Heights neighbourhood in southwest Coquitlam is currently characterized by single-family Medium-density residential development with ground-level retail around Fruitvale Station in homes on larger lots, with some Oakland, CA, creates a vibrant and active transit-oriented community at an appropriate scale for medium density residential this suburban neighbourhood. development near the small commercial shopping area along Austin Avenue. Promoting transit orientation in this neighbourhood is recognized within the Austin Heights Neighbourhood Plan, which aims to transition the neighbourhood commercial core to a higher-density, mixed-used area. The addition of medium-density residential uses is being used to buffer the core and adjacent residential areas, and secondary suites and home-based businesses are being allowed in select areas.

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3.2.4 Land Uses it is also possible for neighbourhoods dominated by a single land use to Another important factor become more transit-oriented. affecting implementation of the Design Guidelines is primary, or » Considerations for predominantly predominant, land use. Transit in residential areas include providing Metro Vancouver serves areas with for quality of life improvements land use patterns ranging from to the public realm (see Design predominantly residential, to mostly D3.2), integrating new land retail, to professional ofﬁces, to uses into development or along entertainment and leisure, to fully easily accessible corridors (see mixed-use areas. Though a diverse Diversity D5), and incorporating mix of uses is a key factor in creating parking management (see more transit-oriented communities, Demand Management D6.1). » Considerations for predominantly ofﬁce areas include incorporating The long-term vision of the Newton Town Centre planning process aims for a wider variety of housing options in this part of Surrey – including medium and high densities – around a relocated employer-based demand transit exchange (parcel #8) to complement the existing primarily retail- and leisure-based uses. management and parking py management (see Demand Management D6) and providing 1 2 4 a mix of uses and services within walking distance for ighway H

treet employees (see Diversity D5). 7 S 6 5 » Considerations for predominantly

137th 71 Avenue retail and service areas include

King George 10 providing pedestrian-oriented 8 9 street design (see Design D3.1) and using parking management 70 Avenue to both support businesses and promote sustainable travel (see 11 Demand Management D6.1).

Legend Commercial Residential Mixed Use Institutional

Source: City of Surrey

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3.2.5 Market Readiness » Areas with lower market MAXIMIZING MARKET and Potential demand may require public OPPORTUNITIES IN PORTLAND realm improvements or other Market forces inﬂuence the pace public investments to catalyze Portland’s achievements in of real estate development and, private investment. See Design transit-oriented communities have therefore, the rate at which D3 and Density D4.1. largely been limited to central changes leading to transit- Portland where infill, higher-density oriented communities can occur. developments, and the creation Municipalities with different levels of more transit-friendly, walkable communities are generally not of market readiness and potential Planning around Dublin’s LRT network can emphasize different market took advantage of the market boom in the accessible to medium- and strategies to enable the highest early 2000s and enabled transit-oriented lower-income families. residential and commercial development in level of success for their area. several key areas of the city. Metro Portland's Transit-Oriented Development Strategic Plan was » Considerations for areas with high created to guide investment in market demand include using future development throughout the zoning and land use regulation to region, ensuring that opportunities direct development toward areas for catalyzing transit-oriented that are well served or can be well development in all rapid transit served by frequent transit (see station areas and frequent bus Destinations D1 and Density corridors are maximized and D4.1) and by TDM measures that resources are leveraged and parking management (see to support it. Metro uses a Demand Management D6). spreadsheet model as a decision- making tool to evaluate program effectiveness and determine the appropriate distribution of funding to individual projects.

Metro [Portland] (2011). TOD Strategic Plan. www.oregonmetro.gov/index. cfm/go/by.web/id=36197

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3.3 Overcoming Challenges to Implementation 3. TAKING ACTION 3. TAKING

While the goals of transit-oriented Being aware of and responsive communities are widely embraced to the regional context is in Metro Vancouver, there are a important to ensure that local number of barriers that often stand plans are broadly aligned with in the way of implementation. regional plans and strategies. Careful attention to these barriers » Coordinate across municipal can help municipalities create more boundaries. Strong transportation transit-oriented communities in a network plans do not work timely and cost-effective way. effectively at times because they are not well-connected 3.3.1 Planning and across municipal boundaries. Coordination Barriers Communities can help overcome Optimal transit-oriented design this barrier when developing strategies are sometimes blocked bicycle, pedestrian, and roadway because initiatives are not effectively plans by communicating coordinated or because land frequently with staff and elected use and transportation planning ofﬁcials from neighbouring are poorly integrated. Examples municipalities, as well as with of strategies that can help to TransLink where appropriate. overcome these obstacles include: Collaborating on such projects with neighbouring communities » Participate in regional planning is another potential approach. and understand regional context. » Communicate design Communities can minimize expectations. When developers planning and coordination and municipal planners are barriers by participating fully in unclear on the community’s the creation and implementation overall vision and policy direction, of regional strategies, such as they can miss opportunities TransLink’s Regional Transportation for transit-oriented community Strategy and future updates to design. Communities can the Regional Growth Strategy. overcome this barrier by Community participation is establishing guidelines with clear particularly important for expectations and priorities. making sure these strategies are translatable at the municipal level.

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» Use the Frequent Transit Network A healthy, long-range planning conversation (adapted from Human Transit by as an organizing framework Jarrett Walker, 2012). for coordinating land use and transportation. In order to LAND USE PLANNING TRANSIT PLANNING provide optimum transit service, land use and transit concepts are best developed together so Create a land use vision, including job, population, and they can reinforce one another; Create a draft FTN to serve infrastructure locations, as in particular, most of the higher land use patterns well as key destinations, over density development from the a 20-year period land use plan is ideally located within a 5-minute walk (400 m) of a frequent transit corridor and within a 10-minute walk (800 m) of a rapid transit station. Revise the land use plan Municipalities are encouraged to take advantage of to discuss servicing of new areas opportunities created by the Update FTN to reﬂect changes draft FTN, adding density in land use vision by transit early in the land use around stations and stops planning process to ensure that where appropriate the proposed higher-density locations can be well serviced by transit. TransLink can then further reﬁne the transit network in response to emerging land Repeat, updating as needed Revise FTN based on new to maintain the plan 20 years opportunities, challenges, and use patterns and market trends. into the future needs Over time, key items that reach consensus through these conversations can manifest in municipal and regional plans that will result in increased clarity on the location of future FTN and higher-density locations.

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3.3.2 Regulatory Barriers may be appropriate in transit- oriented communities to have Even when developers, municipal wider sidewalks, connected planners, and regional and provincial bikeways, narrower travel lanes planning agencies are all working (while still accommodating together to create transit-oriented buses), and greater attention urban environments, existing to lighting and landscaping. regulations can sometimes prohibit » Set transit-oriented street optimal design. Overcoming performance measures. Street these barriers requires attention performance standards can to all aspects of transit-oriented sometimes unnecessarily prohibit design (all 6 Ds) at all levels of transit-oriented street design. planning. Examples include: For example, Level of Service » Set transit-oriented street standards that only measure design standards. Street design performance for private vehicles standards can hinder transit- can create a disadvantage for oriented community planning transit- and pedestrian-oriented when they require designs that designs. To help overcome this prioritize private vehicle travel barrier, communities can develop over pedestrians, cyclists, and performance criteria that recognize transit vehicles. Communities the needs of all modes, allow can help overcome this barrier lower automobile Level of Service by reviewing street design thresholds in transit-oriented standards and ensuring that areas, and provide quantitative specific design requirements are guidance on balancing aligned with the community’s accommodation across all modes. policy priorities. Appropriate street » Create transit-oriented traffic design standards often require analysis guidelines. There is an interdisciplinary approach abundant research on how transit- and should allow flexibility to oriented communities reduce tailor street designs to their vehicle trip generation, and all context and desired function. It 6 Ds should be reflected in how municipalities calculate traffic impacts for new development.

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» Set appropriate parking » Set appropriate density standards. standards. Similarly, land use Many municipalities use regulations may sometimes density controls as a means of prohibit transit-oriented building ensuring an appropriate scale design. To overcome this barrier, of development and managing communities can tailor off-street trafﬁc. Density D4 offers parking requirements to the local strategies and considerations context, possibly lowering parking for density, and Demand minimums or establishing parking Management D6.1 offers ideas maximums near frequent transit. for managing trafﬁc directly by Such requirements are particularly adjusting available parking and suitable in walkable areas with pricing. Building design controls high levels of transit accessibility – including bulk, height, and and where a large number of setback standards and form- jobs, services, and destinations based codes – are more effective can be accessed in a reasonable tools for ensuring appropriate 30-minute transit travel time. community character and allowing » Zone for walkable retail. In transit- municipalities to relax or eliminate oriented communities, most of density controls. These controls the needs of daily life should be are discussed in Design D3.3. within walking distance, which often means concentrating retail San Francisco adopted their Better Streets Plan in 2010, which clarifies how the city can make its streetscapes more pedestrian-oriented and more supportive of sustainable modes of travel. along a high street on a transit corridor. Too much retail zoning is as bad as too little, and retail studies should be undertaken to get the mix just right. Similarly, as too much retail parking is as bad as too little, ensure that parking is shared, well designed and managed, and appropriate to the level of transit service. In addition, parking should not separate retail stores or separate their front doors from the sidewalk.

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3.3.3 Building 3.3.4 Technical Challenges Community Support Some transit-oriented community As with all community planning design approaches present difficult work, public input is vitally important technical challenges. There are for creating transit-oriented a number of ways to find and communities, and there are several use the most up-to-date design strategies that can help build public approaches. If in-house expertise awareness and familiarity with is not available, a municipality the principles of transit-oriented might wish to approach peer communities. Pilot projects and agencies that have implemented demonstrations can help community similar projects or consulting firms members understand how projects with expertise in relevant areas. will function in the local context. Communities in the region can It is important once projects are also overcome technical barriers by implemented to return to the consulting with other municipalities community and report the results. or stakeholders or with TransLink. Did things work out as promised? Finally, communities can help their Did something unforeseen arise neighbours learn about effective that has now become an issue? strategies and ongoing challenges What adjustments can be made by sharing their own success stories to refine implementation? and lessons learned in transit- oriented community design.

