Laneway Development: Using Underutilized Space to Address Housing and Circulation Needs by Evan Hammer

LANEWAY DEVELOPMENT Using Underutilized Space to Address Housing and Circulation Needs

PLAN 583 NEAL ABBOTT EVAN HAMMER JHON MOZO BRITNEY QUAIL DAN WARD

Laneway Development 1. INTRODUCTION 1.1 Overview 3 1.2 Principles 4 1.3 Case Studies 4 2. BACKGROUND

2.1 Current LWD Policies in Vancouver 2.2 Citiwide Policies Relevant to LWD 2.3 Current Infill Strategies in Vancouver

7 8 11

TABLE OF CONTENT

3. COMMUNITY PROFILE 3.1 West End and Marpole 13 3.2 Location and Subareas 13 3.2 Demographics 17 3.3 Income 17 3.4 Housing 19 3.4 Amenities 21 3.5 Pedestrian Movement 23 3.6 Vehicular Circulation and Parking 25 3.7 Community Plans and Policies (West End and Marpole) 27 4. LANEWAY STUDY I 4.1 Robson and Alberni 41 4.2 Current Conditions 43, 47 4.3 Proposed Interventions 45, 49 5. LANEWAY STUDY II

5.1 Shaughnessy and Fremlin 51 5.2 Current Conditions 53 5.3 Proposed Interventions 55

6. MOVING FORWARD

6.1 Recommended Policies 57 4.2 Recommendations for Expansion 61 6.3 Strategies for Implementation and Evaluation 61 6.4 Final Thoughts 62

PRINCIPLES

OVERVIEW Laneways have traditionally been underutilized urban spaces. Located in abundance throughout the city, these frequently neglected spaces offer the potential to address many of the City’s most pressing issues, including housing supply and affordability, green growth, and character retention. Though historically, Vancouver has been home to laneway dwellings since the turn of the 20th century, the City of Vancouver has been gradually encouraging increased laneway development (LWD) since the 1980s. Currently, the LWD program reaches various neighbourhoods: LWD is currently incorporated in single-family home areas, under RS zoning, and some retention areas, under RT zones.

INTRODUCTION

The following report will identify opportunities for expanding the LWD program at the City of Vancouver, including both additional zones in which to expand and other forms or functions of infill in lanes. Two neighbourhoods are showcased in this report to demonstrate these opportunities. The two neighbourhoods selected are purposefully contrasting: a predominantly low-density, single-family home district, and a high-density, commercial, downtown location. These neighbourhoods will demonstrate how LWD can be both expanded and tailored to meet the needs of various communities, while accomplishing City objectives.

Affordability Increasing the stock of homes in a neighbourhood, the strain on supply will be diminished.

Housing Choice Infill can be accomplished in a variety of housing typologies which provide greater options to suit different needs

Neighbourhood Character Ensures the height-limit, street frontage pattern, and overall feel of the neighbourhood will not be compromised

Gentle Density

LANEWAY DEVELOPMENT

Infill allows for a greater number of units in a neighbourhood without compromising requiring comprehensive development projects

Public Realm Developing laneways into frontages increases public street access and circulation, establishing more vibrant communities while allowing greater opportunities for public interaction

Green Growth

Envrironmental Sustainability

Building compact communities in underutilized city space decreases development pressure outwards or into green spaces

Greater neighbourhood density allows for increased use and access to a community’s amenities, including transportation infrastructure, which decreases car trips and GHG emissions

FIG. 2 Laneway Development Principles Matrix

CASE STUDIES Two distinct neighbourhoods were selected to demonstrate how LWD can be used to achieve the various and specific goals of differing communities across the city. The first: an older, higher-density, urban setting – The West End. The second: a more traditional suburban setting, further away from the downtown core, and significantly lowerdensity – Marpole. The West End has been previously recognized by the City as an area with great LWD potential. A number of studies, including Laneways 2.0, were recently crafted for the community.

FIG. 1 Example of a standard laneway configuration

LANEWAY DEVELOPMENT

A significant factor in the West End’s availability to LWD is the large thirty three foot (10 meter) lanes. The West End is home to some of the widest lanes in the city – and as such provide greater opportunity for creative use of space.

WEST END

LWD is already under way in the West End, in which Mole Hill is a stunning example of the use of laneway space. Additionally, the West End’s character is supported by LWD. The West End is in the downtown peninsula yet is not as highly developed as many of its neighbourhood counterparts, where little space remains in the lane for infill. Also, currently, the City of Vancouver allows infill to a maximum of six stories, which, though out of place in much of the downtown, suits the West End. Contrastingly, located on the South side of the city, bordering the Fraser River, Marpole is a predominantly single-family neighbourhood and presents more as a traditional suburban community. With the Marine Drive Canada Line station, the Marine Drive redevelopment projects, the Safeway redevelopment site, and the Cambie Corridor Plan, Marpole is a community set to grow – and take on higher levels of density. LWD has already begun in Marpole’s RS zones, which boasts numerous laneway homes. Marpole’s character is compatible with various forms of infill: ground oriented and up to the six storey maximum in more commercial areas. Though overall, Marpole’s lanes are not as wide as those found in the West End, they are often complemented with surface parking or sizeable garage structures, prime for conversion.

