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Transit stations and urban design in Calgary retrofitting innercity neighbourhoods
Francisco Alaniz Uribe
4 September 2007
Prepared in partial fulfillment of the requirements of the degree Master of Environmental Design (Urban Design) in the Faculty
of Environmental Design, The University of Calgary
Supervisor Dr. Beverly A. Sandalack
Key Words: transit stations, transit oriented development, retrofitting, Calgary, urban design, light rail transit The City of Calgary is one of the fastest growing cities in Canada. With a population of almost a million people the most important issue in the minds of its inhabitants is transportation. One of the most efficient ways of moving people in a city is Light Rail Transit. Calgary's LRT system or C-Train was established in 1981 and is still being developed as the city grows. Although the City of Calgary is committed to expanding its LRT system according to some of the principles of transit oriented development (TODs), to date there has not been a comprehensive approach to incorporating urban design of existing stations and their surrounding neighborhoods, as a way to increase ridership.
The purpose of this project is to demonstrate how the Calgary LRT system efficiency can be increased by urban design, retrofitting existing settlements in order to transform them into a physical form that encourages the use of public transit.
The study demonstrated that there is a relationship between the variables of density, diversity and design and transit use. The three variables, when combined, can increase transit ridership. By having dense and mixed-use neighbourhoods, the stations can be nodes for employment and recreation while providing a sustainable and accessible form of transportation to the people living around them.
The reconfiguration of land with high value for the city as a whole is necessary in order to take advantage of LRT infrastructure and maximize its potential. There are several potential locations where the variables producing true transit oriented developments can be improved, as a way of increasing ridership and consequently reducing the effects of continued sprawl. CONTENTS
Acknowledgements
1. Introduction 7 2. Purpose, Objectives and Methodology 9 2.1 Purpose 2.2 Objectives 2.3 Methodology 3. Background 11 3.1 Urban Design and Transit 3.2 LRT in Calgary 3.3 Transit and Urban Form 4. Analysis of Selected Stations 17 4.1 City-wide overview 4.2 Station selection and analysis 4.3 BanffTrail 4.4 Lions Park 4.5 Franklin 4.6 Erlton/Stampede 4.7 39th Avenue 4.8 Sunnyside 4.9 All stations - Summary 5. Precedents 43 5.1 Pearl District - Portland 5.2 Jackson-Taylor 5.3 Hillhurst/Sunnyside 5.4 The Bridges 6. Case Study - BanffTrail 51 6.1 Historic evolution 6.2 Current situation 6.3 Issues and opportunities 7. Design Proposal 69 8. Conclusions and Recommendations 84 8.1 Summary comments 8.2 Recommendations 8.3 Conclusions References 87 Appendix 88 ACKNOWLEDGEMENTS
This project is the final result of a long and arduous process and could not have happened without the support of many people around me.
First and foremost my parents, Francisco and Esperanza, without their guidance, support and love I would never have gotten so far in my personal development; and are my foundation in life.
Thanks to Bev I had the great opportunity of pursuing this masters degree. During the process she always kept me on track and encouraged me to do better. I have been fortunate to count on not only her mentoring, but also her invaluable friendship.
My good friend Marc, who always kept me cheerful and positive and took it upon himself to help me whenever I needed an extra hand. His friendship has been an incredible support since I arrived in Canada.
Doug Carlyle, who took the time and interest to help me with the development of this project.
And all my teachers and fellow students from whom I learned in many ways over the past few years. •& 1. INTRODUCTION
Calgary is one of the fastest growing cities in Canada workable nexus between their mass transit services with a population of just over a million people, and urban settlement patterns" (Cervero, 1998). According to a report by the Canada West Foundation (Looking West 2007), the most important issue in the A Transit Oriented Development is an alternative to minds of Calgarians is transportation. Traffic, roads, communities that link urban design directly with the affordable housing and transit were placed as top four use of public transit. Transit oriented development is priorities.TheCityof Calgary expends 36% of its budget defined as "a mixed use community within an average on transportation (Budget Executive Summary 2006- 2,000-foot walking distance of a transit stop and core 2008, City of Calgary), consisting of roads and transit, commercial area"(Calthorpe, 1994: p. 56). maintenance, improvements and future growth. InCalgarytherehaveonlybeentwoprojectsattempting The cost of moving people is one of the main to incorporate transit oriented development at preoccupations of every large city in the world. One existing LRT stations. At Bridgeland/Memorial Station of the most efficient ways of moving people in a city is the redevelopment of the site of the Calgary General Light Rail Transit (Thomas, 2003). Calgary's LRT system, Hospital has included higher densities and mixed or C-Train, was established in 1981 and is still being use buildings, while at the Heritage Station a plan is developed as the city grows. It currently has two lines underway to redevelop the land the City owns near with thirty six stations and plans to expand. the station. These projects are important efforts, but they lack a comprehensive plan for the land around Some of these stations have a daily ridership of the stations, between 10,000 to 19,000 passengers, while other stations barely have a ridership of 1,000 (Weekday ons Although the City of Calgary is committed to and offs based on counts conducted in Spring 2005, expanding its LRT system according to some of the Calgary Transit, LRT statistics). LRT systems should principles of TODs, to date, little has been done to have a catchment per stop of 4,800-9,000 (Thomas, incorporate methods of urban design into existing 2003), and it appears as if some stations are being stations and their surrounding neighborhoods as a under utilized. way of increasing ridership. The Heritage Station Redevelopment Plan boundary shown below While Calgary continues to expand its LRT network, only includes City owned land close to the station. (Heritage Station it should be thinking of taking full advantage of Redevelopment Plan Calgary Transit, 2007) the infrastructure in place. As Calthorpe stated, the "investment in transit must be supported by land use patterns which put riders and jobs within an easy walk of stations* (1994: p. 19).
Research by Robert Cervero, a specialist in sustainable transportation policy and planning, has shown that public transit use is directly related to the urban physical form. "Spread out development has proven to be especially troubling for mass transit [however] suburbanization has not crippled transit systems everywhere". Some cities have adapted and "found a
2. PURPOSE, OBJECTIVES AND METHODOLOGY
2.1 Purpose
The purpose of this project is to speculate on how 2. Analysis of selected LRT stations: Stations with Calgary's LRT system efficiency can be increased by low ridership will be selected. The relationship urban design, retrofitting existing neighbourhoods between utilization and the physical form of the in order to transform them into a physical form that neighbourhoods will be analysed. supports the use of public transit. 3. Qualities of physical form conducive to transit use: A summary of qualities of good urban form, conducive After the first phase of research and analysis a case of transit, will be derived from the previous analysis study is selected and an urban design proposal and literature review. developed as a demonstration of how to retrofit an existing neighbourhood into a transit-oriented 4. Key interviews: Interviews with key members of development. Calgary Transit to learn about important aspects of the LRT system. 2.2 Objectives 5. Case Study: One under utilized LRT station (less The objectives are to: than 4,800 users as defined by Thomas, 2003) will be selected for detailed study and become the site of a 1. Document the relationship between ridership and design proposal. A more detailed context analysis neighborhood design surrounding LRT stations in will be developed of the immediate station urban Calgary. context, considering a historical evolution analysis of the physical form of this site and other physical, spatial 2. Develop a case study to illustrate the possibilities and demographic aspects. of retrofitting an existing neighborhood to become conducive of public transit usage. 6. Precedent Study: A series of relevant and forward- thinking precedents will be studied, and best practices 3. Propose policy changes and general documented to inform the case study design phase. recommendations for the case study in particular, and the Calgary LRT system in general, in order to increase 7. Design proposal: The station selected as a case transit usage through changes in the physical form. study will be the subject of a design proposal, intended to increase ridership. The design will follow 2.3 Methodology the qualities of good urban form conducive to transit use and will work within the constraints of the existing neighborhood. The following method includes research and design, where the research informs the design decisions. 8. Recommendations: A series of recommendations 1. Literature review: Review of the main literature on will be provided to encourage the appropriate sustainable urban design, related to transit and light environment for change and adaptability of existing rail transit, as a structural element of the urban fabric neighborhoods around LRT transit stations. in order to provide a theoretical framework for the project.