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3.4 Collaboration and Roles 3. TAKING ACTION

Transit-oriented communities require » Municipal planning, engineering, Working together with stakeholders in a coordination and collaboration and other departments can collaborative environment is an important among many stakeholders, work together to ensure close element of enabling the development including private developers and alignment between land use and of transit-oriented community design and developing innovative and creative various local and regional public transportation plans and visions. solutions. agencies and community groups Many more collaborative across the region. There are many opportunities exist in support of collaborative opportunities: transit-oriented communities.

» Neighbouring municipalities Section 1.2.3 Intended Audience can work together to and Roles lists key stakeholders and establish integrated bicycle general roles for the development of and pedestrian networks. transit-oriented communities and can » Municipalities can work with be used as a basic guide. The general TransLink to fully integrate public plays a role in implementing transit passenger facilities with every strategy by participating in the their surrounding context. public dialogue and by advocating » Developers can work with for projects in which they believe. municipalities to create Nearly every strategy requires development projects that satisfy participation from more than community needs and meet or one type of stakeholder. Effective exceed design expectations. collaboration in these areas becomes » Metro Vancouver, TransLink, crucial. In some cases, inter-agency and municipalities can all work collaboration can be formalized into together to ensure that the structured partnerships through Regional Growth Strategy, the written agreements, with specific roles Regional Transportation Strategy, and responsibilities being assigned the Frequent Transit Network, and to each participant. Maintaining municipal Official Community clear expectations can help to build Plans and transportation plans are effective partnerships that achieve integrated and mutually beneficial the goals of all participants. to the greatest extent possible. » Municipalities can work with community groups and local stakeholders to ensure that land use plans and street designs reflect local needs and aspirations.

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3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION 3. TAKING

Many communities in Metro Ministry of Transportation and Vancouver are already working Infrastructure’s ongoing design toward a vision for a more transit- work for Highway 1 interchanges, oriented region. This section draws as well as TransLink’s North Shore together all of the guidance in Area Transit Plan (NSATP). this document by presenting an In December 2011 the District of example of one such process for North Vancouver engaged Nelson\ the Lower Lynn Town Centre in Nygaard Consulting Associates the District of North Vancouver. to work with them in identifying 3.5.1 Context requirements for the integration of frequent transit into Lower Lynn Lower Lynn Town Centre is a Town Centre and other growth areas newly designated Frequent Transit of the District. The sessions involved Development Area (FTDA) in the key staff from the District of North District of North Vancouver with Vancouver, and from TransLink a vision of being well-served by and the Ministry of Transportation frequent transit in the future. This and Infrastructure. This initiative area was recently the subject of a has been a leading step toward design charette where ideas were achieving the OCP transit network generated about how to seamlessly goal of supporting the delivery of integrate transit into the community an enhanced and more integrated as redevelopment occurs. transit system across the community.

A number of concurrent planning The NSATP envisions Lower Lynn initiatives that have been taking Town Centre as continuing to be place since 2007 have focused a significant node on the FTN. It on land use and transportation is envisioned that several frequent coordination in the area and have transit corridors will converge in helped to align these efforts. In the Lower Lynn area. In accordance addition to port access studies, with the District’s updated Official these studies include the District’s Community Plan (adopted in Official Community Plan (OCP), 2011) and in alignment with the draft Municipal Transportation Plan, community’s vision as an FTDA, it is and Lower Lynn Transportation anticipated that this neighbourhood Study, Metro Vancouver’s Regional will experience the most growth of Growth Strategy, and the the District’s four growth centres.

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3.5 Creating a More Transit-Oriented Community in Lower

Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION

An aerial view shows the extent of the Lower Lynn neighbourhood in the District of North Vancouver. COORDINATING LAND USE AND TRANSPORTATION PLANNING IN LOWER LYNN

The neighbourhood planning and design process in Lower Lynn was shaped by two important planning frameworks: the District of North Vancouver Official Community Plan (2011) and the NSATP.

The OCP designates Lower Lynn as a regional FTDA with a greater mix and density of housing, commercial, and other uses to support frequent transit. The OCP also has a target of 35% of trips being taken by walking, cycling, and transit by 2030, which this transit-oriented community will support. The NSATP process links into the OCP by planning for east- west and north-south FTN corridors through Lower Lynn, including the potential for rapid transit on Main Street in the future. This coordination has helped to build a clear foundation for transit- oriented neighbourhood planning.

North Vancouver, District of (2011). Official Source: District of North Vancouver Community Plan. www.identity.dnv.org/

TransLink. North Shore Area Transit Planning Process (2011-ongoing). www.translink. ca/en/Be-Part-of-the-Plan/Area-Transit- Plans/North-Shore-Area-Transit-Plan.asp

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3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION 3. TAKING

In addition to the OCP goal of at 3,000 new housing units in Lower least 35% of trips being made by Lynn Town Centre over the next walking, cycling, and transit by 20 years, along with a greater 2030, the NSATP has a long-term mix and higher density of uses. goal of at least a 15% all-day transit mode share by 2040. To Transit-oriented design principles achieve its goal, the OCP envisions have been taken into consideration a network of compact, higher- in various forms throughout the density centres located on major planning process for Lower Lynn transit corridors where 75%–90% Town Centre to create conditions of the District’s growth will occur that will support the success of through 2030. The Plan envisions this transit-oriented community.

The land use and transportation planning framework in the District’s OCP illustrates how the Lonsdale Regional City Centre will connect to the Lower Lynn FTDA (and other growth areas) by the FTN.

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Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION

Existing Conditions At a neighbourhood and site scale, Lower Lynn is currently characterized by Lower Lynn Town Centre is a however, the existing transportation mostly auto-oriented uses. relatively low-density area of light infrastructure poses major barriers industry, regional retail, parklands, to pedestrian movement, cycling and single-family homes. It is and overall mode integration located at a major multi-modal and is not conducive to a high transportation crossroads at the quality urban character. Though north end of the Ironworkers’ it works well from a transit- Memorial (Second Narrows) Bridge. operations perspective, Phibbs Looking at the neighbourhood Exchange has minimal passenger from a regional scale, the amenities and poor pedestrian neighbourhood has excellent connectivity to the surrounding connectivity for transit and driving, streets and neighbourhood. but can experience bridge-related In addition, concerns about congestion. Phibbs Exchange is personal safety and crime are a major transit hub for the entire major issues at the exchange. North Vancouver transit network. From a pedestrian standpoint, there The destinations currently reachable are too few connections between the neighbourhood and the rest of by transit within 30 minutes from Lower Lynn (during weekdays) North Vancouver because of spatial include the Vancouver Central barriers formed by Lynn Creek to the Business District, Upper and Lower west, the TransCanada Highway to Lonsdale, Capilano University, the north and east, and by railroad Parkgate and Deep Cove, Lynn Valley tracks, Port lands and Burrard Town Centre, and the Hastings Inlet, and a major high-volume Corridor in East Vancouver and arterial road to the south. The Burnaby Heights. The area already area currently has an intersection has excellent accessibility by transit density of 0.35 intersections per to important regional destinations hectare, which is on the low and key areas on the North Shore. end of a transit-oriented level of connectivity. Bicycling connections are even more challenging due to high trafﬁc volumes and the poor quality and connectivity of facilities.

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3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION 3. TAKING

3.5.2 Process North Shore youth destination. It also The neighbourhood planning process for Lower Lynn is has easy access to nearby Capilano following five key steps from Regional and Municipal University by way of a short bus ride. concept to implementation. Scale Planning As recommended in D4 Density and As discussed in D1 Destinations D5 Diversity, the OCP builds on and D4 Density, transit nodes these strengths by planning for the like Lower Lynn – that are located Design addition of residential, commercial, Workshops to centrally within a region – are and other uses. Proactively Evolve Concept Plan important sites for increasing the encouraging diversity and density will intensity of land use. Preparation support the planned frequent transit of the District of North Vancouver’s service by increasing the number OCP was coordinated with the and distribution of trips throughout Regional Growth Strategy, the the day and into the evening. Review Preliminary North Shore Area Transit Plan and Outcomes the District of North Vancouver’s Lower Lynn has two additional major proposed Transportation Plan to advantages as a growth area: ensure that identiﬁed growth » It has active community support centres align with major transit for the revitalization and

Develop Policy & investment plans and pedestrian redevelopment of the area. Design Guidance and bicycle network plans. » There is strong existing interest from the private development During the OCP development community, including a major process, District of North Vancouver development project well residents identiﬁed Lower Lynn as advanced in the approvals a desirable growth area because of Facilitate Council & process: the high-density, Staff Workshop its high level of transit accessibility mixed-use Seylynn Village, (destinations reachable in a which is expected to include reasonable amount of time), as well approximately 700 new residential as because of a number of other units and around 25,000 to Finalize supporting characteristics. Lower 45,000 sq. ft. of commercial Implementation Lynn is already a mixed-use district Program space on a ﬁve-acre site. containing some residential areas, a light-industrial employment hub, and Selection of an area that already a community centre that is a major has active market interest can allow for faster development of a transit-oriented community.

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Neighbourhood Scale Planning At the session, the District was A charette was carried out with The OCP includes a vision for able to further develop design key stakeholders to advance the transportation in North Vancouver, concepts for Lower Lynn Town neighbourhood planning process. including basic transportation Centre, including the improvement networks for each growth centre and or implementation of: a land use concept. In preparation » bus exchange conditions; for articulating more speciﬁc design » bus stop locations and character; expectations for development » priority areas for pedestrian proposals in this area, the District improvements; led an intensive one-day design » pedestrian-oriented design session in December 2011 that measures, such as public plazas involved consultants from Nelson\ which incorporate public art; Nygaard and staff from TransLink and the Ministry of Transportation » transit supportive measures, and Infrastructure. The goal of like transit priority lanes the session was to plan for the and bus bulges; effective integration of transit with » cycling facility design; development in the Town Centre. » seamless connections by walking, cycling, and transit within the neighbourhood; » supportive land use concepts; and » street cross-section and road right-of-way needs.

