Marine Drive Station Area Incremental Visions of a Neighbourhood’s Future
Canada Line
Theory and Methods of Urban Design • Fall 2008 • University of British Columbia 2 Project Introduction
The work summarized in this book was undertaken in direct contrast to the industrial and commercial the weekly progression of designs with summaries for a course at the School of Community and character of the neighbourhood to the south. This of the design interventions and critiques. The final Regional Planning at UBC. The course was station area therefore represents unique challenges outcome represents weeks of deliberation, discussion, entitled Theory and Methods of Urban Design to reconciling varied and possibly competing and incremental growth towards a neighbourhood that and it covered the fundamentals of urban design by visions for how a rapid transit station might be a is responsive to the anticipated challenges of climate inviting students to apply theory to neighborhood catalyst for new forms of development. change, peak oil, increased and aging population, and design. The course surveyed major historical and the need for complete healthy walkable communities. contemporary trends in urban design theory and Teams of students collaborated to build a physical practice, and introduced contemporary theories on scale model of the area within a five minute This book represents the hard work and dedication of the future forces affecting the development and walking radius of the Marine Drive Station. Each the following students: functioning of urban regions. Students discussed team was responsible for a component of the Rebecca Bateman, cities at multiple scales and applied their evolving base as well as a portion of the existing buildings Latosia Campbell understanding to neighbourhood scale development within this neighbourhood. All existing buildings Joanna Clark in the Marine Drive Station Area in Marpole, and roads, sidewalks and trees were represented. Andréanne Doyon Vancouver. The course is designed to provide a Buildings were simplified considerably and did Megan Fitzgerald collaborative, interactive and applied environment not show any architectural details. All existing Michele Fuge for the development of spatial thinking and basic buildings were built using white museum Waleed Giratalla urban design literacy. board and existing trees were represented Martin Gregorian using white material. The student teams then Adam Hyslop The Canada Line, connecting Vancouver to took turns designing new interventions for the Bronwyn Jarvis Richmond and the Vancouver International Airport, neighbourhood working on the east and west sides Jody Kliffer is a rapid transit system that emerges from an separately. Ellen Larcombe underground tunnel to an elevated guideway at Sawngjai Manityakul Marine Drive and Cambie Street. The Marine Every week one team of students presented a Johanna Mazur Drive Station is also located at this intersection. design for half of the neighbourhood that is east Andrew Merrill With a projected daily ridership of 100,000 of Cambie and another team presented a design Asrai Ord passengers, the Canada Line is expected to for the half that is west of Cambie. A different pair Stacy Passmore increase pressure for more intensive development of teams then critiqued a design each. The teams Mona Poon around each station. Marine Drive itself is one who did the critique then went on to produce Naveeda Rizwan of Vancouver’s busiest streets and an important design interventions the following week and a Sean Tynan trucking route. third pair of teams critiqued them. This cycle Anjali Varghese continued three times so by the end of the course Christine Wenman Our study area as defined by the City of Vancouver: The Marine Drive station is at the interface each team had produced three design interventions http://vancouver.ca/commsvcs/planning/marpolegateway/ between one of Vancouver’s oldest residential on the model. All new buildings were constructed Jody Kliffer, Ellen Larcombe and Johanna Mazur were neighbourhoods and one of its last remaining using antique white museum board and new trees in charge of designing this book, editing its content, large tracts of industrial land. The Fraser River is were constructed using green material. producing the figure ground drawings, and generally only a six-minute walk to the south of the station. documenting all the course work. The class is grateful Also within walking distance are; a city garbage Students were asked to articulate a problem or an for their efforts. Martin Gregorian was a tremendous and recycling transfer station, an elementary opportunity for their design and then propose an help in photographing the weekly design interventions school, seniors housing complexes, single family intervention and then discuss its contribution to and documenting with great skill the detail of the homes, townhouses, apartment buildings and a the neighbourhood. The majority of students in model and its evolution over time. It has been my neighbourhood park. The residential character of the course were new to design and had not prior sincere pleasure to teach this course. the neighbourhood to the north of Marine Drive is graphic or design experience. This book presents Maged Senbel, December 2008
School of Community and Regional Planning Urban Design 2008 1 Class Photograph
School of Community and Regional Planning Urban Design 2008 2 Aerial Photograph
62nd Ave.
63rd Ave.
64th Ave. Columbia St. Yukon St. Yukon 65th Ave. 66th Ave. Marine Drive Manitoba St. Cambie St. Heather St. Heather Lord St. 68th Ave.
Ash St. 68th Ave.
69th Ave.
Yukon St. Yukon 70th Ave. 70th Ave. Marine Drive Cambie St.
Aisne St. Ash St.
Heather St.
Kent Ave.
Google Map 2007, IMTCAN 2008
School of Community and Regional Planning Urban Design 2008 3 Figure GroundFIGURE GROUND
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School of Community and Regional Planning Urban Design 2008 4 Zoning Map
One-Family Dwelling Districts
RS-1 One-Family Dwelling Districts The intent is to maintain the single-family residential character of the RS-1 District, but also to permit conditionally one-family dwellings with secondary suites. emphasis is placed on encouraging neighbourly development by preserving outdoor space and views. neighbourhood amenity is enhanced through the maintenance of healthy trees and planting which reflects the established streetscape.
Light Industrial Districts
CD-1 Comprehensive Development District A separate CD-1 bylaw exists for each area or site zoned CD-1, tailor-made to the intended form of development.
Two-Family Dwelling Districts
RT-1 Two-Family Dwelling District The intent is primarily to permit side-by-side two-family dwellings
RT-2 Two-Family Dwelling District The intent is to permit two-family dwellings and to conditionally permit, in some instances, low density multiple-family housing.
Commercial Districts C-1 Commercial District The intent is to provide for small-scale convenience commercial establishments, catering typically to the needs of a local neighbourhood and consisting primarily of retail sales and certain limited service functions, and to provide for dwelling uses designed compatibly with commercial uses.
Multiple Dwelling Districts
RM-3, RM-3A Multiple Dwelling Districts The intent is to permit medium density residential development, including high- rise apartment buildings, and to secure a higher quality of parking, open space and daylight access through floor area bonus incentives.
http://vancouver.ca/commsvcs/currentplanning/coloured_zoning_map.htm
School of Community and Regional Planning Urban Design 2008 5 Incremental Design Proposals
School of Community and Regional Planning Urban Design 2008 6 Week one: FIGUREFigure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 7 WEEK ONE: Physical Interventions West Side East Side
Looking East from Ash towards Marine Drive and Cambie
Looking West from Yukon towards Marine Drive and Cambie
School of Community and Regional Planning Urban Design 2008 8 WEEK ONE: West Side Design and Critique
DESIGN - Team A: Andrew Merrill, Anjali Varghese, Michele Fuge CRITIQUE - Team B: Johanna Mazur, Ellen Larcombe, Jody Kliffer
Defining the Problem 4.Park improvements to the Ash Street parkland (adjacent Framing of the Problem straddling Marine Drive. To increase pedestrian movement Initial site visits to the project area highlighted a lack of public to the Elementary School). To coincide with the pedestrian We support Team A’s framing of the problems – lack of across Marine Drive, we recommend including a ramp to the amenity and community focal point. Upon studying the and cycle path, the park will be improved to create a facilities for non-vehicular traffic, lack of a community focal walkway for the southeast residents. area’s aerial maps, and the final model, it was apparent that community amenity. There will be a small playground area point, limited commercial and public amenity, and lack of the area lacked a community ‘feel’. As Bacon(1974) states, in the centre of the park. A community garden area on the a community “feel”, with no recognition of the prominent Kevin Lynch’s focus on the cognitive perception of cities “good design should interlock and interrelate buildings across Lord Street frontage, and a more heavily planted garden Chinese community of the neighbourhood through urban and the meaning derived from our experience of urban space”. Further, Sternberg (2000) states “Urban Design’s area to the south of the park. design features. Team A was largely successful in addressing places (Lynch, 1984) was addressed by Team A through distinct social role: creating and protecting and restoring their stated objectives through their design interventions. To enhancing the level of public amenity and social opportunity cohesive experiences of built form.” There was only one small 5.Dedicating Ash Street as primarily a pedestrian/cycle- address these objectives, the team introduced one major change available to the community through the park and pedestrian park within the project boundaries, and there was very little friendly corridor. This was achieved by first installing (the mixed-use development) and four smaller but equally improvements. The meaning people derive from this place community amenity such as convenience stores, restaurants, all missing links in the sidewalk system on both sides valuable additions. This gradual and thoughtful approach to could be further enhanced by integrating more elements that local commercial etc. There was almost no recognition of the of the street. Corner bulges at each intersection and two the redesign of the neighbourhood aligns with the urban design speak to the cultural makeup of the community, as well as Chinese community who have adopted this area in recent years. roundabouts at four-way intersections provide traffic framework outlined by Alexander, et al (1987) which speaks to some linkage to the history of the area. In addition to the In addition, there appeared to be a lack of facilities for non- calming and discourage vehicle traffic from short- the value of piecemeal, or incremental, growth. proposed provision of a Chinese restaurants or grocery store, vehicular traffic ie bikes, pedestrian walkways. cutting through the neighbourhood. Finally, street trees we felt cultural recognition could also be incorporated into in the boulevards and plantings in the corner bulges and Design enhancements made to promote non-motorised modes the design through public art opportunities, a place where Proposed Design roundabouts provide a more aesthetic experience for the of transportation and “walkability” were achieved through tai-chi can be practiced, and fixed tables where games often In order to make positive changes to the area within the pedestrian while further separating faster traffic from the the following additions: traffic-calming measures and trees played by elderly Chinese people (e.g. Chinese checkers) scope of the brief, it was decided to primarily concentrate on pedestrian. This street was chosen for several reasons. It on Ash Street; pathways through the park connecting to Ash can take place. These additions would help include the senior a small portion of the overall area. This involved creating a is immediately parallel to Cambie Street which would Street; a commercial pedestrian street cutting through the population and would complement the children’s playground community focal point with public amenities and improving likely be the preferred route for non-motorized traffic, it is proposed northwest development linking to the park; and and community garden that are already proposed by Group the connectivity to this point. Specifically, the following five adjacent to the school and park site, it connects to the multi- the inclusion of a pedestrian bridge linking the community A. In addition, the inclusion of a gazebo or a sheltered space changes were made: use path system running through the park and which leads to north of Marine Drive to the skytrain station. In addition to could also add functionality to the park and consequently the community centre and sky-train station, and it is a street improving non-motorized mobility in this community, these attract more activity/vibrancy. We also believe that moving the 1.To construct an overpass from the rapid transit station to that almost every resident would have to use to if they were design interventions create connections between spaces and community garden closer to the school and enlarging it to add the north western corner of the Cambie St/Marine Drive to walk to the community centre. new gathering places for the community which are currently space for both community members and the elementary school intersection. The overpass would continue from the mezzanine missing in the neighbourhood. students would help foster a stronger sense of community level of the station so as to be separated from the “fare paid” Benefits to Neighbourhood by connecting and integrating the school with the broader zone to ensure its validity to non commuter traffic. In an effort The above changes are all interrelated as they aim to The lack of a community focal point is addressed by park neighbourhood. to retain the necessary height over Marine Drive, the overpass improve the community amenity of the area, and increase improvements (including a community garden and play- would terminate on the second floor of the proposed building the walkability from the residences to the places of work ground for children) which will serve to attract more residents described below. in the commercial/industrial area, or to the pending rapid to the space. Furthermore, the introduction of a mixed-use transit station to be completed in 2009. Whilst the area development on the northwest corner of Marine Drive provides 2.Connecting to the overpass, would be the newly developed currently appears to suffer from a lack of focal point, it is the community with needed public amenities. The notion of “Petro Canada” site. This site has been earmarked for mixed envisaged that the rapid transit station will create a physical wholeness introduced by Alexander et al. (1987) and Lynch’s use development with a strong focus on ground floor retail (eg draw to the intersection of Cambie Street and Marine Drive. (1960) discussion on the importance of legibility are useful restaurants, chinese grocers) surrounding a pedestrian path. The careful approval of developments near this corner will concepts in assessing Team A’s integration of visual and The building is shaped to create outdoor plaza space. The assist in changing the dynamic of the area’s traffic flows physical connectivity between the mixed use development and second floor would be ideally comprise local commercial uses, and create a natural point for community services. “Every the skytrain station. Contributing to this connectivity between such as accountants, laywers, doctors etc. The current zoning building must create coherent and well-shaped public space the two developments is the pedestrian-walkway linking the allows for four storeys, and it is envisaged the top two floors next to it.” (Alexander 1987). In essence, the cohesion of northwest part of the community to the skytrain development would be residential. these changes aim to achieve “something that the haphazard on the southeast corner. The visual and physical connection work of developers, owners, and architects individually created through this design supports the notion of wholeness, as 3. To increase “walkability”, particularly in relation to the could not achieve” (Lynch 1960). opposed to fragmentation, and increases legibility for users of pending rapid transit station; it was decided that a pedestrian the space. and cycle path be built to connect with the end of the overpass, and incorporated into the design of the development proposed Critique of Design for the corner lot, continue through the parkland to connect One concern we have with the proposed pedestrian-walkway with Ash St. The path is envisaged to be six metres in width, is its access point on the south side of Marine Drive. The and would have clearly defined bike and pedestrian paths. walkway is limited to the skytrain station, which limits connectivity between the southwest and northwest communities
School of Community and Regional Planning Urban Design 2008 9 WEEK ONE: East Side Design and Critique
DESIGN - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla CRITIQUE - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Manityakul, Naveeda Rizwan
