Re imagining Suburbia: A growth pattern study of TOC at the city of Surrey

BY: Jhon Alexander Mozo

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A GROWTH PATTERN STUDY OF TOCs AT THE CITY OF SURREY

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[ SUBURBIA RE-IMAGINING

ACKNOWLEDGMENTS The author would like to take a moment to recognize the following contributions that made the creation of this study possible: Maged Senbel for providing guidance through all stages of the project, for supervising the structuring of the report, and providing input to help enhance the graphic representation of concepts.

Don Buchanan and Preet Heer for their continuous mentoring throughout the research process, your valuable feedback made an essential part of the critical lens through which this project developed.

To all the staff in the Planning and Development Department at the City of Surrey for taking the time to share their work and knowledge, and assisting in framing the ideas within the local context.

And Alix Krahn for her collaboration in the creation of “Typologies for transformation: A case study of suburban TOD in Surrey�. A project that inspired the present research, and established the methodological approach employed in this report..

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[ SUBURBIA RE-IMAGINING

A GROWTH PATTERN STUDY OF TOCs AT THE CITY OF SURREY BY: Jhon Alexander Mozo

A project submitted in partial fulfillment of the requirements of the degree of MASTER OF ARTS (PLANNING) in the Faculty of Graduate Studies School of Community and Regional Planning

We accept this project as conforming to the required standard

THE UNIVERSITY OF BRITISH COLUMBIA

October 2016

© Jhon Alexander Mozo, 2016

[ SUMMARY

[

EXECUTIVE

How may land growth patterns in suburban neighbourhoods be restructured to promote more sustainable and complete communities?

This question is at the core of the following study, which analyzes current planning strategies aiming to break the auto-dependency that historically has dominated suburbia. In particular, this research focuses on a shift in suburban land use patterns that fosters emerging transit-oriented communities (TOC).

This new model of smart growth is the result of aligning land use planning and transportation initiatives. Consequently,

COMPACTNESS

MIXED-USE

CONNECTIVITY

[ TOC

PRINCIPLES OF

[

PUBLIC REALM

CENTRALITY

communities are granted the opportunity of developing more livable built environments -in close proximity to transit nodes- that provide better local opportunities to their residents.

through an integrated transportation system that promotes various ways of commuting. They develop a great sense of place and promote a comfortable humanscale environment. And they are centred around hubs of activity that provide The creation of these transit-oriented appropriate amenities and spaces for communities is based upon some gathering. fundamental principles that guide the developmental restructure of their urban These principles signify a drastic form. They are compactly developed departure from the conventional manner by accommodating denser built forms in which suburban neighbourhoods were located in close proximity to transit established. Land use patterns in suburbia stations. They incorporate a wide mix of are characterized for being car-oriented, uses to allow various housing options, sprawled, homogeneous, discontinuous, employment opportunities, retail and low density, segregated, decentralized entertainment choices, as well as the and underdeveloped. Therefore, the necessary services that compose a self- re-envisioned suburb must undergo sustaining centre. They are well connected a significant transformation in order

INTENSIFIED

DIVERSE

TRANSITION

GROWTH

[ STRATEGY

[ FINE-GRAINED

to become a complete community. A metamorphosis that may be accomplished partly by implementing a growth strategy framework that promotes: intensified land uses to support a higher population base in denser built forms; diversified land uses to increase local opportunities and reduce people’s need to commute elsewhere; a transitioned built environment that allows existing low density forms to be buffered from proposed higher ones; a fine-grained street network that promotes walking, reduces block sizes and creates a hierarchy of uses; a multi-modal transportation system that improves mobility options and implements the appropriate infrastructure to access it; and a pedestrian-oriented public realm with a variety of ground active uses.

MULTI-MODAL

ACTIVE

The city of Surrey is currently undergoing a transformation of this kind as a result of future growth projections and regional plans that designate it as the upcoming metropolitan downtown. To support this growth, a new transit network in the form of light rail has been proposed, sparking a series of changes to its suburban fabric.

Along the Fraser Hwy -one of three proposed lines- the City has revised and drafted local land use plans integrating growth strategies to support ridership.

These plans respond to the local context of the three communities -City Centre, Fleetwood and Clayton- that will be serviced by the line, and envisions the future character and form in which these new centres will redevelop.

PLANNING FOR FRASER HWY

[

KING GEORGE

FRA

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DOWNTOWN CORE: Metropolitan centre and regional destination. High density residential and secondary business and entertainment hub.

TOWN CENTRE: Well connected distinctive local destination with community life focused on a new pedestrian-oriented 160 commercial street.

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URBAN VILLAGE: A mixed-use centre that provides various employment, leisure and shopping options to its growing population.

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[ CONTENTS TABLE OF

IX

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INTRODUCTION TO TOC

x xii xiv

Principles of TOC Geographies of TOC Resources of TOC

XVI

[

[ SUBURBIA

BREAKING DOWN

xviii xxii xxiv

Suburban Patterns Growth Strategies Resources for Suburbia

[ SURREY

CITY IN TRANSITION

]

Fostering Change Welcoming the LRT Planning for Fraser Hwy City Centre

[ FRASER HWY] RE-ENVISIONING Selected Stations Visioning Pathway Analysis Layout King George 160 Street

XXVI xxviii Fleetwood Town Centre xxxviii xxx Clayton FTDA + TOA xlii xxxii Resources for Surrey xlvi xxxiv

XLVIII l lii liv lvi lxx

188 Street Concluding Remarks Additional Resources List of Figures

lxxxiv xcviii c cii

] [

INTRODUCTION TO TOC

RE-ENVISIONING FRASER HWY CITY IN TRANSITION SURREY BREAKING DOWN SUBURBIA INTRODUCTION TO TOC Principles of TOC Geographies of TOC Resources of TOC

Since

the mid-1990s North American cities have begun to experience a shift in city making models that departs from the auto dependency created by urban sprawl, and moves towards new centralized urban patterns supported by transit networks.

This ideal emerges from the theory of smart growth, which integrates urban and transportation planning to obtain a more sustainable form of development based on self-contained urban centres. Following the creation of the Charter of the New Urbanism in 1993, the movement has influenced multiple cities to experiment with the development of Transit-oriented Communities (TOC).1

Figure 1. Rendered perspective of a Transit-oriented Community

T

“ ransit-oriented communities are places that, by their design, allow people to drive less and walk, cycle, and take transit more.

In practice, this means they concentrate higher-density, mixeduse, human-scale development around frequent transit stops and stations. They also provide well-connected and well-designed networks of streets, creating walking- and cycling-friendly communities focused around frequent transit.� (Translink, 2010)

These emerging communities are founded on growth management strategies that integrate transportation investments and land-use practices in order to create more livable environments with reduced automobile use. They may be developed through either large scale master planned projects or incremental redevelopment on a parcel by parcel basis around transit.

There are multiple potential benefits, both direct and indirect, from this type of community model including: sustainable development focused on existing urban areas; increased affordability due to better housing choices; improved access to public transit reflected in ridership; enhanced

safety for pedestrians and cyclists; relief from traffic congestion; reduction of greenhouse gas emissions; appraised land values; and revitalization of declining neighbourhoods among others.2 One of the current challenges in the development of TOCs is gaining a better understanding of how to implement these concepts within existing land patterns that emerged from sprawl, designed to promote automobile movement as the primary mode of transportation. In other words, understanding how to re-imagine suburbs as new self-contained urban centres that foster alternative modes of transportation.

IX

[

[ TOC

PRINCIPLES OF

x

Literature

surrounding development guidelines for TOCs describes a common vision that is characterized by: compact neighbourhoods; increased uban density; multiple transportation choices; strengthened sense of place; diverse housing opportunities, and an enhanced public realm that promotes street activation. These ideals are comprised within the following five TOD principles; an overarching framework that guides and informs the planning of future transitoriented communities.3

COMPACTNESS

PUBLIC REALM

Developing notably higher densities concentrated in proximity to station areas. These provide a base for transit ridership, allow less auto-dependency, and support viable retail and service uses. Incorporating necessary building transitions to blend new developments with the existing urban fabric.

Implementing quality urban design standards to create attractive destinations that reinforce local identity. Designing pedestrian-scale environments that make walking a more attractive, preferable option.

Providing public open spaces to mitigate new compact built forms.

CONNECTIVITY

CENTRALITY

Fostering greater connectivity locally and regionally through the promotion of sustainable transportation choices and well-designed streets. Providing appropriate facilities and infrastructure to encourage walking, cycling and the intensive use of public transit.

Concentrating services within close proximity of the transit station area to foster a sense of community life.

Supporting the provision of wellconnected and accessible community amenities. Providing pedestrian scale retail opportunities along the transit corridor at ground level.

MIXED-USE Ensuring land around rapid transit stations serves uses that support a selfsustaining community. This includes developing a hub of high-activity uses and services that benefits the local community by providing employment opportunities, retail and civic needs, and a variety of housing options.

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Figure 2. Geographies within TOD areas

STATION

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[

[

GEOGRAPHIES OF TOC

To

assist in the planning of transitoriented communities it is important to recognize the various geographies at play during their development. These are determined by their proximity and relationship to the transit station area.

TOC planning areas are typically laid out in circular or nodal growth patterns with their limits defined by a 5 to 10 minute walk - or 400 to 800 metres - from the transit station. These are connected by transit corridors that facilitate ridership.

The resulting TOD geographies are as follows:

R 800m R 400m

CORRIDOR CORE BUFFER

Core: represents the area immediately Corridor: is the area running parallel adjacent to the transit station and it is deliniated by a 5 minute walking distance or approximately a 400 metre radius from the station. It is an area prioritized for high-density concentration and mixeduse development over time, as well as for significant public realm improvements.

to the transit line between two stations.

As it is expected to be served by frequent local transit it has the potential to provide multimodal transportation transfers, as well as a variety of services and amenities not offered within the station areas. The development in this area takes the form of linear growth concentrated along the Buffer: is the area generally within edges of the transit line.4 400 and 800 metres of the station. This area ranges in density as it represents a transition zone that mitigates higher densities closest to the station and lower forms within the existing urban fabric.

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RESOURCES FOR TOC

2,3,4

CALGARY, Land Use Planning and Policy.

Transit-oriented Development Policy Guidelines.

Calgary: City of Calgary, 2004

2

CEVERO, et al. Transit-oriented Development in the United States: Experiences, Challenges, and Prospects. Washington: Transportation Research Board, 2004.

2

CMHC. Transit-Oriented Development (TOD) Canadian Case Studies. Canada: Canadian Mortgage and Housing Corporation, 2009.

2,3

CTOD. TOD 101: Why Transit-oriented Development and Why Now?. Berkley: Center for Transit-oriented Development, University of California, 2007.

3,4

COQUITLAM, Planning and Development.

Transit-oriented Development Strategy. Coquitlam: City of Coquitlam, 2012.

3,4

2

3,4

2

EDMONTON, Sustainable Development and Transportation Services. Transit-oriented Development Guidelines. Edmonton: City of Edmonton, 2012 EMBARQ. TOD Guide for Urban Communities.

Mexico City: Centro de Transporte Sustentable de Mexico A.C., 2014

1

PORTER, Douglas R. Making Smarth Growth Work. Burnaby: Urban Land Institute, 2002.

1

SUSUKI, Hirokai, et al. Transforming Cities with Transit: Transit and Land-Use Integration for Sustainable Urban Development. Washington: The World Bank, 2013.

3,4

TRANSLINK. Transit-Oriented Communities Design Guidelines: Creating more livable places around transit in Metro Vancouver. Burnaby: Translink, 2012.

3,4

WINNIPEG, Planning and Land Use. Transitoriented Development Handbook. Winnipeg: City of Winnipeg, 2011.

IBI, Group. Transit-oriented Development (TOD) Primer 101. Surrey: City of Surrey, 2004.