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3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION 3. TAKING

Design Solutions for Lower Lynn » Integrate the pedestrian network The following types of design with parks and urban trails solutions were developed such as the planned Sea-to-Sky during the design session: and North Shore Spirit Trails to provide convenient and To improve conditions comfortable routes for walking. for walking: » Work toward completing the To improve conditions for cycling: sidewalk network in Lower Lynn. » Improve on-street cycling connections between Lower » Provide safe, accessible, and Lynn Town Centre and other key comfortable sidewalks and local and regional destinations. crossings for pedestrians of all ages and abilities (e.g., » Accommodate cyclists of all skill approximately a 1.5 m landscaped levels with off-street cycling routes buffer and a 2.0 m wide sidewalk and urban trails like the planned on both sides of the street for the Spirit and Sea-to-Sky Trails. full length of the high street). » Improve cycling routes to high- » Provide pedestrian-oriented quality transit services in Lower design measures, such as Lynn and at Phibbs Exchange and weather-protection canopies make bike-to-transit integration and street-oriented retail. convenient and intuitive. » Make connections between discontinuous streets.

Concepts and criteria for street design were developed to balance priority among transit, bicycle, pedestrian, automobiles, and other road users.

Source: District of North Vancouver

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To improve conditions To integrate TDM planning: at Phibbs Exchange: With new land uses in the area and » Keep the exchange at its improved conditions for walking, current location, such that, cycling, and transit, it is anticipated high-quality transit service will that more trips will be made on continue to be conveniently foot, bicycle, or transit and that available in Lower Lynn. new development in the area » Explore opportunities to acquire will attract residents interested in surplus land around the exchange making trips by these modes of (currently owned by the Provincial transportation. Any reduction in Government) and convert it parking requirements for mixed into development sites to better use or multi-unit developments in integrate the neighbourhood Lower Lynn will also encourage with the exchange. more trips by walking, cycling, and transit. Speciﬁc demand » Develop high-quality passenger management strategies have not amenities at the exchange yet been developed for this area. while maintaining functionality for transit vehicles. » Provide new retail opportunities adjacent to the exchange, Rough design sketches helped identify how added activity, safety, and an attractive with sufﬁcient development environment could be introduced around Phibbs Exchange with new development. setbacks to provide a generous sidewalk and pedestrian- oriented building frontages. » Explore the feasibility of establishing an adjacent plaza area incorporating retail shops which would provide conveniences and also increase a sense of personal security for passengers through additional lighting and natural surveillance. These ideas are consistent with the guidance provided in D2 Distance and D3 Design, and further solutions for the exchange will be explored and developed in Source: District of North Vancouver TransLink’s Phibbs Exchange Concept Study, to be initiated in 2012. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 125 3. TAKING ACTION

3.5 Creating a More Transit-Oriented Community in Lower Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION 3. TAKING

3.5.3 Emerging Outcomes of D2: Distance Neighbourhood Scale Planning To create safe, comfortable, and well-connected streets for The Lower Lynn case study pedestrians and cyclists, new provides a useful illustration of pathways have been proposed to how the 6 Ds can be considered shorten distances to transit and throughout a planning process. new and existing crosswalks are The principles laid out in these being designed to be highly visible. guidelines were used to identify and In particular, these proposals aim capitalize on the neighbourhood’s to ensure that there are safe, strengths and to address its comfortable, and direct routes challenges and opportunities. around the community that connect D1: Destinations with the bus exchange and safe bike Land use and transportation storage in appropriate locations. planning efforts in the District's D3: Design OCP have been coordinated to The District of North Vancouver ensure that growth centres are is planning significant investment located on the FTN. Lower Lynn in design treatments to support has been designated as a growth a walkable area, including wide centre to take advantage of its landscaped sidewalks and enhanced excellent transit connectivity and cycling facilities, as well as weather accessibility on the way to several protection, building setbacks, and high-demand destinations. The boulevard treatments for major District has also identified Lower streets, and street-facing retail. Lynn as a FTDA as part of the The District is also looking into Regional Growth Strategy. the feasibility of such strategies as filling vacant land that surrounds the bus exchange with closer development and active street frontages, thereby creating a stronger sense of place and enclosure and allowing for natural surveillance and improved personal safety.

126 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 3. TAKING ACTION

3.5 Creating a More Transit-Oriented Community in Lower

Lynn, District of North Vancouver: An Illustrative Process 3. TAKING ACTION

D4: Density The neighbourhood planning exercise helped clarify the multi-modal transportation network To help ensure that growth is in Lower Lynn which, in coordination with the land use plan, will support a more transit- accommodated in higher-density, oriented community. mixed-use neighbourhood centres, North Vancouver’s OCP envisions intensiﬁcation with 3,000 new housing units in Lower Lynn Town Centre over the next 20 years.

D5: Diversity The mix of residential, employment and other uses proposed for this area will promote walking within the deﬁned neighbourhood, as well as bi-directional use of the FTN.

D6: Demand Management: The District’s key TDM initiatives have included mixing land uses and improving conditions for walking, cycling, and transit as comfortable and convenient travel choices. Reduced parking requirements may also be permitted in some cases, provided a trip-reduction strategy is included in a development proposal.

Hh( Lower Lynn Town Centre Mobility Network Map

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 127 128 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES Appendices A

A. APPENDICES A1 Transit-Oriented Communities Checklists A2 How the 6 Ds Relate to Transportation Outcomes A3 Glossary A4 Index A5 References and Resources A6 Photo Credits A7 Acknowledgements

The LRT provides convenient connections to mixed-use, pedestrian-scale destinations around the city, supporting the use of walking, cycling, and transit as preferred modes of travel.

Bordeaux, France. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 129 A. APPENDICES A. APPENDICES

130 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A1 Transit-Oriented A. APPENDICES Communities Checklists

A1 Transit-Oriented Communities Checklists A1.1 Corridor and Regional Level A1.2 Neighbourhood Level A1.3 Site Level

The following pages present a set of transit-oriented communities checklists that municipalities and other stakeholders are invited to use when applying these guidelines or when adapting them to speciﬁc needs and contexts. For convenience, the digital ﬁle is available in a spreadsheet format on TransLink’s website at www.translink.ca/TOCs.

The checklists provide a simple approach to evaluating development proposals, community plans, and other proposals relevant to the design principles of transit-oriented communities, using a ‘trafﬁc light’ scoring system whereby the design topics are presented as a series of questions and rated as green, amber, or red, where:

» a green light signifies that the topic has been considered and fully addressed, » an amber light signifies that the intent of the guidelines has been partially addressed, and » a red light signifies that the guidelines have not been addressed. Those topics rating red or amber may require further consideration if the design is to meet with best practices. As the checklists are not intended to limit flexibility, no weightings are applied.

Three checklists, organized by geographic scale, have been provided. The ﬁrst addresses projects and plans that consider community design at the corridor scale, such as transit and transportation corridor plans and OCP updates. The second is for use in projects and plans at the neighbourhood scale, such as neighbourhood plans, station area plans, and new street design standards. The third addresses the individual site scale when planning a new development project or reviewing a development application.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 131 A. APPENDICES

A1: Corridor and Regional Level Checklist

Corridor and Regional Level Rating Comments Proposed Actions Potential uses include transit/transportation corridor planning and OCP updates. GREEN AMBER RED N/A Regional Context Does the corridor connect one or more Urban Centres, Special Employment Areas, or FTDAs? A. APPENDICES Does the development contribute to meeting regional and/or municipal targets or desired outcomes (e.g., % mode share by sustainable modes and % of population and jobs located along the FTN)? Transit Context What is the highest order of transit service being aspired to along the corridor? Does the development provide sufficient support for the aspired level of transit service? Local Context Is the development consistent with the local vision and objectives for the area? D1. Destinations: Coordinate land use and transportation Does the proposal align major destinations and trip-generating uses along a direct corridor served by existing or planned frequent transit? Does the proposal focus the highest intensities of development at the most connected transit nodes (including Urban Centres)? Are both ends of the corridor anchored by an Urban Centre, major trip-generating use, or rapid transit station or exchange? Are there any Urban Centres, major trip-generating uses, or rapid transit station or exchanges located along the mid-point of the corridor to encourage shorter trip distances and promote transit passenger turnover? D2. Distance: Create a well-connected street network Does the proposal: Include connected networks of pedestrian and bicycle paths? Locate higher-intensity development in areas with well-connected street networks? D3. Design: Create places for people Does the plan or proposal: Encourage transit priority treatments in the design of streets? Contain design strategies to increase the travel-time competitiveness of transit? D4 Density: Concentrate and intensify activities near frequent transit Are areas of higher density being located in places on the existing or planned FTN? Does the plan or proposal focus most of its growth near frequent transit? Are major trip-generating uses located within 400 m of rapid/frequent transit? Are most office uses located within Urban Centres (highest priority) or around rapid transit stations or key nodes along the frequent transit network? D5. Diversity: Encourage a mix of uses Does the plan call for a mix of uses throughout the corridor to promote all-day bi-directional use of transit? D6. Demand Management: Discourage unnecessary driving Are sufficient strategies included in the plan to reduce auto ownership rates and auto usage? Does the plan call for: The cost of off-street parking to be unbundled from housing and commercial leases? On-street parking to be priced? Reduced or eliminated minimum parking requirements for new developments near rapid transit or in areas with high transit access to destinations? Will the proposed development make use of TDM measures where and when appropriate?