Defining the Problem Benefits to Neighbourhood Framing of the Problem security issues in such an isolated area? With the recent addition of a Skytrain station and the former The proposed amendments to the existing community will Team 1’s design of a public square connecting to the skytrain Insurance Corporation of British Columbia (ICBC) site up for provide multiple benefits at not only the micro (parcel) station creatively and thoughtfully addresses the appropriately Team 1’s design also attempts to propose change in the redevelopment, Marpole is in a period of transition. Changes scale, but also at the neighbourhood and city scale. The site identified need of a community space in the neighbourhood. community incrementally by leaving certain portions of land made to the site will act as a catalyst for further redevelopment will be developed in a piecemeal manner which allows for a It does so by creating an intimately and well-sized urban undeveloped and by retaining building heights to two and in the area. We have identified a lack of public space, which is proportional mix of small, medium and large projects in the room, well-defined and encompassed on three sides by the two three stories to reflect the surrounding context (Alexander et important for the vitality and social cohesion of the area, as a neighbourhood (Alexander 1987). In particular, the project proposed buildings, and on the fourth side by the skytrain. al 1987). On the other hand, a higher density form may be a problem in this neighbourhood. The area also lacks meaning builds on existing smaller projects by promoting midsized more economic use of the land due to its prime location next which could help to integrate the community (Sternberg 2000). developments and thereby allowing for larger developments Critique of Design to the skytrain. As a matter of fact, it was written in Team 1’s on other sites in the neighbourhood. The development The square nicely compliments the adjacent Canada Line statement that their design hoped to “enact the City’s eco- The former ICBC site provides a range of opportunities for also takes an incremental approach that facilitates and station in its function as a small commercial centre (small, density agenda of denser…liveable spaces.” economic sustainability (employment generation) and services contributes to the growth of larger wholes by addressing local services - for example a dentist or doctor’s office) for (retail and other), as well as a space in which to enact the City’s lack of community focal points, increasing employment commuters, local residents as well as nearby employees in Lastly, if the property was privately owned as it currently eco-density agenda, providing “greener” liveable spaces in line opportunities, and encouraging a greater mix of land uses. Marpole’s industrial district south of Marine. In this sense, is, there is the potential that certain groups such a homeless with ecological principles (Sternberg, 2000). Furthermore, the design focused on forming a larger center the design is more than just a “thematic” construction (e.g. individuals, youth, or protesters would be excluded from the (i.e. public square) around which smaller centers can transportation hub), as it aspires to be a “hybrid” in terms space. As an alternative, and a consideration for future designs Proposed Design develop (Alexander 1987). of its function: a public square, a centre for services, and an (or iterations thereof), it may be appropriate to rezone the site Our proposal involves the addition of two buildings, one anchor and catalyst for community cohesion and development to allow for public amenities such as a neighbourhood house, path, one road, one parking lot, and a hanging garden. These The design reconstitutes an environmental relationship with (White1999). day care, community centre, or public library etc, in order to additions center around one key feature: a public square with the development by incorporating vertical gardens, rooftop add cohesion and meaning to the community. an area of approximately 150 square meters. Emphasis has gardens and landscaping. In designing the site it was also The public square could nicely serve as a focal point for the been placed on circular pedestrian flow, both across rooftops recognized that the lighting is a basic component of comfort community, which the area currently lacks. The path that runs and around buildings. We envision interconnections between (Sternberg 2000) without which the public space will not be through the plaza seems to emphasize movement through the Skytrain station and the rooftop gardens via skybridges. A utilized. The buildings were therefore oriented to maximize and out of the plaza. Although this provides quick and direct new sidewalk along Yukon Street increases pedestrian access, the amount of light that penetrated the public square. The entrance/exit through the site, we question whether there are and trees are incorporated primarily for beautification purposes south facing vertical gardens will also benefit from ample enough amenities and activities in the proposal to attract people and secondarily to help define pathways. light. Furthermore, the building on the northern portion to stop, stay, or linger around to enjoy the space. It seems of the site acts as a sound barrier to the substantial traffic that mostly those working there during weekdays and office The three-storey building parallel to Marine Drive will include volumes which run along Marine Drive. hours would be using this site. If there are few people using retail space on the ground floor topped by two floors of office it after dark or on the weekend, such an enclosed space might space. A green roof will be open to the public and provide Another important component of urban design is the feel unsafe to a person walking alone; there is no surveillance ecological functions, including waste assimilation (compost), principle of continuity (Sternberg 2000). Buildings were from the streets and the businesses within the complex might microclimatic control, and rainwater retention. A second, two- therefore sized carefully so as not to disrupt the continuity be closed. However, the suggestion of eventually having storey articulated building will feature one commercial floor of scale in the area. more community events (e.g. a farmer’s market and evening topped by one office floor. The parking lot to the south of this activities) could address this concern. building provides space for approximately 40 cars, as well as a Careful attention was also paid to ensure that the delivery route for the retail and office spaces. An entranceway intervention was aesthetically pleasing at each angle of view The design is oriented towards the north (the skytrain and between the parking lot and the courtyard will be open to the (Sternberg 2000). residential areas). Although there is access from several points public to increase access. Building directionality, size, and around the square, there is no portal or gateway that announces placement were chosen to leave space for future developments Creating spaces which encourage people, energy, and life the site or invites people directly into it from the southern side on the site. are critical to effective urban design (Sternberg 2000). The facing the industrial lands (White 1999). intervention encompasses these principles by developing The Skytrain station wall, which faces the public square, a public square surrounded by commercial buildings and The green roofs and vertical gardens add a positive ambience incorporates a vertical garden for aesthetics and design kiosks, encouraging social interaction and enhancing the to the space, suggesting a cozier outdoor room in the plaza continuity. In between the vertical garden and the public overall vitality of the space and neighbourhood. below that is accessible through the connected walkway from square, space will be made available for kiosks and small the skytrain onto the roof. Although these green spaces will merchants, also providing flexible space for special events serve several ecological functions, allowing food production (festivals, farmers’ markets, etc). and creating the space for urban agriculture could build greater community cohesion as members of the public are invited to interact and stay in the space. However, security on the rooftop garden is again a concern. What will prevent crime and other
School of Community and Regional Planning Urban Design 2008 10 Week TWO:FIGURE Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 11 WEEK TWO: Physical Interventions West Side East Side
Looking North along Cambie across Marine Drive Looking North along Ash St. towards Marine Drive
Looking East along Marine Drive from the Looking intersection with Northwest 70th Ave. across Marine Drive and Cambie St.
Looking South along Cambie St. across Marine Drive
School of Community and Regional Planning Urban Design 2008 12 WEEK TWO: West Side Design and Critique
DESIGN - Team B: Johanna Mazur, Ellen Larcombe, Jody Kliffer CRITIQUE - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore
Defining the problem community members, the greater likelihood that sentiments Framing of the Problem • Beyond its support of the residential community, it would be The problems we identified in our assessment of the study of trust, friendship, compassion and identity will grow and The design intervention proposed by Team B addresses the more complete as a community development tool if it included area include a lack of civic space, a pedestrian disconnection thus help bring the members of that community together. unmet need for a community gathering place and centre for resources for the industrial/commercial zones to bridge between the two sides of Marine Drive and the skytrain community-based activities and services in the study area. the different use neighborhoods (incubator business space, development, a lack of non-vehicular mobility, and a lack of In addition to supporting social connections in the The community centre is designed to include meeting spaces, industrial services, etc.) ecologically sustainable design features. The identification of community, we feel there is an opportunity for the a daycare, children’s play area and childcare, gym/weight these problems was informed by literature that emphasizes the community centre to be a model of ecological sustainable room, and other desired public services as identified by the •We suggest incorporating more outdoor spaces, suitable for importance of designing communities that are “responsive” to design and provide education opportunities on ecological community. Team C is supportive of the rationale behind this a variety of groups (seniors, youth, children) into the overall the needs to their inhabitants (Lynch 1984) and are ecologically sustainability. The proposed centre has a green roof that can objective and complements Team B on the thoughtfulness of design. sustainable (Krier 2008). be viewed by the public from the social learning/gathering their design and their focus on ecologically sustainable features space on the roof top room, with an adjacent rooftop for the site (green roof, geothermal heating, solar lighting, etc.) Non-vehicular mobility/traffic calming: Proposed Design “learning” garden. Additional green features, to further •While the creation of the one-way street on 70th is a good Our primary intervention is the creation of a community centre exemplify sustainability at a local level, would include Critique of Design idea, we suggest thinking more holistically about how to south of Marine Drive in a space currently occupied by fast geothermal heating, greywater recycling, skylights or solar Team C has a number of observations and suggestions about facilitate better traffic flow in the area. food establishments. This intervention deals directly with the panels, a ‘living wall’ in the children’s play area, and visible how to improve the proposed interventions to better achieve the lack of civic space, lack of ecologically sustainable design composting and recycling bins at the main entrance. In light identified objectives. •Team C members previously observed problems with traffic features and disconnection that exists between residents on of peak oil, climate change and other ecological threats, using 71st street from Ash to cut through to commercial either side of Marine Drive. The community centre can be a introducing green technologies can generate both local and Community centre: enterprises located west of proposed site of the community “good place” as E. White discusses, that “has distinguishing global benefits. Ultimately, as stated by Krier in response to • The scale of the building seems excessive (maximizes or centre. We suggest making 71st west of Ash a cul de sac to qualities that establish a unique identity,” which encourages the ecological crisis created by the fossil-fuel age, “human possibly exceeds FSR for the site). Team C suggests reducing eliminate this non-resident traffic. connectedness, atmosphere, habitability and significance ‘technology’ will be ecological or it won’t have a future to the size of the building to maintain a closer mass relationship (White 1999). speak of” (Krier 2008). to existing neighboring buildings. This would also result in more realistically manageable construction, maintenance, and To foster non-vehicular modal opportunity and strengthen operating costs for a public building. connections between the residents on the north and south side of Marine Drive, we added a pedestrian and bicycle crossing at • The long, unbroken wall running along the north side of the Marine Drive and Ash Street. This crossing will lead directly building (along Marine Drive) could be more animated and into the area proposed for the new community centre. We have variable, making it less formidable and severe than it presently also connected the community centre to a new bicycle route appears. leading from the proposed pedestrian and bicycle crosswalk and the skytrain. We also added sidewalks throughout the • The location of the centre raises some concerns. It may have residential areas south of Marine Drive. In consideration of the been preferable to locate it on the north side of SW Marine safety of community centre users, we also added an exit only Drive, given that the majority of the residential area of Marpole passageway as a traffic calming measure at the end of 70th is located there, and the crossing of SW Marine Drive could be Street at Marine Drive. a significant deterrent to pedestrian access by local residents. Other sites for a community centre might also have provided Benefits to Neighbourhood improved connections to Ash Park and proposed commercial/ Dedicating this area to the development a community centre plaza areas nearby. will serve the future densification of the area and provide a range of benefits to individual residents, families and the • Given the chosen site, we see a missed opportunity: The broader community. Services and resources at the community design of the building could have incorporated a significant centre will include indoor childcare, outdoor play spaces for focal point feature facing the termination of Ash St to the North children and youth, rooftop learning garden area, social spaces of SW Marine Drive. This would act as a visual draw down this (gathering, meeting and activity spaces), educational spaces significant pedestrian- and cycling-oriented road connecting the (language, art, music, cooking, dance, yoga, martial arts, etc), community centre to the main residential areas. a multi-purpose gym, and weight room. This sort of social amenity is essential for a community to strengthen social and • The proposed community centre displaces some of the few cultural bonds, encourage inclusivity, harness a sense of shared places to eat in the area. In response, we suggest including identity, create a place for community members to develop some form of food-serving social enterprise or business to necessary skills, and offer the means to engage in physical serve the needs of residents and employees in the area. activity. The more time and space that is shared among
School of Community and Regional Planning Urban Design 2008 13 WEEK TWO: East Side Design and Critique
DESIGN - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Manityakul, Naveeda Rizwan CRITIQUE - Team 3: Asrai Ord, Mona Poon, Christine Wenman, Bronwyn Jarvis
Defining the problem reading area to cater to the many families who live in the Framing of the Problem that may occur on the skybridge during busy times, although Safety is an overwhelming concern for the public when they neighbourhood. A unique and inviting feature of this library Team Two intended to help increase the safety of the area by a large width may account for this traffic. The skybridge are faced with a skytrain station in their community. During is the two storey atrium facing the back alley. This all-glass creating a space that would increase eyes on the street and connects the Canada Line directly to a second story walkway a Marpole community visioning process, safety was one of atrium will invite natural light for reading and a sense of an remove the stress of having to cross SW Marine Drive for that will provide access to commercial and public amenities the primary concerns identified in community feedback. Jane outdoor room. Just outside the atrium is an outdoor patio pedestrians and bicyclists leaving the Canada Line station on within the building. Although it is assumed that there will Jacobs (1961) stressed the importance of an active hub that that will be enclosed by a bird garden, creating valuable the south-east corner of Marine Drive and Cambie. Team Three be convenient linkages between levels within the building, included daytime and nighttime activities that provide eyes habitat as well as entertainment for those looking on. The felt that the assessment of the area as being potentially unsafe there is a concern that the second level will garner more use on the street to create safer public spaces. The proposed top two floors of the building will be residential, preferably due to a lack of broad-spectrum temporal pedestrian presence and cause the street level to become empty and inhospitable. development, located on the lot on the NE corner of SW affordable housing to prevent the inevitable gentrification was accurate and that there was certainly an issue surrounding The skybridge spiral which leads directly to the street level Marine and Cambie, aims to provide a vibrant neighbourhood that comes with rapid transit development. A roof top garden the safe crossing of pedestrians across Marine Drive. may compensate for the direct connection from the bridge to centre that contributes to the safety of the Marine Drive is proposed to provide a sustainable food system for the the second story walkway as it allows convenient access for (Canada Line) Station precinct. residents of building. These residents will have balconies Team three generally felt that the implementation of a mixed- pedestrians and bicyclists to reach the street corner and the and access to a garden above. use space was a positive addition to the community. It was edge of the street level shops. Currently, there is a diliapidated, two-storey building onsite believed that a combination of retail space and food amenities that offers an opportunity for redevelopment, including Benefits to Neighbourhood such as a neighborhood pub along with the construction of It is important to note that the skybridge facilitation of densification. The introduction of retail activity at the NE corner of SW residential apartments would help bring a community feel pedestrian avoidance of the busy Marine and Cambie Marine and Cambie will add life to street and vibrancy in to the area and create safer spaces through the increase the intersection also does not solve any long term problems Proposed Design the area. Pedestrian will feel safe as it provides eyes on eyes on the street. Overall, it is believed that the building will in terms of traffic congestion – it simply allows people to Team 2 has proposed a mixed-use, four-storey transit-oriented street. The proposed design will also provide affordable contribute positively to the Northeast corner of South West ignore or bypass the issue. As Rick Hall notes in his article development, which will help serve community-identified housing which is appositive addition to the community. The Marine Drive and Cambie as well as to the neighborhood as Planning for Walkable Streets: “If compact, walkable, urban needs within Marpole. Starting at the Marine Drive Station, proposed library will be an asset for neighborhood as it will a whole. The aforementioned critiques are meant to provide communities are to flourish, the existing set of functionally transit users will cross a skybridge (path) that will take them invite people from surrounding neigbourhoods as well as suggestions to make the building a more effective space, but classified facilities must be augmented to include a set of over Marine Dr. onto a lively terrace on the second floor of the from Marpole. not to remove the design concept from the area. thoroughfares that have pedestrian mobility as a primary building (place). Pedestrians will then have the opportunity function.” (Hall 2008) It is therefore essential to replace road to enjoy a variety of retail venues that will cater to both the Critique of Design systems that accommodate pedestrian intimidating traffic, such day and night visitors (Jacobs, 1961). These may include: A mixed-use space should help to bring safety to the as vehicles, with road systems that accommodate pedestrians; grocery stores, drug stores, late night cafes and/or restaurants. intersection by increasing the temporal consistency of eyes on otherwise the root of the problem is not being addressed. One of the special features of this terrace is the two-storey the street (Jacobs 1961), although there were concerns over library, which will not only encourage the busy commuter to whether or not the mixed-use amenities could have been spread slow down and peruse book shelves, but act as a much needed out over more of the neighborhood instead of located on only service for the surrounding community. In addition to these one corner, and whether or not the design was conducive to services, the visitors will also have the opportunity to relax on maintaining pedestrians in the area. the many benches that will line the terrace or perhaps enjoy a sticky bun and coffee on a patio outside the local bakery. The stepped back area at the front of the proposed building makes the built form less imposing and may contribute to The skybridge is also connected to a wide pedestrian street on pedestrians lingering on the street and in the area while making the ground floor of the building by a circular ramp. As with the use of the building’s amenities. Whether or not the stepped terrace-level, second floor, services will cater to both day- and back area can compensate for the level of noise created by nighttime crowds. The pedestrian street will be wide enough the street traffic and the Canada Line is questionable, as is the for street vendors, patios and benches. The sidewalk is already potential of it not being a factor in human avoidance of the mostly in place and is framed nicely by a stormwater feature area. A further consideration in pedestrian comfort is the height under the Canada Line. Ideally, the mosaic tile treatment and steepness of the skybridge, since it is possible that it may decorating the current building would be preserved on the give the intersection less of a human scale. A large bridge may bottom of this water feature to evoke a memory of the site’s also create unappealing dark spaces on the corner, potentially not too distant history. This sidewalk at the foot of the Canada steering people away from shops nearby, further contributing to Line will also be lined with bike racks to provide ample bicycle a lessening of eyes on the street. parking for the building’s customers as well as intermodal travel. The use of a walkway to provide the Canada Line connection may facilitate pedestrian avoidance of the busy intersection There will also be an entrance to the first floor of the library at Marine and Cambie but does not necessarily take into facing Cambie St, which will include a play space and consideration the congestion of pedestrians and bicyclists