3. BACKGROUND
3.1 Urban Design and Transit
In the past, urban design included transit as an it. The following list of qualities of the public realm Historic Continuity intrinsic element of city design. Urban development are a synthesis of the qualities of the city discused by was dependent on the capacity to provide transit, authors like Jane Jacobs (The Death and Life of Great Urban form should help create and support a cultural but since the appearance of the automobile and its American Cities, 1961), Kevin Lynch (The Image of thean d environmental memory, and offer historical accessibility, urban development has left behind Ciry,1960) and Gordon Cullen {The Concise Townscape,reference s and connections to the past, while allowing transit development. 1961); and in more recent years by authors like Leon development in response to present day demands. Krier (Houses, Places, Cities. 1984), William Whyte (TheWhe n urban form is continuous with its past , a In the era of the streetcar, a suburb would only be built Social Life of Small Urban Spaces, 2001), Jan Gehl stronger sense of place is more likely to develop. The if transit could be provided, therefore transit would be (Life Between Buildings: Using Public Space, 2001), physical fabric that has evolved over time provides the in place before development could happen. Currently and Beverly A. Sandalack and Andrei Nicolai (Urban best reference for future evolution. suburbs are built and then potentially transit will Structure - Halifax An Urban Design Approach 1998 and follow in the future (Dittmar and Ohland, 2004). The Calgary Project: urban form / urban life 2006): Responsiveness to Context and Culture
This shift has made most cities auto- dependant, Legibility Modern technology allows us to build almost anything, generating a series of issues, including: almost everywhere. However, places have more This refers to the ease with which parts of the authentic identity and make more sense when they - environmental: sprawl, air pollution, greenhouse gas environment can be recognized and organized into are responsive to or expressive of their environmental emissions, loss of habitat, wetlands and agricultural a coherent mental pattern. Legibility provides to context and their local and regional culture. land. citizens a sense of security and assists their ability to - social: high number of car accidents, obesity, social understand their environments.The sense of place and It is the responsibility of urban designers to procure segregation, health problems derived by a sedentary identification with an environment is greatest when the highest quality of the public realm. lifestyle and increasing time away from home. the environment is both familiar and distinctive. - economic: excessive energy consumption, high Transit stations are a key component to the public infrastructure and community services costs. Permeability realm and are a natural civic destination. The stations are a destination and an origin of pedestrian traffic, For the first time in human history more people live Permeability refers tothe degree to which aplace offers and the public realm around them and leading to in an urban setting rather than a rural settlement. It people a choice of access through it. Small blocks in a them should be of the highest quality possible and is clear that urban development should occur in a grid pattern are generally the most permeable layout. pedestrian oriented. different manner in order to address these issues and The best way to ensure permeability is by providing develop our cities in a sustainable way. small blocks. The analysis and design proposal in this study will take into consideration these qualities. The Public Realm Variety
The public realm is made up of all the public spaces City areas with a mix of uses are more vibrant than within a city. The streets, squares, parks and plazas are single use areas. Variety implies a range of visual and the common ground where all citizens can be by right experiential choices, and makes for a richer mix of and it is where we live much of our lives. activities. By having mixed use, a place will attract different people, at different times, for different uses. The quality of the public realm has a direct impact This also ensures resilience and adaptability.Large single on the quality of life of the people who experience purpose structure are harder to adapt to change.
11 3.2 LRT in Calgary
There are different kinds of public transportation within different catchment areas. The following table indicates the number of people that need to live within a 400m radius in order for the transit mode to be sustainable. Although this information comes from England, it is assumed that similar relationships exist in Canada.
Catchment areas for public transport Minibus Bus Guided light -Rait Bus Rail Stop interval 200m 200m 300m 600m 1,000m + Corridor 800m 800m 800m 1,000m 2,000m + width / area served Catchment 320-640 460- 1,680- 4,800- 24,000 + per stop 1,760 3,120 9,000 English Partnership and The Housing Coorporation(2000)
In the case of Calgary's public transportation system, all of the above modes mentioned, with the exception of rail, are present. At the top of the system is Light Rail with a catchment per stop of 4,800-9,000 people. This implies a density of 312 people per hectare. This project will focus on Light Rail Transit catchment areas.
History of Light Rail Transit in Calgary (From the Calgary Transit web page: www.calgarytransrt.com)
The LRT in Calgary has a long history. In 1909 the Calgary Electric Street Car Railway began operating as the first Light Rail Transit in the city with a network of more than 25km serviced by 12 electric cars.
The service continued to grow through the years. In 1945 most communities were serviced by a streetcar line with a few commercial nodes along the route.
In 1932 buses were first introduced and gradually replaced streetcars until 1950 when the last street car route was dismantled.
12 The reintroduction of LRT service in Calgary happened in 1981 when the South line opened. In 1985 the Northeast line began service to Whitehorn station and finally the Northwest line was incorporated into the service by 1987.
4k Developed area •' Today and the future of LRT in Calgary
.:•;••• Park j i From 1987, the growth of the LRT system extended n ° »**"'xmi
LRT growth capital requirements 2004-2023 J2Q93C«st The cost of building LRT infrastructure is very high, therefore the investment should be strategically determined to get the most out of it, including the infrastructure that is already in place. 0 North Calgary 1945, historical peak of streetcar network -from The Calgary Project (Sandalack and Nicolai 2C06: p. 59) 13 3.3 Transit and Urban Form < Before the concept of Transit-Oriented Development 4 was established by Peter Calthorpe in his book, **-*fi The Next American Metropolis( 1993), there were Ik- J- ideas and models similar in their approach. Ideas about sustainable communities, pedestrian pockets and urban villas, each were all trying to achieve a sustainable urban development form. Transit-Oriented Development is defined by Calthorpe as an urban design approach to create a community that encompasses a mixture of housing, and uses a pedestrian-friendly environment, supporting the regional transit system by concentrating on transit stations (Calthorpe, 1994). It first takes a look at the regional scale and how transit and urban development should take a regional approach in order to establish a consistent network. This regional approach involves a redirection of city planning because it integrates land uses and modes of transportation, with an emphasis in the design of the public realm for pedestrians. As Calthorpe (1994) points out, transit-oriented development is considerably easier to implement in new developments than existing neighbourhoods. existing line This project will focus on inner-city development, on a neighbourhood scale, since it is here where the future expansion greatest challenges and opportunities are found. Transit-Oriented Development Principles The principles of Transit-Oriented Development (Calthorpe 1993: p. 43) are to: • organize growth on a regional level to be compact and transit-supportive; • place commercial, housing, jobs, parks and civic uses within walking distance of transit stops; • create pedestrian-friendly street networks, which directly connect local destinations; • provide a mix of housing types, densities, and costs; • preserve sensitive habitats, riparian zones, and Map of planned LRT network by 2023 - from Calgary Transit 20-Year Capita! high quality open spaces; Plan 2004 - 2023(Calgary Transit 2004) ONorth 14 • make public spaces the focus of the building orientation and neighbourhood activity; and • encourage infill and redevelopment along transit corridors within existing neighbourhoods. Currently the City of Calgary has TOD guidelines that incorporate these principles but only as a planning framework and they remain to be rigorously applied. The key objectives of these guidelines (City of Calgary Transit Oriented Development Policy Guidelines: p. 9) are to: 1. Ensure transit supportive land uses 2. Increase density around Transit Stations 3. Create pedestrian-oriented design 4. Make each station area a "place" 5. Manage parking, bus and vehicular traffic 6. Plan in context with local communities These principles and objectives will provide ways in which existing stations/neighbourhoods will be analysed, and will be incorporated in the design proposal and considered in each station's potential. 