132 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A1: Neighbourhood Level Checklist A. APPENDICES

Neighbourhood Level Rating Comments Proposed Actions Potential uses include creating street design standards, neighbourhood plans, FTDA GREEN AMBER RED N/A plans, and station area plans. Regional Context Is the planning area located within an Urban Centre, Special Employment Area, or FTDAs? Transit/Corridor Context Does the planning area act as an existing or future frequent transit node where multiple frequent transit services intersect? Does the planning area act as an anchor or mid-point to an existing or planned FTN corridor? Do plans provide sufficient support for the aspired level of transit service? Local Context Are plans consistent with the local vision and objectives for the area? D1. Destinations: Coordinate land use and transportation Does the plan focus growth and key destinations within 400 m of bus stops with frequent transit service and within 800 m of rapid transit stations? D2. Distance: Create a well-connected street network Does the plan provide for a well-connected network of sidewalks and other pedestrian facilities? Will the neighbourhood have direct, high-quality pedestrian and bicycle paths to and from key transit passenger facilities? Does the plan provide for a well-connected network of bicycle facilities? Will the neighbourhood primarily include blocks no longer than 150 m? Will new arterial streets served by transit be approximately 800 m apart? Will proposed intersection density be at least 0.4 intersections per gross hectare? D3. Design: Create places for people Are high-quality sidewalks provided on at least one side of all streets and on both sides of arterials and collectors? Are there safe pedestrian crossings available at all intersections? Has traffic been calmed to speeds that are safe and comfortable for pedestrians? Are traffic signals in the neighbourhood timed to favour safe and comfortable pedestrian crossings? Are streets designed for universal access by people with disabilities? Does the design and placement of off-street parking facilities reduce its visual impact? For greenfield or major redevelopment sites, has the land use pattern been planned concurrent with complementary walking, cycling, and transit infrastructure and services? D4 Density: Concentrate and intensify activities near frequent transit Does the plan: Focus the highest intensity of use within 400 m of frequent transit and within 800 m of an existing or planned rapid transit station? Call for lower-density and auto-oriented uses farther away from frequent transit? Call for appropriate transitions between higher- and lower-density areas? D5. Diversity: Encourage a mix of uses Does the plan: Allow for a mix of residential, commercial, and/or institutional uses? Call for active uses within 200 m of transit facilities? Call for an appropriate amount of public open space? D6. Demand Management: Discourage unnecessary driving Does the plan: Encourage shared parking arrangements to minimize the amount of parking required? Encourage the cost of parking to be unbundled from housing and commercial leases? Call for pricing of on-street parking? Call for reduced or eliminated minimum parking requirements in Urban Centres, around rapid transit stations, or in areas with high transit access to destinations?

NOTE

Please refer to Metro Vancouver’s Regional Growth Strategy for additional guidance on Urban Centres and Frequent Transit Development Areas.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 133 A. APPENDICES

A1: Site Level Checklist

Site Level Rating Comments Proposed Actions Potential uses include planning a new development and reviewing a development GREEN AMBER RED N/A application. Regional Context Is the site located in an Urban Centre, Special Employment Area, or FTDAs? A. APPENDICES Transit Context If the site is a transit passenger facility or is adjacent to one, please also refer to the evaluation framework within the Transit Passenger Facility Design Guidelines. Are there any special transit considerations that need to be addressed (e.g., special types of transit facilities)? Local Context Is the development consistent with the local vision and objectives for the area? Does this site provide a key opportunity for development? Or is it a critical location that should be left undeveloped until a long-term, transit-oriented use is found? D1. Destinations: Coordinate land use and transportation Is the proposed site for higher-density development located within 400 m of existing or planned frequent transit or within 800 m of an existing or planned rapid transit station? If it is a major trip-generating use, is it located within 400 m of rapid/frequent transit? D2. Distance: Create a well-connected street network Does the proposed development site allow for direct, high-quality pedestrian and bicycle paths to and from nearby transit passenger facilities? If the proposed development includes new streets: Does it plan for blocks no longer than 150 m? Does it plan for an intersection density of at least 0.4 intersections per hectare? Are all internal streets open to the public? D3. Design: Create places for people Does the ground floor of the proposed building(s) address the street and contribute toward an active street frontage and visual interest for pedestrians? Does the exterior treatment of the proposed building(s), regardless of size and mass, create a space that is interesting and comfortable on a human scale? If located along an arterial where transit service is provided, does the building entrance provide close and convenient passenger access to frequent transit stops or stations? IfIf thethe sitesite is is adjacent adjacent to to an an existing existing or or planned planned rapid rapid transit transit station, station, has thehas buildingthe building been desidesignedgn been to wellbe well inte gintegrated"rated with theto "has existin theg buildingor future design station? been well integrated with the Does the proposed development: Provide high-quality pedestrian ammenities (e.g., wayfinding, street furniture, trees and landscaping, and pedestrian-scale lighting)? Provide adequate bicycle parking? Provide universal access for people with disabilities? Provide protection from the sun, wind, and rain? Allow for natural surveillance ('eyes on the street') to enhance security? If the proposed development includes new streets, are these streets designed with high- quality, accessible sidewalks, bicycle paths, and pedestrian and bicycle crossings at intersections? Does the design and placement of off-street parking facilities reduce its visual impact? D4 Density: Concentrate and intensify activities near frequent transit If the proposed development is located within 400 m of frequent transit or within 800 m of a rapid transit station: Does it provide the highest intensity of use that is appopriate to the existing neighborhood context? Does it avoid providing lower-density and auto-oriented uses? Does it minimize space used for off-street parking in order to provide additional land and floor space for a mix of active uses? D5. Diversity: Encourage a mix of uses Does the proposed development either provide a mix of uses or add new land uses that will contribute to a 'complete community' in the surrounding area? If the proposed development is located within 200 m of a transit facility, does it provide retail or services that may be valuable to transit riders? Does the proposed development include public open space? D6. Demand Management: Discourage unnecessary driving Does the proposed development include shared parking arrangements in order to minimize the amount of parking required? Will the cost of parking be unbundled from housing and commercial leases? If the proposed development includes new streets, will on-street parking be priced (if appropriate to location)? If the development is within 400 m of frequent transit or within 800 m of rapid transit, will reduced parking standards be used to encourage sustainable travel? Will the proposed development include carsharing on-site? Will the proposed development make use of TDM measures?

134 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A2 How the 6 Ds Relate to A. APPENDICES Transportation Outcomes

The 6 Ds framework for transit-oriented communities is based on empirical research into the relationship between the built environment and transportation outcomes. This appendix summarizes some of the evidence behind each of the 6 Ds.

A large and growing body of research demonstrates how community form shapes travel behaviour. A recent comprehensive review of the literature on how individual and household travel behaviour relates to differences in the built environment analyzes and summarizes the research on how VKT (Vehicle Kilometres Travelled), transit use, and walking vary with respect to differences in community form (Ewing and Cervero, 2010).1 These variables are of particular interest to TransLink and its partners because they relate to the regional and municipal goals of increased walking, cycling, and transit, reduced greenhouse gas emissions, and improved air quality.

These relationships are stated in terms of elasticities, which describe how a percentage change in one variable affects a percentage change in a second variable. For example, if a 100% increase in variable A corresponds with a 50% increase in variable B, then the elasticity of A with respect to B is 0.5.

All of these relationships are what economists call 'inelastic', meaning that a given percentage difference in any of the built form variables corresponds with a more modest difference in travel behaviour. Inelasticity occurs because other factors besides built form – including, income, geography, culture, and habit – inﬂuence travel behaviour. Though inelastic, these relationships are far from unimportant. In their meta-analysis, Ewing and Cervero ﬁnd that by following through on land use and transportation visions using the tools available, more transit-oriented communities can meet their region’s goals for mode shift and a more sustainable transportation system (while also helping to achieve other important policy goals).

1 The most recent and comprehensive meta-analysis of the literature on this topic, this review is organized to compare disparate ﬁndings and measures across the available studies. The authors’ analysis reveals the elasticity of VKT (Vehicle Kilometres Travelled), transit use, and walking across a number of variables that represent different aspects of the built form. See the authors' summary table of their research on p. 143.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 135 A. APPENDICES

A2 How the 6 Ds Relate to Transportation Outcomes A. APPENDICES

The research shows that destination transit, the better utilized transit will accessibility – how easy it is to be and the less people will need to reach homes, businesses, and other drive. As traveling to transit occurs destinations using a particular mode not ‘as the crow flies’, however, of transportation – has an important but by using the available streets, relationship with how people a well-connected street network move around. The closer and more is equally essential for reducing connected a community is to the traveler’s effective distance to transit. centre of the region, for example, the fewer kilometres residents Research shows that street will need to drive (on average, a connectivity and block length have 10% decrease in the distance to strong relationships with walking downtown corresponds with a 2% and transit use; for example, a 10% decrease in VKT). Similarly, when increase in intersection density more jobs are accessible by way of corresponds with a 3.9% increase transit, people use transit more often in walking, a 2.3% increase in (a 10% increase in the number of transit use, and a 1.2% decrease in jobs accessible by transit corresponds VKT. In addition to being important with a 0.5% decrease in VKT). indicators of effective distance to transit, block length and street The distance a person must travel network connectivity are often to reach a transit station or stop also used in transportation research to corresponds strongly with choice of represent design quality. Short travel mode; for example, a 10% blocks and well-connected streets decrease in the distance from transit contribute to a higher-quality along the shortest street routes pedestrian experience and pedestrian predicts, on average, a 2.9% increase realm, and they often occur in in transit ridership and a 1.5% places where other elements of increase in walking. When thinking good design, such as adequate about community design, this finding sidewalks, are also in place. Because has two important implications: the of the importance of details and more homes, businesses, and other context, other aspects of design activities that can be located near quality are difficult to quantify. 2

2 Other, more tailored measures of design quality tend to be complex – in that they try to address the multitude of factors that make up good design through multi- part indices – and/or they require observational data that is not feasible to collect on a regional scale.