JACOBSON, Justin and FORSYTH, Ann. Seven American TODs: Good practices for urban design in Transit-Oriented Development projects. Journal of Transport and Land Use, 2008.

xv

[ SUBURBIA ] BREAKING DOWN

RE-ENVISIONING FRASER HWY CITY IN TRANSITION SURREY BREAKING DOWN SUBURBIA Suburban Patterns Growth Strategies INTRODUCTION TO TOD

The modern suburb in North America

begins to emerge in large scale during the 20th century as a result of migrations of the middle class to new urbanizations at the outskirts of the central cities. This move was made possible in great part by access to the private automobile, leading to an increase in commuting activity.

As such, these new urbanizations were planned around vehicular movement and a promise of larger lots of land and detached dwellings.

Consumer patterns were also shifting at this time, as purchasing power was becoming stronger and more accessible to a wider range of families. This translated

Figure 3. Aerial view of a Suburban neighbourhood.

“...the suburban myth so prominent in the English-speaking world.

According to this powerful myth, suburbia was the ideal retreat for the middle-class family, a bourgeois utopia of owner occupied detached homes with accompanying gardens. In Britain, the United States (US), Canada and Australia this great suburban dream lured millions of migrants to the metropolitan fringe�.

(Phelps, N. and Wu, F., 2011)

into the creation of large scale commercial centres -in the form of shopping centres and strip malls- located close to the suburbs; a legacy of infrastructure that remains to this day.

Zoning bylaws assisted in promoting this new car-dependent lifestyle by segregating uses. A vast number of rural lands were subdivided and designated as residential use only, allowing single real estate developers to manufacture multiple home development complexes.

These new concentrations of suburban residences were built on larger lots of land than those encountered within the central city, and took the form of low density detached single family homes. All these

are key characteristics of an urban sprawl that dominated the landscape of North American suburbia for decades.1 Currently, shifts in urban growth paradigms -calling for more sustainable land use patterns- have brought the suburb into question. Cities are attempting to breathe new life into suburbia by breaking the suburban pattern, diversifying the segregated residential landscape, and promoting alternative ways of navigating its streets. One such attempt is the conversion of suburbs into transitoriented communities through the introduction or reinforcement of existing public transit systems.

XVII

Figure 4. Typical elevation of a suburban street.

xviii

[

[ PATTERNS SUBURBAN

To understand the suburb it is imperative

to become familiar with its land configuration patterns.2 These are features that characterize the suburban landscape, determine the way in which elements are generally arranged, and establish the rhythms of the urban form. This is not to say that all suburbs are identical or the same. Each responds to a particular design layout and architectural detail that helps develop the character and identity of the community. However, the building blocks in all suburbs remain consistent, causing some critics to condemn the suburbs for their homogeneity. So what are these overarching suburban patterns?

Similar Architecture Low Density

Large lots 0

Sprawled:

urbanization in suburbs typically develops horizontally. This is linked to the low density building forms that emerge in these areas. As a result, greater land is used to house fewer people in contrast to the central city. This causes the suburb to have to expand exponentially in territory in order to accommodate a higher population.

Low Density:

the quintessential building form in a suburban residential area is the detached single family home; a one to two storey house within a lot of about 500 to 900 m2. This configuration usually accommodates a significant backyard and front lawn. In recent years suburbs have begun to experience the

2

5

10m

appearance of multi-dwelling complexes such as townhouses, row-houses and small apartment buildings. However, these are developed over large pieces of land to provide several shared amenities, thus limiting the increase in density in the suburb.

Homogeneous:

urbanization generally occurs in the form of large complexes built by single developers, both for residential and commercial uses.

Therefore, the architectural landscape remains fairly homogeneous. Given the low density formats of residential units, the suburbs also tend to lack from diversity when it comes to housing options thus limiting the demographic make-up.

xix

Figure 5. Figure ground of suburban patterns.

Cul-de-sac Unlinked Sidewalk

Car-oriented:

the main mode of transportation in the suburb is the car.

This is reflected by the organization and orientation of development. Housing complexes tend to be organized along local roads some ending in cul-de-sacs, while strip malls and civic buildings are located along high speed avenues. Streets have significant widths to allow for onstreet parking but most lack sidewalks.

Discontinuous: predominance of

xx

the car has resulted in diminished mobility within the inner neighbourhood. There is a considerable presence of dead ends and cul-de-sacs impeding through movement.

Walking trails and cycling networks are disjointed or missing all together. Blocks

Strip Mall

Long Block

Underdevloped Land

tend to have large magnitudes and the centre. Suburbs generally have a deficit presence of sidewalks is inconsistent of places for congregating such as plazas, discouraging pedestrian activity. squares or programmed open spaces.

Shopping malls and large scale cultural Segregated: uses in suburban buildings have served this purpose in the fabrics are compartmentalized and past, but these are scattered and not easily segregated from one another. Commuting accessible. to access goods, services and employment is part of the everyday life in these areas. Underdeveloped: due to its Per consequence, there is a presence strategic location at the outskirts of the of pockets with large infrastructure to central city, the suburb counts with a vast house industrial and office parks, civic collection of lands yet to be developed or buildings, and strip malls located away ready for redevelopment. The significant from residential hubs. width of its streets and large setbacks of the current dwellings gives opportunity Decentralized: because of the for further redevelopment. There may segregation of uses in the suburbs, these also be large empty lots or depressed sites areas tend to lack from a real anchoring ready to be reconverted.

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[ STRATEGY

xxii

[

GROWTH

Suburbia is in a current state of flux as

many cities consider new growth patterns that allow these areas to further develop.

For the purpose of the present research one of these growth strategies -the transformation of the suburb into a future transit-oriented community- will be contemplated. This transition is dependent upon proper planning as to align future development with the TOC principles priorly discussed. Consequently, the following qualities should be considered while assessing the future pattern of a suburban TOC.3

INTENSIFIED

TRANSITION

Encouraging higher density residential forms to emerge within the core station area, with the highest forms in close proximity to the station. This growth may be stimulated by infilling the buffer area first to increase the population base, supporting mixed-use forms along the transit corridor later.

Allowing for appropriate transitions of the urban form to minimize its impact on the existing suburban pattern. Reducing building heights away from transit nodes. Incorporating natural public spaces to compensate for the reduction of private lawns and backyards.

DIVERSE

FINE-GRAINED

Allowing a diverse mix of uses and built forms. Increasing residential density close to existing shopping centres and cultural buildings.

Encouraging residential unit and tenure mix to improve accessibility for various demographic groups. Fostering architectural variety.

Improving mobility throughout through a finer grain street network.

This includes: establishing a hierarchy of streets and uses; reducing the average size of blocks; removing dead ends and cul-de-sacs when possible; and incentivising new developments to create new streets and missing links.

ACTIVE

MULTI-MODAL

Enhancing the overall pedestrian experience as to increase walkability.

Focusing on human scale design and active uses at the ground level.

Orienting entrances and windows towards the street and increasing permeability. Creating or reinforcing open spaces as centres for gathering.

Promoting multiple transportation modes by providing the necessary supporting infrastructure. Creating a continuous system of sidewalks.

Building a cycling network. Enhancing connectivity and accessibility to transit stops. Improving accessibility for all users.

[

[ SUBURBIA

1

BEAUREGARD, Robert A. When America Became Suburban. Minneapolis: University of Minnesota Press, 2006.

2,3

DUNHAM-JONES, Ellen. Retrofitting Suburbia: Urban Design Solutions for Redesigning Suburbs.

New Jersey: John Willey and Sons Inc., 2011.

1,2,3

HARRIS, Richard and LARKHAM, Peter J. Changing Suburbs: Foundation, Form and Function. London: E & FN Spon, 1999.

1

JONES. David W. Mass Motorization and Mass Transit: An American History and Policy Analysis.

Bloomington: Indiana University Press, 2008.

1,

PHELPS. Nicolas A. and FULONG, Wu. International Perspectives on Suburbanization:

RESOURCES FOR

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A Post-suburban World?. New York: Palgrave Macmillan, 2011.

1,3

ULI. Shifting Suburbs: Reinventing Infrastructure for Compact Development. Washington: Urban Land Institute, 2012.

2,3

WILLIAMSON, June. Designing Suburban Futures: New Models from Build a Better Burb.

Washington: Island Press, 2013.

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] [ SURREY

CITY IN TRANSITION

RE-ENVISIONING FRASER HWY CITY IN TRANSITION SURREY Fostering Change Welcoming the LRT Planning for Fraser Hwy City Centre Fleetwood Town Centre Clayton FTDA + TOA Resources for Surrey BREAKING DOWN SUBURBIA INTRODUCTION TO TOD

The suburban beginnings of Surrey

can be traced back to a post-war 1950’s when an expansion of neighbourhoods to the north - following the erection of the Pattullo Bridge - attracted the spread of single family homes to absorb commuters who worked in Vancouver and Burnaby.

Thereafter, a “first wave” of urban growth in Surrey occurred during the 1970s to 1990s, a period of high automobile use that influenced how its communities and neighbourhoods were designed and laid out. Inevitably, this led to an urban sprawl characterized by low density residential, with almost no commercial or industrial zoning. The landscape of the city is thus

Figure 6. New City Hall plaza and library at City of Surrey.

“... the connection[s] between active transportation (walking and cycling) and healthier communities, are now all compelling reasons to reduce people’s reliance on cars for everyday transportation. This shift requires decisive and long-term efforts to reorient land use patterns, increase mixed-use development, plan higher density developments in conjunction with frequent public transit, influence individual behaviour and invest in cycling and walking infrastructure that allows for convenient alternatives to the automobile.” (City of Surrey, OCP, 2014)

characterized by a collection of disjointed strip malls, tract housing complexes, rural farms, and heavy traffic flows at peak hours.1 As of 2011 the city of Surrey has been designated as the second “urban metropolitan centre” within the regional growth strategy Metro Vancouver 2040: Shaping our Future. It is expected that Surrey will accommodate 250,000 new inhabitants, 23,500 new dwellings, and generate 14,500 new jobs by 2041.2

and lively cultural and entertainment amenities”. As such, the legacy of suburbia in Surrey has come to an end, and it is time to focus on reshaping its suburban pattern.

The transformation at the city of Surrey has already begun and it is reflected through a more diverse range of housing and its newly revitalized City Centre.

With its Sky Train stations, a Bing Thominspired public library, the SFU Surrey campus and a new city hall and shopping centre, this walkable, transit-oriented Urban centres as defined within the downtown has become an example of the plan are “transit-oriented communities changes needed to transform other parts with diverse populations, a range of of the city. employment opportunities, public spaces,

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[ CHANGE FOSTERING

Surrey is experiencing rapid change to

accommodate the growth pressures that are projected for the near future of the city. In order to manage this change, the City has recently revised and adopted a new Official Community Plan (OCP) as of 2014. This document sets out the local government’s long-term plan for the development of the community, in accordance with the framework of the Sustainability Charter. The new OCP establishes the following bases for the city’s transition from an auto-dependent community into a transit-oriented one.3

SMART GROWTH

TOWN CENTRES

Support compact and efficient land development. Align land uses and development densities with significant and high-quality public transit investments. Direct residential and mixed-use development into Surrey’s City Centre, Town Centres, and Frequent Transit Corridors.

Develop distinctive social, cultural and commercial centres for each community. Concentrate residential uses and services to allow for efficient pedestrian and cycling transportation networks. Allow diverse public spaces to flourish with a high level of urban design.

TRANSIT CORRIDORS

TRANSPORTATION

Support transit-oriented development along major corridors linking urban centres and employment areas. Support higher-density residential, commercial and mixed-use development. Ensure pedestrian and cycling access from adjacent neighbourhoods to transit stations.

Increase mode choice and reduce reliance on the car. Extend rapid transit to link Surrey’s Town Centres with City Centre. Promote integration between transportation and land use.

Encourage development patterns, densities and designs that promote efficient walking and cycling.

EMPLOYMENT

URBAN DESIGN

Direct office uses, institution and major retail centres to locations accessible by public transit. Take advantage of access to rapid transit and other transit networks. Promote available and relatively affordable housing for employees. Encourage private sector investment in strategic areas of the city.