15 4. ANALYSIS OF SELECTED STATIONS 4.1 City-wide overview 4.2 Station selection and analysis Calgary Transit measures the usage of its LRT stations This last group (Innercity) will be the focus of this study. by accounting for how many users board or disembark Five stations with low ridership and one with high at each location.Theridershipofthe stations fluctuates ridership comprise the analysis. The stations are: from 19,700 to 1,100 weekday ons and offs according - Banff Trail to a survey conducted in the summer of 2005 (Calgary - Lion's Park Transit Statistics Website). This is a very wide spectrum - Sunnyside of ridership and it is linked to the diversity of contexts - Franklin the stations are located in. There are four types of - Erlton stations: - 39th Avenue - Downtown - Suburb catchment In recent decades multiple academics, including - Regional destinations Cervero and Calthorpe, have reattached transit to urban - Innercity Neighbourhoods design, underlining the importance of the relationship between the physical form and public transportation. Downtown Stations Located in the Downtown, these stations are highly Cervero refers to three variables of the built utilized, averaging a ridership of 10,800. In Calgary, environment that contribute in different degrees to it is here where the large majority of employment is the use of transit: located. Therefore, density of employment in this case overwhelms other contributing factors of transit use. - density: population and employment density - diversity: diversity of land uses in the neighbourhood Suburb Catchment Stations and within buildings, and diversity of housing These stations are located toward the end of the LRT - design: street pattern, pedestrian and cycling lines and usually have large Park and Ride facilities and provisions and site design. a high number of bus routes feeding them. Usually, commuters drive to them, park for free and then ride "Urban morphology is an approach to studying urban the train. Therefore, they are highly utilized averaging a form that considers the three-dimensional qualities ridership of 10,490. of lots, blocks, streets, buildings and open spaces, over time, and their relationship with each other" (Sandalack Regional Destination Stations and Nicolai, 2006, p.196) This approach will be utilized to These stations are located near regional destinations, analyse the three variables, density, diversity and design, such as institutions like the University of Calgary and of the selected stations, the graphic tools will include: the Southern Alberta Institute of Technology, recreation nodes like the Calgary Zoo or commercial nodes like - visual analysis Chinook Centre. They average a ridership of 7300. - block structure - figure ground innercity Neighbourhood Stations -zoning These stations are located in what is considered the - land use inner city, low density residential neighbourhoods that - functional relationships were established at least 50 years ago. - 3D modeling 4.3 Banff Trail Overview With a ridership of 2,900, this station is located betweentheresidentialcommunity of Banff Trail and a commercial/service node known as Motel Village. To the West is McMahon Stadium and the Foothills Athletic Park, while to the Northwest is the University of Calgary campus. Density - Buildings: To the East one story, detached houses and to the West several2-6 story motelsandcommercial buildings. - Population: 1,828 hab/km2 (Census 2001) - Employment: Opportunities for employment are limited to the motels and commercial/office establishments in Motel Village. Diversity - Uses: Half the site is low density residential with some commercial and recreation. - Zoning: Restricted to low density, either commercial or residential. - Housing: Predominantly single family detached. Design - Block structure/Fabric: Modified grid with medium and large blocks. Alleys in residential and commercial blocks. - Streets/Sidewalks: Two major roads and the LRT line, which is below street level, interrupt grid continuity. In the residential area, sidewalks are on both sides of the road, not so in the commercial node. - Station: Roofed with no indoor space for shelter. Multiple sitting areas. 4.4 Lion's Park Overview With a ridership of 3,900, Lion's Park is located between the commercial corridor of 16th Avenue to the North and the residential community of Briar Hill to the South. Density - Buildings: Two story buildings along the commercial corridor with the exception of two mixed-use towers. To the South, two stories and detached houses. - Population: 1,280 Hab/Km2 (Census 2001) - Employment:The commercial corridor of 16th Avenue provides numerous jobs. Diversity - Uses: Good mix of commercial along 16th Avenue and residential to the South and West. - Zoning: Residential and commercial, in most cases, are restricted to low density. - Housing: Mostly single family detached with two towers of apartments incorporated into the shopping mall. Design - Block structure/Fabric: Modified grid with small blocks. North Hill Mall is located in a large block. The escarpment discontinues the grid pattern to the South. Streets/Sidewalks: Mostly local residential street with only 16th Avenue as the major road. Sidewalks are on both sides of most streets. - Station: Roofed with no indoor space and multiple sitting areas. !5Z^ V 4.5 Franklin E&£W AJ S •"•< ^fe Overview -•**?*»*» With a ridership of 4,700, it is located in the middle of Memorial Drive, a major road, and accessed by pedestrian bridges only. To the South is the community of Albert Park/Radisson Heights and, to the North, the Franklin industrial park. Density - Buildings:To the North there are a few two story buildings with large open spaces 'V between them.To the South are two story detached houses and townhouses Wi - Population: 1,586 Hab/km2 (Census 2001) FranHn Industrial W*, - Employment: Concentrated at the industrial park, which is changing to a business park. Diversity - Uses: To the North a mix of industrial and commercial buildings and, to the South, mainly residential with some institutional. Albert Piffc - Zoning: Prohibits high density land uses, either residential or industrial - Housing: Mix of single detached, duplex and townhouses. Design - Block structure/Fabric: Grid pattern to the Southwest, while the Southeast is a modified grid.The centre and North are curvilinear streets with large blocks. - Streets/Sidewalks: Mostly local roads with Memorial Drive as a major road. Sidewalks on both sides of most residential streets, but discontinuous or non-existent in industrial and major roads. - Station: Large indoor shelter located in the middle of a high traffic road, platform is exposed to elements, limited sitting areas. 22 4.6 Erfton/Stampede Overview With a ridership of 1,700, this station is located along MacLeod Trail next to the Elbow River on the Stampede Grounds and close to the Union Cemetery. To the West is the community of Erlton. Density - Buildings: Sparse buildings on the North and East. To the West, a mixture of houses and multi-story apartment buildings in close proximity to each other. - Population: 802 Hab/km2 (Census 2001) - Employment: Some recreational and institutional buildings, provides limited employment opportunities. Diversity - Uses: Very few commercial and institutional with some residential. - Zoning: Industrial around station and multiple direct control districts, with residential to the West - Housing: A few single detached houses and multiple apartment buildings 4-6 stories high. Design - Block structure/Fabric: Mostly large blocks in the industrial/institutional have some traces of a grid in the residential area. MacLeod Trail, a major road, dissects the site and the river limits the continuity of streets - Streets/Sidewalks: Few residential streets, mostly industrial roads and a major, with discontinued sidewalks and paths. - Station: Large indoor shelter with most of the platform covered and limited sitting areas. No pedestrian connection to the West. 4.7 39th Avenue Overview With a ridership of 3,600, this station is located in an old industrial area and dose to the MacLeod Trail commercial corridor, and, tothe West, the residential community of Parkhill.The Elbow Riverand topography prevent more connectivity with residential communities further West. Density - Buildings: Sparse one and two story buildings in the industrial and commercial area, while there are single detached two story houses on the residential community. - Population: 843 Hab/km2 (Census 2001) Employment: Employment opportunities in the industrial and commercial area, although the industrial area is occupied mostly by warehouses with few employees. Diversity - Uses: Most of the area is commercial with some residential to the West. - Zoning: Mostly restrictive regarding density and mix of uses. Most of the land is still zoned industrial. - Housing: Mostly single detached one story with very few duplexes, townhouses and apartment buildings. Design -Blockstructure/Fabric: West of MacLeod Trail there is a modified grid structure with small blocks, while, to the East, the industrial/commercial area is formed by very large and irregular blocks. - Streets/Sidewalks: Residential streets with dual sidewalks, along MacLeod Trail and in the industrial area are discontinuous. - Station: Uncovered platform with two shelters and very limited sitting areas. 