136 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A2 How the 6 Ds Relate to Transportation Outcomes A. APPENDICES

Summary of the elasticities (impact) of the 6 Ds on selected transportation outcomes3 WEIGHTED AVERAGE WEIGHTED AVERAGE WEIGHTED AVERAGE ELASTICITY OF ELASTICITY OF ELASTICITY OF AUTO USE (VKT) WALKING TRANSIT USE

Jobs within one mile (1.6 km) 0.15 Destinations Job accessibility by auto -0.20

Job accessibility by transit -0.05

Distance to downtown -0.22

Distance and Distance to nearest transit stop -0.05 0.15 0.29 Design Intersection density -0.12 0.39 0.23

Four-way intersections -0.06 0.29

Density Population density -0.04 0.07 0.07

Job density 0.04 0.01

Commercial ﬂoor area ratio 0.07

Diversity Land use mix -0.09 0.15 0.12

Jobs/housing balance -0.02 0.19

Distance to a store -0.12 0.25

Demand Parking price -0.1 to -0.3 Management

3 All data from Ewing and Cervero (2010). Demand management data from Kuzmyak, Weinberger, and Levinson (2003) and Vaca and Kuzmyak (2005) as documented in Litman (2012).

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 137 A. APPENDICES

A2 How the 6 Ds Relate to Transportation Outcomes A. APPENDICES

The research shows clearly that uses and a low value to areas with land use density alone – without just one use. When land uses are walkability, a mix of uses, and good more mixed, more daily needs can transit access – does not significantly be met within walking distance: on reduce driving: when all other average, a 10% increase in land factors are excluded, a doubling use diversity corresponds with a of density corresponds with just a 1.5% increase in walking (as well 4% decrease in VKT. Density is the as a 1.2% increase in transit use most important factor, however, and a 0.9% decrease in VKT). allowing more people to live and work near good transit (as discussed Though not documented in in the distance findings above) and the Ewing and Cervero analysis creating a market for a mix of uses discussed above, an extensive within walking distance (see diversity body of research demonstrates the findings below) are also critical. As a important influence of demand primary causal factor, density by itself management policies on travel is a weak predictor of transportation behaviour. Numerous studies show behavior; however, density combined that employer-based TDM programs with transit provides an exceedingly reduce employee vehicle commute important precondition for other trips by up to 36%, with the factors that reduce driving and largest reductions achieved through 4 promote transit and walking. parking pricing. The literature also shows the primary importance Research also shows how a diversity of the price and availability of of land uses (including residential, parking on choice of travel mode. commercial, industrial, institutional, Studies reviewed by the Victoria and recreational) promotes Transportation Policy Institute, for walking and transit ridership and example, demonstrate that an reduces driving. A common way to average increase of 10% in the price measure land use diversity in the of parking corresponds with a 1% transportation research is to create to 3% decrease in vehicle trips.5 an index that assigns a high value to areas with a broad mix of land

4 Willson and Shoup (1990); Comsis Corporation (1993); Valk and Wasch (1998); Pratt (2000).

5 Kuzmyak, Weinberger and Levinson (2003) and Vaca and Kuzmyak (2005) as documented in Litman (2012).

138 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A2 How the 6 Ds Relate to Transportation Outcomes A. APPENDICES

In the Metro Vancouver context, these examples show that higher intersection density (D2 Distance) and higher population density (D4 Density) around transit stations supports higher sustainable travel mode share.

Intersection Density, 2011 versus Journey to Work Mode Share (walk/bike/transit), 2006, for People Living Within 800 m of a Rapid Transit Station

70% Key Burrard Waterfront In Urban Centre Granville Outside Urban Centre 60% Stadium - Chinatown VCC - Clark Expo Line Millennium Line Commercial Broadway 50% Metrotown Main Patterson Columbia Royal Oak New West 40% Joyce e (walk/bike/transit), 2006 e (walk/bike/transit), Edmonds Lougheed 29th Ave King George Nanaimo Gilmore Surrey Central Holdom Sapperton Renfrew 30% 22nd St Brentwood Rupert Gateway Production Way Scott Road Sperling

20% Braid Lake City Journey to Work Mode Shar Mode Work to Journey

10%

0% 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 Intersection Density, 2011 (intersections/gross ha)

Population Density versus Journey to Work Mode Share (walk/bike/transit) for People Living Within 800 m of a Rapid Transit Station, 2006

70% Key Burrard Waterfront In Urban Centre Granville Outside Urban Centre 60% Stadium - Chinatown Expo Line VCC - Clark Millennium Line Commercial Broadway Metrotown 50% Main Patterson Columbia Royal Oak New West 40% Joyce

e (walk/bike/transit), 2006 e (walk/bike/transit), Edmonds Surrey Central King George Lougheed Holdom Gilmore Nanaimo 29th Ave Sapperton 30% Scott 22nd St Renfrew Road Rupert Gateway Production Brentwood Way Sperling

20% Braid Lake City Journey to Work Mode Shar Work Mode to Journey

10%

0% 0 20406080100120 Population Density, 2006 (population/gross ha)

Source: Statistics Canada custom Census data, courtesy of Metro Vancouver, and Digital Road Atlas. TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 139 A. APPENDICES A3 Glossary A. APPENDICES

A B Accessibility (to destinations) B-Line – bus routes that provide – the ease of obtaining desired frequent, fast, limited-stop goods, services, and activities service from early morning from a particular location; usually through late evening. related to the time and/or distance required to access destinations. Bus bulge – a type of transit priority measure that includes a Active uses – retail, commercial, curb extension of the sidewalk and leisure land uses that facilitate into the nearest travel lane, street animation and natural reducing the need for buses to surveillance through the provision of pull over at stops and then wait amenities or activities of interest. to merge back into trafﬁc.

Amenity – a service or element of Bus Rapid Transit (BRT) – driver- the built environment that provides operated bus technology that comfort, pleasure, or convenience. provides faster, more frequent, and more reliable service in dedicated Anchor – a trip-generating land lanes with longer stop-spacing use located at or near the end than conventional bus services. of a transit corridor, ensuring high utilization of the corridor’s capacity all the way to the end. C Arterial street – a high-capacity Carsharing – a membership- urban road that connects trafﬁc based model of car rental where from collector roads to highways; people rent cars for short periods of designed to provide a high degree time, often by the hour; attractive of mobility to, from, and within to customers who make only urban areas; usually located where occasional use of a vehicle where transit services are provided. owning a vehicle (or additional vehicles) is not cost-effective.

140 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A3 Glossary A. APPENDICES

Complete community – Corridor – a broad, linear neighbourhoods that provide geographic area that follows an appropriate balance of predominant travel patterns residential and employment land connecting major origins and uses, as well as facilities and destinations; may contain a services that meet most daily number of streets, highways, needs; this mix is facilitated in a and transit routes. community design that locates amenities for convenient access Crime Prevention Through by walking, cycling, and transit. Environmental Design (CPTED) – a multi-disciplinary approach Complete street – roadways to deterring criminal behaviour designed and operated to meet the through design; CPTED strategies needs of all road users, ensuring rely primarily on changes safe, attractive, and comfortable to the built environment to access and travel for pedestrians, inﬂuence offender behaviour cyclists, motorists, and transit that precedes criminal acts. users of all ages and abilities. Curb extension – an extension of Connectivity (spatial) – see the sidewalk into the parking lane at permeability (spatial). intersections, a transit stop (see bus bulges), or a mid-block crossing to Coordination of land use reduce pedestrian crossing distances and transportation – the and improve pedestrian visibility in purposeful alignment of the order to increase pedestrian safety. goals, processes, and outcomes of the planning, development, and operation of transportation D systems with the planning, development, and regulation of Density – the amount of a given land uses and built form; at the characteristic (e.g., jobs, people, and macro-level, coordination often housing units) present within a given occurs in the planning of regional geographic area (usually hectares transportation systems and in Canada and acres in the USA). growth management strategies.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 141 A. APPENDICES

A3 Glossary A. APPENDICES

Desire line – preferred travel paths Form-based code – a land use (usually with respect to walking and classification system that uses physical cycling) based on the convenience form, rather than separation of uses, of travelling from one location to as its organizing principle; form- another; desire lines can be sidewalks based codes provide development and formal routes or informal paths. flexibility and limit constraints to site-specific opportunities – by defining the interaction between E building façades and the public realm, the form and mass of adjacent Elasticity – describes the inter- buildings, and the scales and types relationship between two variables of streets and blocks – rather than and how a change in one variable prescribing acceptable uses. affects a change in the other (usually stated as a percentage); for example, Frequent transit – see if a 100% increase in variable A Frequent Transit Network. corresponds with a 50% increase in variable B, then the elasticity Frequent transit corridor – refers to of A with respect to be is 0.5. the 400 m pedestrian catchment area around transit corridors that are on Exchange – a transit passenger TransLink’s Frequent Transit Network. facility serviced by more than one mode of transit, more than one rail- Frequent Transit Development based line, or a significant number Area (FTDA) – an overlay district of bus-based transit routes, whereby designation in Metro Vancouver’s transit passengers use the facility to Regional Growth Strategy; a priority connect from one route to another. growth area designated by a municipality (in consultation with TransLink and Metro Vancouver) F adjacent to an existing or future Frequent Transit Network corridor; Fine-grained street network – a FTDAs are intended to accommodate well-connected street system where higher-density development the urban fabric consists of several around frequent transit. small blocks and intersections in proximity to one another; fine- grained street networks are easy to navigate and promote non- motorized forms of travel.