Strengthen the sense of place of diverse neighbourhoods. Ensuring compatibility of scale, massing and architecture. Achieve a finer-grained network of streets, lanes and walkways.

Promoting vibrant, active and pedestrian-friendly public and private environments.

Figure 7. Proposed Surrey’s LRT network.

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WELCOMING THE LRT

One

of the strongest catalyst for the future transformation of suburban land patterns in Surrey is the proposed light rail transit (LRT) system. The 27 km transit network would consist of two main lines: the L-Line running along 104 Ave and King George Blvd to connect Guildford Town Centre and Newton Town Centre to City Centre; and the Surrey-Langley Line running along the Fraser Hwy. After a rapid transit alternatives study 4 was conducted, Light Rail was selected as the preferred mode of transportation based on: the system’s land use integration in connection to the number of adjacent urban centres; the system’s land intensification potential and likelihood

of development within 400 metres from station areas; the impact on private or commercial properties in order to build and operate the system; and the resulting changes to the urban environment, including the changes to the streetscape, and pedestrian facilities, through the introduction of this form of rapid transit.

• Helping achieve ambitious mode share and emission targets.

The benefits provided by Surrey’s LRT include: reduced congestion by allowing more people to use transit instead of private vehicles; improved accessibility by bringing 195,000 more people within walking distance of a transit The proposed project aims to accomplish station; connected communities across three main objectives: municipalities; 30,000 new full-time equivalent jobs during construction, • Shaping travel through better transit and 15,000 full-time equivalent jobs in services; operation; and reduced greenhouse gas emissions by 15,000 tonnes per year.

• Shaping future land use, including the growth of Surrey in accordance with regional and municipal plans; and

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Figure 8. Proposed Fraser Highway LRT line.

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PLANNING FOR FRASER HWY

The Fraser Hwy is set to become one

of the transit corridors served by the proposed LRT. It will be a 17km link that connects three of Surrey’s distinct growing communities: City Centre, Fleetwod, and Clayton. This sets the stage for a significant transformation of this heavy traffic highway to become the centre of future transit-oriented hubs. The City has started to trigger this conversion by revising the land use plans for these three communities in an attempt to guide future development. This creates a great opportunity to analyze the growth patterns in such diverse contexts, including the early success already achieved by the City Centre; and how this manifests in other areas of the city.

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LRT Line and Stations

CLOVERDALE

Core Area (400 m) Buffer Area (800 m) Planning Areas Community Boundary O

N 152 ST

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140 St

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Figure 2. Proposed Surrey’s LRT network.

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Figure 9,10. (Left) City Centre planned areas (Right) Areial view of City Centre with LRT stations.

LEGEND

132 ST

City Centre Land Use Plan Urban Centre Central Business District

King George

CITY CENTRE

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[ CENTRE CITY

140 ST

148 ST

140 St

Located

at the heart of the North Surrey community, City Centre has been identified as the region’s second downtown. It is currently seeing the development of a burgeoning civic precinct, home to a new flagship library, city hall and performing arts centre. In recent years, Surrey’s City Centre has also been the focus of significant residential and commercial development to undergo a bold transformation from a suburban centre into a walkable high density, transit-oriented downtown.

This area is envisioned to become a centre for major employment, services, higher-density housing, commercial, cultural, entertainment and institutional

activity. City Centre is connected to the SkyTrain rapid transit network providing convenient access to downtown Vancouver (35 minute ride) and the rest of the region.

Quick Facts: City Centre occupies

almost 600 hectares including 45 hectares of parkland. Its current population is approximately 33,660 and projected to double by 2041. There are 1,300 business located in this area, with a workforce of 25,255 set to grow to 31,759 by 2021. 12.5 million square feet of new residential, commercial and institutional space has been built in City Centre since 2000. The average household size in this area is 2.2 residents, holding the highest proportion

of single person households for the entire municipality of Surrey (39.3%). City Centre also holds the highest proportion of rented dwellings in Surrey (53.9%), and the largest concentration of apartment buildings over 5 storeys (69.7%).

OCP Designation:

Under the revised OCP, City Centre is designated as a Central Business District. This designation supports the vision of a metropolitan downtown by granting the highest density development capacity (3.5 up to 7.5 FAR), as well as the highest quality urban design of public and private sector development including buildings, streets, plazas, and gathering spaces.

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Figure 11. City Centre Land Use Plan 2011.

LEGEND

Skytrain station

High Rise 5.5 FAR

Skytrain track

Mid to High Rise 3.5 FAR

Multi-use path

Low to Mid Rise up to 2.5 FAR

Pedestrian path

Single Family / Duplex 0.6 FAR

Long-term road

Mixed-Use 2.5 FAR

Plaza

Mixed-Use 3.5 FAR

School

Mixed-Use 5.5 FAR

Park

Mixed-Use 7.5 FAR

Creek Buffer

Land Use Plan:

office and residential mixed-uses As of 2013 the including a large component of retail. latest land use plan for City Centre has been developed. The City Centre Plan 5 proposes high density, mixed-use designations • High quality public realm with continuous active streetscapes, urban along frequent transit corridors and the amenities, and cultural activities three Skytrain Station nodes utilizing and facilities all contributing to the transit-oriented development standards. vibrancy of downtown.

Major civic, office and institutional mixeduses (including City Hall, Library and University) are currently located within • High rise and mid-rise buildings between 3.5 to 5.5 FAR to support the the Surrey Central Skytrain station node. employment and commercial areas as Some highlights of the plan as pertaining well as increased transit usage. to the development of a TOC include: • King George Skytrain station being • Two single-family areas preserved to further provide opportunities for envisioned as a secondary office and families to locate close to downtown, entertainment node with high density

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105 Ave

104A Ave 104 Ave

104 Ave 103 Ave Ol

dY ale

103 Ave

Rd

102 Ave 101 Ave 100A Ave

Legend

!

City Centre Skytrain Stations City Centre Skytrain

100 Ave

100 Ave

99A Ave

99A Ave

MultiUse Path Pedestrian Connection Lots High Rise 5.5 FAR Mid to High Rise 3.5 FAR Low to Mid Rise up to 2.5 FAR Single Family/Duplex 0.6 FAR

98 Ave Fr as

97 Ave

La u

Mixed-Use 2.5 FAR Mixed-Use 5.5 FAR Mixed-Use 7.5 FAR PLAZA Public Open Space

96 Ave 132 St

Mixed-Use 3.5 FAR

94A Ave

er

re l

Hw

y

Dr

140 St

LANDUSE, FAR

School

Creek Buffers Greenway

134 St

Park

138 St

Institutional

Kilometers

2 thus Road allowing for gentle 0infill 0.25 to be0.5• Implementation of a1.5 new road standard 1 Long Term Road part of redeveloping the area. called “Green Lane” intended to reduce the large blocks that currently • Areas previously designated as low characterize much of the City Centre, density (1.5 FAR) will accommodate and provide a more inviting pedestrian up to six storey apartment buildings and bicycle environment for circulation and townhouses with FAR up to 2.5 to and efficient movement of vehicles. provide housing for families as well as transition to smaller building forms.

• Distinct and vibrant neighbourhoods including a dynamic and innovative • A system of parks and plazas connected business sector, university, hospital, through an integrated network of civic and historic districts to enhance greenways, cycle tracks and trails. This the sense of place and form the will be supplemented by a variety of framework of the City Centre. Each corner plazas and publicly accessible of these areas will have its own unique open spaces, provided on private character. property through redevelopment.

xxxvii

160 ST

156 ST

152 ST

148 ST

Figure 12,13. (Left) Fleetwood planned areas (Right) Areal view of Fleetwood with LRT stations.

LEGEND Town Centre Land Use Plan Urban Centre Town Centre FTDA

152 St

160 St

88 AVE

166 St

84 AVE

152 St FLEETWOOD 160 St

xxxviii

[

[TOWN CTR FLEETWOOD

Located at the core of

the Fleetwood community, the Fleetwood Town Centre is envisioned as a distinctive, thriving centre for residential, commercial, social and recreational activities. There will be a range of housing forms - from a variety of ground-oriented housing to apartments and mixed-use buildings to accommodate different life stages and incomes.

Commercial activity in Fleetwood Town Centre is focused along or near Fraser Highway, which bisects Fleetwood at a diagonal. The outer edges of Fleetwood Town Centre comprise detached single family housing, with the northeast corner abutting the Agricultural Land Reserve.

There has been substantial townhouse development in the area over the past 15 years. However, the mixed-use, pedestrianoriented “core area� planned around 160 Street and Fraser Highway has been slow to develop. Development in this area has been limited to modest commercial and mixed-use developments with standalone residential and commercial buildings.

Quick Facts:

The Fleetwood Town Centre area occupies 400 hectares, with 24 hectares of existing parkland.

Its current population is approximately 18,400, while the community’s population is 60,000 as a whole. The Fleetwood Town Centre concentrates an estimated 6,600 dwellings out of the 17,805 private

dwellings available in the community. The average household size in this area is 3.3 residents, holding the lowest proportion of single person households for the entire municipality of Surrey (15.4%).

OCP Designation:

The revised OCP sets increased densities for Town Centres designations ranging 1.5 to 2.5 FAR. Town Centres are described as distinctive, social, cultural and commercial centres for the community.

Within Fleetwood Town Centre there is a need to expand commercial uses because of the expected rapid growth of multiple residential housing and to accommodate higher residential densities in areas that would directly benefit from the extension

xxxix

Figure 14. Fleetwood Land Use Plan 2016.

LEGEND Mixed-Use 2.5 FAR-6 storeys

Apartment/Mixed-Use 1.5 FAR

Single Family Urban

Commercial Frontage

Apartment 1.5 FAR-4 Storeys

Single Family Suburban

4 Storey Maximum

Apartment/Medium Density

Manufactured Homes

Residential Frontage

Townhouse

Parks

Commercial 1.5 FAR

Medium Density Townhouse

Industrial

Low Density Townhouse

Institutional

Low Dens. Townhouse/Duplex

Institutional/Commercial

Low Dens. Town./Single Family

of rapid transit infrastructure. Industrial and lower-density residential uses including detached and semi-detached housing, are discouraged within the Town Centre designation.

Land Use Plan:

areas where apartments and mixeduse buildings are adjacent to existing townhouses, new multi-storey buildings would be restricted to four storeys to provide an appropriate scaled transition.

As of July 2016, an updated Fleetwood Town Centre Plan • Creation of compact, pedestrian(TCP)6 was developed, focusing on friendly precinct of local-serving this core area, and proposing policies commercial activity and apartments, to encourage renewed growth and with allowable heights of up to 6 redevelopment in support of the planned storeys, centred around a future rapid future light rail system along Fraser transit stop at Fraser Hwy and 160 St. Highway. The guidelines to achieve this are as follows: • Extending the higher density, mixeduse designation to properties located • Protection of existing neighbourhoods within 400 metres from the future with ground-oriented housing. In rapid transit stop. Encouraging existing

xl

168 ST 166B St

165 St

162 ST

166 St

163A St

163 St

165A St 165A St

166A St

167 St

168 St

168A St

166 St 165A St

168 St Fg W

165 St 163 St

165 St

167A St

167 St

162A St

162 St

eW ay

low-density, car-oriented commercial activity to redevelop into higherdensity mixed-use developments with LEETWOODpedestrian-oriented TOWN CENTRE LAND USEretail PLAN and STAGE 1 personal ity of Surrey Planning & Development Department service uses at the ground floor and residential units above.