School of Community and Regional Planning Urban Design 2008 14 Week THREEFIGURE: Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 15 WEEK THREE: Physical Interventions West Side East Side
Looking East Looking South across from across Marine Ash St. across Drive at Yukon Lord St. towards St. Cambie St. and Marine Drive
Looking Looking North Northeast along along Yukon St. Marine Drive towards Marine towards Cambie Drive
School of Community and Regional Planning Urban Design 2008 16 WEEK THREE: West Side Design and Critique DESIGN - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore CRITIQUE - Team A: Anjali Varghese, Michele Fuge, Andrew Merrill
Defining the Problem be a relaxing Asian-inspired park with areas for sitting, Framing of the Problem Well-designed public facilities can provide a foundation socializing, games, and other activities. Team C focused on a number of public-realm improvements Mobility and Connectivity Issues: The narrowing of Marine for positive community development. By creating a safe to help to foster an increased sense of community within the Drive and the shifting of truck traffic to Kent Ave is a bold and welcoming environment they have powerful effects on Street improvements: We have added a pathway to better neighbourhood. These changes centred on improving the move and will significantly improve the pedestrian and cyclist our sense of place and well-being. One of the key existing connect the northwest residential neighborhood to the school building and grounds, park improvements and general experience on Marine Drive. The specific design of the bike community features in the Marpole area is the Elementary station and commercial area plaza. Other pedestrian streetscape improvements to better facilitate connectivity and path, bio-swale and their interface with the roadway and School located north of Marine Drive. However, the present improvements include: curvaceous walkways and some non-vehicular mobility. sidewalk will need significant consideration. We also had a building is inadequate to the needs of a growing population and restorative areas, i.e., places where people can sit and play few concerns with how a true bio-swale would fit into a major outdoor recreational facilities are limited, despite the adequate cards or picnic, surrounded by trees and plantings; and This team’s focus on community building and public- street like Marine Drive and whether a combination, bio- land to accommodate them. added signage at the fork of two paths that would direct realm improvements is admirable and demonstrates a swale/linear rain garden/storm sewer system might work better users to either the community center or the plaza area. We good understanding of urban design principles. The design and be more appropriate in that location. With the narrowing Walking along streets with auto and truck speeds in excess also added a crosswalk on Marine Drive at the northeast improvements are successful at meeting their stated objectives of Marine Drive from six to four lanes there will also need of 50 KMH is an uncomfortable and unsafe experience for corner of the community centre site. and help to improve the overall community. to be traffic calming measures introduced to the residential pedestrians, cyclists and other non-motorized users (Hall streets north of Marine Drive to prevent shortcutting. Higher 2008). South West Marine Drive in Marpole is an example Benefits to Neighbourhood Critique of Design frequency transit will also need to be introduced on Marine of such streets. Access across the street is very difficult Our proposal will facilitate and encourage non-motorized New Elementary School: A new school building will be Drive to make full use of the new HOV lanes; i.e. the #100 for pedestrians, especially family groups and those with mobility within the area by reducing the width of Marine needed for this neighbourhood, especially given the desire for should be upgraded to rapid bus frequency, in addition the mobility issues. The wide lanes and heavy traffic discourage Drive, and by adding bicycle and pedestrian pathways to increased residential density. The proposed location responds various transit routes that come down the major streets and connectivity between residential areas north and south of connect people to places such as the library, school, and to the corner well and opens up the balance of the park to the terminate at or near Marine Drive (3 Main, 8 Fraser, 10 Marine Drive. community centre. The improvements will provide safer Northwest portion of the neighbourhood to allow for greater Granville, 16 Arbutus, 17 Oak, and 22 Knight), should be and more comfortable streets for non-motorized users pedestrian connectivity. The inclusion of the learning garden extended to Marine Drive Station. Our main objectives are to better integrate and develop the with complementary qualities that engage the eyes, along is an excellent example of utilising the adjacent park space for school’s presence within the district; make the park a more with good maintenance (Jacobs 2008). Encouraging more educational activities and expanding the park beyond simple attractive area so that it will draw families from both north and socialization among residents and with local businesses will recreation. There is a question on the feasibility of the City and south of Marine Drive; and to better connect the residential result in increased civic participation and in partnerships the school board being able to work together to achieve a new areas south of Marine Drive to the community centre and plaza critical for building a vibrant community and active school building in this neighbourhood and securing funding areas. neighbourhood organizations. sources for it. This is especially true given the threat of school closures in a number of Vancouver neighbourhoods. Proposed Design New elementary school: To improve the linkages to the Park Improvements: The further improvements to the park will residential neighborhoods, we have re-positioned the help to provide additional recreational opportunities build the elementary facilities to enhance pedestrian connectivity sense of community. The new play space is an excellent idea between north-west residential areas and the Skytrain station. that incorporates activities for multiple demographics (i.e. We have enlarged the capacity and square footage as well to exercise equipment for seniors). The relaxing ‘restorative’ areas accommodate expected increases in residential densities. In are also a great addition. order to preserve the existing open spaces and small footprint, we are proposing a second story addition. The design will be We did have a few reservations about the reduction in size energy efficient and integrate green building techniques, which (or elimination) of the sports field. We felt that the larger are critical to our sustainability initiatives and youth education. community and not just the school would use the sports field. We have added terraced garden beds to develop students’ It should be possible to balance the needs of active and passive understanding of food resources. park users, and that the park should not be totally given over to passive recreation. Park improvements: We envision this park to be a recreational area used by both school members and the public, modeled Street Improvements: The addition of a number of street after David Lam Park in False Creek North. The new play area improvements (trees, sidewalks etc.) is a positive step for is designed to be used by multiple generations, accessible to this neighbourhood and will help the community become individuals with mobility and/or sight/hearing impairments, more pedestrian and bicycle friendly. A number of the street and will include state-of-the-art design incorporating natural improvements could have been carried out more fully though, objects and opportunities for kids to interact with one another in order to create a ‘complete street’. (i.e. sidewalks, trees, and with the environment. Understanding that people have bulges, traffic calming, round-a-bouts, public art, etc. all on one different needs from park space, we are proposing this to street.)
School of Community and Regional Planning Urban Design 2008 17 WEEK THREE: East Side Design and Critique DESIGN - Team 3: Asrai Ord, Mona Poon, Christine Wenman, Bronwyn Jarvis CRITIQUE - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla
Defining the Problem small-scale furniture construction. Manufacturing areas Framing of the Problem transport, and the addition of HOV/bus lanes for peak SW Marine Drive currently creates a significant divide between are located on the upper floors, and commercial space with In our view, Team 3’s design effectively addressed three commuting hours will help to encourage public transit. One the North and South sides of the neighbourhood. With the compatible manufacturing located on the main floor. The issues: industrial intensification, ecological functionality, and concern would be the potential increase of gridlock (already skytrain station located on the South side of SW Marine, zoning also allows for school space such that a technical transportation equity. an issue in the area) during peak traffic hours. Hopefully there is an opportunity to better integrate the neighbourhood, school might be well located in the complex to compliment this would provide incentive for single-occupancy drivers to improving transportation flows through and across SW Marine the manufacturing. Landscaping of the development’s Critique of Design carpool or utilize public transit. and creating some degree of congruence between the North outside space optimizes the viewscape from the adjacent The introduction of commercial and industrial space, especially side residential area and the South side light industrial. In commercial plaza. food and beverage production and sales, would greatly benefit The extra right of way gained by the group’s proposal is recreating the streetscape, there is also an opportunity to the community. Such an addition is consistent with the City of intended to be, in part, used for expanded sidewalks and a improve water flows, allowing the urban environment to Storm water management integrated design: Vancouver’s mandate to retain and promote local industry, and bikeway. With proposed developments occurring along SW be an integrated part of the natural ecosystem rather than a Improved storm water management ‘learning by doing’ would create local employment opportunities. The introduction Marine Drive there will be more demand for accessibility, of disconnected imposition (McDonough, 2004). This design experiments include the SW Marine Drive swales and the of retail spaces on Marine Drive will also help to create a which non-motorized transport will be a large component. intervention is about improving flows of many types: people, constructed wetland within the commercial block. These safer place by increasing the volume of pedestrian traffic and This design change echoes Rick Hall’s argument of creating vehicles, bicycles and storm water. changes contribute to safety and aesthetic of the street, providing ‘eyes on the street’ (Jacobs 1961). safer, more pedestrian friendly streets by providing narrower promote storm water infiltration, reduce storm water lane width and his desire that boulevards be assigned an equal Proposed Design flow velocity and trap particulate pollutants for retention We would recommend that the raised patio and water park be functional priority between pedestrian and vehicle mobility. Transportation improvement: and treatment with aquatic vegetation (EPA, 1999). eliminated from the site as they are not compatible with the The integration of a bikeway along Marine Drive is proposed We removed the traffic lane closest to the sidewalk along SW The efficiency and effectiveness of the wetland can be adjacent sites. This public amenity would also likely draw to be replicated along 63rd Avenue. This redundancy in an Marine Drive and remodeled the space into a larger sidewalk increased through the addition of oil and grit separators people away from the already established public plaza adjacent east-west bike route is beneficial in that it will allow for an and swale so that pedestrians and cyclists have a visual and and appropriate aquatic vegetation, to be determined and to the Skytrain station, leaving both spaces vulnerable to a lack alternative to the busier Marine Drive route. The route should spatial buffer from vehicle traffic. The remaining four lanes periodically revised in collaboration with engineers. With of vitality. in the future be extended along 63rd in the western portion allow for an interior lane of regular traffic and an exterior lane close proximity to Vancouver’s waste collection site and of Marpole to ensure connectivity across Marpole. We would reserved for high occupancy vehicles (three people or more) residential and light industrial lands, the Marpole region The water treatment facility meets necessary ecological also recommend that future designs incorporate a north-south and buses, in effect during commuter hours. The fewer lanes provides an ideal location for learning and research into functions, given Vancouver’s water shortages and the need to bike route to allow for movement towards the Skytrain station. are feasible because truck traffic has been redirected from waste management practice (Bishop et al., 1999). We improve upon ageing infrastructure. However, the treatment SW Marine Drive onto an upgraded Kent Street to the South. propose to collaborate with UBC, Simon Fraser and the facility’s location is questionable: why was it placed on some The design changes successfully address the needs of the Separation of truck and car traffic is efficient because of the Great Northern Way Campus to monitor, refine and extend of the most valuable industrial land in the area? Such facilities community: namely for functional, low-cost, aesthetically differences required in road maintenance. Fewer lanes allow the storm water drainage and treatment system in phases. are normally located underground or on less expensive real- pleasing solutions to environmental problems. The for a shorter pedestrian crossing at the Cambie and SW Marine The wetland with its pathways and upper raised water estate. modifications to Marine Drive seem realistic within the intersection, where a scrambler allows pedestrians to cross the park for children provides both ecological and community context of peak oil. However, some details of the industrial intersection in all directions during commuter hours. services. The addition of interpretive signage for the wetlands, and in site, namely the utilization of roof space, the waterpark-in- particular the swales, is recommended. This would create the-wetland, and the placement of the water treatment facility An additional bicycle route on West 63rd Avenue connects Benefits to Neighbourhood awareness by educating citizens of environmental and safety could be improved upon. Overall it appeared the design group from Ontario Street through to the alley between Cambie and The intervention harnesses principles of integrated design. issues, and would likely increase public acceptance. was trying to accomplish too much on that site. Yukon. With a safer and more scenic east-west alternative to Ecological functions double as community amenities and travelling along SW Marine, cyclists have easier access to the space is used to allow the built environment to interact with The green roofs appear to be redundant, given that the skytrain via the scrambler intersection. the natural one so as to lessen pressure on infrastructure. wetlands would provide sufficient absorption capacity. Energy A bus loop integrated into the transit hub next to the sky-train The swales not only contribute to the street’s aesthetic producing/capturing technologies may be a more effective use station and behind the commercial plaza on the North side presentation making it more hospitable for pedestrians, of roof space for an industrial area, such as solar water heating of SW Marine is located to allow transit users quick and safe street-life and cyclists, they also allow for natural storm if the industry is water-intensive, solar heating and cooling access to the skytrain with as little interference as possible to water drainage. The changes have created connections if temperature-sensitive, and solar photo-voltaics for power- the plaza’s landscaping. across SW Marine, slowing traffic, bringing community and intensive industries. commercial life to the street and allowing smoother access Development: to the skytrain for vehicles, public transit, cyclists and Kent Avenue currently has low traffic volume and wide streets. An employment-creating development in the industrial area pedestrians. The rerouting of truck traffic to Kent is feasible and will result promotes community life and safety through eyes on the in a safer environment for non-motorized transport along street (Jacobs, 1961) while still being compatible with I-2 Marine Drive, as well as less smog and noise. An important zoning. The development enlivens SW Marine, making it consideration is to ensure that the new truck route is well more of a “people place” than a “car place” (Jacobs, 1993). connected to the adjacent neighbourhoods to ensure smooth The development itself is intended for production and sale of movement of goods. The reduction of Marine Drive to four food and beverage and craft, such as a brewery, a bakery and lanes will create an environment conducive to non-motorized
School of Community and Regional Planning Urban Design 2008 18 Week FourFIGURE: Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 19 WEEK FOUR: Physical Interventions West Side East Side
Looking Northwest from Yukon St towards Marine Dr. and Cambie St.
Looking South between Ash St. and Cambie st. across 63rd Looking South Ave. from Columbia and 63rd Ave.