142 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A3 Glossary A. APPENDICES

Frequent Transit Network (FTN) – a network of corridors in Metro G Vancouver along which transit service is provided at least every Greenways – designated routes for 15 minutes in both directions, recreational use, travel by walking throughout the day and into the or cycling, and/or environmental evening, every day of the week; protection by municipal, provincial, a high frequency and span of or federal levels of government. transit service within a corridor, which may be provided by a H single route or by a combination of routes and/or technologies High density – urban development within the same corridor (the FTN where there are a high number of does not refer to specific routes, people or jobs in a particular site or technologies, or vehicle types). area in relation to the size of that site or area; generally characterized Frequent transit node – the by buildings higher than eight 400 m (for stops) or 800 m (for storeys on smaller sites with limited stations and exchanges) area undeveloped land, such multi-family around transit passenger facilities apartments or condominiums and where two or more frequent office towers; high density (gross) transit services intersect; unlike is generally described as more than Urban Centres or FTDAs, frequent 50 residential units per hectare transit nodes may not have a (approximately 130 people per specific designation within local hectare) or 50 jobs per hectare. or regional planning documents. Historic street grid – the street Front façade lot coverage – pattern developed in the early days of describes the length (usually stated urban development in North America, as a percentage) of façade that which used closely spaced streets abuts the sidewalk or is within a on a perpendicular grid and rarely reasonable pedestrian-oriented included curved streets or cul-de-sacs. setback from the sidewalk; for example, a retail store with an adjacent parking lot would likely have a front façade lot coverage of 50% or less (since the parking portion would not have a façade that abuts the sidewalk).

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 143 A. APPENDICES

A3 Glossary A. APPENDICES

Livability – the combination of I subjective life-satisfaction indicators and objective determinants of Integration of land use and quality of life – such as safety, air transportation – coordinating quality, and built environment; the planning and design of the access to public space and to physical development, operations, community facilities and services; and functions of buildings and and average income and cost of public spaces with the design, living and infrastructure – that relate construction, and operation of broadly to the population of a city, transportation facilities and services. region, province/state, or country.

Intersection density – the Low density – urban development number of intersections in a where there are a low number of given area; corresponds closely people or jobs in a particular site or to block size where the greater area in relation to the size of that site the intersection density, the or area; generally characterized by smaller the blocks and the more one- or two-storey buildings on large connected the street network. sites with abundant undeveloped land, such as single-family housing L or commercial warehouses; low density (gross) is generally Legibility – refers to the ability described as less than 10 residential to easily locate, discern, and units per hectare (30 people per navigate one’s surroundings. hectare) or 10 jobs per hectare.

Light Rail Transit (LRT) – driver operated, electrically-powered, urban M rail technology – primarily at-grade and within a dedicated right-of-way Massing – the overall shape and – that provides interurban services arrangement of the bulk or volume using unique vehicle and station of a building or development. design to integrate into communities. Mobility – the movement of people or goods; one of several means of gaining access (see Accessibility) to destinations.

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A3 Glossary A. APPENDICES

Mode share – the percentage of Overlay district – an additional travelers using a particular form zoning requirement placed on a of transportation (e.g., walking, geographic area that does not change cycling, transit, automobile the underlying land use designation; driver or passenger, and taxi). a common tool for establishing development restrictions or providing incentives in areas that warrant N special consideration, such as transit orientation, historic preservation, Natural surveillance – uses design and/or environmental protection. features to increase the visibility of a property or building; aims to reduce illegal or anti-social behaviour and P increase personal safety and security by keeping areas under constant Parking management – the various observation, thereby making such strategies, policies, and programs behaviour less likely to occur. that may promote more efﬁcient use of parking resources and facilities in urban areas; parking management O plans generally seek to develop cost- effective measures and/or programs Ofﬁcial Community Plan (OCP) that can reduce parking requirements. – a statement of objectives and policies, made by municipal or Pedestrian-scale – development regional governments, that guide designed with an emphasis on the decisions on planning and land street sidewalk and on pedestrian use management within the area access to commercial and residential covered by the plan and respecting areas and to rapid transit stations the purposes of local government. and transit stops; such environments may be enhanced with human- Opportunity sites – potential scale lighting, landscaping, higher-density development sites and other street amenities. in key locations near rapid transit stations and transit exchanges or along existing or planned frequent transit corridors.

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A3 Glossary A3 Glossary A. APPENDICES

Permeability (spatial) – the Regional Growth Strategy (RGS) interconnectedness (or connectivity) – a growth management strategy for between street networks that a region adopted by a jurisdiction encourages walking, cycling, that has statutory authority for this and transit by creating direct responsibility (in BC this jurisdiction paths along desire lines. is a regional district); BC's Local Government Act states that the Price signal – a message sent to purpose of an RGS is to “promote consumers and producers/providers human settlement that is socially, in the form of the cost of a economically and environmentally commodity, which signals producers/ healthy and makes efﬁcient use of providers to increase supplies and/ public facilities and services, land or consumers to reduce demand. and other resources.” In the Metro Public realm – outdoor areas Vancouver region, Metro Vancouver accessible and usable to the public, is responsible for preparing, including streets and the spaces adopting, and implementing the RGS between and around buildings. in conjunction with affected local governments and other stakeholders. R Regional Transportation Strategy (RTS) – deﬁnes and outlines the Rapid transit – an urban transit overall transportation plan for a service characterized by high given region. In Metro Vancouver, carrying capacity and by speed, the RTS is prepared by TransLink in frequency, and reliability (high consultation with the stakeholders speed and reliability are usually in the region and the public and achieved through separation from covers a period of at least 30 other modes of travel); typically years; the RTS sets out the goals, provided by transit technologies directions, and key initiatives for the such as rail rapid transit, light rail regional transportation system. transit and bus rapid transit. Resiliency – the ability of places to be adaptable and to retain their value as great places to live, work, and visit, even as the surrounding context and the needs of residents change.

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Sustainable transportation – any S means of transportation that is energy efficient, has minimal impact Sight line – the unobstructed view on the environment, and uses between an observer and an object. renewable energy (or minimizes the Single-occupancy vehicle use of non-renewable fossil fuels); (SOV) – a private vehicle usually refers to non-automobile operated by a single person. trips – such as walking, cycling, and transit – but can also include Station – a transit passenger facility carpooling and carsharing. serviced by rail rapid transit, light rail transit, or bus rapid transit. T Station area – the 800 m radius surrounding a rapid transit station Territorial reinforcement – defines (the radius is 400 m for local transit clear boundaries between public, stops); operationally, radius is semi-private, and private space typically represented as an ‘as-the- using objects such as signs, walls, crow-flies’ distance, but can also be fences, buildings, and pavement based on actual physical distance to define property lines. by way of available paths that can be covered in a 10-minute walk. Transit-oriented community (TOC) – a place (neighbourhood, Stop – a transit passenger facility corridor, municipality, or region) serviced by bus-based transit. that, by design, facilitates decreased reliance on driving and higher Stop area – the 400 m radius levels of walking, cycling, and surrounding a transit stop (the transit use; in practice, it means radius is 800 m for rapid transit concentrating higher-density, mixed- stations); operationally, radius is use, human-scale development typically represented as an ‘as-the- around frequent transit stops and crow-flies distance, but can also be stations, in combination with parking based on actual physical distance management and TDM measures, by way of available paths that can to discourage unnecessary driving. be covered in a 5-minute walk.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 147 A. APPENDICES

A3 Glossary A. APPENDICES

Transit-oriented development Trip-generator – a development (TOD) – a higher-density that generates or attracts a high development that is integrated volume of trips as a function of with or oriented toward a rapid demographic attributes (e.g., or frequent transit service and population and employment) that is fundamentally shaped by and the characteristics of the its close proximity to transit. persons and activities on the site, such as land use, hours of Transit passenger facility – operation, size of development, and any component of the transit attractiveness to a range of people. network (e.g., stops, stations, and exchanges) that interfaces with passengers and provides them with U access to the transit network. Unbundled parking – separating Transit priority – an infrastructure the pricing of residential and measure that gives transit commercial parking from vehicles priority over other housing and tenancy costs in road users in order to improve order to reduce the demand and the speed, efﬁciency, and space required for parking. reliability of the service. Urban Centre – an important focal Transportation demand point for jobs, homes, institutional management (TDM) – the facilities, services and entertainment, application of policies, strategies, community and cultural activity, and initiatives that aim to reduce and future growth; generally travel demand, speciﬁcally that characterized by higher population of single-occupancy private and employment density and more vehicles, or to redistribute this trip generators when compared demand in space or time. to surrounding areas; designated in Metro Vancouver’s Regional Growth Strategy, Urban Centres are intended to be the region’s primary focal points for concentrated growth and transit service.

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A3 Glossary A. APPENDICES

Urban Containment Boundary Wayfinding – the way in which – defined in Metro Vancouver’s people orient themselves and Regional Growth Strategy, this navigate their movements from place boundary controls urban expansion to place; the design, coordination, into rural areas, reducing urban and location of information (e.g., sprawl and promoting the efficient signs, maps, and diagrams), in use of land, public facilities, and conjuntion with the architectural transit services; in Metro Vancouver, and interior design, all serve to the Urban Containment Boundary aid wayfinding and help travelers is intended to establish a stable, plan and execute their journeys. long-term, regionally defined area for urban development. Z V Zoning – the municipal land use practice of assigning all parcels Vehicle kilometres travelled of land within a community into (VKT) – a measure of the extent separate zones, where each of motor vehicle operation; the zone is designated for a specific total number of vehicle kilometres land use or mix of land uses. travelled within a specific geographic area over a given period of time. W Walkability – a measure of how supportive an area is of walking, as indicated by access to local destinations (e.g., shops, parks, schools, and transit), the safety and comfort of users, and the presence of pedestrian sidewalks and crosswalks.