168A St

168B St

81A Ave

16 8A

St

80 Ave Fg N

165 St

WY

165A St

164A St

164 ST

79B Ave

79A Ave

166 St

79 Ave

168 ST

RH

79A Ave

St 167A

egend

79A Ave

165A St

Av e

79A Ave

163 St

79 Ave

78 B

162 St

161A St 161 St

160 ST

156 ST

162B St 162A St

161A St

St 16 1

160A St

159A St

158A St

159 St

155A St

79A Ave

80A Ave

168 St Fg E

167A St

SE

ve

80 AVE

80A Ave

82 Ave

166 St

164 St

160 St

FR A Watson Drive

83 Ave

A 80

80A Ave

83 Ave

162A St

161 St

159 St

157 St

157A St

82 Ave

81 Ave

157 St

156A St

81 Ave

St

84A Ave

167 St

155A St

82A Ave

154 St 81 Ave

17 0

Greenway Dr

83A Ave

158 St

154B St

85 Ave

83 Ave

82 AVE

155 St

85 Ave

84 Ave

81A Ave

79 Ave

85A Ave

166A St

154A St

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82A Ave

79A Ave

86 Ave

85B Ave

84A Ave

84 Ave

83 Ave

80 Ave

161A St

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ve

86A Ave

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ve

A 87

87A Ave

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Ve ntu r

84 AA ve

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86B Ave

85 Ave

157A St

154A St

155A St

156A St

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4 St

85 A

wy

87A Ave

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er H

87 Ave

86B Ave

161 St

156 St

Fra s

85A AVE

85 Ave

3A Ave

87 Ave

159 St

87 Ave

Tunis Pl Margate Pl

86 Ave

85A Ave

160A St

87A Ave

87A Ave

86A Ave

155 St

86B Ave

160 ST

157 St

WY

158 St

87 AA ve

RH

St

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1

156

156 ST

154

88 Ave

SE

88A Ave

8B 16

154A St

88 AVE

St

FR A

88A Ave

access and street frontage on three sides. Overlooking the west side of the park, residential buildings fronting and oriented towards the park would be required.

Mixed Use 2.5 FAR 6 Storey Maximum

Apartment or Mixed Use 1.5 FAR 4 Storey Maximum

Low Density Townhouses In Duplex Form

Commercial 1.5 FAR

Parks & Linear Corridors

Commercial Frontage Required

Apartment 1.5 FAR 4 Storey Maximum

Low Density Townhouses or Single Family

Industrial

Multiuse Corridor/Landscape Buff

4 Storey Maximum

Apartment and Medium Density Townhouses

Single Family Urban

Institutional

Buffer Within Private Land

Medium Density Townhouses

Single Family Suburban

Institutional/Commercial

4m Wide Paved Path

Low Density Townhouses

Manufactured Homes

Tree Cluster - with preservation may permit up to 2.5 FAR, 6 Storey

Residential Frontage Required 4 Storey Maximum

• Strategically require ground floor commercial activity along important streets and corners for creating a distinctive destination in Fleetwood Town Centre. Setting out where commercial frontages are required.

• Larger neighbourhood park with enhanced access and residential “eyeson-the park”. A neighbourhood park that is about 1 hectare in size, with

0

125

250

500

750 Meters

·

Amended 3 August 20

• Creation of a finer grained street network in areas planned for higher densities. Completion of existing planned roads, new local roads and new “green lanes” with a narrower cross section, to facilitate pedestrian access, connectivity within the commercial and apartment precinct, and distribution of traffic to the existing arterial and collector road network.

xli

166 St

FR

AS

ER

188 ST

Figure 15,16. (Left) Clayton planned areas.

(Right) Aerial view of Clayton with LRT stations.

HW

Y

CLAYTON 188 St 192 St

64 AVE LEGEND

152 St

60 AVE 192 ST

Land Use Plans and NCPs East Clayton LUP FTDA / TOA North East Clayton NCP

160 St

[

[FTDA+TOA CLAYTON

Located

north of the Fraser Highway, Clayton makes part of the Cloverdale community. Clayton is a diverse planning area. It has a definite “edge” where the suburban lands meet the agricultural lands eastwards, and it is delimited west by the municipal boundary with the City and Township of Langley. Clayton has been characterized by a rural ambiance, and in recent years - since the late 1990s - has begun to develop an urbanized core.

The Clayton area has been planned as a complete community with a village centre.

Quick Facts:

xlii

The community of Clayton comprises about 809 hectares.

East Clayton - area containing the proposed LRT stations’ core and buffer

zones - occupies 250 of these hectares.

The projected population for Clayton at full build out is about 35,000, with 12,200 of these people living in East Clayton. It is expected that about 6,030 dwellings would be located in East Clayton. Also, 400,000 square feet of commercial floor area and 1,155,290 square feet of floor space for businesses are anticipated.

dwelling units and 1,840 new jobs by the year 2041. As part of its FTDA, Clayton is the only community in the City of Surrey to have a designated transit-oriented planning area. Lands within these areas are meant to integrate fully with future LRT service on Fraser Hwy and create a high quality, sustainable mixed-use centre for the East Clayton community.

OCP Designation:

Land Use Plan: The buffer areas

The revised OCP designates the area between the LRT stations in East Clayton as a Frequent Transit Development Area (FTDA). These areas located outside of Town Centres support transit-oriented development and may be permitted higher densities. It is expected that these areas create 2,250 new

surronding the proposed LRT stations in Clayton make part of a mosaic of plans determining the future land uses. These include: The East Clayton Transit-oriented Planning Area (TOA) Land Use Concept Plan 7, the most recent plan - created in 2014 - encompassing 16.5 hectares of

xliii

Figure 17. Clayton Land Use Plan 2003.

LEGEND Suburban

Business Park / Live Work

Future Urban

Business Park / Work

Urban Residential (Single Family)

Institutional

Urban Residential / Transition

Existing Schools

Mulit-family Residential/

Existing Parks

Townhouses or Apartments

Landmark / Focal Point

Mixed Commercial / Residential

Buffer / Linkage / Open Space

Commercial

land within the FTDA; The East Clayton • Multi-family residential townhouses Neighbourhood Concept Plan (NCP) 8 are proposed to be a maximum of three developed in 2003; The East Clayton NCP storeys with an optional live-work Extension West of 188th Street 9 from 2005; component at grade level facing public 10 and The North Cloverdale East NCP , a streets or parkland. plan from 1994. The following are some of the TOC guiding principles presented • Encouraging mixed-use development within these plans. with an emphasis on employment uses (i.e., office and retail uses).

• Locating the highest density of development along Fraser Highway in • Developing a finer-grained, grid-based close proximity to future rapid transit block street pattern to distribute traffic stations. Here, future building heights and encourage walking and cycling are proposed to be two to three storeys connections, including convenient for retail/office, with the potential for pedestrian access to transit. up to an additional three to five storeys of residential or office space above.

• A road network established to facilitate future expansion of transit service for

xliv

k !

194 ST

186 ST

193 ST

! !

!

!

k

!

CLAYTON NEIGHBOURHOOD CONCEPT PLAN theGeneral neighbourhood and minimized Proposed Land Use

!

!

!

193B ST

63B AVE 6 3 B AVE

!

!

!

ST

63A AVE

6 3A A VE

!

192

63A AVE

!

! !

Y! !

189 ST

65 AVE

ER !

HW

189A ST

1

188A ST

65A

FR! AS

187A ST

VE

65A AVE

!

194 ST

!

!

!

196 ST

!

!

E

184A ST

196 ST

191 ST

191 ST

192 ST

!

188 ST

!

186 ST

184A ST

!

184B ST 185 ST 185 ST

184 ST

183 ST 184 ST

CLAYTO NWOOD CR 183A ST

k !

68 AVE

!

ST 182B

183 ST 182A ST

183 ST

190 ST

182 ST

182 ST 181A ST

!

!

181 ST

194A ST

185 ST

!

ST

180 ST

!

181 ST

!

68A AVE

66 AVE

V

!

!

180 ST

! !

!

180 ST

! !70 AVE ! !

!

180 ST

!

! !

!

! !

! !

!

68B AVE

64A A V E 64 AVE 64 AVE 64 AVE

63A AVE

! !

AV E

!

63A AVE

! !

192 S T

63A AVE

! !

!

AVE ! ! 70 ! ! !

69A AVE AVE 69A

69 AVE

66 AVE

64 AVE

!

N W O OD

CR

!

!

k

67A AVE

64 B A

!

!

189 ST

!

!

3! !70 AVE &

71

!

!

67A AVE

66A AVE

DR

!

!

!

TO

HI LL

72 AVE

!

5 A ST ST 18 A 85 ST 185

VE

64 AVE

LA Y

!!

!

65A AVE

64A A

!

ú

66 AVE

C

!

66A AVE

68A AVE

185A ST

67 AVE

CLAYT O N

179A ST

!

!

!

!

3 && 3 3 3& &

!

70 AVE

!

178B ST

68 AVE

179 ST

!

ENGLISH PL 71 AVE

!

!

!!

3 &

179A ST

!

!

!

!

!

!

!

! !

!

!

71 AVE

!

!

!

!

!

E

! !

!

!

k

69 AVE

!!

!

!

73 AVE

!

!

!

RD

!

!

74 AVE

!

!

OL D YA L E

!

!

!

!

1 18

!

!

!

!

!

!

!

!

!

!

!

! !

!

!

!

75 AVE

!

!!

ALR

63A AVE

63A AVE

• Two neighbourhood school/park sites, walking distances to/from transit stops. two riparian park areas, one linear park and a series of five local parks. k • Requiring a high level of urban design, with an emphasis on active facades • A “Main Street” commercial area, ^ ( related to commercial, mixed-use and located at 188 Street and 72 Avenue. residential buildings facing streets.

• Multiple-unit residential in the form • Incorporating a central neighbourhood of apartments and fee-simple groundpark and small plaza of 1 hectare into oriented townhouses, single family the TOA development area. homes on small to medium sized lots, and mixed-use commercial/residential • Incorporating opportunities for placehousing. making and public art at key locations.

Greenways / Utility Right of Way

Future Urban

Business Park / Work Place

Urban Residential (Single - Family)

Business Park / Live & Work Area

Creeks / Riparian Setbacks

Urban Residential / Transitional Density Area

Institutional

Proposed Detention Ponds

Multi Family Residential/Townhouses or Apartments

Existing Schools

Mixed: Commercial / Residential

ALR

!

!

Commercial

!

Suburban

Environmentally Sensitive Areas

(Precise shape, size and location subject to further analysis)

Existing Parks

Buffers / Linkages / Open Space

Agricultural Land Reserve

Landmark / Focal Point 0

NOTE: Greenways and linkages will connect major community amenities and school / park sites.

NOTE: For proposed elementary schools and parks, refer to map showing neighbourhood boundaries.

NOTE: This plan is conceptual in nature and is only intended to reflect a general pattern of land uses. Exact land use boundaries to be determined through the Neighbourhood Concept Plan process.

50

100

200

300

400

· Meters 500

DATE: 14 ,1998 This map is provided as general referance only. The City of Surrey makes no warrantees, express orDec. implied, as to the fitness of the information for any purpose, or to the results obtained by individuals using the information and is not reponsible for any action taken in reliance on the information contained herein.

• Ensuring appropriate and sensitive interface with lower-density residential neighbourhoods adjacent to the area.

xlv

[

[

RESOURCES FOR SURREY

xlvi

10

HUNTER LAIRD, Engineering LTD. North Cloverdale East Neighbourhood Concept Plan: Surrey, City of Surrey, 1994.

4

IBI, Group. Surrey Rapid Transit Alternatives Analysis Phase 2 Evaluation: Final Evaluation Report, Executive Summary. Vancouver: TransLink, 2012.

2

METRO VANCOUVER. Metro Vancouver 2040 Shaping our Future: Regional Growth Strategy.

Vancouver: Metro Vancouver, 2010.

8

SURREY, Planning and Development Department. East Clayton Neighbourhood Concept Plan (NCP). Surrey: City of Surrey, 2003.

6

SURREY, Planning and Development Department. Fleetwood Town Centre: Land Use

Plan and Urban Design Concept Plan. Surrey: City of Surrey, 2000.

1,3

9

7

6

SURREY, Planning and Development Department. Plan Surrey 2013: Official Community Plan. Surrey: City of Surrey.