Looking South along Cambie on the East side from 64th Ave. Looking West at extention of Columbia St. south of Marine Drive, 70th and 68th Laneway houses off Ash St. between 62nd Ave. extend to and 63rd Ave. Columbia St. in the foreground
School of Community and Regional Planning Urban Design 2008 20 WEEK FOUR: West Side Design and Critique DESIGN - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla CRITIQUE - Team B: Johanna Mazur, Ellen Larcombe, Jody Kliffer Defining the Problem the street,’ which increases the usability and safety of the Framing of the Problem decision to use laneway housing as a densification strategy The City of Vancouver requires cost-effective solutions for laneways (Jacobs 1961). Finally, we added trees in several Team 1 successfully identified several areas of weakness in puts a low ceiling on the level of density added to this area. increasing housing availability, improving mobility, reducing lanes for liveability and aesthetic reasons. the current neighbourhood design. Namely, they highlighted housing costs, and managing wastes in a more cost effective the need for densification with increased availability of rental We agree with the decision to have the courtyards of the new manner. The proposed interventions therefore target three key With respect to restoring ecological functioning, the housing and reduction in housing costs, improved mobility apartment buildings on Cambie Street face west. This will issues: densification, transportation, and ecological functioning. townhouse and apartment complexes showcase several options, and ecological enhancements to the built environment. help to create a greater sense of community and creates a These fit closely with the eco-density framework proposed by renewable energy projects, including geothermal building traffic calmed space where people can freely gather. Having the city. heat, solar water heating, and solar power generation. This The problems identified by Team 1 were successfully addressed this development face the neighbourhood also increases reduces the daytime power requirements of the building through several specific design interventions. The team connectivity to the school and park area. We also support Proposed Design substantially, while decreasing water heating costs and fossil increased densification and addressed the need for affordable the inclusion of new housing in this community. That Regarding densification, we focused initially on infill through fuel (natural gas) dependence. One geothermal sink in the housing options by adding a rental apartment building and said we feel that the proposed apartment and townhouse the addition of 35 laneway housing units. The introduction central complex (the apartment/townhouse lot) will provide townhouses along three blocks of Cambie Street, as well developments on Cambie could have created the opportunity of laneway homes is currently being explored by the City of district heating to all three complexes, reducing costs to all as laneway housing in the area northwest of the proposed for more commercial activity along this strip, which was not Vancouver and the Marpole neighbourhood would provide units. apartment buildings. For the most part, the housing design acknowledged by Team 1. The addition of commercial space for an excellent pilot project. Laneway homes were not put interventions made by Team 1 exemplify the concept of would add life to the street and support greater opportunity for on every parcel; as such growth would occur incrementally The Street Edge Alternative (SEA) street provides a variety incremental growth as discussed by Alexander et al (1987), social cohesion. (Alexander et. al 1987). The laneway houses are located near of ecological functions, primarily by diverting stormwater and were consistent with Krier’s argument for human-scale the Skytrain station, the elementary school, the bikeway and a into swales and filtering pollutants. Increased green space development: “(s)ettlements must be able to function by major arterial road, which provides for increased transportation captures carbon dioxide and performs microclimatic control. muscular pedestrian motion horizontally (surface limitation) mobility and access to public facilities. Secondly, existing The SEA street is also an attractive demonstration and and vertically (limited number of floors” (Krier 2008, p.52). We housing units along Cambie Street were replaced with denser education project for the community. feel the interventions made by Team 1 met these needs. units, including one rental apartment building, one townhouse/ apartment complex, and one townhouse-only complex. These Rainwater from the building roofs recharges into the In addition to the addition of new housing to the area, Team 1 are ordered with the most dense (the apartment) furthest south ground through sumps, swales, and small detention ponds. addressed the ecological functioning of the area through ‘green’ (closest to Marine Drive and the Skytrain station) and the Wastewater is piped to the new wastewater treatment design features in the apartment, townhouse developments least dense further north. Renters were assumed to use transit plant, on the far side of Marine Drive, for use in industrial and throughout the surrounding streets. These features most frequently. Therefore, the rental apartment building was purposes. All of these measures help avoid the need for included solar panels, geothermal heating and an eco-friendly located closest to Skytrain. Only the townhouse complex lacks costly upgrades to the sewer infrastructure. wastewater management system, including: bioswales, sumps, underground parking, as it would not have been cost-effective and detention ponds. They also provided limited parking spaces given the site’s density. The townhouses and apartments were Housing density is proximate to the Skytrain station in for the new development, effectively discouraging car use located on approximately the same lot size. Each block had hopes that it will attract those who commute via Skytrain while promoting alternative transport options. a different design to illustrate how similar densities can be and reduce car trips, resulting in a net reduction in achieved using a wide array of building typologies and layouts. greenhouse gas emissions. Mobility was improved through enhancing the bikeability and The buildings were also positioned to enhance permeability walkability of the community. This was achieved through the between Cambie Street and the RS-1 neighbourhood. Finally, Benefits to Neighbourhood extension of a bikeway, traffic calming measures, additional the laneway housing and multi-unit complexes add density Our interventions are aimed at providing greater density, trees and new sidewalks on several street fronts. without radically changing the character of the neighbourhood. improving lower impact transportation options, and restoring natural ecological functioning. Densification will Critique of Design Transportation interventions focused on traffic calming along provide for a greater economy of scale necessary to sustain In addition to the acknowledged successes of Team 1’s design, 64th Avenue, with the addition of a sidewalk and bioswales. a larger business base, which in turn will add activity and our group identified several concerns. Firstly, we question the Meanwhile, the bicycle path on 63rd Avenue was extended vitality to the area. Increased vitality on the streets, and decision to densify the northern portion of the neighbourhood west through the area. A walking path was created behind in the neighbourhood on the whole, will allow for greater instead of the area adjacent to the commercial development on the new apartment building to ensure walking connectivity social interaction and the growth of social capital. More the northwest corner of Marine Drive and Cambie. We feel to developments to the south, including the Skytrain station. importantly, the addition of smaller rental units increases this area could have been prioritized for development given its The addition of the path also creates a more integrated and the stock of affordable housing. Increasing transportation proximity to the skytrain. continuous cycling and walking system throughout the options provides greater cohesion in the neighbourhood. neighbourhood. We decided not to add sidewalks to the Finally, restoring ecological functioning will lower the Furthermore, with reference to the laneway housing, we felt laneways because the lane-width is already much more narrow footprint of the neighbourhood while also demonstrating that this area should have been reserved for more intensive than regular streets and, therefore, already acts like a traffic- leading edge environmental stewardship. densification given its proximity to Cambie Street. We believe calmed, pedestrian pathway (Hall 2008). Also by adding that the placement of the laneway housing would have been housing units to the laneways we are adding more ‘eyes on better located in the block west of Ash Street. In general, the
School of Community and Regional Planning Urban Design 2008 21 WEEK FOUR: East Side Design and Critique DESIGN - Team A: Anjali Varghese, Michele Fuge, Andrew Merrill CRITIQUE - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Dear Manityakul, Naveeda Rizwan
Defining the Problem the Skytrain Station. From feedback received, the building Framing of the Problem Critique of Design Team A identified several problems with the Eastern portion was opened up to better service the neighbouring industrial Team A effectively addressed several issues in the model and With regards to the reconfigurations of the industrial area, of the study area. Firstly, there was no recreation area in buildings. More sidewalks created better linkages, and the implemented various design solutions that we admired and we feel that while the increased density would invite future the residential area (although there was open space on the plaza was extended to flow through to the new building. appreciated. They highlighted the of the lack of recreational development, there may also be unwanted outcomes. For northern boundary). Secondly, the Industrial area south of SW The rear roadway was also extended to allow buses to loop space within the residential area, a need for more efficient and example, the land value would likely increase putting the area Marine Drive was underutilised, and could accommodate more around the block and stop next to the Skytrain station, compact use of industrial sites, the opportunities to increase at risk for gentrification – especially if other uses such as the industrial uses if the sites were more compact. Thirdly, with completing their route through to Cambie Street. residential and employment densities as well as create a more new trades college on S.W Marine Dr. are introduced. consideration of the planned skytrain station, the residential inviting public space near the skytrain station. blocks facing Cambie Street presented opportunities to increase Benefits to Neighbourhood Another concern is that the new plaza now created by the density and create employment opportunities. Finally, the It is believed the new roads in the industrial precinct create They were able to successfully address the of the lack of trades college might compete with activity in the first plaza. design of the building adjacent to the skytrain station was better traffic flows (both vehicular and pedestrian), and recreational space within the residential area by converting Although the terraced steps looking onto trees and shrubs critiqued and with consideration to White (1999), “A portal increase the mobility through this area to create connections street space into a pocket park, including a path for non- could create a pleasant space to sit, the size of the plaza feels channels our vision into an urban place as we approach”, the to the larger neighbourhood. The increased public space, motorized transportation, while connecting to the previously slightly too large and the massing of the two buildings is too group believed it should be redesigned to invite public into the including the parkland, and the new buildings, create places added bikeway along 64th Ave. The public installation serves bulky relative to the height of the buildings. The residual space space. which will become destinations. As White (1999) states, as a creative focal point for this site. created where the curved buildings meet make for an awkward “Places are the urban rooms of the city”. The public art configuration that may actually deter people from wanting to Proposed Design in the parkland and the new building will help to give the The new mixed-use development along Cambie St. use this space. With the problems identified, the following five changes were community an identity. “Public Art has become an integral compliments previous interventions, reflecting the massing of proposed: element of Urban Design”, (Loukaitou-Sideris et al, 1998). neighbouring buildings. The smaller live-work row houses at Overall, however, all of the interventions are well thought “Paths in urban settings are devoted to circulation. They are the back mirror the adjacent lower density residential across the out and offers some creative solutions to the existing design 1. To create a small greenway by closing 64th Ave where it about moving from place to place.” (White, E. 1999) It is street. This helps to extend the current street wall that is fronted issues. intersects with 63rd Ave. The area is purely residential, and anticipated the new pathways around the existing building by commercial development, which would cater to the needs of each residence affected is serviced by a rear laneway. This will create better linkages to the industrial precinct and the pedestrian traffic. helped to increase the pedestrian and bicycle orientation of the newer developments proposed by other groups. area, while creating a small pocket park. A piece of public art The continuation of Columbia St. southwards to Kent St. helps was included as well. to address the underutilization of industrial space by increasing access to the southern industrial area, opening it up to potential 2. Increasing the marketability of the industrial area by future development. New sidewalks, corner bulges and the proposing more roadways within the area to encourage lots storm water management system all help makes the street a to be broken into smaller more dense sites. These new streets more pleasant environment. were designed as complete streets with sidewalks, trees, corner bulges and natural storm water management in a combination Lastly, the trades college – a pair of uniquely curved, six-story bio-swale/linear rain garden. buildings – attempts to address previous concerns about the original plaza adjacent to Marine Dr. Station. The buildings 3. To increase residential density and commercial opportunities create a strong street façade facing SW Marine Dr. while still by changing the existing low rise residential into a mixed use opening onto and inviting people from the industrial area. This building fronting Cambie Street, and live/work row housing intervention has potential to draw people to/through the plaza facing the rear laneway. This building further adds to the new and could definitely generate the population needed to activate community core while addressing the lane as a secondary and animate the space to make the plaza successful as White street. (1999) suggests. In this regard, we feel that Team A achieved their vision of drawing people into the plaza. 4. Two new buildings near the corner of SW Marine Drive and Cambie Street. These buildings are a combination of a The public art at the corner of the tradeschool on SW. Marine Trades college, and commercial activity related to the adjacent acts nicely as a gateway into the area. The addition of a industry. The building would be designed to take advantage pedestrian walkway across SW Marine would help to facilitate of a south facing aspect, and open onto a public space with pedestrian movement between the college/plaza and the terraced seating to accommodate the slope of the land. The residential neighbourhood to the north. These interventions also corner of the site facing SW Marine Drive would display a align with White’s (1999) ideas regarding paths and portals in Public Art piece reflective of the building’s purpose. that both attempt to draw attention and lead up to a place at the other end, and both try to do so in an aesthetic and comfortable 5. Alterations to the existing (proposed) building adjacent to manner.
School of Community and Regional Planning Urban Design 2008 22 Week FIVE:FIGURE Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 23 WEEK FIVE: Physical Interventions West Side East Side
Looking South and East towards Marine Drive and Cambie St.
Looking North from Kent Ave. Yukon St. running left along Cambie St. to right intersecting with new St. Parallel Looking North between Cambie St. to and north of Kent and Yukon St. Towards Marine Dr. Ave. School of Community and Regional Planning Urban Design 2008 24 WEEK FIVE: West Side Design and Critique DESIGN - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Manityakul, Naveeda Rizwan CRITIQUE - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore
Defining the Problem Framing of the Problem 1.Recognizing that housing is typically in high demand around A bikepath and a “green buffer strip” have been added along Team 2’s presentation of their design intervention on the East transit stations, Team 2 identified the need for increased Cambie St. underneath the elevated tracks of the Canada Side of Marpole is very comprehensive. The design is intended residential density near Marine Drive Station, south of SW Line. This corridor is landscaped to provide: a vegetated to address the following problems: low density around the Marine Dr. Currently, the majority of residences are found swale for stormwater management; a buffer from traffic Skytrain station south of Marine Drive, the inefficient use in the northern portion of the neighbourhood in the form of for cyclists and pedestrians; and a more aesthetic, aromatic of land space for parking in the industrial area, and the lack single-family detached housing. environment underneath the Canada Line. The green buffer of integrative storm drain management. The approach to strip connects to a constructed wetland that has been increasing the density along Cambie Street and South West 2.The industrial area is presently very low in density, created at the corner of Kent Ave and Cambie St., where Marine Drive (SWMD) avoids monotony by creating variety characterized by an overabundance of parking space and elevation is lowest on the site, in order to optimize the in building type and massing. Opting to increase density expansive, single-storey warehouses. The land could be infiltration and cleaning of stormwater. This minimizes the incrementally ensures that setbacks are consistent with current utilized more efficiently. The interface between industrial and quantity of stormwater runoff and acts as a filter before it development along Cambie Street. Campoli and MacLean residential uses could also be improved to help create a more reaches the Fraser River. (2007) argue that density works best when the neighbourhood cohesive community. is diverse and interconnected. Benefits to Neighbourhood 3.The elevated SkyTrain Station creates a dark and uninviting Team 2’s design has brought more people closer to transit, Critique of Design environment for the street directly below. Thus there is an thus making travel easier and reducing the usage of cars. While Team 2’s efforts towards addressing these problems tend opportunity to beautify this space, rendering it more attractive We were particularly mindful of maintaining appropriate to be coherent, we have some concerns. The hard edge created and interesting for pedestrians and cyclists. edge relationships between new and existing buildings by along Marine Drive presents a major barrier to the integration 4.The area along Cambie St. south of Marine Dr. lacks an reflecting styles, heights, and setbacks between them. Our of the space into the neighbourhood as a whole. Second, though integrated stormwater management system. integrative approach combines a diversity of built forms it may be ideal to locate highest density around the Skytrain while increasing residential density adjacent to Marine Dr. station, we have a concern about the level of noise residents Proposed Design Station, while working within the existing zoning. This will have to endure. Some sensitivity to this could have been The buildings on Cambie Street south of Marine Dr., follows with ideas on piecemeal growth that is gradual addressed in Team 2’s proposed intervention. Overall Team 2 immediately adjacent to Marine Drive Station, are low- and contains a mixed flow of small, medium and large size does a good job of interconnecting the houses within the space density two-storey townhouses. Team 2 has increased housing developments (Alexander et al, 1987). The buildings are while also taking into consideration key design principles such density by replacing them with a combination of two mid-rise also multi-level, which allows living space to be stacked as the relationship between buildings and appropriate massing. apartment complexes facing Cambie St, and stacked rowhouses vertically while providing room for yards and landscaping The creation of a new higher density industrial building with fronting the lane in between Ash and Cambie St. The block (Campoli and MacLean 2007). Campoli and MacLean features such as a rooftop garden and skylights for workers of townhouses between Ash St. and this lane were preserved (2007) suggest that a diversity of green infrastructure should is also a welcome addition. The extension of 70th Avenue to help maintain the character of the neighbourhood. The new support density and be threaded through the site. The green towards Cambie Street and the added landscaping facilitate the stacked townhouses are 3-storeys tall, and were designed to buffer strip, constructed wetland, and residential courtyards transition between the residential and commercial areas. In this mirror these existing townhouses. Heights of the apartment provide variety through an integrative stormwater regard, interconnectedness between activities and land uses in complexes are terraced so as to incrementally increase density management system for the site while also contributing to the community is achieved. (from 4- to 6-, then to 8-storeys) and reflect adjacent buildings. the aesthetics and ecological integrity of the neighborhood The tallest buildings are located near the corner of Marine and (Beatley 1991). Team 2 is able to achieve elements of Beatley’s (1991) “Green Cambie. Retail activity is provided on the ground floor of the Urbanism” and mobility with their new bike path and green apartment facing Marine while the apartment complex facing buffer strips that connect to a constructed wetland. One of our Cambie St. contains flex-space. Additionally, this complex is main concerns, however, is the issue of security and a sense of setback to continue the street wall treatment in accordance with safety during the night and weekend times when the industrial the existing buildings along Cambie St. north of SWMD and neighbourhood is not active. Additionally, while the buffer allow for landscaping to provide an aesthetic open space buffer aims to provide a more aesthetic and aromatic environment, from the Canada Line. it is not ideally located under the Skytrain station since the growth and survival of the plants might be adversely affected There is also new, higher-density industrial building with space by the lack of sunlight. for offices on the third floor. It has a small rooftop garden for workers as well as skylights. The building contributes to The integrated storm water management at the corner of the street wall along Cambie St. A wider path has also been Kent and Cambie, in tandem with the green buffer strip, is an created (an extension of 70th Ave towards Cambie St.), which appropriate introduction of a natural ecosystem in the city. is landscaped to help provide a transition between the industrial It not only brings elements of nature into the city but also and residential uses. functions organically in improving the natural environment.