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 149 A. APPENDICES A4 Index A. APPENDICES

A C F Accessibility Carpooling 96 Frequent transit corridor 5, 13, 19- To destinations 19-27, 95, 99, Carsharing 94, 98 27, 33, 45, 72-76, 84-87, 113, 118 126, 136-137 Connectivity 29-39, 108- Frequent Transit Development Universal – see universal accessibility 109, 124, 126, 136 Area (FTDA) 7, 12-13, 22, 24, 118-120, 126, 132-133 Amenities 56 Consultation – see stakeholder engagement and consultation Frequent Transit Network (FTN) Anchor 20-21, 26-27, 86 7-9, 12, 68, 95, 97, 113, 117-120, 132 Corridor – see frequent transit corridor Deﬁnition 8 B CPTED 60, 69 Map 9 Frequent transit node 5, 20, 22- Bicycle Crosswalk 46-47, 49 24, 43, 72-73, 82-85, 87, 133 Facilities 45, 50-53, Curb extension 44-45, 49 55, 65, 105, 114 Curb radii 45, 49 Network 36, 38, H 99, 114, 124 D Human-scale design – see Promotion 97, 101, 125 pedestrian-scale Building form 62-64 Delight 41, 55 Ground ﬂoors 64 Density 22, 24, 33, 37, 63, 71-79, L Bus 82, 84, 94, 109, 115, 127, 137-139 Bus bulge 45, 54 Development 105 Land use and transportation Exchange 5, 23, 37, 82, Application 98, 99, 134 Coordination 7-9, 13, 19- 89, 105, 110, 121-127 New development 95, 97 27, 104-105, 112-113, 117-120, 126 Stop 46, 83, 84 Landscaping E Streets 44-48, 51-52, 105, 114 Public spaces 55-61, 63, 65-66, 83 Employment 20, 24, 26-27, 71-73, 81, 84, 86, 97, 127 Special Employment Areas 11 M Exchange (transit) – see Mixed-use 38-39, 64, 81-89, 111 bus (exchange) Mobility 33-34, 41, 50, 87 Mobility-impaired – see universal accessibility Multi-modal – see streets (multi-modal)

150 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A4 Index A. APPENDICES

N S T Natural surveillance 60-61, 125, 126 Safety 42-48, 60-61 Transit-oriented Security 60-61 communities (TOCs) 1-3 O Seniors 76, 87, 99 Transit-oriented Sidewalk 42-45, 49, 59 development (TOD) 2 Official Community Plan (OCP) 8, Signals (traffic) 48-49, 53 Transit passenger facility 22, 104, 118-120, 122-123, 126-127 29, 33, 37, 87 Signal priority 54 Transit Passenger Facility Stakeholder engagement and Design Guidelines 4-5, 23, 37, 105 P consultation 6, 116-117, 122-123 Transit priority 45, 54, 107, 109, 123 Station 23, 37, 82 Parking Transportation demand Bicycle 53 Station area 5, 69, 84-86, 93, 133 management (TDM) 74, Off-street 63, 66-67, 75, Stop 33 78, 96-101, 125, 127 78, 94-95, 98, 115 Stop area 5, 84-85 Travel demand 86, 92 On-street 65, 92-93, 98 Streets TravelSmart (TransLink) 96, 99 Parking management 68-69, Complete streets 34-35, 41-42 Trip-generator 20-21, 24, 74, 78, 91-95, 96, 100-101 Fine-grained streets 30-32, 38-39, 77 27, 37, 86, 96, 97 Unbundled 94 For bicycles 50-53 Pedestrian 42-49, 58 For pedestrians 42-49 U Pedestrian-oriented 33-35, For transit 54 38-39, 57, 65-69, 82, 105, 108, 124 Universal accessibility Multi-modal 34-35, 41-54, 69 33, 44-45, 48, 55, 99 Pedestrian-scale 55, 62-63 Sustainability 2-3 Urban Centre 7-13, 19, 22- Permeability – see connectivity 24, 30, 71-76, 92 Public art 56, 67 Public realm 41, 55-64, 68-69, 109-111 W R Wayfinding 37, 58 Weather protection 59 Rapid transit 12, 20-21, 26, 33, 37, 38, 68-69, 78, 84, 106-107, 113 Regional Growth Strategy (RGS) Z 7, 12, 24, 112-113, 117, 118, 122 Zoning 24, 72-73, 85, 104, 115 Regional Transportation Strategy (RTS) 7, 112, 117 Resilience 3 Road classification 35

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 151 A. APPENDICES A5 References and Resources A. APPENDICES

TransLink References and Resources TRANSLINK'S TRANSIT- ORIENTED COMMUNITIES Access Transit (2007). WEB PAGES www.translink.ca/en/Rider-Info/Accessible-Transit/Access-Transit.aspx

Find more details and best practice Cycling for Everyone: A Regional Cycling Strategy for Metro Vancouver information on TransLink's website at: www.translink.ca/TOCs (2011). www.translink.ca/en/Cycling/Regional-Cycling-Strategy.aspx Main Street Transit and Pedestrian Priority Corridor Plan [with City of Vancouver] (2007). www.translink.ca/en/Be-Part-of-the-Plan/ Station-and-Exchange-Improvements/Main-Street-Upgrades.aspx

Managing the Transit Network: A Primer on Key Concepts (2012). www.translink.ca/networkmanagement

North Shore Area Transit Planning Process (2011-ongoing). www.translink.ca/ en/Be-Part-of-the-Plan/Area-Transit-Plans/North-Shore-Area-Transit-Plan.aspx

Transit-Oriented Communities: A Primer on Key Concepts (2010). www.translink.ca/~/media/Documents/bpotp/plans/transit_oriented_ communities/Transit_Oriented_Communities_Primer.ashx

Transit Passenger Facility Design Guidelines (2012). www.translink.ca/~/media/documents/bpotp/plans/transit_ oriented_communities/TPFDG%20Print%20Version.ashx

Transit Service Guidelines: Public Report Summary (2004). www.translink.ca/~/media/Documents/bpotp/plans/transit_service_guideline/ Transit%20Services%20Guidelines%20Public%20Summary.ashx

TransLink Wayﬁnding Standards Manual (2011).

Transport 2040: A Transportation Strategy for Metro Vancouver, Now and in the Future (2008). www.translink. ca/en/Be-Part-of-the-Plan/Transport-2040.aspx

TravelSmart Program (ongoing). www.travelsmart.ca

Universally Accessible Bus Stop Design Guidelines (2007). www.translink.ca/~/media/Documents/rider_info/Access%20Transit/ Universally%20Accessible%20Bus%20Stop%20Design%20Guidelines.ashx

Vancouver Way: Wayﬁnding in Metro Vancouver, A Multi-Modal Wayﬁnding Strategy (2008).

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Association for Commuter Transportation of Canada (2008). The Case for TDM in Canada: Transportation demand management initiatives and their beneﬁts. www.actcanada.com/ACTCanada/EN/Resources.aspx

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Center for Neighborhood Technology (2010). Housing and Transportation Affordability Index. www.cnt.org/tcd/ht

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Center for Neighborhood Technology (2010). Pound Wise, Penny Fuelish: New Measures of Housing and Transportation Affordability. www.cnt.org/repository/pwpf.pdf

Center for Transit-Oriented Development (2007). Planning for TOD at the Regional Scale: The Big Picture. www.ctod.org/portal/TOD204

Center for Transit-Oriented Development (2008). Transit and Employment: Increasing Transit’s Share of the Commute. www.ctod.org/portal/node/2179

Center for Transit-Oriented Development (2009). Mixed-Income Housing Near Transit: Increasing Affordability with Location Efﬁciency. www.ctod.org/portal/node/2165

Center for Transit-Oriented Development (2010). Performance-Based Transit- Oriented Development Typology Guidebook. www.ctod.org/portal/node/2162

Center for Transit-Oriented Development (2010). Transit Corridors and TOD: Connecting the Dots. www.ctod.org/portal/node/2161

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Condon, P. (2010). Seven Rules for Sustainable Communities: Design Strategies for the Post-Carbon World. Island Press.

Duany, A, Speck, J. and Lydon, M. (2009). The Smart Growth Manual. McGraw-Hill.

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Ewing, R. (1999). Pedestrian- and Transit-Friendly Design: A Primer for Smart Growth. Smart Growth Network. www.epa.gov/smartgrowth/pdf/ptfd_primer.pdf

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Ewing, R and R. Cervero. (2010). “Travel and the Built Environment: A Meta- Analysis.” Journal of the American Planning Association, 76(3), 265-294.

Florida Department of Transportation (2009). Quality/Level of Service Handbook. www.dot.state.ﬂ.us/planning/systems/sm/los/default.shtm

Frank, L.D. et al. (2006). “Many Pathways From Land Use to Health.” Journal of the American Planning Association, 72(1), 75-87.

Frank, L.D. et al. (2008). “Urban Form, Travel Time and Cost Relationship with Tour Complexity and Mode Choice.” Transportation, 35(1), 37-54.

Fraser Basin Council. (2009).Transportation Demand Management: A Small and Mid-Size Communities Toolkit. www.fraserbasin.bc.ca/publications/index.html

Gehl, J. (2010). Cities for People. Island Press.

Ghee, C.E. et al. (1998). Pedestrian Behaviour and Exposure to Risk. Ross Silcock Limited.

Great Communities Collaborative (2007). Transit-Oriented for All: The Case for Mixed-Income Transit Oriented Communities in the Bay Area. www. communityinnovation.berkeley.edu/publications/GCCFramingPaper_FINAL.pdf

Institute of Transportation Engineers (2010). Designing Walkable Urban Throughfares: A Context Sensitive Approach. www.ite.org/emodules/scriptcontent/orders/ProductDetail.cfm?pc=RP-036A-E

Jacobsen, P.L. (2003). “Safety in Numbers: More Walkers and Bicyclists, Safer Walking and Bicycling.” Injury Prevention, 9(3), 205-209. www.injuryprevention.bmj.com/content/9/3/205.abstract

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Jones Lang LaSalle (2011). Rapid Transit Ofﬁce Index for Metro Vancouver. www.joneslanglasalle.ca/canada/en-ca/Pages/NewsItem.aspx?ItemID=23223

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A5 References and Resources A. APPENDICES

Kuzmyak, R.J., R. Weinberger and H.S. Levinson (2003). TCRP Report 95 (Ch.18): Parking Management and Supply: Traveler Response to Transport System Changes. Transportation Research Board. onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_95c18.pdf

Lachapelle, U and L.D. Frank (2008). “Transit and Health: Mode of Transport, Employer Sponsored Public Transit Pass Programs, and Physical Activity.” Journal of Public Health Policy, 30(S1), 73-94.