SURREY, Planning and Development Department and Engineering Department. East Clayton NCP Extension - West of 188 Street Stage 1 and 2 Report. Surrey: City of Surrey, 2005.

SURREY, Planning and Development Department and Engineering Department. East Clayton Transit-oriented Area (“TOA�) Land Use Concept Plan. Surrey: City of Surrey, 2014.

SURREY, Planning and Development Department and Engineering Department.

Fleetwood Town Centre Plan Update -Stage 1Land Use and Transportation Concept Corporate Report. Surrey: City of Surrey, 2016.

5

SURREY, Planning and Development Department and Engineering Department.

Surrey City Centre Plan Update -Phase II- Stage 1 Corporate Report. Surrey: City of Surrey, 2009.

5

SURREY, Planning and Development Department and Engineering Department. Surrey City Centre Plan Update -Stage 2- Status Corporate Report. Surrey: City of Surrey, 2011.

4

SURREY, Engineering Department.

Transportation Strategic Plan: Transportation Working for Everyone. Surrey: City of Surrey, 2008

xlvii

[ FRASER HWY] RE-ENVISIONING

RE-ENVISIONING FRASER HWY Selected Stations Visioning Pathway Analysis Layout King George 160 Street 188 Street CITY IN TRANSITION SURREY BREAKING DOWN SUBURBIA INTRODUCTION TO TOD

Fraser

Highway was one of the first motor highways in British Columbia, being formed from portions of the Old Yale wagon road in the 1920s. Its importance as an east-west corridor was diminished with the construction of the Trans-Canada Highway in the 1960s.

Nonetheless, it remains an important thoroughfare and major arterial road for traffic across Surrey.

Due to its car-oriented nature, this four lane highway has signified a major separation for the communities it bysects.

It physically poses an obstruction due to the high volumes of traffic crossing through daily, it has lacked appropriate

Figure 18. Current photograph of Fraser Hwy.

S

“ uburbia has historically been a site of great experimentation and evolving lifestyles. Today, the suburbs are simply not as suburban as we thought they were, and the proliferation of aging, underperforming suburban properties is providing us with tremendous opportunities to imagine new possibilities that correct for the unintended consequences of the past while better meeting future needs and desires..�

(Williamson J., 2013)

amenities that promote walkability, and it is home to a high concentration of auto-oriented uses such as gas stations, car dealerships and strip malls along its stretch.

With the introduction of the proposed LRT network, City efforts are currently focused on re-envisioning this important connector as a new artery that connects - through public transit - the hearts of important communities across Fraser Highway. As discussed previously, preliminary steps such as the updated OCP, as well as the continuous revision of land use plans have established the parameters for the creation and future smart growth of TOCs.

Consequently, the following study focuses on analyzing and visualizing the needed changes in the urban form around the proposed transit stations, as a response to the planned land uses and site designations within the stations’ buffer areas. This analysis is based on a comparison between the present conditions of the various sites, and the development patterns - such as parcel and building types, local streets, and open spaces - proposed within the various land use plans for each community.

XLIX

132 ST

King George

140 ST

156 ST

CITY CENTRE

152 ST

148 ST

140 St

152 St

84 AVE

FLEETWOOD

[ STATIONS l

[

SELECTED

Three stations along the proposed Fraser

Hwy LRT line have been selected for the growth pattern analyses: King George, 160 St, and 188 St. These stations are located in each of the communities connected by the LRT, within the core of their respective land use planning areas. By focusing on these stations it is possible to conduct a more in depth evaluation and visioning of the urban form in these diverse contexts, thus providing a more comprehensive image of TOC in Surrey.

160 ST

Figure 19. Selected LRT stations for study.

88 AVE

166 St

AS

ER

HW

Y

CLAYTON 188 St 192 St

64 AVE

60 AVE T

FR

188 ST

160 St

lii

[

[ PATHWAY VISIONING

Imagining the future urban forms around

the Fraser Highway LRT stations results from an analysis of the existing conditions and a projection of future growth patterns. A pathway is proposed within the following visioning steps to achieve this. An initial assessment - contained within the first 4 steps - is guided by the TOC principles exposed: compactness, connectivity, centrality, public realm and mixed-use. This will be followed by a built form projection - last two steps: master plan and proposal - which is founded on the smart growth guidelines contained within the land use and/or neighbourhood concept plans for each community. The following pages explain the content and layout of the visioning pathway.

SECTIONS

LAND USES

A cross-sectional study will help visualize the current massing around the proposed LRT stations. This will enable an understanding of the compactness of development in proximity to the station, as well as identifying the prioritization and integration of modes of transportation.

An analysis of existing land uses within the buffer area of each station will help determine the diversity currently present. This will assess the mixes of uses within the area, as well as the closeness of employment, retail and services to the station, thus helping determine the level of centrality.

MOBILITY

DEVELOPMENT

An inquiry of current street networks including: a hierarchy of streets, transportation mode uses, present infrastructure, and relative block sizes.

This will help in determining the level of connectivity around the station, and identifying opportunities for new connections and better public realm.

An inventory of current building heights, available lots for development, as well as public amenities such as parks, open spaces and spaces for gathering. This will inform proposed public realm enhancements, and will assist in analyzing the compactness and appropriateness of transitions.

MASTER PLAN

PROPOSAL

The master plan will be derived from the proposed land use plans and the assessment conducted for each station area. It will combine land use mix, height distributions, revised road network and public amenities enhancements to reflect all of the TOC principles.

A revised cross-section and perspective composite will reflect in volumetric forms the proposed growth immediately adjacent to the LRT stations. This will help envision the transitional changes along the Fraser Hwy transit stations, while reflecting each community’s character.

I

LOCATIONAL MAP 72 AVE

Map depicting the station location, core area, and current plans within its buffer area.

FR

HW

AS

Y

82 AVE

80 AVE

ER

HW

Y

184 ST

64 AVE

192 ST

ER

188 ST

AS

164 ST

Y There has been substantial townhouse development in the area over the past 15 years. However, other development types have been limited to modest commercial and mixed-use developments with standalone residential and commercial buildings.

68 AVE

FR

84 AVE

160 ST

HW

96 AVE

88 AVE

162 ST

This particular station area is distinguished for having one of the most demarcated suburban fabrics out of the three stations selected. Along the Fraser Hwy, the scattered nature of autooriented commercial strip development

has characterized this node historically. result, there are not concentration of commercial development that act as an identifiable community centre that successfully serves the growing population of Fleetwood. Within the 100 AVE residential envelope a low density and highly sprawled housing capital is not well connected which makes for a F challenging planning contextRAoverall.

SER 104As AVEa

156 ST

proposed 160 Street station is located at the heart of Fleetwood’s Town Centre within one of Surrey’s deeprooted communities. The station’s core area is part of the OCP’s designated Town and Urban Centres, which denotes this area as an important social, cultural and commercial centre for the entire community. However, the current lack of an anchoring core prevents this vision from becoming realized.

140 ST

The

Shopping Strip

Turning Lane

132 ST

160 STREET

Parking Lot

KING GEORGE

1

[ TODAY

[

Annotated cross section of the existing conditions of Fraser Hwy at the station intersection.

Manufactured Homes

134 ST

EXISTING SECTION

II

MASTER PLAN

The

proposed land use plan for Fleetwood Town Centre attempts to strengthen the community’s core -to accommodate the projected growth in the area- while respecting the existing residential base.

[

[ PLAN

160 MASTER

3

In order to achieve this, the OCP designated Town Centre has been established as a mixed-use development area that encourages ground oriented street level commercial uses with residential apartments above, but also permits standalone commercial and apartment buildings. Particular sites have been required to provide such local serving commercial uses along the north face of Fraser Hwy, as well as along either

V

LEGEND

0

100

200

Single Family

Mixed Use 2.5 FAR, 6 Storey Maximum

Low Density Townhouses

Commercial Frontage Required

Medium Density Townhouses

Institutional

Apartment / Medium Density Townhouses

Parks and Linear Corridors

Manufactured Homes

Commercial 1.5 FAR

Proposed Commercial Lane (8m) Proposed Green Lane (12m) Proposed Local (20m) Proposed Collector (24m)

Bicycle Route Proposed Corner Plaza

400

Compilation of proposals within the Land Use Plans and Neighbourhood Concept Plans within the 800m buffer area from the station (centre of the map). This includes land uses, road network revisions, and possible new public spaces.

VI

PROPOSED SECTION

liv

5

[ PROPOSAL 160 NEW

IX

[

Annotated cross section of proposed surroundings for Fraser Hwy at the station intersection.

The vision for the future of Fleetwood’s Town Centre is to build upon the community life that has been focused on 160 Street, through new pedestrianoriented commercial and residential activity that is supported by proximity to public transit. This will promote the creation of a distinctive destination that is well connected through a network of sidewalks, multi-use pathways, roads and lanes.

An important part of the vision is to protect existing neighbourhoods with ground-oriented housing. This includes preserving a large portion of the single family and manufactured homes to promote diversity within the housing

options. Likewise, the creation of apropriate transition areas and retention of a lower profile skyline aims to strike a balance between the built form and the rate of growth expected after the arrival of the LRT. Fraser Hwy as it crosses the Town Centre area is envisioned as a thriving, pedestrian friendly, gateway into the community. This will facilitate a lost linkage between the north and south commercial nodes. As such, the overall character of the highway will be transformed by providing a differentiated pavement treatment, establishing a boulevard of trees on either side, encouraging active frontages, and

incorporating furnishings that reflect the local character of the community.

The mixed-use and pedestrian-oriented core area planned around the intersection of 16oth street and Fraser Hwy has been slow to develop as envisioned in the plan.

It is expected that increased density allowances and the implementation of the LRT will encourage existing low-density, car-oriented commercial activity to redevelop into higher-density mixed-use developments with pedestrian-oriented retail and personal service uses at the ground floor and residential units above.

X

VISION

Description of the future vision for the area and its growth pattern.

MOBILITY

Analysis of the existing street network. Street hierarchy, sidewalk infrastructure, trails, bicycle routes, and megablocks (greater than 150 metres).

LAND USE

2

Single Family House Townhouse Apartment Building Community Service

[ ANALYSIS 160 CURRENT

III

[

Figure ground study of existing land uses including: residential: arranged by built form type; commercial; community service: community/recreational centre, community organization, religious centre, medical/care facility; educational; and office space.

Strip Mall Commercial Auto Services Office Building Educational Facility

Land uses within the buffer area of this

proposed transit station are representative of suburban growth patterns throughout.

There is a low density commercial cluster that expands -west and east along Fraser Highway- from the intersection with 160 Street. Among these commercial uses there is a high presence of auto-centred services, in the form of dealerships, and auto detailing and repiar shops occupying large areas of land.

There is a predominance of sprawled single family homes clustered around closed end roads, creating a homogeneous housing landscape. Most of the townhouse complexes have been recently developed, thus injecting some

Arterial (40m) Collector (20m) Local (9m)

Sidewalks Trails Bike Route

Under Construction Underdevloped Lot Plaza/Square

Core Area Super Block

architectural variety and diversifying the housing stock. Community services are distributed throughout, including the Fleetwood community centre south of Fraser Hwy, which historically has been a major focal point for social interactivity across neighbourhoods.

Mobility through this area is somewhat limited given the large amounts of culde-sacs and dead ends in the inward facing residential areas. Likewise, the outspread car-oriented shopping strips create a frontage of mega blocks that impede pedestrian circulation. Sidewalk infrastructure is present along the main arterial and collector roads but breaks down when entering the local street

1-2 storeys 3-6 storeys 7-10 storeys

10-20 storeys 20-40 storeys

network. Cycling is restricted to the arterial roads which transverse the area in most directions, but access becomes restricted towards open parks and the residential core.

The built form within this community is homogeneous and characterized by 1 to 2 storey buildings mostly. As mentioned before, newer development concentrated north of Fraser Hwy has introduced higher typologies that respect the existing built form. Most of the available parcels for redevelopment are concentrated close to newer buildings. There is a severe lack of open spaces and plazas within the area which must be addressed through new development opportunities.