4.8 Sunnyside Overview With a ridership of 5,700, this station is located between two residential communities. To the East is Sunnyside and to the West is Hillhurst, Bordered to the South by the Bow River and to the North by the escarpment. Density - Buildings: Multiple types of buildings in close proximity, few open spaces between them. Heights range from 2 to 16 stories. - Population: 7,364 Hab/km2 - Employment:The commercial corridors of 10th Avenue and Kensington Road provide a significant number of jobs. Diversity - Uses: High diversity of uses in the neighbourhood predominantly residential. - Zoning: Residential is complemented by mix use and direct control districts along commercial corridors. Heights in average of 4 levels are permitted. - Housing: Multiple types of housing, single detached, duplex, townhouses and low rise apartment buildings. Design - Block structure/Fabric: Modified grid with small and medium blocks. - Streets/Sidewalks: 10th Street is a major road, otherwise mostly residential streets with sidewalks on both sides. - Station: Roofed platform with no indoor shelter and multiple sitting areas. 1 _! , [ H J Block Structure The block structure illustrates the size of the block, the connectivity and permeability. Sunnyside, Lions Park and Banff Trail stations have a modified grid with small block and multiple connections with different degrees of permeability, while Franklin, Erlton and 39th Avenue stations have large and disconnected block with low permeability. e 3 i&izr, I f-i- 1 ma 111 L:: l : fi "•-• ^V/'* ' » * W t-« K'l *-1 * W V //>/.{ !••• M . : ! i £ E»i B ' •lift %*r* % V ^. .^ $ r till j ,0 Iri. Ol .2 •D C JZ c 111 •5 ~ ~ «+- 3 O > -° «b e « E III •£ o t/l I 00 Il€*0) oSi M f = c in 01 ro o HI 0) li != O^ * 2 3L x> v c at 35 2 £ ai a. •p K is 5 E o & o c o ai l/> > § *- JO JO 1 ! 1J ffWWK* '?._? "4TS I |L V ' j ; * .wsaeKTV FE r f * 5 Stt y u a •c •£ a i/l i« t/> Oi Ol Xn tj s b li n £ b a CXt ai Ke n E C ul Q. Densit y M u Ope n Spa o u m Densit y u m Densit y rcia l Distric t rcia l Distric t rcia l Distric t e-Detache d O Densit y Dis t Densit y Mu l Densit y Mu l a l Distric t ercia l Distric dustria ! Dist r istric t in P UJUJ C 0> .E CD 1 o £ Schoo l An d Rec r Sing ! Lo w Lo w Med i Hig h Hig h roi D htln i Ol O E mm e mm e iceD i •rv e Distric t lAn d o> I Ol *-« J: «- 2 1 es e on t tia l tia l tia l tia l tia l v ark , 5 .2 en rtj ^£i Q- c c c c c c c Commerc i en u *-< .c c ,. a- QJ cu 0) CD 0> CD ra l ra l ra l 1? 3 **- +s^-. ;g T> 32 T3 TD x> -g OJ Ol cu CD u u o c c c C -~Q J^J _o ai s tu igh w 'vi K3 Qj a> OJ OJ 0* QJ a' o OJ a< a* 3 n a< Ol c 01 IX tr 0= Jj 1,3 X Q- c 0) a: cc a: or u •o 01 E c — c O. = ^ vn o •C .2 c o c & 1 C 4-> I m .2 E 8 I « SC *£ a O ro »€^ u .2 ,!5 3 c TJ •O iS e c e c > IiiJif.WMi»|i:iJg|ftggxm JIII4WH:»IIIIIIIIII TfTvf\ n is Functional Relationships These diagrams show how a neighbourhood functions and the relationships between its parts. It is clear that in most cases multiple barriers break them in parts and limit their walkability. Most stations are located at a hinge of the neighbourhood and are poorly connected to its different parts with the exception of Sunnyside where the station is located at the heart of the neighbourhood and connects well to all its parts. Functional Relationships ""r* Recreation ^t Commercial S| Industrial Residential llll Barrier ^"" Functional orientation ( ) Linkage ~V1 LRT Station 4.9 Selected stations - Summary Density The five stations with low ridership, Banff Trail, Lion's All the stations have deficient shelters and are even Park, Franklin, Erlton and 39th Avenue, have low more inhospitable and unsafe during the winter. density with primarily single family detached housing, while Sunnyside has medium density with low rise It is clear that the surrounding built environment of apartment buildings, townhouses and single family the five stations with low ridership currently does detached houses. not support the usage of Calgary's LRT. Most of these neighbourhoods were built in the 1950s with low With the exception of Sunnyside building density is densities and single uses and have not changed since, low as mesured by their mass with considerable open even after the LRT lines were completed. Only Sunnyside space between buildings. has preserved and evolved from its original form to a multi-use, medium density, walkable neighbourhood. The employment density of all stations is low. This exception exemplifies the possibility of change. Diversity Summary Around most stations there are multiple land uses, but The five LRT stations with low ridership have they are separated from each other, with the exception neighbourhoods that are limited to low densities and of Sunnyside where the land uses are better integrated. segregation of land uses. Residential is mainly single family and lacks diversity of housing. This in large part, is Most of the buildings surrounding the stations are due to the current zoning. The existing land use by-law single use with very few exceptions, Sunnyside station does not allow for mixed use, and mixed use can only is the exception. be accommodated with a Direct Control designation. Housing in the five stations with low ridership is mostly In some stations the block/street pattern still reflects single family detached and uniform throughout the the land uses of the past, for example Franklin neighbourhood. Around Sunnyside there are various Industrial Park has large industrial blocks, and does types of housing, resulting in a more diverse population. not support walkability and ease of access to transit. This could be modified by braking the large blocks Design into smaller ones. While all the stations have portions of a modified grid There are a lot of poorly utilized spaces around most block pattern, Sunnyside is the only one where curvilinear stations. Some examples are large parking lots and street patterns and large blocks are not present. vacant land. All stations, except Sunnyside, are dissected by a The pedestrian environment is also poor in terms of the series of roads, which impede permeability and qualities of the public realm.This impacts the pedestrian restrict accessibility to the stations from the different experience and the desire to walk and use transit. parts of the neighbourhood. For example, Franklin can only be reached by two pedestrian bridges, while All of these stations have the potential to redevelop Sunnyside has 8 different ways to approach it. their surrounding neighbourhoods. To illustrate this, a case study is presented. 41 0i £ 5. PRECEDENTS Precedents are useful in order to understand how the theory is put in practice. It is important to select precedents that are similar and comparable to the situation in Calgary. For this study the precedents selected needed to fullfill the following characteristics: • transit oriented developments • innercity neighbourhoods • redeveloped gradually • master planned Streetcars mix with cars and pedestrians on the streets of the Pearl District • medium to high density • mixed use • located in North America Four precedents were selected, two from outside Calgary and two from Calgary. All of them are older neighbourhoods that have evolved into transit oriented developments. 5.1 Pearl District - Portland (From site visit and www.explorethepearl.com) Jamison Square is one of two public The Pearl neighbourhood of Portland was established spaces of the neighbourhood. It is as a residential community in 1869, composed of .JT-J'V^rfcfcrf surrounded by mixed-use medium and single family detached two-story houses but with high density buildings and the streetcar proximity to the rail yards. The expansion of the yards stops on both sides of the plaza. gradually converted the site to multi-story warehouses and commercial buildings. In the 1980's the site began redeveloping into a residential and commercial district. In 1990 the planning stages for the street car started and influenced development in the area. The street car was later built and began operations in 2006. The Pearl District is a mixed-use, high density neighbourhood that is integrated with transit. The buildings address the street on all fronts and there are multiple entries to provide vitality to the street. Parks Tanner Springs Park is two blocks North of Jamison Square. This park is also and plazas are closely related to the street car line and surrounded by mixed-use buildings and close also to commercial/retail and are the centre of the streetcar stops on one of its corners. social activity. 43 0s 5.2 Jackson-Taylor (From City of Sa'^ Jose website and The NextAmerlcv" Metropolis. Calthorpe 1994) The Jackson-Taylor neighbourhood is an oid industrial area located just North of Downtown San Jose near the Guadalupe Light Rail Corridor.The plan was developed by Calthorpe Associates, working with a citizen's task force representing community organizations, businesses and owners. The main objectives of the plan are: - Maintain and enhance the character of the surrounding community. - Encourage a supportive mix of housing, employment, shopping and public uses. MabuhayCourt isan apartment complex - Provide a range of housing types and densities for low-income seniors with easy access - Strengthen pedestrian linkages to adjacent _ to the future LRT station. neighborhoods, and - Enhance public open space opportunities. Currently the neighbourhood is in the last stages of redevelopment with most buildings and open spaces built. Most buildings are between 3 and 6 stories high with some of them being mixed use. To shorten the long existing blocks there are pedestrian passages at the middle of the block. In this case the LRT is not in place yet but the redevelopment has preceded the growth of the transit ~+df«mr The Lofts at Esplanade Apartments system. Neverthe less the neighbourhood is a successful -*- *y-***"' shown here offer live-work units. redevelopment in San Jose. _™5^***" The original plan by Calthorpe shows _;' •-;' the site at full build-up. Os 5.3 HHIhurst / Sunnyside (From site visit. The Community Association website an "J The C-jIgary Project, Sandalack and Nicolai 2006)) Hillhurst/Sunnyside is one of the oldest residential communities in Calgary. It was established in the early 1900's and around 1913 a street car line was added to the neighbourhood along Kensington Road and 10th Street, transforming these streets into commercial corridors. Over the years, zoning was changed and the density increased as low rise apartment buildings replaced Sunnyside LRT station is weli integrated single detached houses. Most of this redevelopment into the streets of the neighbourhood. happened to the East of the station, while the West retained some of the original housing types. This combination provides a unique and diverse neighbourhood in Calgary. The LRT station started operating in 1986 and it was '' ' -^§m designed to integrate with the neighbourhood. The LRT tracks did not become a barrier within the site and ijijiiiiH^ "Hr streets, and the continuity of streets was preserved. The station can be accessed from multiple points and its design fits with the residential building typology. B*c»*-!»»j Residential streets include single family as well as multi-family housing Kensington Road near the stations is a mix-use commercial street 47 ©! 