LaPlante, J. (2007). “Retroﬁtting Urban Arterials into Complete Streets.” 3rd Urban Street Symposium. www.completestreets. org/complete-streetsfundamentals/resources/

Litman, T. (2011). Affordable-Accessible Housing in a Dynamic City. Victoria Transport Policy Institute. www.vtpi.org/aff_acc_hou.pdf

Litman, T. (2011). Parking Management: Strategies, Evaluation and Planning. Victoria Transport Policy Institute. www.vtpi.org/documents/smart.php

Litman, T. (2012). Understanding Transport Demands and Elasticities. Victoria Transport Policy Institute. www.vtpi.org/elasticities.pdf

Los Angeles County (2011). Model Design Manual for Living Streets. www.modelstreetdesignmanual.com

Massachusetts, State of (2009). Transit-Oriented Development Overlay District: Model Bylaw. www.mass.gov/envir/ smart_growth_toolkit/bylaws/TOD-Bylaw.pdf

Melbourne, City of. (1994, 2004). Places for People. www.melbourne.vic. gov.au/AboutCouncil/PlansandPublications/Pages/PlacesforPeople2004.aspx

Metro [Portland] (2011). TOD Strategic Plan. www.oregonmetro.gov/index.cfm/go/by.web/id=36197

Metro Vancouver (2011). Metro Vancouver 2040: Shaping Our Future. www.metrovancouver.org/planning/development/strategy/Pages/default.aspx

Mineta Transportation Institute (2004). Higher-Density Plans: Tools for Community Engagement. www.transweb.sjsu.edu/ mtiportal/research/publications/summary/0302.html

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Mineta Transportation Institute (2007). How Far, By Which Route, and Why? A Spatial Analysis of Pedestrian Preference. www.transweb.sjsu.edu/mtiportal/research/publications/summary/0606.html

Mineta Transportation Institute (2010). Barriers to Using Fixed- Route Public Transit for Older Adults. www.transweb.sjsu.edu/ mtiportal/research/publications/summary/2402_09-16.html

Mineta Transportation Institute (2011). Bicycling Access and Egress to Transit: Informing the Possibilities. www.transweb.sjsu.edu/project/2825.html

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North Vancouver, District of (2011). Ofﬁcial Community Plan. www.identity.dnv.org

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Shoup, D. (2005). The High Cost of Free Parking. Planners Press.

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A5 References and Resources A. APPENDICES

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Transport Canada (2010). Changing Transportation Behaviours: A Social Marketing Planning Guide. www.tc.gc.ca/eng/programs/environment-urban-menu-eng-2054.htm

Transport Canada (2011). Transportation Demand Management for Canadian Communities: A guide to understanding, planning and delivering TDM programs. www.tc.gc.ca/eng/programs/ environment-urban-guidelines-practitioners-tdm-2735.htm

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Transportation Association of Canada (1999). Geometric Design Guide for Canadian Roads.

Tri-Met (1995). Community Transit Network Study (Draft), Chapter 3.

University of British Columbia. Health and Community Design Lab (2010). Neighbourhood Design, Travel, and Health in Metro Vancouver: Using a Walkability Index. www.health-design.spph.ubc.ca

University of British Columbia. Cycling in Cities Research Program. www.cyclingincities.spph.ubc.ca

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US Environmental Protection Agency (2006). Parking Spaces/Community Places: Finding the Balance Through Smart Growth Solutions. www.epa.gov/dced/parking.htm

US Environmental Protection Agency (2009). Essential Smart Growth Fixes for Urban and Suburban Zoning Codes. www.epa.gov/smartgrowth/essential_ﬁxes.htm

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US Federal Highway Administration (2008). Pedestrian Safety Guide for Transit Agencies. safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/index.cfm

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Valk, P. and M. Wasch (1998). “Messing with Success: The Boeing Company’s Trip Reduction Program.” Presentation at 1998 ACT Annual Conference.

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TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 159 A. APPENDICES A6 Photo Credits A. APPENDICES

Photo Credits

Alan Perryman 36

Autonet.ca 98 (centre)

bc.transport2000.ca 106

Ben Johnson 77 (middle), 89 (top right, bottom left)

Benzinsider.com 98 (bottom)

Burnaby School District 63 (top right)

City of Langley 69 (top)

City of New Westminster 101 (bottom right)

City of Surrey 21 (both), 39 (all)

City of Richmond 52 (bottom right, top right), 79 (bottom left)

City of Vancouver 28, 72 (bottom), 77 (left), 75 (both)

Civic Surrey 77 (right)

Colin Cortes 101 (top left)

District of North Vancouver 117, 119, 120, 121 (all), 123 (all), 124, 125, 127

Eric Vance 72 (middle)

Haste BC 97, 101 (bottom left)

Homesanddesign.ca 35

Jeff Williams (ﬂickr) 67 (top)

Lisa Brideau 59 (top)

Lota 9 (ﬂickr) 27 (center right)

Marpoleonline.com 92

Mapniﬁcent.net 22 (bottom)

160 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A6 Photo Credits A. APPENDICES

Metrolinx 43 (adapted)

Nelson\Nygaard 49 (adapted), 70, 83 (top) 109, 115

Paul Krueger 52 (bottom left), 53

Quintetrichmond.ca 79 (top)

Sean Marshall 25 (top)

Sfucity.wordpress.com 68 (bottom)

SFU Vancouver (ﬂickr) 89 (top left)

Spencer Kovats 101 (upper right)

Steer Davies Gleave 18, 22 (top left), 25 (bottom), 27 (top left; top right, middle right), 40, 44 (left), 47 (both), 55, 56, 58, 61 (bottom), 63 (bottom left), 67 (bottom), 83 (bottom), 85 (bottom), 90, 102, 111, 130

ST 2 (ﬂickr) 23 (top right)

TransLink front cover, vi, 3, 5, 9, 27 (middle left), 32, 37, 44 (right), 45, 52 (top left), 54, 57, 59 (bottom), 64, 68 (top), 72 (top), 76, 79 (bottom right), 80, 85 (top), 93, 95, 99

Underconsideration.com 98 (top)

University of British Columbia 61 (top), 101

Vancouvercondosandhomes.com 68 (top)

Wesgroup Properties/DG Works 69 (bottom)

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 161 A. APPENDICES A7 Acknowledgements A. APPENDICES

Development of the Transit-Oriented Communities Design Guidelines was the result of a multi-disciplinary effort consisting of staff from numerous departments within TransLink and a consultant team in consultation with our municipal, Metro Vancouver, and provincial government stakeholders. Each individual listed below played a role – from developing and structuring the goals and strategies to writing and reviewing speciﬁc sections of the document, including the various case studies and sidebars. We appreciate all the people who contributed to this document to make it a useful resource for creating more transit-oriented communities.

Design Guidelines TransLink Team:

Michelle Babiuk Project Planner, Infrastructure Planning

Margaret (Peggy) Gibbs Project Manager, Roads

Joanne Proft Project Manager, Infrastructure Planning Moreno Rossi Manager, Infrastructure Planning Lyle Walker Senior Planner, Transport and Land Use Greg Yeomans Manager, Transport and Land Use

Special Thanks:

Lee-Ann Garnett, Metro Vancouver (for reviewing early drafts of material related to the Regional Growth Strategy)

Tegan Smith, District of North Vancouver (for piloting a draft of the Transit-Oriented Communities Design Guidelines at a charette on Lower Lynn Town Centre and a detailed review of the case study)

162 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES A. APPENDICES

A7 Acknowledgements A. APPENDICES

External Design Guidelines Review:

Eric Aderneck* Metro Vancouver Mark Allison City of New Westminster Philip Bellefontaine* City of Surrey Jerry Behl* City of New Westminster Don Buchanan City of Surrey Paul Cordeiro* Township of Langley Cory Day* City of Port Moody Lee-Ann Garnett* Metro Vancouver Beverly Grieve* City of New Westminster Lynn Guilbault* City of Coquitlam Susan Haid* District of North Vancouver Patrick Hill* BC Ministry of Transportation Ray Kan* Metro Vancouver Leah Libsekal* City of Burnaby Don Luymes* City of Surrey Catherine Mohoruk City of Coquitlam Laura Lee Richard* City of Port Coquitlam Robert Renger* City of Burnaby Chris Robertson City of Vancouver Mike Ruskowski* Corporation of Delta Paul Storer* City of Vancouver Tegan Smith* District of North Vancouver Joe Stott* University of British Columbia Eric Vance Consultant Ian Wasson* City of Burnaby Charlotte Watson City of Surrey Daniel Watson* City of North Vancouver Victor Wei* City of Richmond

*Attended November 2011 stakeholder workshop

TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES 163 A. APPENDICES

A7 Acknowledgements A. APPENDICES

TransLink Internal Design Guidelines Review:

Jeff Busby Senior Manager, Project Planning Wisdom Chan Transportation Engineer, Roads Andrew Curran Project Manager Andrew Devlin Transportation Planner, Service Planning

Manager, Real Estate Development Mike Fitzsimmons and Marketing

Peter Hill Manager, Access Transit Peter Klitz Senior Planner, Technical Planning Vikkie Kwan Project Manager, Roads Brian Mills Director, Service and Infrastructure Planning Stephan Nieweler Senior Planner, Transport and Land Use Aldo Núñez Planner, Service Planning Manager, Area Transit Plans, Teresa O’Reilly Programs and Administration Jim Prokop Manager, Service Planning Michael J. Shiffer VP Planning, Strategy and Technology Maria Su Manager, Policy Development Jarrett Walker Consultant Trish Webb Director, Corporate Sustainability Margaret Wittgens Manager, Major Projects Sany Zein Director, Roads Department

Consultant Team:

Steer Davies Gleave Nelson\Nygaard

164 TRANSIT-ORIENTED COMMUNITIES DESIGN GUIDELINES