IV

MOBILITY CONCEPT

Analysis of the revised street network based on before and after diagrams to indicate the proposed changes.

4

DEVELOPMENT

Inventory of existing lot development, current built height through gray scale gradation, and open spaces.

NOTE: the LRT station is located at the centre of all maps in this section of the study.

BUILT FORM GROWTH Surrounding this redesigned pedestrian commercial centre, are medium density residential uses in the form of apartment buildings or townhouses.

These units will transition into existing single family homes that will remain in great proportion within the buffer area. Additionally, a protected area for manufactured homes -southwest of Fraser Hwy- will continue to provide an affordable form of detached, groundoriented housing.

This is a high contrast to the strategies implemented around the proposed King George station, where more aggressive measures for densification are planned whilst maintaining transition buffers.

An improved and larger park is planned for the northwest quadrant which will be surrounded by required residential frontage of units up to 4 storeys high.

All existing educational and community service uses remain as these are a crucial part of the community’s social fabric.

This gentle density strategy, is a non intrusive approach at intensifying the Mobility: the plan’s proposals for population base. as well as diversifying new streets are focused mostly around the housing options without disrupting the core area to enhance connectivity drastically the existing urban fabric. within the proposed mixed-use centre.

VII

Additional connections are suggested by the author around the buffer area to complete the fine-grain network. All roads proposed will provide sidewalks on both sides that are separated from traffic lanes by treed boulevards to provide a comfortable and safe walking environment for pedestrians. The plan also includes bicycle infrastructure on all collector and arterial roads. In support of the future transit line, the proposed road network provides efficient multi-modal routing options for existing and future residents to access the anticipated station location.

the 160 station will be respectful of the exisitng urban form, thus focusing mostly on the infill of available underdeveloped lands, and the reconversion of sprawled commercial lots along Fraser Hwy. The mixed-use core will see the rise of up to 6 storey buildings, while the building height around established residential neighbourhoods has been restricted to 4 storeys maximum. There is an emphasis on activating the streets through the provision of local serving retail, groundoriented housing and frontages facing parks. To support the pedestrian activity along the north side of 160 Street, the plan calls for the establishment of two Built Form: As previously pedestrianized east-west commercial mentioned, the future growth around streets -at 86th and 87th avenue-

Analysis of the revised built form based on before and after figure ground studies. The gray scale symbolizes built height changes from lowest (light gray) to highest (dark gray).

VIII

RENDERED PERSPECTIVE

Composite depicting a perspective view of the built form around the proposed LRT station.

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Figure 20. Areal view of lands around the King George station area.

134 ST

132 ST

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[ STATION

KING GEORGE

102 AVE

FRA

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140 ST

KING GEORGE BLVD

100 AVE

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Coast Capital Custom Lighting Bus Shelter

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[

[ TODAY

KING GEORGE

Separa Bus La

The

proposed King George station is located at the junction of the Fraser Hwy with King George Blvd. This area is home to the terminus station of the existing Skytrain Expo Line, connecting the City of Surrey -at a regional levelwith neighbouring municipalities north of the Fraser river and with downtown at the City of Vancouver. As such, this point of convergence becomes an important component of a larger network of movement within and outside of the city.

The future station makes part of the Whalley community -also known as North Surrey- and it is located within what has been established as the City Centre downtown. The station’s surrounding area

Figure 21,22. (Above) Existing cross section around proposed King George station. (Below) Locational map of proposed King George station.

Underdevloped Lands

ated ane

104 AVE

100 AVE

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140 ST

The King George station is set to experience further growth to provide housing, employment and recreational opportunities within the new downtown.

20m

KING GEORGE

As of today, the area is experiencing dramatic changes fostered by the appearance of flagship projects such as the Coast Capital headquarters depicted above, the SFU campus and the Central City shopping mall. A recently renewed Holland Park -located accross from the proposed station- has become a gathering anchor and stage for recreational and cultural activities.

10

134 ST

has been designates as a Central Business District and Urban Centre.

5

132 ST

0

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Figure 23,24,25. (Left) Existing land uses.

(Middle) current mobility. (Right) and current lot development around King George.

Single Family/Townhouse Mid-Rise/Apartment High-Rise/Tower Community Service

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[

[ ANALYSIS

KING GEORGE

Strip Mall Commercial Shopping Mall Office Building Educational Facility

The current land use patterns around the

station are characterized by segregation and sprawl overall. There is a large concentration of strip mall commercial uses with small footprints located on large lots along the north edge of King George Blvd. Although this station area is one of the most diverse in terms of housing types, the vast majority of land takes the form of single family or low density townhouses within enclaves. Medical services are concentrated south, while other services such as community organizations and churches are dispersed throughout.

The beginning of a transformation is present however, through the appearance of newly built residential towers closest

p

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Arterial (40m) Collector (20m) Local (9m)

Sidewalks Trails Bike Route

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Under Construction Underdeveloped Lot Plaza/Square

1-2 storeys 3-6 storeys 7-10 storeys

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10-20 storeys 20-40 storeys

to the station, and the mix of uses within the parcel north of Holland Park, which contains a university campus, office tower and shopping mall complex.

in a discontinuous network. One of the biggest challenges to overcome is the presence of large blocks without midway passages which discourage walking.

In terms of mobility, this area presents a confluence of major arterial roads, for automobile use, depicting the transient nature of this node. This is contrasted by a lack of secondary roads through which to divert some of the traffic and encourage other modes of transportation. Missing links in sidewalk infrastructure are present within the residential areas, reflecting the auto-oriented focus with which these were established. Cycling routes are confined to roads running parallel and perpendicular to King George, resulting

King George contains some of the highest and most varied built forms from the three stations. Currently, the tallest buildings are spread throughout, next to 1 to 2 storey structures, and there is no clear definition of transition areas. There are a handful of underdeveloped lots which signals to redevelopment as the way to achieve the transformation. As mentioned before, Holland Park represents the central space for congregation alongside a couple of courtyard plazas from the newest developments.

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Figure 26. Master Plan for the King George Station core and buffer area.

[

[

KING GEORGE MASTER PLAN

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The

proposed land use plan for the King George station area envisions a predominant strengthening of residential uses, and the establishment of a mixed use corridor of varying higher densities that runs alongside King George Blvd.

The commercial component of these developments will be restricted to ground floor commercial and, in some cases, to second and third floor office uses with the balance of these developments being residential. The highest densities for this type of development are clustered in close proximity to the station.

This corridor is buffered by high density residential units enclosing the envelop.

The single family and low residential

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Single Family / Duplex 0.6 FAR

Mixed Use 3.5 FAR

Low to Medium Rise up to 2.5 FAR

Mixed Use 5.5 FAR

Medium to High Rise 3.5 FAR

Mixed Use 7.5 FAR

High Rise 5.5 FAR

Parks and Greenway

Proposed Commercial Lane (8m) Proposed Green Lane (12m) Proposed Local (20m) Proposed Collector (24m)

Institutional Bicycle Route Existing / Proposed Plaza

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Figure 27,28. (Left) Existing and proposed street network. (Right) Existing and visioned built form.

Planned new street Suggested additional street

forms to the east are replaced by medium station, as well as infilling the missing density units. One single family area is links for cyclists. preserved to the west, enclosed by low to medium density units and Holland Park. This finer grain street network will also provide opportunities to increase Aside from the green corridor to the east sidewalk infrastructure across the pre-which is extended south of Fraser Hwy exisitng residential areas and throughout. by using underdeveloped parcels- new Redevelopment is a key component in plazas from the mixed-use development providing this new connections and sites offer a comprehensive network of new the needed infrastructure to facilitate open spaces for gathering and socializing. circulation and movement.

Mobility: In order to foster movement

across the station area an array of new streets has been proposed. This network aims to break down the existing lengthy blocks in order to encourage pedestrians to access new land uses and the transit

lxiv

King George Boulevard occupies a very important position within the local and regional road network, and will continue to maintain this important traffic-moving role through the City Centre. Therefore, some improvements will be put into

practice to enhance the pedestrian experience along this corridor. These include: the construction of additional pedestrian crossing locations, enhancing the current street design to create a more comfortable, attractive, human-scaled street with wide sidewalks, landscaping, quality street furniture and lighting.

Built Form:

The future vision for development around this area is composed of a tightly compact and centralized spine along King George Blvd, that transitions and merges into the existing urban fabric. This is accomplished by infilling and redeveloping underutilized lands, as well as by concentrating the heighest developments.

This particular site has been chosen to house highly dense residential and mixeduse towers that reach up to 42 storeys at the core and transition to lower forms as low as 6 meters in height. This condition has led to a fairly complex matrix of transitional buffers that conceal the cluster of highrises next to the proposed station. Based on current examples, the inclusion of podiums at the base for skinny towers will enhance the pedestrian experience, while being engaging though a range of active uses at the street level.

The configuration of smaller lots from the proposed streets also allows for open spaces such as corner plazas, courtyards and squares to become part of the downtown’s open space network.

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Figure 29. Proposed cross section after TOC development around King George station.

Coast Capital (9 storeys) Custom Lighting

King George LRT Station

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[

[ PROPOSAL KING GEORGE

This

particular node is set to become part of Surrey’s future metropolitan centre and a regional destination. It is envisioned as a central secondary office and entertainment hub surrounded by high density residential development. Its built form will combine a range of market and non-market dwelling types and forms to house the wide variety of socioeconomic groups that make up Surrey’s population, including new immigrants, young professionals, families and seniors.

King George Blvd is anticipated to be a vibrant, energetic pedestrian-oriented thoroughfare along which residents, workers, students and visitors circulate comfortably by foot, bicycle, public

Residential Tower (36 storeys)

LRT Shelter

Shared Path

0

transit and automobile. Supportive retail and entertainment uses will be located along this corridor to help create a vital, user-friendly environment that provides commercial opportunities to various residential neighbourhoods of City Centre both during the day and at night.

Recent development has been funneled around the existing Skytrain Station, location of the future Fraser Hwy LRT stop. Three residential high-rise towers -reaching up to 42 storeys- have been built as part of the Park Place complex. Next to these, the Coast Capital headquarters building was erected. An iconic building for Surrey’s skyline and part of a larger complex called “The Hub”. The landmark

5

10

20m

mixed-use development complex will further transform the rapidly evolving downtown core of Surrey. It will provide 760,000 square feet of transitoriented office and retail space, as well as approximately 1.2 million square feet of residential space (up to 800 housing units).

These projects -in conjunction with the additional 17 development application proposals currently under revisionconform the stepping stones for the creation of a transit-oriented urban community at the heart of downtown.

A drastic change in the development of what is to be the most urban core along the Fraser Hwy.

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Figure 30. Rendered perspective of proposed changes around King George station.

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[ STATION 160 STREET

159 ST

156 ST

Figure 31. Areal view of lands around the 160 Street station area.

164 ST

162 ST

88 AVE

86 AVE

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160 ST

84 AVE

82 AVE

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Figure 32,33. (Above) Existing cross section around proposed 160 Street station. (Below) Locational map of proposed 160 Street station.

[ TODAY

160 STREET

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Manufactured Homes

[

Convenience Store

Parking Lot

Shared Bike Lane

Turning Lane

The

proposed 160 Street station is located at the heart of Fleetwood’s Town Centre within one of Surrey’s deeprooted communities. The station’s core area is part of the OCP’s designated Town and Urban Centres, which denotes this area as an important social, cultural and commercial centre for the entire community. However, the current lack of an anchoring core prevents this vision from becoming realized.

This particular station area is distinguished for having one of the most demarcated suburban fabrics out of the three stations selected. Along the Fraser Hwy, the scattered nature of autooriented commercial strip development

g

Shopping Strip

88 AVE

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84 AVE

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82 AVE

80 AVE 164 ST

140 ST

KING GEORGE

134 ST

Y There has been substantial townhouse development in the area over the past 15 years. However, other development types have been limited to modest commercial and mixed-use developments with standalone residential and commercial buildings.