5.4 The Bridges (From site visit and The City of Calgary website) The Bridges is a redevelopment project by the City of Calgary. It is located on the site of the demolished General Hospital near the LRT station of Bridgeland along the North East line of the C-Train. It was conceived as a multi-family mixed use development that will enhance and respect the surrounding residential neighbourhood. The project incorporates a significant amount of diverse open Multi-Family residential units facing spaces with retail stores and recreational amenities. Murdock Park, the main open space. The design emphasizes walkability by establishing small blocks and a rich pedestrian environment with boulevards and tree-lined streets. Some of the buildings are mixed use while others are exclusively multi-family residential with a few offering live-work units. The height of the buildings is between four and six stories near the existing residential neighbourhood and it increases closer to the LRT station. The density is of 85 units/acre North of Centre Ave N.E. and 130 units/acre South of Centre Ave N.E. This seems to be an appropriate scale for its context (the existing residential neighbourhood). 5.5 Summary These precedents reaffirm that density, diversity and design support transit use. The design proposal for the case study will incorporate the following elements found in the precedents: - mix of uses - increase in density - appropriate height of buildings considering the context - a rich pedestrian environment with street trees, boulevards and sidewalks - walkable environment with small blocks - easy access to LRT station - buildings close to the street - buildings with multiple entries at street level The master plan shows multiple plazas and parks 49 6. CASE STUDY - BANFF TRAIL Banff Trail was selected as the case study because its surrounding neighbourhood is a compendium of situations that are present in all five underachieving stations. Different zones of this illustrate the challenges faced by all five stations. 6.1 Historic Evolution To better understand the physical form of this part of the city, it is important to track its historic evolution. 1948 Mostly farmland with some acreages. Important access to the city by Highway 1 and Crowchild. 1952 Settlement starts as an extension of the city's grid. 1956 Banff Trail community fully settled. Motel Villages starts. Highway 1/Crowchild is realigned. Residential growth to the North, South and Southwest. 1963 - Motel Village continues to grow. The University of Calgary and McMahon Stadium are developed. Residential communities to the North and South are now fully settled. 16th Avenue is extended past Crowchild to the West. 1969 Motel Village has been fully developed. Foothills Athletic Park is developed. The University of Calgary continues to grow. Interchange built at Crowchild and 16th Avenue. 1986 LRT Northwest Line is developed with stations at Lions Park, Banff Trail and the University of Calgary. Area fully developed. 51 6.2 Current site and context Banff Trail Station is situated at an important node. Overall strategy However, it is currently very underdeveloped as a potential Transit Oriented Development. Within a The overall strategy for the site is: 2,000-foot walking distance of the station, a collection of motels and restaurants are located to the West - Increase density of the site, McMahon Stadium (football and sports - Increase permeability complex) is further to the West across Crowchild Trail, - Increase diversity of housing a major freeway. - Create mix of uses - Enhance the pedestrian environment The University of Calgary is 1 km to the North, and - Fill in the gaps the Banff Trail residential neighbourhood is to the East. The current ridership is 2,900 per day and a large Character zones portion of these users originate from the Park and Ride Gmmmmmmmm facility next to McMahon Stadium, which holds 780 Different zones of this area have developed in different General characteristics free parking stalls. This Park and Ride facility belongs ways, with different morphologies, block and building to the City of Calgary and presents an opportunity for types, street types and intersections, and different Homogenous residential neighbourhood redevelopment, relocating parking and intensifying densities and functions. Each of these zones has a the use of the site. specific character and provides unique opportunities f^ Corridors along major roads and requires a specific design. f?S Commercial and service node A significant number of houses and buildings in this area are reaching the end of their life cycle and could By breaking the site into character zones it is possible 1§ Residential bordering LRT line provide room for redevelopment. The main example to identify the attributes of each zone and address fU Recreational node is the motel and bar across from the LRT station. The it accordingly in the design. It helps to break down These seven character zones respond not only to their morphologies two buildings in this site are dilapidated and provide the complexity of the problem and propose specific but also to their current context and functional relationships, as well as an opportunity for redevelopment. solutions always taking into account the overall to their potential for redevelopment/infill to retrofit the neighbourhood relationship of the different character zones. into a transit oriented development. 6.3 Issues and Opportunities This process doesn't mean that each zone is looked at The main issues are: in isolation but it helps focus specific design proposals - low population and low building density for the different parts of the site. - segregation of land uses - lack of housing diversity There are seven character zones in the neighbourhood - lack of connectivity due to multiple large roads and (described in terms of predominant use and building LRT tracks below street level type) as shown in the map. In the following pages - poor pedestrian environment each of the zones will be briefly described and the - large block at Motel Village appropriate design measures will be indicated. The opportunities are: - aging buildings ready for redevelopment - open spaces available for redevelopment - regional recreation and institutional destinations nearby - existing modified grid block pattern with alleys 53 0f Character zone 1 Current description: - Density of 10 units per hectare - Single detached residential units along local residential roads - Lots of 20 by 40 meters - Most houses were built in the 1950's Intent: - Increase density - Increase diversity of housing Typical detached house - Allow mix of uses - Enhance the pedestrian environment Proposed development: - Infill housing in order to increase density - Double current density to 20 units per hectare (similar to Sunnyside's density) - Allow live/work units in orderto increase employment while not compromising the residential character Public realm improvements: - Sidewalks on both sides of street - Preserve existing landscape Residential street with sidewalks on both sides. - Include treed boulevards where possible Alleys provide access to garages. Utilities are also placed along the alleys. 