School of Community and Regional Planning Urban Design 2008 25 WEEK FIVE: East Side Design and Critique DESIGN - Team B: Jody Kliffer, Ellen Larcombe and Johanna Mazur CRITIQUE - Team 3: Asrai Ord, Bronwyn Jarvis, Christine Wenman, Mona Poon
Defining the Problem green space, trees, pathways connecting the buildings, Framing of the Problem The structuring of the offices closer to the skytrain and the The problems we identified in the study area include: lack of and sidewalks along the north and south side of the new Team B’s design accurately identified and addressed the short- recessed industry (car dealership) provide a smooth transition office space, uninviting street characteristics along Cambie development. We have also added a sidewalk and trees age of office space and employment opportunities in the area from commercial to industrial space. In addition, the green Street and Yukon Street, lack of walkability and connectivity, along the east side of Yukon Street. To provide vehicle while maintaining characteristics of the industrial area. They space and the bioswales added on Yukon Street complement lack of ecologically functioning infrastructure, lack of access to the site, we added a narrow street joining Cambie also created a much-needed revitalization of the area by iden- the existing constructed wetlands on Kent Street and SW Ma- employment opportunities in a growing community, and and Yukon. Furthermore, the street development is vital tifying the need for more inviting street characteristics along rine Drive, as well as the bioswales installed on SW Marine limited green-space for residents and workers. Improving these not only for the sake of the users of the office complex, but Cambie and Yukon Streets, better connectivity and walkability, Drive. Bioswales are also an excellent way to demarcate conditions through specific interventions will improve the also to support the link between the new office building green-space for residents and workers and the integration of between the public street and private space (Jacobs 1961). viability and sustainability of this community. The importance and the adjacent public square and connected amenities. more ecologically functioning infrastructure. of considering ways to improve the sustainability of The importance of developing people-friendly streets is communities for both human and ecological health is reflected supported by Allen Jacobs’s research on ‘Great Streets’, Critique of Design in a broad range of literature (Krier 2008; Alexander 1987). which suggests that street design is integral for enhancing On the whole, Team B’s design addressed the problems they the experience of those using them (Jacobs 1987). identified in a very holistic and coherent manner. On top of Proposed Design the additional office space, attention to detail was paid in sug- To address the identified problems, our team implemented In order to improve the ecological functioning of the gestions for a credit union in the Cambie Street building and several design interventions. Most prominent among these neighbourhood, we have made several design interventions medical care in the Yukon Street building, both of which were was the addition of new office space to the industrial area to the area and the buildings. The office building lacking in the Marpole area. The specification of childcare immediately south of the skytrain development. The three one- development and street improvements incorporate bioswales in the Yukon Street building is somewhat problematic, as it storey buildings housing a car dealership and service garage and two retention ponds for eco-friendly drainage. The could be argued that this facility may be duplicating a function on Cambie Street were replaced with three new buildings. The buildings incorporate geothermal heating, with rooftop already served by the existing community centre on SW Marine new three-storey building on the south side of the site houses solar panels for additional electric power. The green space Drive. However, the rooftop childcare facility could be an as- the car dealership and garage. This building has one level of in this area will also help offset some of the negative set if the two office buildings provided a demand that exceeded underground parking, third-floor office space, and a research environmental impacts of the industrial park. Green spaces the capacity of the community centre. An on-site childcare lab on the second floor for college students conducting research help sequester carbon and relieve the pressure on storm facility would also be helpful for visiting medical patients with in green technologies. There is also a large display area on water drains. The value of integrating ‘green’ technology children. the first and second floors to showcase the innovative green and infrastructure into this area promotes sustainability and technologies that have been researched and designed by the fosters an overall spirit of ecological integrity that we hope Wholeness and coherence (Alexander et al. 1987) were also students of the technical college. will engender other developments in the area. Furthermore, taken into consideration in the decision to maintain (but we reduced parking space in this area to encourage other re-design) the existing car dealership. In retaining the car The office complex is comprised of two buildings: a three- modes of transportation, but retained a small parking area dealership, Team B recognized the business plan of the existing storey building on Yukon Street and a four-storey building on dedicated for car co-ops and disabled parking. dealership to expand at this location. Secondly, a car dealer- Cambie with a two-storey terraced section. The three-storey ship on SW Marine Drive had already been removed in Team building includes a rooftop childcare facility, office space, and Benefits to Neighbourhood 3’s first design intervention. Thirdly, the preservation of the a walk-in clinic on the main floor. The combination two and In general, the importance of providing office space near car dealership recognizes that existing cars will need servicing four-storey building is primarily dedicated to office space with a residential community supports the livability of the area and the on-site car maintenance provided at this location will a small percentage of the main floor dedicated to commercial by allowing people to live in proximity to their place of relieve cars in the area from driving to Richmond for service. space. We also identified the need to dedicate some of this work. Furthermore, the strategic location of the office The integration of a lab use and display area within the dealer- office space to a financial institution, such as a credit union, buildings near a transit centre increases the accessibility ship also complements the nearby technical college. In addi- which we located in the commercial area of the three-storey of this workspace to residents outside of the immediate tion, including a car co-op and bike co-op beside the dealership building. We feel that the social values of a credit union neighbourhood and promotes sustainable transportation. As speak to Gibbs’ ideas regarding common marketing campaigns align well with the broader community goals of sustainable well, the inclusion of limited parking in this development for businesses in the same area (Gibbs 2008), as they could be development that have informed much of the interventions encourages the use of other modes of transportation, sponsored by the car company. made to this area so far. This building also includes a rooftop including walking and cycling, which ultimately contributes courtyard that serves as a shared social space for businesses in to the health and wellbeing of residents. A concern for the new car dealership is the large expense of the building. implementing underground parking, especially if only one floor The improvements made to the walkability of the area, is intended. An alternative solution could be to build the deal- We decided to retain the car dealership in the area, with the including the addition of trees and new sidewalks, also ership one floor higher and include parking at the ground level. understanding that it would be resistant to moving given that contribute to the over-all livability and attractiveness of this Another suggestion could be to implement vertical stacked it has closed down other locations and currently has plans area. The addition of ecological features promotes a specific parking above ground. If these ideas were implemented, the to expand on their existing site. To enhance the aesthetic standard for future design and development in the area, existing space allotted for car parking could be allocated to appeal and walkability of this industrial/office area, we added contributing to the long-term vitality of the neighbourhood. bike parking or increased green space.
School of Community and Regional Planning Urban Design 2008 26 Week SIX: FigureFIGURE GROUND Ground
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School of Community and Regional Planning Urban Design 2008 27 WEEK SIX: Physical Interventions West Side East Side
Looking South towards Marine Drive West of Looking East Yukon St. along Marine Drive on the left and across 70th Ave. along Heather St.
Looking North from Yukon across Marine Dr.
Looking North along Cambie South of Marine Dr. Looking North between Ash St. and Cambie St. towards Marine Drive from Kent Ave.
School of Community and Regional Planning Urban Design 2008 28 WEEK SIX: West Side Design and Critique DESIGN - Team 3: Asrai Ord, Bronwyn Jarvis, Christine Wenman, Mona Poon CRITIQUE - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla
Defining the Problem artistic products of the merchants. During markets, a section Framing of the Problem Perhaps a weekend-only closure would be more appropriate Our group identified an overarching need to integrate and of Cambie street south of Marine drive can be closed to The group identified low density and a lack of amenities or for the proposed weekend-only market, in concert with an enliven community life and provide more and better amenities vehicles to make the area more safe and pedestrian friendly. activities as problems in the area. alternate paving type. To optimize the use of space, the stalls for the existing and growing population in Marpole, as well could be reshaped to allow a functioning road to operate on as to take advantage of opportunities to decrease the carbon Benefits to Neighbourhood Critique of Design weekdays. We were also not clear on how they reconciled this footprint of the residents. The buildings around 70th avenue will create a defined Property values near Marine Drive and Cambie Street street-market with the market in the nearby public square, and and interesting street wall, and allow for a lively street will increase with the introduction of the Skytrain station whether they were seen as redundant or complementary. We identified problematic sites appropriate for development, experience. Since the height tapers to 3 stories to the north (Gosling 2003). Therefore, the group’s attempt at residential including: The dilapidated residential block and gas station and west it will not dwarf the surrounding single-detached densification near the Skytrain station is applauded. However, The added skate-park will be well-used, given its location facing on to 70th avenue, which don’t add to community life or dwellings. The somewhat public parkways will provide we question the group’s rationale for increasing residential near a large residential neighbourhood, community centre, take maximum advantage of the new streetscape improvements social and recreation space for community members, and the density in this particular area when there were many and the Skytrain station. Conversely, we have mixed feelings and additional major bus line on Marine drive; the industrial rooftop gardens for a more private retreat. opportunities for densification closer to the Skytrain station. about the velo-drome/sporting field. We welcome the idea of a lands, especially close to the skytrain, which suffer from (potentially) indoor sports field, especially given Vancouver’s sprawling inefficient land use and are largely empty during the The new industrial buildings adjacent to the skytrain will We deemed the massing of apartment buildings appropriate weather and the fact there are currently no full sized sports evening and on weekends because of their employment focus; provide more employment - possibly for local residents - for the area and appreciate the group’s efforts in transitioning fields in the area. Furthermore, its proximity to the Skytrain the area under the skytrain which could become ‘dead’ space which will also enliven the south Cambie corridor during between the added higher-density apartment buildings and and community center increases accessibility. However its - uninhabited and dull, or even unsafe - if it is not given some workdays, and help to support local businesses. The first in the existing single-family dwellings. We also feel that the proximity to the Skytrain can also be seen as a negative commercial, social or civic function. the city, the velodrome will provide an athletic amenity that commercial space provided in the area is sufficient for the due to the high land value in this area. While we like the all of Vancouver can use, and can help to improve the image number of new units, and is not so great as to detract from addition of an exercise/training facility, we believe that a Proposed Design of cycling. The track and field complement the nearby existing commercial spaces in the area. velo-drome could have a much smaller user population than Our first interventions site is the area around 70th avenue. In community center by providing an athletic facility that’s other amenities given its ‘extreme sport’ connotations. Also, the block directly north of 70th, run-down, low-rise (three useful for the whole community. The adjacent skate park Intensification of the industrial land west of the Skytrain track the construction and maintenance of a velo-drome on top of to four story) apartments were replaced with an seven-story is appropriately sited in the industrial area because of the is also applauded. It increases employment density in the area another building would be prohibitively expensive. building, a six-story building, and mixed-story building noise and crowds they usually create, and as a popular “third and its location could lead to increased use of the Skytrain. (five stories on one side and three on the other). The single- place” it can be accessed by youth around Vancouver via the The addition of more workers to the area will help make the Overall the design team’s proposal addresses the community’s detached houses in the block north of here were replaces with skytrain (Oldenburg1989). The market south of Cambie will commercial businesses more viable. It will also bring more needs. Their design interventions increased both the residential similar mixed-story buildings. The roofs of the six and 7-story provide a social and artistic “third place” in Marpole, for all vitality and activity into the area. and industrial density in the area, and added much needed buildings will have community and chinese gardens, enclosed ages (Oldenburg1989), and will help to integrate life on the sporting amenities and art. This will likely increase activity by courtyard perimeters which will ensure safety, block wind, two sides of Marine drive, and bring life to the industrial Although industrial intensification is desirable close to the and vitality in the area. Our primary suggestions are to modify and allow space for some communal rooms. We added north- area during evenings and on weekends The greenway Skytrain station, we are concerned that the new development the locations of the proposed developments and to more south running parkways and pathways between the buildings plays an important role in providing connectivity between: may be too intense for the adjacent residential area. We would carefully analyze the economic feasibility of some aspects of to maximize solar exposure and allow for connectivity. The the community center; the existing south residential therefore propose that this area be rezoned to encourage lower- the design. parking lots behind the apartments can be phased into shade community; the velodrome, track and field; the skate park; intensity industrial development. gardens as car use decreases. The gas station lot south of W and the market. It will bring an “experience of approach, 70th avenue has become a mixed use development, with 1 anticipation, invitation and arrival” to the redeveloped area A complementary addition to the industrial area could include floor of commercial space on the ground floor and 7 stories of (White 1999). extended bioswales or rain gardens which could link to the residential space above. retention pond to the south. This would provide visual and ecologically functional continuity. The second major site is the industrial area between the southern residential community and the skytrain. We increased Overall the pathways were placed effectively to provide the density of this industrial area significantly, adding: good connectivity and accessibility. They were mindful of industrial buildings for employment of I2 zoning nature; a pedestrian needs, as evidenced by the pathways between the rooftop velodrome, with a track and field inside, on one of 69th Ave townhouses. These provide permeability for north- the industrial buildings; a skate-park; a greenway between the south pedestrian movement, creating human-scale walkability existing residential community and Cambie street south of the and making the added density more palatable (Campoli and sky train station; and shelters to house a weekend market and MacLean 2007). possibly artist work space under the sky train line on Cambie street. For safety and to prevent vandalism, the shelters can Regarding the Cambie Street closure south of Marine Drive, be closed and locked when the market is not operating for we find the addition of artist studios and a market is a welcome safety. Community art will be encouraged on and around one. However, given its importance to surrounding industry, the shelters to make the space more ‘human’ and to echo the closing that particular street may not be the ideal choice.