20m

162 ST

HW

96 AVE

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160 ST

132 ST

has characterized this node historically.

104As AVEa result, there are no concentrations of commercial development that act as an identifiable community centre that successfully serves the growing population of Fleetwood. Meanwhile, across the 100 AVE residential envelope a low density and highly sprawled housing capital lacks appropriate connectivity, making it a F challenging planning contextRAoverall.

SER

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156 ST

0

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Figure 34,35,36. (Left) Existing land uses.

(Middle) current mobility. (Right) and current lot development around 160 Street.

Single Family House Townhouse Apartment Building Community Service

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[

[ ANALYSIS 160 CURRENT

Strip Mall Commercial Auto Services Office Building Educational Facility

Land uses within the buffer area of this

proposed transit station are representative of suburban growth patterns throughout.

There is a low density commercial cluster that expands -west and east along Fraser Highway- from the intersection with 160 Street. Among these commercial uses there is a high presence of auto-centred services, in the form of dealerships, and auto detailing and repiar shops occupying large areas of land.

There is a predominance of sprawled single family homes clustered around closed end roads, creating a homogeneous housing landscape. However, most of the current townhouse complexes have been recently developed, thus injecting some

0

Arterial (40m) Collector (20m) Local (9m)

Sidewalks Trails Bike Route

Megablock

architectural variety and diversifying the housing stock. Community services are distributed throughout, including the Fleetwood community centre south of Fraser Hwy, which historically has been a major focal point for social interactivity across neighbourhoods.

Mobility through this area is somewhat limited given the large amounts of culde-sacs and dead ends in the inward facing residential areas. Likewise, the outspread car-oriented shopping strips create a frontage of mega blocks that impede pedestrian circulation. Sidewalk infrastructure is present along the main arterial and collector roads but breaks down when entering the local street

Under Construction Underdevloped Lot Plaza/Square

1-2 storeys 3-6 storeys 7-10 storeys

100

200

400m

10-20 storeys 20-40 storeys

network. Cycling is restricted to the arterial roads which transverse the area in most directions, but access becomes restricted towards open parks and the residential core.

The built form within this community is homogeneous and characterized by 1 to 2 storey buildings mostly. As mentioned before, newer development concentrated north of Fraser Hwy has introduced higher typologies that respect the existing built form. Most of the available parcels for redevelopment are concentrated close to newer buildings. There is a severe lack of open spaces and plazas within the area which must be addressed through new development opportunities.

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Figure 37. Master Plan for the 160 Street station core and buffer area.

[

[ PLAN

160 MASTER

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The proposed land use plan for Fleetwood

Town Centre attempts to strengthen the community’s core -to accommodate the projected growth in the area- while respecting its existing residential base.

In order to achieve this, the OCP’s designated Town Centre has been established as a mixed-use development area that encourages ground oriented street level commercial uses with residential apartments above, but also permits standalone commercial and apartment buildings. Particular sites have been required to provide such local serving commercial uses along the north face of Fraser Hwy, as well as along either side of 160 Street north of the station.

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Mixed Use 2.5 FAR, 6 Storey Maximum

Low Density Townhouses

Commercial Frontage Required

Medium Density Townhouses

Institutional

Apartment / Medium Density Townhouses

Parks and Linear Corridors

Manufactured Homes

Commercial 1.5 FAR

Proposed Commercial Lane (8m) Proposed Green Lane (12m) Proposed Local (20m) Proposed Collector (24m)

Bicycle Route Existing / Proposed Plaza

400m

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Figure 38,39. (Left) Existing and proposed street network. (Right) Existing and visioned built form.

Planned new street Suggested added street

Surrounding this redesigned pedestrian commercial centre, are medium density residential uses in the form of apartment buildings or townhouses. These units will transition into existing single family homes that will remain in great proportion within the buffer area. Additionally, a protected area for manufactured homes -southwest of Fraser Hwy- will continue to provide an affordable form of detached, ground-oriented housing.

This gentle density strategy, is a non intrusive approach at intensifying the population base, as well as diversifying the housing options without drastically disrupting the existing urban fabric. This is a contrasting context to the strategies

lxxviii

implemented around the proposed King George station, where more aggressive measures for densification are planned whilst maintaining transitional buffers.

An improved and larger park is planned for the northwest quadrant which will be surrounded by required residential frontage of units up to 4 storeys high.

All existing educational and community services remain as these are a crucial part of retaining the community’s social fabric.

Mobility:

the plan’s proposals for new streets focus mostly around the core area to enhance connectivity within the proposed mixed-use centre. Additional connections are suggested by the author

around the buffer area to complete the fine grain network. All roads proposed will provide sidewalks on both sides that are separated from traffic lanes by treed boulevards to provide a comfortable and safe walking environment for pedestrians. The plan also includes bicycle infrastructure on all collector and arterial roads. In support of the future transit line, the proposed road network provides efficient multi-modal routing options for existing and future residents to access the anticipated station location.

Built

Form:

As previously mentioned, the future growth around the 160 station will be respectful of the exisitng urban form, thus focusing mostly

on the infill of available underdeveloped lands, and the reconversion of sprawled commercial lots along Fraser Hwy. The mixed-use core will see the rise of up to 6 storey buildings, while the building height around established residential neighbourhoods has been restricted to 4 storeys maximum. There is an emphasis on activating the streets through the provision of local serving retail, groundoriented housing and frontages facing parks. To support the pedestrian activity along the north side of 160 Street, the plan calls for the establishment of two pedestrianized east-west commercial streets -at 86 and 87 Avenue- intersecting 160 Street and culminating in open public plazas.

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Commercial/ Residential (6 storeys)

Separated Bike Lane

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[ PROPOSAL 160 STATION

The vision for the future of Fleetwood’s Town Centre is to build upon the community life that has been focused on 160 Street, through new pedestrianoriented commercial and residential activity that is supported by proximity to public transit. This will promote the creation of a distinctive destination that is well connected through a network of sidewalks, multi-use pathways, roads and lanes.

An important part of the vision is to protect existing neighbourhoods with groundoriented housing. This includes preserving a large portion of the single family and manufactured homes to promote diversity within the housing options. Likewise, the

Figure 40. Proposed cross section after TOC development around 160 Street station.

Residential (4 storeys)

LRT Shelter

Shopping Strip

0

creation of apropriate transition areas and retention of a lower profile skyline aims to strike a balance between the built form and the rate of growth expected after the arrival of the LRT. Fraser Hwy as it crosses the Town Centre area is envisioned as a thriving, pedestrian friendly, gateway into the community.

This will facilitate a lost linkage between the north and south commercial nodes.

As such, the overall character of the highway will be transformed by providing a differentiated pavement treatment, establishing a boulevard of trees on either side, encouraging active frontages, and incorporating furnishings that reflect the local character of the community.

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The mixed-use and pedestrian-oriented core area planned around the intersection of 16oth street and Fraser Hwy has been slow to develop as envisioned in the plan. It is expected that increased density allowances and the implementation of the LRT will encourage existing low-density, car-oriented commercial activity to redevelop into higher-density mixed-use developments with pedestrian-oriented retail and personal service uses at the ground floor and residential units above.

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Figure 41. Rendered Perspective of proposed changes around 160 Street station.

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184 ST

Figure 42. Areal view of lands around the 188 Street station area.

186 ST

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[ STATION 188 STREET

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190 ST FRA

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68 AVE

64 AVE

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Figure 43,44. (Above) Existing cross section around proposed 188 Street station. (Below) Locational map of proposed 188 Street station.

Riparian Area

Vacant Lots Shared Bike Lane

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[

[ STATION 188 STREET

Turni Lane

The proposed 188 Street station is located

at the northeast edge of the Cloverdale community. Fraser Hwy bisects the area at a diagonal, which has caused a new community to emerge on the north side by the name of Clayton. This is a planning context distinct from that found at the 160 station where the community has grown homogeneously upwards and southwards of Fraser Hwy. Consequently, the station’s planning area is driven by two sets of visions delimited by the Fraser Hwy. To the south, a deep rooted suburban community has grown under the guidance of a Neighbourhood Concept Plan yet to be revised since 1994. To the north, Clayton continues to

Townhouse Complex

ing

164 ST

162 ST

160 ST

156 ST

Additionally, being situated at the edge of the City of Surrey and away from 80 AVE Cloverdale’s Town Centre, this area is expected to develop it’s own centre of activity through the redevelopment of lands directly adjacent to the station within East Clayton.

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188 ST

grow through its current Urban Centre designation and the creation of the transit-oriented planning area in 2014.

88 AVE This creates a highly contrasting current urban landscape between a community developed around automobile movement, and one that through the boom of recent FR has experienced a development activity 84 AVE AS transformation that ERanticipates future HW Y public transit.

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Figure 45,46,47. (Left) Existing land uses.

(Middle) current mobility. (Right) and current lot development around 188 Street.

Single Family Home Townhouse Apartment Building Community Service

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[

[ ANALYSIS 188 CURRENT

Strip Mall Commercial Auto Services Office Building Educational Facility

Land use patterns that currently exist in

the area are suburban in nature, exhibiting the most homogenous land use mix of all stations. Nonetheless, there are some transit-oriented practices emerging in the area. This is indicative of the contrasting growth contexts mentioned previously.

Residential uses are dominated by single family homes throughout. South of Fraser Hwy these are oriented inwards around looping dead end streets, while in East Clayton ground-oriented entrances face the grid structured public streets. There is a presence of some spot townhouse development located in close proximity to the proposed station, along Fraser Hwy and 188 Street. There is an existing strip

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Sidewalks Trails Bike Route

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mall immediately east of 188 that houses local serving retail and services. This is small in scale, pedestrian-oriented, and more compact than those found at 160 station. However, given the projected population base, this area is largely underserved when it comes to commercial uses. Likewise, there is a deficiency of employment opportunities in the area, as well as few community services available.

Mobility at this station clearly depicts the high contrast between the north and south areas. Street layouts to the north display the beginings of a small block grid formation supported by a consistent network of sidewalk infrastructure. While to the south, streets are laid out in circular

Under Construction Underdeveloped Lot Plaza/Square

1-2 storeys 3-6 storeys 7-10 storeys

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400m

10-20 storeys 20-40 storeys

patterns with an alarming amount of dead ends and cul-de-sacs, and a poor sidewalk infrastructure. Most of the megablocks are clustered along the Fraser Hwy, resulting from underdeveloped lands to the north, and fenced residential complexes to the south.

The built form is extremely homogeneous in this area, but most of the 1 to 2 storey single family complexes are more compactly arranged than in other areas of the city, occupying less land per household. The appearance of newer townhouses close to main streets has given opportunity for a few corner plazas to appear. This area also possesses the greatest amount of underdeveloped lands.

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Figure 48. Master Plan for the 188 Street station core and buffer area.

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[ PLAN

188 MASTER

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Most of the plan’s focus is on further

developing East Clayton, with some minor alterations to the urban fabric south of Fraser Hwy to improve mobility in that community. The biggest transformation is expected to occur within the transitoriented study area. For this particular site the plan proposes a mixed-use complex -varying in density- fronting Fraser Hwy and wrapping around 188 Street.

Within this precinct it is anticipated that commercial retail uses will emerge at grade with required ground floor retail facing the main streets, including proposed ones. This will be the base for residential and office uses to develop above in proportions dependent on the density achieved by the development.

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Commercial Frontage Required

Proposed Commercial Lane (8m) Proposed Green Lane (12m) Proposed Local (20m) Proposed Collector (24m) Bicycle Route

Parks and Greenway

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Figure 49,50. (Left) Existing and proposed street network. (Right) Existing and visioned built form.