55 0: Character zone 2 Current description: - Density of 10 units per hectare - Single detached residential units next to regional connector roads and LRT line - Lots of 20 by 40 meters - Most houses were built in the 1950's - Some infill is starting to be developed Intent: - Increase density 24th Avenue still has a residential character - Increase diversity of housing - Allow mix of uses - Enhance the pedestrian environment -Transition higher densities into lower densities - Transform 24th Avenue into a local commercial street - Intensify the use of the lots close to the LRT line Proposed development: - Multifamily dwellings - Increase density to 80 units per hectare (similar to The Bridges) - Mixed-use buildings, commercial at street level with Church on the corner of 24th Avenue NWand residential above 23rd Street NW Public realm improvements: - Separate sidewalks from street with treed boulevards - Sidewalks on both sides of street - Preserve existing landscape - Increase sidewalk width Some infill recently developed along 24th Avenue NW 57 ©i Character zone 3 Current description: - Stadium surrounded by parking - Empty unused green spaces - Park and Ride/Stadium parking space owned by the City - Adjacent to other sports facilities - Access to Crowchild Trail (a major thoroughfare) and University Drive Intent: The Park and Ride is used also as parking for the sport venues on the site - Increase density - Increase diversity of housing - Allow mix of uses - Enhance the pedestrian environment - Provide high density - Intensify the use of the land around stadium - Restructure and increase parking capacity Proposed development: - Complex of four 25 stories, mixed use towers - First levels as commercial/office space - Following levels as residential - Density of 640 units per hectare - Include Park and Ride and Stadium parking Most of the time the parking lots are empty underground and first levels - East-West open space linkages - Enhance entries into Stadium Public realm improvements: - Clearly mark pedestrian areas - Increase pedestrian areas - Include street trees Currently there are multiple entries and exits from the parking lot into Crowchild Trail NW 59 0; Character zone 4 Current description: - Derelict strip mail and motels in various conditions and building quialities - Office complex and Hotel recently built - Large and irregular lots - Access to Crowchild Trail (a major thoroughfare) - Good visibility from Crowchild Trail - Poor pedestrian environment - Auto-oriented development Strip mall with large parking lot facing Crowchild Trail NW Intent: - Increase density to medium/high density - Allow mix of uses - Increase permeability - Enhance the pedestrian environment - Bring buildings close to the street - Fill in the gaps Proposed development: - Redevelop to medium high density(8 levels maximum), to gradually transition into the residential neighbourhood of Banff Trail - Mixed-use, predominantly commercial/office Auto-oriented development without sidewalks - Density of 130 units per hectare - Break block in two Public realm improvements: - Increase pedestrian areas - Include street trees - Separate sidewalks from street with treed boulevards - Preserve existing landscape - Increase sidewalk width - Soften interface of major roads 24th Street NW separate development from Crowchild Trail NW 61 ©1 Character zone 5 Current description: - Stand alone restaurants and motels of low building quality - Large and irregular lots - Access to 16th Avenue (Trans-Canada Highway) -Good visibility from 16th Avenue NW Intent: - Increase density - Allow mix of uses Lack of sidewalks - Enhance the pedestrian environment - Bring buildings close to the street - Fill in the gaps Proposed development: - Redevelop to medium high density (6 levels maximum) to respect the residential character of the neighbourhood of Briar Hill - Mixed-use, predominantly commercial/retail - Density of 130 units per hectare Public realm improvements: - Increase pedestrian areas View from 16th Avenue NW (Trans-Canada Highway) . Include Street trees - Include sidewalks - Separate sidewalks from street with treed boulevards - Preserve existing landscape - Soften interface of major roads - Provide additional pedestrian crossings of Crowchild Trail Motels along Banff Trail NW 63 01 s Character zone 6 Current description: - Some newly built hotels - First level uses like restaurants don't interact with the street - Large and irregular lots - Parking strips between buildings and the street Intent: - Increase density - Increase diversity of housing Motels along Banff Trail NW - Allow mix of uses - Enhance the pedestrian environment - Bring buildings close to the street - Fill in the gaps - Increase connectivity Proposed development: - Support hotels/motels - Increase street level uses within buildings - New buildings with no setback, placed close to the street - Break block in two Poor pedestrian environment along Banff Trail NW Public realm improvements: and LRT line - Increase pedestrian areas - Include street trees - Include sidewalks on both sides of street - Separate sidewalks from street with treed boulevards - Preserve existing landscape - Soften interface of LRT line - Provide additional pedestrian crossings of LRT line Some new motels are placed close to the street 65 o Character zone 7 Current description: - Derelict motel and restaurants - Car dealership occupying large lot for vehicle storage - Large and irregular lots - Pedestrian bridge across Crowchild Trail connecting with McMahon Stadium and Park and Ride - Main access of LRT station located here Intent: View from pedestrian bridge - Increase density - Increase diversity of housing - Allow mix of uses - Enhance the pedestrian environment - Bring buildings close to the street - Fill in the gaps - Create a public space next to the LRT station Proposed development: - Open public space/plaza next to the LRT station - Mixed-use buildings, medium height (6 levels maximum) to respect the residential character of the neighbourhood of Banff Trail - Density of 130 units per hectare Single detached housing acr - Mix affordable housing with market housing Public realm improvements: - Increase pedestrian areas - Include street trees and landscaping in general - Include sidewalks on both sides of street - Separate sidewalks from street with treed boulevards - Integrate LRT station to the neighbourhood - Integrate better pedestrian bridge Motel across from transit stat Issues and Opportunities •^ '» %\ -r A .*• •' vaggutani a«»n«|i|i urn**-*™. • 8«f* -- -r — ». •£ * f imi(^« »a* »fti & «*• V ?4th Avenue NW low building density low population density open spaces available for redevelopment aging buildings ready for redevelopment poor pedestrian environment throughout the site lack of housing diversity Segregation of land uses existing modified grid regional recreation and block pattern with alleys institutional destinations nearby lack of connectivity due to lack of connectivity due to large blocks multiple barriers in the form ^litigtHIIUHIIIHHIHHIHHmminnHHHUHIIH of large roads and LRT tracks > a. I ,, 16th Aye** »V, below street level • * «• I • - •S « B *l « .. I «• • mJS.( " >i i n* S9sS 8 ' i K «• 0 «••» 1 North 68 7. DESIGN PROPOSAL This design proposal of Banff Trail station attempts - Support current tourist services by increasing the to illustrate the possibilities of retrofitting an opportunities for recreation and entertainment. existing neighbourhood to support public transit use to a greater extent. - Place new buildings with no set back close to the street to better interact with the public realm and In order to maximize its potential as a transit oriented create a continuous street wall. development, this neighbourhood should hold a mix of uses, and a diversity of building and housing forms. - Increase street level uses within buildings with The population located in the pedestrian catchment permeable facades to enhance the pedestrian area (2,000 ft radius) could be increased to 7,500 at full environment and provide vitality to the public buildout, from today's 700. realm. Transit Oriented Development diagram Calthorpe1993:p.56 - Develop McMahon Stadium parking lot into a high This will provide a similar environment to what the density mixed-use development with a group of high precedents enjoy today, which is a successful example rise towers to take advantage of the location and of a transit-supportive environment. Redevelopment better utilise the land. of the various character zones will result in a built environment more supportive of transit and that will capitalize on the potential of Banff Trail Station. - Create new pedestrian crossing of the LRT line to increase permeability and connectivity through out the neighbourhood. Concept plan Basic structure of BanfTTrail concept plan - Break the Motel Village block into two blocks to The main design elements of the concept plan are: increase walkability and connect the residential (see diagrams next two pages) community of BanfTTrail to the development to the west. - Create an open public space/plaza next to the LRT station to establish a legible civic space with a mix of uses around itThis space will function as the core of the - Develop new pedestrian bridge across Crowchild neighbourhood and the centre of public interaction. Trail to increase East-West pedestrian connections. - Incorporate mixed-use buildings to increase the - Relocate and increase the Park and Ride and Stadium diversity of the population, generate opportunities parking underground beneath the high rise towers. for employment and increase vitality. Some levels of underground parking would be for occupants of the buildings while others will be for Park and Ride and events. - Increase density appropriate to each character zone to better utilise the land and increase the population within reach of transit. - Allow live/work units to provide opportunities for small scale employment, increase affordability and - Provide a mixture of housing, integrating affordable generate diversity. housing with market housing creating better - Improve existing road intersection to accomodate opportunities for those who need transit the most. proposed growth. Open Space System Core Commercial Areas Existing park or playing field ';S" Small/Local commercial ' Pedestrian linkage •g M3in commercial area Plaza at LRT station H Main office area Existing building J3 Existing building E3 % u lUli Residential development Connectivity Single family infill S ^ Intersection to be improved Multi-family low density ^—^ New pedestrian crossing Multi-family medium density •••• New local road Multi-family high density ^B Existing building J Existing building Concept Plan North ^J Proposed building Pedestrian Entrance Park and Ride and High density Proposed Main Plaza New LRT Station Live-Work promenade plaza Stadium parking residential pedestrian commercial commercial medium density E^l Existing building underground brdige core street residential 0 100 200 72 400m 24th Avenue NW 3D Model "-[J Existing building 1 —1__] Proposed building North 73 1 3.00 2,45 1.55 11.80 1.55 2.95 3.00 3.85 1.55 9.30 1.70 3.65 3.00 Section A Section B These cross sections illustrate proposed improvements within the existing right of way images from Portland, Calgary and Vancouver (left to right) show good examples of medium density three stories residential and live- work buildings. They provide a high degree of permeability and a good human scale to the public realm. The density is also adequate to the residential components of the neighbourhood. Apartment Building - Four stories - Walk-uD infill - Two and a half stories Legend Property line ^B Proposed building ^rj Existing building Infill - Two and a half stories - Facing South to the street 20 40 30m North J II Infill examples from the City of Calgary's Low Density Residential Housing Guidelines For Established Communities. 