School of Community and Regional Planning Urban Design 2008 29 WEEK SIX: East Side Design and Critique DESIGN - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore CRITIQUE - Team A: Andrew Merrill, Michele Fuge, Anjali Varghese
Defining the Problem residents can cultivate their own food. The community Framing of the Problem The other sustainability initiatives for building energy and Team C identified the following design issues in the area garden also includes a constructed fish pond. Design Team C identified several design problems on the east ventilation as well as stormwater management are also immediately north and east of the Cambie Skytrain station, side of the study area including a lack of density, a lack of beneficial, both in light of the values it promotes and in north of Marine Drive: • A multi-faith centre will be constructed on the northeast diverse housing types, and a need for increased sustainability keeping with other initiatives proposed in previous designs. corner of the site to provide local Marpole residents with and urban agriculture. • The current rental development, Marine Gardens, is in space for quiet contemplation and meditation, prayer, Again, although the site has high density, Team C has need of major repairs and is low-density, incorporating only and small-group meetings. The design of the building We appreciate their overall design and the detailed depictions provided a lot of permeability throughout. We like the seventy units. Higher residential density on that site would will incorporate elements common to Eastern, Western, they presented in the model. While they were largely successful connectivity created throughout the site and extended across be appropriate, given its proximity to the new station and to and native North American belief systems, such as the in addressing the issues identified above, we suggest minor SW Marine Drive. The widening of this street with the median commercial interventions proposed by previous teams. celebration of light and a reverence for the natural world. changes to improve their design. provides a pedestrian upgrade and the street wall created along An outdoor garden area will include a water feature, SW Marine also contributes to a more pleasant pedestrian • Few opportunities currently exist for residents of Marine landscaping with native plants, a walking path, and covered Critique of Design experience. As White (1999) states, “successful streets are Gardens and adjacent single-family areas to experience green seating. Team C successfully added residential density and provided a appropriately defined and scales by enclosing buildings spaces and to engage in urban farming. variety of building forms. We particularly value their conscious that are well-designed, carefully detailed, and faithfully Benefits to Neighbourhood decision to ensure that no quantity of rental housing was lost maintained.” • The opportunity exists to create a sustainable higher- Our design has increased the residential density of the site within the area they redesigned, while also creating a variety density residential development that includes green building while being sensitive to the existing neighbourhood and of market housing. The range of housing types provides an We also like the idea of the multi-faith centre as we believe it technology, natural outdoor spaces, and a multi-faith centre to to the needs of local residents for opportunities to farm, opportunity for increased diversity within the block and the enhances and celebrates the diversity of the neighbourhood. It serve the spiritual needs of the local community. experience nature, and escape the hectic pace and noise entire neighbourhood. might be justified to give this facility more prominence. of an urban environment. Campoli and MacLean (2007) Team C presented thoughtful and creative design ideas. Proposed Design argue that density works best when the neighborhood While we welcome the variety of building types, particularly They were successful in creating density while maintaining Team C’s design interventions include the following features: is diverse and interconnected, and we have effectively their massing and stepping, we had some concerns with the greenspace, enhancing diversity and sustainability. They have achieved this through sustainable design. We have preserved central tower building. The footprint of the podium may be created a strong aesthetic through building form, massing and • A higher-density housing development on the Marine Gardens and expanded rental housing in the neighbourhood to too large for residential use. The height of the building was stepping that doesn’t overwhelm the neighbourhood. site will incorporate approximately 250 residential units, with accommodate a range of incomes and family types. Our also debated. At 16 storeys it is now the tallest building in retail at grade along Marine Drive. The complex will preserve design is informed by the work of Ackerman (2006), who the entire project area. While we appreciate the focal point and increase the total number of rental units, and will include emphasizes the rejuvenating and stress-reducing qualities this creates, particularly in light of Christopher Alexander’s both market and non-market rental and for-purchase units. of natural areas within urban environments; Beatley’s idea of the formation of centres (Alexander et al. 1987), it The daycare will be retained and expanded, and underground (1991) recommendations on how to embed nature within may remove focus from the larger neighbourhood centre that parking provided. urban infrastructure; and Campoli and MacLean’s (2007) is being developed near the Sky-Train station. However, we work demonstrating the importance of interconnectedness, concluded that this height is justified assuming that the “true” • The new residential buildings will be varied in height, type, appropriateness of scale, tree canopy and green spaces, neighbourhood centre will be densified accordingly with further and massing in order to be sensitive to the scale of the adjacent and consideration of the diverse needs of residents when development. We also thought that some stepping down on the single-family neighbourhoods. The pathway between the increasing density within a neighbourhood. north side of this building might create a better transition to the structures emphasizes pedestrian access from the plaza and single family housing on the next block. Skytrain station, and provides for a more intimate and relaxing walking experience. Developing a concrete physical connection with the land is one of the key aspects of a sustainable society described by Bossel • Sustainable design features will include passive solar heating (Newman and Jennings 2008). We therefore appreciate the and innovative ventilation systems; a vertical garden on the extensive greenspace that they were able to create despite the residential tower; geothermal energy; a permeable pedestrian/ significant increase in density. The greenspace is enclosed by local traffic pathway; and rainwater catchment. buildings and Team C has suggested landscaping and seating areas that will make it a relaxing area within the this high- • Important spaces created include a community garden and density block. The community garden is another detail that was mini park with seating, children’s play area, and water features. especially valuable. However, placing the community garden The proposed green features, which include green roofs and a directly north of the tower building is not ideal due to shading vertical garden, will serve as bird habitat, sequester carbon, and from the building. This problem could easily be avoided by reduce the energy consumption of the development. They also relocating the garden or repositioning the tower further south add beauty and attraction to the neighborhood, and improve on its podium. One suggestion is to switch the location of the human-to-nature connections (Beatley 1991). With the rooftop garden with the rooftop childcare centre. and community gardens, and built-in greenhouse features, the
School of Community and Regional Planning Urban Design 2008 30 Week SEVENFIGURE: Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 31 WEEK SEVEN: Physical Interventions West Side East Side
Looking North along from Kent Ave.
Looking North towards Marine Dr. and Cambie St. at Marine Looking Drive Station Southeast towards Marine from Lord St and 65th Ave.
Looking Northeast from Aisne St towards Marine Dr.
Looking West along Marine Dr. Looking Northwest towards Marine Dr. and Cambie St. from Yukon St.
School of Community and Regional Planning Urban Design 2008 32 WEEK SEVEN: West Side Design and Critique DESIGN - Team A: Andrew Merrill, Michele Fuge, Anjali Varghese CRITIQUE - Team B: Johanna Mazur, Ellen Larcombe, Jody Kliffer
Defining the Problem Benefits to Neighbourhood Framing of the Problem Similarly, the vertical agricultural garden appears too large for Our team identified several design problems/opportunities on Our design interventions have aimed to enhance residential, Team A identified several areas for improvement in their third this neighbourhood. Although we applaud the integration of the west side of the study area. First, there was an opportunity commercial, industrial and ecological aspects of the study design intervention. Their interventions were primarily centred more agriculture into the community, the size of the structure to increase density, particularly near the sky-train station area by increasing both density and diversity. Although we on developing affordable and seniors’ housing, creating live/ is beyond what is needed and lends the appearance of lacking as the surrounding development has grown substantially, are proposing a significant increase in density, we have tried work spaces for small businesses, increasing density, and structural integrity. dwarfing this central area. We felt however, that any increase to create a “careful design [that] can provide amenities, even bringing communities closer to their source of food. in residential density should incorporate a variety of building in small spaces” (Campoli and MacLean 2007), such as the A final critique relates to the six-storey loft-style building on types in order to prevent “the deadening effect of mass- private backyards for the courtyard rowhouses. Team A achieved their goal of increasing density while Marine Drive at Aisne Street. Although Team A successfully production” (Campoli and MacLean 2007)as well as attract a enhancing the living space for elderly and low-income addressed the spatial needs of small businesses with the design diversity of users including housing dedicated to seniors and Throughout our design, we have paid particular attention to populations by introducing senior and low-income housing of the building, the location could create a financial challenge low-income families. We also saw a need to develop denser and the streets which are “the vital organs” of the city according north-west of Cambie and Marine Drive. The developments for its occupants. Because of the increasing value of the land more diverse industrial uses on the south side of SW Marine to Jane Jacobs (1961). As such, we aimed to develop a street that Team A incorporated are a natural response to what a on Marine Drive from density, commercial opportunities for Drive. Finally, there was an opportunity to enhance naturalized wall that not only creates a sense of an indoor room, but diverse and aging community would need as density in the area artisans and manufacturers at this location may be outweighed areas and promote food security through urban agriculture. unifies the neighbourhood, attracts pedestrian activity and continues to grow. Planning the design of neighbourhoods as by the negative impacts of expensive rental space. If Team draws people into its centre. a response to the needs of the population is a critical role for A is building with consideration of the financial needs of Proposed Design Planners to assume (Lynch 1984). small businesses, locating the office building deeper into the In order to address these issues we proposed the following industrial zone where real estate would ostensibly be cheaper design interventions: The low-income developments comprise of three multi-unit would increase the affordability of the units in this building. buildings along Marine Drive that are “stepped” – getting 1. Increasing residential and commercial density near the incrementally shorter away from the Cambie/Marine Drive intersection of Cambie Street and SW Marine Drive. The intersection. This design feature is consistent with the buildings that front these major streets are designed to have neighbourhood’s growth strategy, which has focused on main floor commercial use to support the increased density. We concentrating high-density developments in central areas also increased residential density in the blocks immediately of activity with a gradual decrease in density moving away south and west of the school/park site. Here we provided from the node of activity. Planning for incremental growth a variety of housing types including stacked row-houses, in a neighbourhood allows for the organic development of townhouses, courtyard rowhouses and high-rise apartments. We a community in a piecemeal fashion, and often results in a have also included a seniors/assisted living complex and social greater sense of “wholeness” (Alexander et al. 1987). housing. The issue of density was further tackled by Team A through 2.Developing light industrial uses fronting the south side the addition of a 14-storey tower to the building located on the of SW Marine Drive in a loft-style building. In addition to north-west corner of Cambie and Marine Drive and through the providing space for cottage industries to set up manufacturing introduction of multi-unit buildings on the west side of Cambie shops, this should create a transition zone between residential Street. Furthermore, to address the need for more office space and heavier industrial uses. in the neighbourhood, Team A created a six-storey loft-style building for cottage industries on Marine Drive at Aisne Street. 3.Creating a stronger street wall along SW Marine Drive and Cambie Street. The new buildings fronting these streets are Critique of Design designed to complement the form and heights of the existing Despite the success of Team A’s design interventions in adjacent and opposite buildings. The proposed buildings are accomplishing their stated goals, our team has identified a tallest at the intersection and then step down as one moves few areas of concern. Most notably, the size of the residential north and west. tower on the north-west corner of Cambie and Marine Drive is too massive for the given context. This structure is at risk 4.Creating a vertical agriculture building near the existing of being a “vertical and horizontal form of overdevelopment” naturalized wetland to address need for increased food security and “logistic overextension” (Krier 2008, p. 55). Our team through urban agriculture. feels that a structure of the same or similar height, but with reduced total mass, would better integrate with previous design 5.Expanding the existing wetland to increase its capacity to proposals at Marine Drive and Cambie. Adorning the building store and treat stormwater. It also provides an opportunity with a lighter tower structure would have achieved Team A’s to enhance the existing landscaping and make it more of a goal of densification, while maintaining an integrated design. destination, especially with the new nearby vertical garden.
School of Community and Regional Planning Urban Design 2008 33 WEEK SEVEN: East Side Design and Critique DESIGN - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla CRITIQUE - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Manityakul, Naveeda Rizwan
Defining the Problem roofs have incorporated solar panels. Building orientation Framing of the Problem of a neighbourhood street”. Additional beneficial functions We have identified three opportunities for improvement in the was chosen with careful attention to sun path, allowing Team one successfully addressed a number of problems on the of trees include cleaning of the air and soft-scaping of hard study area: natural light into the plaza. We felt daylight was particularly Eastside of the study area including a lack of office space, an edges within the built environment. This corner had one of the important to stimulate daytime use, as many office workers excessively large public plaza (for the site) and lower density largest and most mature tree canopies in the neighbourhood. 1. The area, as well as the City of Vancouver, lacks sufficient and students would be in the area during the daytime, in the industrial area and a lack of sustainable passenger Perhaps there could have been a more balanced tradeoff office space. especially at lunch hour. transportation. between increasing density in the area and preserving this greenspace. 2. Vancouver is in need of more industrial space; there is an Finally, we added a passenger station on the rail line at the Critique of Design opportunity to intensify industrial lands south of Marine Drive. south end of Cambie Street. We operated on the assumption In general, Team 2 applauds the densification of the SE corner While the idea of re-introducing trains was a relatively simple 3. The old Insurance Corporation of British Columbia that rising fuel costs, an aging population, and increasing of SW Marine Dr. and Cambie St. The introduction of the gesture (two lines indicating tracks and a square box for a (ICBC) site (adjacent to the Marine Drive Skytrain station) is awareness of the need for environmental sustainability office buildings is a positive addition to both the community station), it was a powerful idea, especially in a peak-oil/post- underdeveloped and has tremendous growth potential. will make passenger transport along the existing rail line and the City of Vancouver. These buildings provide a smooth oil context). At the same time, it is questionable whether an economically viable. Given the Skytrain hub, public market, transition from industrial and commercial and the mix use east-west route adjacent to the Fraser River would have much Proposed Design public square, skate park, velodrome, and other amenities in will help provide the nightly “eyes on the street” improving use as a pedestrian train. Although it would be an innovative To increase density and intensify office space in the area, we the area, it is likely that a train stop would be placed in the pedestrian security (Jacobs, 1961). The office buildings will solution for the movement of goods, there is already a major added four office buildings on the old ICBC site. We increased area. The south section of Cambie Street, which is closed also provide employment opportunities for those living in bus route along SW Marine and a passenger train might the density of an existing building at the corner of Cambie to vehicular traffic and sheltered from rain by the Skytrain the area. The solar panels, geothermal heating and power (needlessly, and at cost) duplicate that service. Also, the Street and Marine Drive by adding an eight story tower to the track, would be a suitable pedestrian path between the generating windows are thoughtful “green” additions to the station may have been better situated on the other side of the existing three storey building. The lower levels are allocated Skytrain station and a new train station. office buildings. We also appreciate the way the team kept the road, where the skytrain station is located. for commercial and retail space, and the tower will be for office technical school and added on to the existing building instead use. We replaced the articulated building on the south side Benefits to Neighbourhood of completely rebuilding. of the public square with two four-storey buildings. The first The new additions and changes to the old ICBC site will level of these two buildings will be for commercial or retail improve the functionality and vitality of the area. By adding The buildings surround the plaza, decreasing the plaza’s size space while the remaining three floors will be used for office office space and increasing the overall building density on and render it more intimate and usable. The added employment space. All of these buildings incorporate setbacks to reduce the the site, we are making the development more profitable density surrounding the plaza will also help increase its perceived size of the buildings. The fourth office building is while responding to the city’s need for office and industrial vibrancy and usage. located along Yukon St., south of Marine Drive. This building spaces. By increasing the size of the buildings surrounding is eight storeys of strictly office space. the public square, we have decreased its size to a more Team 1 was very effective at interconnecting the diverse human scale which will increase its perceived vitality. The range of buildings and the plaza both within the site and to On the east side of the old ICBC site, we have proposed a light additional buildings also create a more defined shape to the the neighbourhood with their ‘path-portal-place’ inspired industrial building. We envision this building could be used for plaza. pedestrian traffic flow. The interconnection also binds the site a production line, warehouse, or other low-intensity industry. together as an integrated whole, an effective approach when The close proximity of the new industrial space to the existing The public square will continue to serve as an important dealing with diverse building types (Campoli and Maclean trade school could promote programs or partnerships between focal point in the community. We envision the square being 2007). the industrial businesses and the school. used primarily by the employee and student populations during business hours while being used by the general The main concerns relate to the massing of the buildings We also constructed two additional buildings which connect community outside of business hours. According to Whyte, themselves. While Team 1 tried to mimic existing styles and to the trade school. We anticipate that the school will need to “...commuter distances are usually short; for most plazas, make use of the pre-existing forms on the site, the result was expand in the future, and we therefore added a three-storey the effective market radius is about three blocks” (Whyte somewhat cluttered, resulting in too many different styles. building against the south side of the existing trade school 1980). Therefore, by increasing building density we are structures. This increases the size of the school, but also also increasing the number of people who will frequent Although the tower fronting SW Marine Drive contributes to decreases the size of the public square. It also creates a path the public square. The public square will be host to many a need for higher density, the building is rather bulky and the and portal into the public square from the east (White 1999). community events including concerts, festivals and farmers’ triangular corners may limit efficient use of the space inside. An eight-storey tower to the east of the existing structures was markets. Users of the train from Surrey will be able to visit Perhaps adding shoulders or more stepping would have made placed in order to optimize use of this space. This building may the market on weekends, expanding the potential consumer the building more elegant and functional. be used by businesses in addition to the school. base in the area. Coupled with increased office space, the proposed changes would increase job opportunity and Unfortunately, a number of trees were sacrificed in the In order to maximize energy efficiency, district heating was security in the area. development of this site. This could negatively effect the placed under the new buildings. All buildings are south- health of the neighbourhood, as Campoli and Maclean (2007) oriented and have enough sun exposure to effectively state in Visualizing Density: “Establishing a canopy of trees is incorporate passive solar heating and cooling, and several the single most effective way to improve the physical quality
School of Community and Regional Planning Urban Design 2008 34 Week EIGHT:FIGURE Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 35 WEEK EIGHT: Physical Interventions West Side East Side
Looking West along Cambie from Manitoba St.