Planned new street Suggested additional street

In order to buffer this mixed-use complex and recently built surrounding residential areas, the plan calls for the creation of multifamily townhouses across the northern edge of the transit-oriented planning area. These lands are primarily intended for townhouses at a density of 30 units per acre. To strengthen job opportunities, units facing public streets may incorporate a live/work component to permit work places such as studios, salons, business offices, coffee shops, and the like as optional uses at a small scale within the ground floor level of the dwelling.

park, and a small plaza and gathering place to be located at one of the corners of the park.

Mobility: Similar to the 160 station,

the mobility plan for 188 focuses solely around the TOA. The author has identified further links -particularly south of Fraser Hwy- that should be considered in the future. One of the biggest changes to the transit network in this area is the extension of the 192 Street Diversion to converge with Fraser Hwy. This will create a new north-south arterial and gives the TOA a defined edge to the east to which to front future land uses. The finer grain The plan also foresees the creation of new road network principle present in the East parkland that includes a neighbourhood Clayton neighbourhood has also been

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applied within the plan area as it proves highly successful in creating a connected, walkable community. This responds to the land uses and densities proposed within the plan and the area’s proximity to the transit station. Finally, the plan for East Clayton proposes the creation of a green corridor running parallel to 188 St to the east, connecing to the proposed mixeduse complex. This further strengthens connectivity to this new founded core.

mixed-use buildings of up to 8 storeys high at the corners of Fraser Hwy with 188 and the 192 Diversion. These structures will be composed of a mixture of up to 3 storeys of commercial, 2 storeys of office space and a maximum of 5 storeys of residential. These will be buffered by up to 6 storey mixed-use buildings and up to 3 storey townhouses with an optional live/ work component at the ground floor. The entire complex will be crossed by an eastwest pedestrian-oriented commercial Built Form: Since most of the “High Street� emphasizing retail fronts. future development of this area is going to be concentrated along the undeveloped The area counts with a good balance of lands designated as transit-oriented, green spaces enhanced by a new park and this is where the highest built forms are the extension of the green corridor east of concentrated. This urban core will see the TOA, featuring a detention pond.

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Retail / Office / Residential (8 storeys)

Separated Bike Lane Corner Plaza

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[

[ PROPOSAL 188 STATION

The

residential foundation for the envisioned community around the 188 station is well under way. East Clayton has seen an extensive sprout of townhouse and single family housing development in the last decades throughout the station’s buffer area, while the well established North Cloverdale East community has reached an almost full build out.

Remaining to be accomplished is the development of the core area with mixes of uses, providing various employment, leisure and shopping opportunities to the increased population.

The vision for this core at the navel of East Clayton is to create a “village-centre”in character, with small-scale building

Figure 51. Proposed cross section after TOC development around 188 Street station.

Townhouse Complex

LRT Shelter

0

5

10

20m

footprints, human-scale detailing and This centre will be conveniently accessible ground oriented uses based upon transit- through a revised street network that oriented principles. integrates the grid-based block pattern currently present in East Clayton, helping This village centre is projected to include: to distribute traffic and encouraging 9 acres of multi-family housing, or about walking and cycling connections and 226 to 317 dwellings at a density of 30 convenient pedestrian access to transit. unites per acre, with a 30% office or retail An important piece to this network is the component option for those facing public east-west commercial “High Street� along streets; 19 acres are reserved for mixed-use 66 Avenue connecting the planned 192 development at various densities intended Street Diversion to 188 Street. This street to provide an estimated 578 to 1,020 new will emphasize commercial activity to residential units, and generate 2,504 to create a vibrant and pedestrian-friendly 3,830 new jobs between the commercial environment, as well as a focal point for and office space components.; also 2.31 emerging plazas and urban landmarks acres are assigned to neighbourhood that assist with place-making for this new parkland, centrally located with a small community hub. plaza and gathering space at the corner.

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Figure 52. Rendered Perspective of proposed changes around 188 Street station.

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Figure 53. Existing and proposed cross section for 160 Street station.

[

[ REMARKS

CONCLUDING

This

study has focused on exploring strategies to restructure suburban land patterns to support growth towards more sustainable, complete, transit-oriented communities within the suburbs, thus reducing their current auto-dependency.

By looking at the particular case of Fraser Hwy at the city of Surrey the following reflections have emerged: • Transportation investments have the potential of becoming great catalysts for transforming communities when supportive land use plans assist in promoting future ridership. • Integration of smart growth strategies must emerge from a new planning

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paradigm that establishes a framework • It is important that future land growth that guides future development. patterns respond to the local context of each community, helping define their • These strategies need to be supported character, and supporting the needs of by and linked to larger context regional existing and future residents. initiatives in order to align development priorities at all levels of governance.

• Since not all land along the transit corridor may redevelop at the same • The incorporation of transit-oriented rate or to the same extent, there is a principles within the planning of these need to identify the centres of activity communities may occur through an that will capitalize on development. overarching TOD master plan/strategy or through local area land use plans.

Suburbia has found a new role • Development may take the form of large-scale master planned projects (like the HUB) or incremental parcel by parcel redevelopments such those seen around 160 station.

within the city landscape. An opportunity to redevelop itself as a well-connected, self-sustaining community core at the edge of the central city.

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[

[ SOURCES ADDITIONAL

CTOD. TOD 203: Transit Corridors and TOD: Connecting the dots. Berkley: Centre for Transitoriented Development, University of California, 2010.

CTOD. TOD 204: Planning for TOD at the Regional Scale, The big picture. Berkley: Center for Transitoriented Development, University of California, 2011.

METRO VANCOUVER. Regional Growth Strategy Implementation Guideline #4: Identifying Frequent Transit Development Areas. Vancouver: Metro Vancouver, 2013.

NCHRP. Transit-oriented Development: Developing a Strategy to Measure Success in Research Result Digest 294. Washington: Transportation Research Board, 2005.

c

SURREY, Engineering Department. City of Surrey

Walking Plan: Creating Walkable Neighbourhoods.

Surrey: City of Surrey, 2011.

DEMOGRAPHIC, Profiles. http://www.surrey.ca/ business-economic-development/1417.aspx

SURREY, Planning and Development Department.

Surrey City Centre Plan Update: City Centre Vision.

Surrey: City of Surrey.

EAST CLAYTON, Transit-oriented Area Plan. http:// www.surrey.ca/city-services/14446.aspx

SURREY, Planning and Development Department.

Surrey City Centre: The Future Lives Here. Surrey: City of Surrey, 2013.

FLEETWOOD, Land Use Plans. http://www.surrey.ca/ city-services/7088.aspx LRT, project for Surrey. http://www.surrey.ca/cityservices/18684.aspx

WEBSITES CITY CENTRE, Land Use Plans. http://www.surrey.ca/ city-services/1343.aspx

LRT, South of Fraser. http://www.translink.ca/en/ Plans-and-Projects/Rapid-Transit-Projects/SurreyLight-Rail-Transit.aspx

CLOVERDALE, Land Use Plans. http://www.surrey.ca/ city-services/1324.aspx

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[

[ FIGURES LIST OF

1

Rendered perspective of a Transit-oriented Community.

Source: Westwood Professional Services.

2

Geographies within TOC areas. Source: Author, based on: City of Coquitlam. Transit-Oriented Development Strategy, pg 4.

3

Aerial view of a Suburban neighbourhood. Source: Wikipedia Commons.

4

Typical elevation of a suburban street. Source: Author.

5

Figure ground of suburban patterns. Source: Author, based on: City of Surrey. GIS open data.

6

New City Hall plaza and library at City of Surrey.

Source: Pure Souls Media.

7

Proposed Surrey’s LRT network. Source: Author based on: City of Surrey. Future Light Rail Transit Lines and Stations map.

8

9

10

11

12

13

14

station. Source Author.

Proposed Fraser Highway LRT Line. Source: Author based on City of Surrey. Future Light Rail Transit Lines and Stations map.

22

City Centre planned areas. Source: Author based on City of Surrey. GIS open data.

Locational map of proposed King George station.

Source: Author based on City of Surrey. GIS data.

23

Aerial view of City Centre with LRT stations.

Source: Author based on Bing maps.

Existing land uses around King George. Source: Author based on City of Surrey. GIS open data.

24

City Centre Land Use Plan 2011. Source: City of Surrey. City Centre Plan Update - stage 2. pg 8.

Current mobility around King George. Source: Author based on City of Surrey. GIS open data.

25

Fleetwood planned areas. Source: Author based on City of Surrey. GIS open data.

Current lot development around King George.

Source: Author based on City of Surrey. GIS data.

26

Master Plan for the King George Station core and buffer area. Source: Author based on City of Surrey. City Centre Plan Update - stage 2.

27

Existing and proposed street network (King George).

Source: Author based on City of Surrey. City Centre Plan Update- stage 2.

28

Existing and visioned built form (King George).

Source: Author based on City of Surrey. City Centre Vision.

Aerial view of Fleetwood with LRT stations. Source: Author based on Bing maps.

Fleetwood Land Use Plan, 2016. Source: City of Surrey. Fleetwood Town Centre Land Use Plan -stage 1.

15

Clayton planned areas. Source: Author based on City of Surrey. GIS open data.

16

Aerial view of Clayton with LRT stations. Source: Author based on Bing maps.

29

Proposed cross section after TOC development around King George station. Source: Author.

17

Clayton Land Use Plan, 2003. Source: Author based on City of Surrey. Clayton Neighbourhood Concept Plan.

30

Rendered perspective of proposed changes around King George station. Source: Civic Surrey.

31

Aerial view of lands around the 160 Street station area. Source. Bing maps.

32

Existing cross section around proposed 160 Street station. Source Author.

33

Locational map of proposed 160 Street station.

Source: Author based on City of Surrey. GIS data.

34

Existing land uses around 160. Source: Author based on City of Surrey. GIS open data.

18

19

20

21

Current photograph of Fraser Hwy. Source: Colliers International Canada.

Selected LRT stations for study. Source: Author based on City of Surrey. GIS open data.

Aerial view of lands around the King George station area. Source. Bing maps.

Existing cross section around proposed King George

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[

[ FIGURES LIST OF

35

Current mobility around 160. Source: Author based on City of Surrey. GIS open data.

36

Current lot development around 160. Source: Author based on City of Surrey. GIS data.

37

Master Plan for the 160 Station core and buffer area.

Source: Author based on City of Surrey. Fleetwood Town Centre Plan Update - Stage 1.

38

Existing and proposed street network (160). Source: Author based on Fleetwood Town Centre Plan Update - Stage 1.

39

Existing and visioned built form (160). Source: Author based on Fleetwood Town Ctr Plan Update-Stage 1.

40

Proposed cross section after TOC development around 160 Street station. Source: Author.

41

Rendered perspective of proposed changes around 160 station. Source: Smart Growth Tulsa.

42

Aerial view of lands around the 160 Street station area. Source. Bing maps.

43

Existing cross section around proposed 188 Street station. Source Author.

44

Locational map of proposed 188 Street station.

Source: Author based on City of Surrey. GIS data.

45

Existing land uses around 188. Source: Author based on City of Surrey. GIS open data.

46

Current mobility around 188. Source: Author based on City of Surrey. GIS open data.

47

Current lot development around 188. Source: Author based on City of Surrey. GIS data.

48

Master Plan for the 188 Station core and buffer area. Source: Author based on City of Surrey.

Fleetwood Town Centre Plan Update - Stage 1.

49

Existing and proposed street network (188). Source: Author based on Fleetwood Town Centre Plan Update - Stage 1.

50

Existing and visioned built form (188). Source: Author based on Fleetwood Town Centre Plan Update - Stage 1.

51

Proposed cross section after TOC development around 188 Street station. Source: Author.

52

Rendered perspective of proposed changes around 188 station. Source: CBC based on Metrolinx, City of Hamilton.

53

Existing and proposed cross section around 160 station. Source: Author COVER PAGE: Proposed LRT line, stops and planning areas along Fraser Hwy. Source: Author based on City of Surrey. GIS open data.

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132 ST

King George

140 ST

156 ST

152 ST

CITY CENTRE

148 ST

140 St

152 St

84 AVE

FLEETWOOD