12007). The example on the left shows how infill on a corner lot should address the streets.The diagram below shows infill respecting existing building types. The diagram on right shows possible subdivision of existing 20 by 40 meters lots. Wr>U- IHHi BWpK^ Etfffltit, iKflu. ttHriw, ^ ^ (^ 75 Section C Images from Portland show the integration of public spaces, transit and mixed-use buildings Mixed-Use Towers Entrance / Plaza Small Plaza Pedestrian Crossing Live-Work Twenty five stories mixed-use Shared pedestrian/vehicles Provides opportunity for Gassing of pedestrians onl Six stories live towers increase residential entrance to stadium outdoor cafes (no vehicles) apartment buildings and employment density transit station Legend Park and Ride / Stadium Parking Pedestrian Bridge Plaza Pedestrian Crossing - — Property line Relocate and increase capacity of Ramp integrated with Plaza surrounded by mixed- Crossing of pedestrians parking placing it underground building and provides access use buildingsand integrated only (no vehicles) ^H Proposed building beneath rowers to second floor with transit station ryj 10 20 40m oNorth ^J Existing building 21 II .00 ' 3.90 1.90 2.00 Section D Images from Portland (left and right) and Vancouver (centre) show good examples of high density and mixed-use buildings.These buildings provide a high degree of permeability at street level and an adequate density and intensity for a transit oriented development. Mixed-Use Towers Existing Plaza Pedestrian Crossing Twertyfive stories mixed-use Integrated with proposed Crossing of pedestrians only towers increase residential pedestrian bridge and road of LRT line and employment density Park and Ride / Stadium Parking Proposed Pedestrian Bridge Local commercial street Legend Relocate and increase capacity of Increasing pedestrian connectivity Proposed Road. Large block parking placing it underground divided in two, increasing Property line beneath towers. Some of the parking connectivity will be for occupants. Proposed building Existing building 20 40m North ** <*»* Current and proposed views of 24th Avenue NW showing proposed mixed use buildings and tree lined boulevards ®&?M* Current and proposed views of Capitol Hill Crescent NW showing proposed live-work buildings and tree lined boulevards 81 Current and proposed view from the LRT station to the pedestrian bridge showing proposed plaza integrating with the bridge, mixed use buildings with commercial on the main levels and residential/ office on top. OTT3 c i 1 1. £tf «: 25 * 7- z •o § Tr a 11 med i ped e chil d 5 on T3 0 c S!r*. nc> U 5 S **- o i us e t o buffe r •% pa s "8D o is e mi x ndsca p 2Q. Q. iCJ*» » > •o 1 c 2 i build i ren t a pose d ^5 O (V U Q. 3 8. CONCLUSIONS AND RECOMMENDATIONS 8.1 Summary comments The study of the selected Calgary LRT stations that contribute to an increased connectivity and demonstrates that there is a relationship between walkability, and the development of meaningful the variables of density, diversity and design, and public spaces and a high quality public realm. transit use. The three variables, when combined, can increase transit ridership. By having dense and mixed- 8.2 Recommendations use neighbourhoods, the stations can be nodes for employment and recreation while providing a In order to address the issues identified in the analysis, sustainable and accessible form of transportation to and to make the redevelopment of the Calgary the people living around them. LRT stations and the surrounding neighbourhoods possible, several recommendations are proposed. The design of the neighbourhood and of the stations can increase walkability and accessibility, and provide Banff Trail station recommendations an attractive pedestrian environment. - The City should take leadership in the The findings of the analysis suggest that zoning redevelopment of the area. is the biggest impediment to a neighbourhood's - The City should start partnerships with current reconfiguration. In most cases zoning restricts land owners, community associations and other densities and land uses, and consequently prevents stake holders to start the planning process. any diversity and mixing. - The City should purchase land adjacent to the station to be able to establish the main structure of The quality of the public realm in most cases is below the urban design proposed in this study. standards and the redevelopment of the stations and its - Banff Trail Station should be refurbish improving neighbourhoods provides an opportunity to improve it sheltered areas and the neighbourhood interface. -The City should rezone the land using the new land The Banff Trail case study illustrates how these use by-law to allow for mixed use buildings, increase variables can be modified through a research-based the density and the intensity. design approach. Comparing the existing with the - An open space plan should be developed for the proposed, the results are: site including a streetscaping strategy to improve the pedestrian environment and provide a clear - Density: Current population density is 1,828 structure of the public realm. Hab/Km2 and it could grow to 10,000 Hab/Km2 (Sunnyside has 7,364 Hab/Km2). Opportunities exist Inner city stations recommendations to increase employment density. - Diversity: Currently there is only single family This project identified several underachieving stations detached housing; this project includes single in Calgary's inner city, which, if improved, could have and multi-family housing. Land uses currently are higher rates of use. There are multiple opportunities segregated; the proposal mixes the land uses and in existing LRT stations and their surrounding increases the intensity. neighbourhoods for redevelopment, which can be - Design: Walkability is limited and multiple barriers transformed into true transit oriented developments. exist. The proposal includes multiple linkages In order for this redevelopment to take place, the Land Use and Mobility Plan. This is an important step following inter-related strategies should be employed: forward and it should be followed by restructuring the departments that will implement this plan in order - Municipal government should take leadership in for the plan to be successfully executed. The transit, development of transit-supportive developments transportation and planning departments should be around existing stations. incorporated into one area with an interdisciplinary - Detailed analysis of each of the potential stations structure. should be conducted by the City to enable the redevelopment process. To achieve integrated and sustainable development, - This analysis should include precedents that are the approach to transit oriented development should relevant to each station. be design based as well as research based, and should - The City should develop partnerships with consider adequate precedents and rigorous context community associations, businesses and developers analysis to inform decisions. in order to incorporate all stakeholders into the process. 8.3 Conclusions - City Planning should rezone land to allow for an appropriate mix of uses and densities utilizing the Sustainability should not only be a goal for new new land use by-law. development, but should also be a goal for existing - Calgary Transit should refurbish the stations to urban environments. This project demonstrates how provide improved shelters and better integrated it could be achieved. The reconfiguration of land with stations into their contexts. high value, for the city as a whole, is necessary in order - The City should encourage a diversity of housing, to take advantage of LRT infrastructure and maximize including affordable housing near the stations. its potential. - The City should strive to implement its existing documents that support this course of action, There are several potential locations where the such as the Transit Oriented Development Policy variables producingtruetransit oriented developments Guidelines and the Sustainability Principles (see can be improved, as a way of increasing ridership Appendix). and, consequently, reducing the effects of continued sprawl. In a city like Calgary, where growth happens at General urban design practice recommendations a fast pace, it is necessary to accelerate the evolution of our inner-city neighbourhoods. We depend on our In order for the specific recommendations to take leaders to initiate actions that will drive a change in place, the City of Calgary will need to restructure that direction, and it is the role of urban designers to its approach to urban planning and development. assist in this transformation. Land use and transportation should be integrated so decisions on both fields inform and contribute to each other. In 2007 Calgary City Council approved the review of the Municipal Development Plan and the Transportation Plan by the Sustainable City Team. The resulting document of this review will be the 85 s REFERENCES Attoe, Wayne. Transit, Land Use and Urban Form.Cushman , King. Exploring the Land and Transit Thomas, Randall. Sustainable Urban Design, an Center for the Study of American Architecture. 