Looking North between Aisne St. and Ash St. towards 71st. from new street connecting Aisne St. and Ash St.
Looking Northeast at Looking Marine Dr. and Yukon St. North towards Marine Dr. and Columbia St.
School of Community and Regional Planning Urban Design 2008 36 WEEK EIGHT: West Side Design and Critique DESIGN - Team B: Johanna Mazur, Ellen Larcombe, Jody Kliffer CRITIQUE - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore Defining the Problem replaced one low-density light industrial building with a Framing of the Problem removal of the alley could be of concern as not only is parking The problems we have identified in the south west portion of new light industrial building offering much higher density. Team B’s third design intervention sought to address a range space eliminated but through-access by emergency vehicles the neighbourhood area are as follows: awkward transition This proposed design also integrated office space on the top of problems identified in the southwestern section of Marpole. is highly restricted as well. It may be more appropriate if from the residential pocket south on Marine Drive to the floor. To accommodate vehicle and truck traffic, we have These included: the lack of affordable housing; the need for the solution had made car access possible but not visually light industrial area bordering Kent Street; low-density of added a road on the south side of the building. As an added more green spaces and local food production opportunities; dominant as it now is (Campoli & MacLean, 2007) light industrial space; limited office space in the area; lack of ecological feature and to create opportunities for people’s limited office space and limited pedestrian connectivity affordable housing; the need for more green space and local connections with nature, we have included a duck pond between residential and industrial areas. Finally, the transition in building height on the west side of the food production opportunities; limited transportation options; between these buildings that is surrounded by green space site across from the one-story industrial buildings was a little and, limited pedestrian connectivity throughout the residential and connected to walking paths. Critique of Design abrupt. A more gradual transition in scale may have been more and industrial areas. On the whole, team B’s intervention addressed many of the appropriate. A greater variation in building heights would To compliment the light industrial loft-style building on issues identified. The team did an excellent job increasing also have added more interest to the neighbourhood, making Proposed Design Marine Drive (proposed by Team A), we proposed an the density along SW Marine Drive by replacing the single- strategically placed buildings more of a focal point. In order to address the problems outlined above, our team additional three-storey light industrial building for small- family units/duplexes with medium density apartments. introduced several design interventions. To address the lack scale manufacturing and cottage industries. We have The proposed structures relate well to one another and the Overall, the intervention was effective in achieving most of of affordable housing, our team replaced the original pocket integrated ecological benefits into the design, with a green surrounding buildings in terms of massing and character. The the objectives, particularly in creating more affordable living of single-family housing that existed with medium-density roof, geothermal heating and skylights. The existing site mixed income neighbourhood, with 40% social housing or spaces, facilitating greater density in the industrial area, residential apartment buildings. The new residential buildings housed two small one-storey light industrial buildings. non-market housing is well suited for this transitional area. ensuring harmonious liveable and workable spaces, enhancing are two four-storey complexes, with a contingent six-storey Additionally, incorporating energy efficiency and sustainable connectivity between areas, and deriving the benefits of tower at the west end of the northern building. These designs To address the lack of connectivity and awkward transition green technologies (Geothermal heating, solar panel and green having green spaces. These are highly desirable and necessary offer much higher density to the neighbourhood and will between the diverging land uses in the neighbourhood, roof) aids in making these units more affordable to live in, additions to the neighbourhood. comprise of 40% social housing, with the remainder dedicated we have integrated extensive pathways throughout the certainly in the long run (Beatley, 1991). Similarly, Team B’s to mixed income units. The buildings incorporate different neighbourhood, which connect the different spaces and efforts to preserve the existing trees as well as the inclusion environmental features, such as geothermal heating systems, provide walkable routes to and from the skytrain. of green spaces and the large community garden within the solar panels for energy generation and green roofs. development were very worthwhile in creating more open As a final contribution to building connectivity in the spaces as well as increasing opportunities for food production. A green space accessible to both residents and the general neighbourhood, we collaborated with Team 2 to build a The live/work spaces created are a good fit with the loft work public is cradled between the two residential complexes. streetcar line along Marine Drive that addresses the need for space previously proposed by Team A at the site of the old Pedestrian connectivity throughout the grounds is enhanced a variety of energy-efficient and accessible transportation A & B Sound building on SW Marine. The 3-storey building by a network of paths, including a pathway cutting through choices. added to serve industry/cottage industries is complementary to archways in the buildings. Next to the residential buildings, Team A’s building; they also fit well in the neighbourhood. The we have proposed a large community garden that provides a Benefits to Neighbourhood transitioning from live/work to light industrial also works very space for people to grow their own food, while increasing the Our design interventions create more affordable office and well. The pond and other natural features south of the live/work overall green space of the neighbourhood. Our approach to the living spaces and denser light industrial use in the south- buildings will provide a great buffer from sounds and smell design of this residential area was informed by literature which western region of the neighbourhood. The incremental generation, as was intended. The efforts to create and maintain discusses the critical relationship between urban design and transition from the residential to the light industrial uses connectivity between the residential and commercial areas are a the human experience of density. Specifically, Campoli and in the area provides the opportunity for both liveable and great consideration in this area. MacLean state, “how we perceive density has everything to do workable spaces to co-exist harmoniously. Our design of with how it is designed, not the actual ratio of units to acres” pathways, archways and gathering spaces throughout the While Team B presented a good design strategy for addressing (Campoli, A. & Maclean, J. 2007, p.1). This reality informed site enhance the connectivity and walkability, which are the problems identified, there are several small issues that have our careful articulation of the increased residential density in aligned with White’s emphasis on the importance of paths, been overlooked which may affect the overall effectiveness the neighbourhood. portals and places as “meaningful exterior space in urban of the design intervention. Our team felt that by ignoring environments” (White, E, 1999, p.1). The green spaces the current problem of traffic using 71st Avenue as a major In the block south of the residential units, we have proposed in the neighbourhood also provide a relaxing place where thoroughfare, the new access street created to the south three live-work buildings (three-storey buildings with high workers and residents of the area can gain the physical, by opening the cul de sac created by another team will not ceilings) to transition between the residential area and the social, ecological and psychological benefits of having necessarily achieve the objective of this intervention. We light industrial area. The simplistic character and utility of routine access to green spaces and wildlife. believed that it might be feasible and preferable to create a cul- these live-work buildings might attract a population of people de-sac on 71st west of Ash to prevent flow-through traffic in inspired by the industrial edge of the city. The live/work the residential area. building use is essential to the successful transition from the residential neighbourhood to light industrial/office zone. Although alternative modes of transportation and locally Immediately south of the live/work buildings, our team also produced goods and services are highly encouraged, the
School of Community and Regional Planning Urban Design 2008 37 WEEK EIGHT: East Side Design and Critique DESIGN - Team 2: Joanna Clark, Megan Fitzgerald, Sawngjai Manityakul, and Naveeda Rizwan CRITIQUE - Team 3: Asrai Ord, Bronwyn Jarvis, Christine Wenman, Mona Poon
Defining the Problem (higher-density townhouses) and replaced the single-family Framing of the Problem the Skytrain station and enhance the art of relationship in A number of issues were identified in our assessment of the homes along Marine Dr. with three-storey rowhouses. Team 2 accurately indentified that a denser industrial- the walking experience that Gordon Cullen mentions in his study area – particularly a lack of unity and cohesion between The peaks of the roofs on the townhouses were intended residential interface was needed along SW Marine. Also work (Cullen 1961). The introduction of these awnings now the residential and industrial areas on either side of SW Marine to compliment the form of the existing residential. The appropriate was the encouragement of multi-modal encourages future teams to consider adding this element to Dr. and east of Cambie St. new development on the corner of Yukon and Marine Dr. transportation in the area by the introduction of a more their work, especially to the buildings attached to the Skytrain is a mix of affordable, family-oriented townhouses and sustainable transit system across SW Marine. In addition, platform. To further enhance the atmosphere of this street, The residential area on the north was relatively low-density, seniors’ housing, in the adjacent five-storey building. This increased housing for senior citizens was another important Team 2 could have also considered denser tree planting in including single-family homes on Marine, and a small new complex follows Campoli’s argument that stacking identified issue that Team 2 accurately addressed. Although a this corridor to mimic the agricultural archway on the west townhouse complex adjacent to the mixed-use village at the living space vertically leaves more space for yards and continuous tree canopy is a significant issue identified by Team side, making SW Marine a more comfortable place to stroll, Marine Dr. and Yukon St. The neighborhood is developing landscaping. In keeping with our goal of maintaining the 2 to provide a more enjoyable street experience, this issue as Hall and Jacobs advocate (Hall 2008; Jacobs 1995). with significantly higher densities that will require additional existing character of the neighbourhood and increasing the could have been better visually articulated by the Team. The street railway was also a development that our team convenient public transit to create a more livable, highly tree canopy for the area, all trees on the site were preserved unanimously supports. It provides greater transportation accessible community. and enhanced with new plantings. Critique of Design options for citizens, encouraging forms of non-vehicular use North of SW Marine, the new townhouse developments and corresponds with the multi-modal transportation theme In consideration of the aging population, we identified a lack of “Human scale” development is another principle we near Manitoba Street preserved the existing neighbourhood expressed by other groups. housing for older adults even though there are already several strived to implement throughout our design. Our proposed character; however, these townhouses could have been placed seniors’ complexes in the area. In as little as twenty years, residential/industrial buildings are consistent with Campoli’s closer to the street to provide a stronger street wall. The the number of senior citizens living in Metro Vancouver is statement that compact form and houses with conversational adjacent residential developments comprised of preserved expected to double. It is estimated that by 2031, “one out of distance from each other create an intimate scale. Through structures raise the concern of whether these buildings should every four of the region’s residents could be over 65” (Metro the design of building attempts to integrate both sides of be retained as many of them are in a state of disarray and are Vancouver 2007: p. 5). Marine. For example, the industrial buildings have a canopy not necessarily made of high-quality materials (e.g. dilapidated mirroring the porches on the residential homes across the wood). In addition, the retention of some of these buildings The industrial area on the other side of Marine was also street. Marine Drive is now lined with trees, creating more create awkward residual space in the area, resulting in forest underutilized (e.g. empty lots serving as parking), presenting an attractive landscape while serving as a buffer between land space that is not defined enough to make it a distinctive feature, opportunity for industrial densification, which we approached uses. while detracting from the continuity of the street wall. What by reconfiguring the existing building stock. was done well in the residential area was the stepping down Several pathways as well as sidewalks in the industrial in the direction from Cambie to Manitoba Street, transitioning The tree canopy had been slowly decreasing with the removal areas were added to improve neighbourhood connectivity, from busier commercial to residential space. The consideration of trees from nearby densification within the neighbourhood. providing a safer and more comfortable streets for non- for seniors’ living quarters was also an important issue that motorized users (pedestrians and cyclists) and improving the the additional housing addressed. Also well done was the There was also an opportunity to increase connectivity between overall mobility. Permeable paving, flanked by rain gardens, additional connectivity in the complex in the middle of Cambie the east and west sides of SW Marine Dr. with a more efficient was used in the alley between industrial buildings. and Manitoba Street, promoting an enjoyable pedestrian travel and environmentally sustainable transit system. experience towards the constructed wetland across the street. Envisioning a high-density neighborhood requiring Proposed Design and Benefits to Neighbourhood additional public – and that future reality that there may To enhance the path-portal-place movement from the pathway Our team felt that in striving for more sustainable design, we fewer cars – we proposed a street car along SW Marine between the buildings towards the final constructed wetlands should preserve existing buildings when possible; simply put: Dr. Modern street cars would provide an attractive destination, Team 2 thoughtfully enlarged the wetland and “retrofit, not rebuild.” None of the existing industrial buildings and more exciting transit experience, linking activity made some adjustments to the surrounding industrial building were removed. Rather, they were reconfigured so as to centers in neighbourhoods while integrating with other so that the constructed wetland could be more easily enjoyed increase density – for example, by adding four story frontages modes of transportation. It is likely that the addition of as a distinctive neighbourhood feature. This expansion also to existing buildings to create a strong street wall, and by permanent infrastructure will act as a catalyst for further emphasizes the connection of the east side with the west removing excess parking. We envision storefronts (although neighbourhood development and investment. side’s constructed wetland on Kent Street. The importance of not necessarily retail) on ground floor to provide safety for demarcating such a sense of arrival from a path-portal-place pedestrians (Jacob’s idea of eyes on the street) and encourage experience is championed by White (White 1999). a more vibrant streetlife. Also, a portion of the building on the SE corner of Marine and Yukon was removed to increase In the industrial area, retro-fitting existing buildings towards sightlines into the existing constructed wetland, which we SW Marine provide a stronger street wall to meet the enlarged. residential improvements on the north side; however, this particular design also limits the density in the rear of the We also tried to preserve the original character of building. The awnings on both the industrial and residential neighbourhood. We kept some of existing housing on Marine sections echo the existing treatments to the buildings near
School of Community and Regional Planning Urban Design 2008 38 Week NINEFIGURE: Figure GROUND Ground
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School of Community and Regional Planning Urban Design 2008 39 WEEK NINE: Physical Interventions West Side East Side Looking North towards Marine Dr. between Yukon St. and Columbia St.
Looking East from Heather St between 63rd Looking and 64th Ave. Southwest along the Eastern side of Cambie St.
Looking West from Manitoba St. in area south of Marine Dr.
School of Community and Regional Planning Urban Design 2008 40 WEEK NINE: West Side Design and Critique DESIGN - Team C: Rebecca Bateman, Latosia Campbell, Adam Hyslop, Stacy Passmore CRITIQUE - Team A: Andrew Merrill, Michele Fuge, Anjali Varghese Defining the Problem larger permaculture garden. We added a public park at the Framing of the Problem car parking or loading dock facilities provided on site. Team C selected several reccurring issues that could be southeast corner that includes a constructed water feature Team C identified a remaining lack of density in the RS1 and addressed on the model this week. The sustainability approach with interactive public art and shelter facility to complement industrial land surrounding the Canada Line station. With The final change to the model was a new specialty retail illustrated by Vancouver’s Eco-density Charter remains an the beautiful natural environment created, intending to offer regard to RS1 housing, they perceived an opportunity to precinct on the southern side of SW Marine Drive. Whilst the objective for our designs and it is facilitated by the addition opportunities for repose and relaxation from routines and experiment with neighbourhood design; whilst addressing the use has provided a smooth transition between industry and of the new Canada Line stop. We identified three separate the demands of life for all residents (Carr, Francis, Rivlin issue of food security. residents, it once again reduced the available industrial space areas where we could implement denser improvements for and Stone, 1992). It is also very accessible as we have for the locality. There is also concern that pedestrian traffic residential, commercial and industrial uses while including extended pathways and added others to ensure connectivity Critique of Design numbers would be insufficient to maintain economic viability public amenities and constructed green spaces. to the entire neighbourhood. On the furthest western Team C developed three major changes to the area. Firstly, of the retailers. In addition, there was no provision for patron side of our community, we have provided space for the a redesign of an entire RS1 block in the northwest quadrant. car parking or commercial vehicles on the site. In the suburban residential neighborhood adjacent to the commercial uses (identified above) as well as a basketball/ The design was visionary and had several components elementary school, we felt that the land was underutilized concrete sports surface and public patio. Across the path, centered around a theme of social inclusiveness. The redesign As a final note, several windmills were located on buildings considering the transit access now available. Additionally, the we designed a unique multipurpose open space that provides incorporated several blocks of townhouses, with a small throughout the model. Their introduction is applauded, expanded commercial opportunities south of Marine Drive opportunities for community socialisation and a range of number of single unit dwellings in the centre of the site to be particularly if they are able to generate significant energy would create a need for additional housing close by. Further, outdoor activities such as casual sports and play. used by seniors. It is felt that the senior’s housing could have savings in a non obtrusive manner. this single-family neighborhood is decidedly lacking in variety We have also added a new building complex on SW achieved greater density, and also be located less centrally on and integrated uses. South of Marine Drive we identified two Marine Dr that is designed to be an industrial-commercial the site so as to provide a more tranquil location for the elderly sites that were under-improved in light of their location. In interface, with store-front artisan studios & workshops, residents. Overall the redesign was said to have increased the each location we saw opportunities to enhance connectivity and galleries and training opportunities. The building would site’s density by almost 200%. This effort is congratulated as a potential demand for additional retail space. be constructed through an agreement with the local small the space deceptively now appears less dense than previous. business association (housed in the Civic Centre) to offer The addition of a small, local neighbourhood commercial node Proposed Design and Benefits to Neighbourhood street-level storefront space only to members of the local on Heather St. is a welcomed addition and will help to add To address our concerns regarding the lack of density in the community or those with studio/workshop/manufacturing vitality to that side of the neighbourhood. residential district, we selected a block that didn’t seem to space in the surrounding industrial area. It would be work well due to excessive road surface and oversized lots, an area for showcasing local cottage industry wares. It The significant greenspace and urban agriculture site were and was also located adjacent to the school. We saw the would also include cafes and restaurants to serve local welcomed and in line with Campoli & Mclean’s (2007) opportunity to make better use of this block by revising the workers and residents. The upper floors would serve as thoughts that, “Green Infrastructure should consist of a variety alleyway, making it instead an informal street with permeable studio space, flexible light-industrial space, or large-scale of spaces and thread through the site so that many units concrete to encourage onsite water-retention. The roadway retail. It is designed to allow for full mobility through the have access to it and its many benefits”. Unfortunately the through the middle has also been redesigned to promote site and improves connectivity to surrounding residential greenspace was provided at the expense of any car parking better connectivity from the school, through the site and neighborhoods and the industrial area to the South. It or private greenspace. With the large improved public park beyond into the residential neighbourhood. We also included continues the commercial street-wall down SW Marine across the street, it is felt that the opportunity to provide private different dwelling types (a mix of housing styles and a broad Drive and adds employment opportunities to serve the outdoor space would have provided both privacy and density range of densities from single family homes to town houses increasing residential densities. (Campoli & Maclean 2007). Similarly, Campoli & Mclean to apartment buildings)designed to house more families. (2007) state that “storing cars is one of the greatest challenges The single family homes along the pathway are designed for The building we have designed adjacent to the new vertical of density”. Whilst the group mentioned car parking would be seniors but would be flexible for other purposes as well. The farm will be a market building, likened to Pike Place in underground, this was not evident on the model, and would be variety of building style and broken up massing would allow Seattle or Granville Island. It will hold a public market in unlikely to suit the senior’s requirements. for an interesting and dynamic pedestrian experience. This the building and would feature fresh produce and products new neighbourhood will also integrate New Urbanism’s ideas made by all those artists and craftspeople that will be living Team C’s second development was a Public Market adjacent to of mixed-uses by allowing for the inclusion of a convenience nearby in the neighborhood. It would also sell gardening and the vertical agriculture site on Cambie & Kent Sts. The design center with commercial opportunities such as cafe, coffee urban farming tools and materials to support the enhanced of the site was excellent and in keeping with The Chicago shop, laundry centre, bakery and fast food, which is easy and food production in the greater Marpole neighborhood. Principles of daylight providing natural illumination through accessible to the residents by walking and biking. All the a translucent ceiling, and comfortable public gathering areas buildings are positioned for passive solar and are designed merging indoor and outdoor spaces. (W McDonough 2004) using green technologies such as geothermal heating, green There is concern that the use of the site takes away from roofs and solar panels, the strictest green building standards, the current industrial land use, hence further restricting the integrated energy, waste and water systems whenever possible. availability for industry within the model’s boundaries. The The landscaping is also highly designed to combine food site has excellent connectivity to adjoining properties, and also production with a beautiful natural landscape. The dense compliments the land use of the neighbouring vertical garden forested area is an orchard adjacent to berry patches and a and manmade wetland. There was also concern that there is no
School of Community and Regional Planning Urban Design 2008 41 WEEK NINE: East Side Design and Critique DESIGN - Team 3: Asrai Ord, Bronwyn Jarvis, Christine Wenman, Mona Poon CRITIQUE - Team 1: Andréanne Doyon, Sean Tynan, Martin Gregorian, Waleed Giratalla
Defining the Problem water and energy demonstration project that allows the Framing of the Problem composting stock. IRM projects often integrate biodegradable This design is about integration: interweaving previous design district around Marpole to be serviced largely off-grid. The group identified a lack of integration throughout the area, waste, which is timely as the City is already planning to efforts and insisting that the built environment exist intertwined Facilities like this are a significant source of net annual especially in regards to natural systems, residential density commence biodegradable pickup as part of their regular with the natural ecosystem rather than apart from it. revenue for municipalities and they can also reduce along Cambie Street, and energy production. In general, the garbage pickup services. The stormwater treatment that begun as a few roadside community GHG emissions by 25% (Resources from design group was successful in providing innovative and bioswales and a constructed wetland in week three and Waste, 2008). This facility’s location in the light industrial integrated solutions to complex issues. They made an excellent The waterway in the eco-industrial park is an innovative and later extended throughout the neighborhood as additional area is ideal. It is close enough to be efficient for large attempt to “integrate air, water, earth and sunlight into urban logical way of integrating the various stormwater conveyance swales, rain gardens and ponds, has yet to be integrated into a infrastructure loops, and far enough away from residential life” (McDonough, 2004). methods, including the recently added bioswales. In the comprehensive, functioning system. The increases in density communities to be acceptable. Initially the facility would past, ecological interventions were done on a piecemeal that began around the intersection of Cambie and Marine Drive serve surrounding industrial uses and once its success was Critique of Design basis and lacked an integrative component. However, it have extended outwards along Marine Drive, North along proven it could serve Marpole and adjacent neighborhoods, The increased residential density along Cambie Street would be challenging to find a topographically feasible and Cambie and throughout the residential and light industrial with a capacity of about 100,000 people. The technologies alleviated the jarring difference in massing between the two ecologically meaningful line for the waterway to reach the neighborhoods. The previous R1 zoning that still remains in the used to process these inputs could change based on the sides of the street. We support the increase in height and riverfront and we are not certain if the dimensions are realistic Northeast corner of Cambie appeared out of place. needs of the community and available technology, but would density as it creates a complete street wall along Cambie or economical. A business case has been made for bioswales likely include: treatment beds to prepare organic wastes for Street and contributes to larger economies of scale for local in the area, but one has not been made for the waterway. Proposed Design processing and to produce fertilizer; anaerobic digesters businesses and rapid transit. The design group provided a This issue is compounded when one considers the cost of Introduction of wind energy vertical technology: A Quiet to process organic wastes to produce biogas and fertilizer; smooth transition from the new six-storey apartment buildings directionally drilling a culvert under the existing railway line. Revolution windmill design, which is now being incorporated biogas digesters to process organic wastes to produce to the existing RS-1 district located to the east. However, into residential and commercial sectors in the UK was used. biogas and ash; a co-generator to process biogas to produce we found the spacing between buildings to be inadequate, A final challenge is the lack of connectivity within the eco- The vertical windmills use a helical blade design to reduce heat and electricity; living machines to treat sewage and providing unsafe alleyways. We would recommend an industrial park. Given that industry based on recycling and noise and increase efficiency in turbulent winds no matter greywater for reuse or release into the bioswales; passive alternative form and massing on the property to allow for better reuse is increasingly common, improved transport linkages the wind direction. The windmills connect to the grid system temperature transfer between sewage lines and district pedestrian connectivity while retaining similar building types between the intensified industrial land, the transfer station and making them a profitable investment for the region. Each heating and cooling lines. Also solar panels were added to and densities. waste management facility could lead to a more effective eco- windmill can produce between 6,000 and 10,000 kWhrs with rooftops throughout the industrial area. A sloped green roof industrial park. wind speeds ranging from 4.5 to 16 m/s. was also incorporated adding to the diversity of designs in We support the group’s decision to allocate much of this Marpole, while still providing an ecosystem service. housing for rental and cooperative uses, as more affordable The addition of a new form of energy generation, wind power, Densification of the residential NE corner of Cambie: housing is needed in Vancouver. However the inclusion of in the community is welcomed. BC hydro is nearing capacity, Residential additions include: a mix of six-story co-operative Benefits to Neighbourhood commercial property along the base of the buildings fronting and provincial policy is focused on renewable energy. The housing with first floor commercial space (some of which may The comprehensive set of design changes addresses Cambie Street may not be compatible with other commercial rooftop windmills seem economically feasible, given that be run by the co-operative as an internal subsidy); four-story the need to integrate the built urban environment more developments in the area. According to Robert Gibbs, a this does not require any additional land-use. However, the rental units and three-story townhouse complexes. Surrounding closely with the natural ecosystem (McDonough 2008), corner store needs at least 1,000 households to sustain it, small ‘wind farm’ near the transfer station does not appear architecture has been respected by massing that steps down and provide residents with the green, restorative space and a neighbourhood centre needs approximately 5-6,000 economically feasible, given the high value of land and towards the R1 zoning to the east and with the awning along needed for psychological well-being (Ackerman 2006). households (2008). We believe that the area already has a proximity to the Skytrain station. Instead, a more decentralized Cambie for a continuous streetscape. A public art park with The designs capture many of the criteria needed to work substantial amount of commercial space; therefore, the addition energy generation approach, one which celebrates the arches provides recreation space for residents and additional toward what Beatley calls Green Urbanism: with increasing of commercial space may detract from already established attractive windmill design, may be more effective. scenery for the public using the bicycle path. density the neighborhood is increasingly compact and businesses located closer to the Skytrain station. walkable creating opportunities for green mobility; biophilic Eco-industrial park: By re-designing the transfer station as a designs address human need for connection to nature while The intensification of industrial land use in the I-2 zoning four to six story complex and providing vehicle circulation nurturing an “ethic of care” (Newman and Jennings 2008); district is supported by municipal policy, and we applaud the throughout, the conceptual design proposes harnessing the and circular metabolism through the stormwater treatment choice of an eco-industrial park. The increased employment height for stacked silo-like storage and sorting of waste. and integrated resource management waste treatment plant density in the area will create a larger market for local business With consequent free space, five additional four to five story make significant strides towards closed-loop urban living. and the Skytrain. industrial buildings contribute new employment opportunities Moreover, the redundancy and diversity of responses to to the region. The significant remaining green space is a ecosystem sensitive designs ensure a resilience that echoes The integrated resource management (IRM) facility is a functional wetland system, which integrates Marpole’s storm modes found in the natural environment (Newman and realistic and economically feasible option for the area. Strong water management efforts. Other possible uses include: pilot Jennings 2008). For instance, addition of wind energy business cases have been made for this type of resource on-site grey water treatment and green space for local residents allows the neighborhood to rely on a variety of energy management, as it has fairly high earning potential. The and workers. The blue depicts high flow in storm events. means (solar, geothermal and wind) so that it will be possibility of unpleasant odours can be averted by proper serviced throughout seasons. The area is becoming self- design; for example, such projects have been successfully Demonstration waste management project: The Integrated sufficient or what Newman-Jennings describes as being like integrated into urban areas in Sweden. Complimentary services Resource Management facility (IRM) is a closed-loop waste, an autotrophic region in ecosystem terms. are also possible with the transfer station, such as shared
School of Community and Regional Planning Urban Design 2008 42 Complete Model
Existing neighbourhood
Neighbourhood after design interventions
School of Community and Regional Planning Urban Design 2008 43 References
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