1988 Connection, essay published in Attoe, Wayne Transit, Environmental Approach. Spon Press. 2003 Land Use & Urban Form. Center for the Study of Bemick, Michael. 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Houses, Places, Cities. Architectural DesignComprehensive Approach. University of Calgary. 1984. Inquiry. Island Press 1998 AD Editors Ltd, Volume 54,1984 #236 City of Calgary. Budget Executive Summary 2006-2008,Levine , Jonathan. Zoned Out. Regulation, Markets, andSzymanis , A. Theresa. Guidelines for Assessing Future 2005 Choices in Transportation and Metropolitan Land-Use.LRT Station Sites. University of Calgary. 1999. #798 RFF Press. 2006 City of Calgary. Transit Oriented Development Policy Wang, Zibin. Measuring Attitudes ofRidership Regarding Guidelines. 2005 Lynch, Kevin. The Image of the City. MIT Press 1960. the Design of LRT Stations Using CAD and VR as an AssessmentTool. University of Calgary. 1999. #830 City of Calgary. Low Density Residential HousingNewman , Peter and Kenworthy, Jeffrey. Sustainability Guidelines for Established Communities. 2007 and Cities: Overcoming Automobile Dependence. Whyte, Wiliam H. The Social Life of Small Urban Spaces. Island Press. 1999 Project for Public Spaces, 2001 City of Calgary. Sustainability Principles for Land Use and Mobility. 2007 Sandalack, Beverly A. and Nicolai, Andrei. Urban Structure - Halifax An Urban Design Approach. Tuns Calgary Transit. Heritage Station Redevelopment Plan.Pres s 1998 2007 Sandalack, Beverly A. and Nicolai, Andrei. The Calgary Cullen, Gordon. The Concise Townscape. Van NostrandProject: urban form / urban life. University of Calgary Reinhold, 1961 Press. 2006 87 APPENDIX Sustainability Principles for Land Use and Mobility City of Calgary, 2007 On Jan. 8, 2007, City Council approved the Terms of within municipal government as well as the planning Referenceforthe integrated Land Use and Mobility Plan and transportation professions and the development (LPT2006-121). This approval provides confirmation of industry, these Smart Growth principles are commonly the referenced and understood in the community. terms of reference to guide the project, which There are some important transportation-specific includes the review and amendment of the Calgary goals that aren't clearly articulated by Smart Growth. Plan (Municipal Development Plan) and the Calgary Therefore, transportation goals were selected from the Transportation Plan by the end of 2008. As part of the Calgary Transportation Plan (1995), which represents report. Council approved 11 sustainability principles current City of Calgary policy. In February 2004, a public for Land Use & Mobility that will act as the overarching survey was conducted to determine if Calgarians still direction for the project. supported the 1995 Calgary Transportation Plan. The results indicated that Calgarians generally support In addition, Council approved the use of the the vision and land use strategies of the 1995 Calgary sustainability principles as guiding principles for Transportation Plan. major land use and transportation studies until the integrated Land Use and Mobility Plan is completed in The result of an extensive public and expert 2008. Current projects that will be informed by these engagement process, the imagineCALGARY Long principles include the intermunicipal development Range Urban Sustainability Plan includes goals plans, transportation network plans, regional policy and targets that provide additional direction and plans, area structure plans, area redevelopment plans, clarity to the sustainability principles for Land Use & major outline plans and major development permits. Mobility. By incorporating the targets created through imagineCALGARY, the sustainability principles will How these principles were developed offer greater direction and create a "made-in-Calgary" approach to the broadly recognized Smart Growth Three key sources of information were reviewed to principles. The Melbourne Principles for Sustainable develop these principles. They are 1) Smart Growth (as Cities, adopted by Council, were used to guide the defined by the two Smart Growth networks in the United imagineCALGARY project. States and in Canada); 2) current City of Calgary policy including the Municipal Development Plan and the How will the sustainability principles for Land Use CalgaryTransportatio n Plan; and, 3) the imagineCALGARY & Mobility be applied Long Range Urban Sustainability Plan, which in turn used the Melbourne Principles as a guide. The sustainability principles should be considered as a whole and are not to be used as individual statements. Two Smart Growth networks exist, one in the US and Individually, they do not provide an integrated, one in Canada. Both have developed a similar set of systemsbased framework for analysis that is required Smart Growth principles. Widely used and recognized to achieve sustainability. Sustainability Principles for Land Use and road networks, and ensuring connectivity between modes of travel other than the automobile. It also allows Mobility Plan pedestrian, bike, transit and road facilities. for the preservation of open space and more efficient use of infrastructure. Principle 9: Connect people, goods and Principle 1: Create a range of housing Principle 5: Preserve open space, agricultural land, services locally, regionally and globally. Connectivity of all opportunities and choices. natural beauty and critical environmental areas. modes of transportation locally, regionally and globally ensures a more effective and efficient transportation Provide a mix of housing types and ownerships in Maintain and restore ecosystem functions. Respect system for people, goods and services. the same neighbourhood to allow residents to live the natural functions of the landscape, particularly affordably in the same community throughout their working agricultural land, watersheds and aquatic Principle 10: Provide transportation services in a safe, lives. A mix of housing creates a more adaptable and habitats. Design communities to integrate natural effective, affordable and efficient manner that ensures resilient community fabric as it is able to respond to systems with human activities while placing high value reasonable accessibility to all areas of the city for all demographic changes such as aging populations, on community access to natural systems and parks. citizens. empty nesters and smaller households. Principle 6: Mix land uses. Transportation services and infrastructure should Principle 2: Create walkable environments. be delivered in a cost-effective and energy-efficient Mix land uses by having homes, businesses, schools manner. The transportation system should provide Create pedestrian-friendly environments with an and recreational opportunities in closer proximity. citizens with safe, barrier-free access to services interconnected street network to ensure walkable access Mixed land use will provide alternatives to driving that supply reasonable access to all areas of the city. to commercial and public services and amenities. Streets such as walking and biking while increasing transit Optimally designed and operated transportation and arterials are designed for walking, cycling, transit viability. The resulting increased number of people systems help to improve the quality of life for access and cars. Neighbourhoods are sufficiently compact on the street can enhance the vitality and perceived citizens, support economic development and protect with mixed uses to provide sustained transit service. security of an area. Mixed land use is key to achieving environmental health. more complete communities. Principle 3: Foster distinctive, attractive communities Principle 11: Utilize green infrastructure and buildings. with a strong sense of place. Principle 7: Strategically direct and manage redevelopment opportunities within existing areas. Utilizing ecological services provided by the Create distinctive, high-quality communities designed environment will reduce community and with architectural and natural elements that reflect Direct redevelopment towards and within existing environmental impacts as well as private, public and local conditions and the values of residents. areas to create and enhance places in existing taxpayer costs of development and infrastructure. communities. Stable areas will be preserved and the Green infrastructure can include energy solutions Principle 4: Provide a variety of transportation options. existing community context will be valued. Strategic such as co-generation or renewable energy and intensification makes more efficient use of existing water solutions such as stormwater retention and Couple a multi-modal approach to transportation with infrastructure and increases transit efficiency. recharge. Green buildings include but aren't limited to supportive development patterns to create a variety externally certified standards such as LEED (Leading of transportation options. This principle includes Principle 8: Support compact development. in Energy and Environmental Design), BOMA Go increasing the availability of high-quality transit Green for commercial buildings and Built GreenTM for service, creating resiliency and connectivity within the Compact development supports transit viability and residential applications. 89