Both selected neighbourhoods have three common features which booster LWD:

1. High demand for rental stock: to which LWD could add 2. Distinct character: with which LWD is compatible 3. Recently undergone the Community Planning process FIG. 3 Photo Collage of the West End and Marpole Neighbourhoods

MARPOLE

LANEWAY DEVELOPMENT

CURRENT LWD POLICIES IN THE CITY OF VANCOUVER Laneway Development (LWD) is not a new phenomenon, rather some of the city’s first infill dates back to the turn of the 20th century. As property in Vancouver was expensive, even then, many property owners would build a smaller home at the back of the lot to live in while saving money to build a larger, family home. Upon completion of the family home, most property owners would continue to use or rent the smaller, lane home. Additionally, after the city began restricting livestock penning in the city, and establishing greater regulation on land use (between the 1910s and 1920s) many backyard barns, cowsheds, and coach houses were converted to rental dwellings. LWD was less popular during the post-war boom of the single-family home. However, since the 1980s, the idea has once again gained purchase, and the COV began zoning for LWD, especially in heritage or character retention zones. LWD has seen a resurgence in the past five to ten years where, with the goal of gentle densification, the COV expanded their laneway home zoning to include RS, single-family zones.

BACKGROUND

1973-76

1976

Infill housing strategy implemented as part of Urban Renewal and non-profit housing plan in Strathcona Fairview Slopes Policy Plan is adopted by Council. It is the first time infill is included as patt of a zoning bylaw and Community Plan. The goal is to retain the small scale residential character of the area

1977

First RT (retention) zones created in Vancouver, infill is encouraged in order to maintian character of the area

1981-82

Grandview-Woodlands and Mount Pleasant rezoned to RT and infill becomes legal

1982

First Shaughnessy District rezoned from RS to allow for infill as a conservation method

1986

Council approves Heritage Conservation Program, which encourages laneway development for properties listed on the Vancouver Heritage Register (then Inventory)

1992

Council approves additional infill as part of zoning in Strathcona

1994

Southlands and Riverside neighbourhoods rezoned to RS1B allownig for infill

1995-05

2006

Expansion of laneway development program features prominently in CMHC’s Smart Growth BC conference “Affordability for R Design”

2009

Council adopted laneway housing regulation and guidelines for properties in RS-1 and RS-5

2010

100 laneway house permits were issued in the City of Vancouver

2013

Council expands laneway development program to all RS zones

2015

Recommendation that laneway development be encouraged in all RT and RS zones, including some expansion into RM and comercial zones conditionally

FIG. 4 Timeline of LWD milestones

CITYWIDE POLICIES RELEVANT TO LWD GREENEST CITY 2020 ACTION PLAN (2011) Though not specifically a land use plan, the City’s Greenest City policies are strongly connected to and inform laneway development (LWD). Compact communities and densification, both goals of LWD, have long been recognized as integral to green growth, as was acknowledged in the plan A Bright Green Future. Environmentally sensitive neighbourhoods, where people, jobs, and transportation options are proximate are stressed in the Greenest City policies. LWD is a step towards these aspirations. METRO 2040: SHAPING VANCOUVER (Metro Vancouver Regional Growth Strategy) (2011) Between 2010 and 2040, the Metro Vancouver Region is expected to grow by 1 million people and over 500,000 jobs. The goal of the regional growth strategy (RGS) is to contain this growth within current municipalities and regional districts in order to preserve the Region’s green space. As such, the RGS promotes the densification of urban centres and complete communities where citizens are close to employment, amenities, and transportation options. These are objectives very similar to those of LWD. The Metro 2040 plan also encourages municipalities to increase affordable housing and housing choice, which align with the goals of LWD.

Small amounts of laneway development occurs throughout the city’s RT zones and in heritage preservation cases

LANEWAY DEVELOPMENT

OWNERSHIP

TRANSPORTATION 2040 (2012)

Rented Condos Market driven

Suites & Laneway Houses

HOUSING AND HOMELESSNESS STRATEGY 2012-2021 (2011) AND THE MAYOR’S TASK FORCE ON HOUSING AFFORDABILITY: BOLD IDEAS TOWARD AN AFFORDABLE CITY (2012)

Rented Condos

RENTAL HOUSING

6,000 units

Suites & Laneway Houses

Purposebuilt Rental

5,000 units

Non-market Rental (Social Housing)

2,900 units

ENDING HOMELESSNESS

Supportive Housing

Similar to the Greenest City policies, Transportation 2040 is not specifically a land use plan. However, the compact communities that LWD promotes, shares similar goals to this plan. Transportation 2040 promotes increased pedestrian connectivity, and expresses a desire for streets support a vibrant public life. Additionally, the plan encourages densification to buoy modes of transportation which are alternate to a car. Furthermore, this plan prioritizes connections to community amenities through proximity to non-vehicular transit options. LWD provides the increased density, connectivity, and public realm improvements which this plan promotes.

2,900 units

SROs Ensure capacity to meet needs of street homeless

Shelters

Of the Housing and Homelessness Strategy’s (HHS) key strategic directions, two are directly fulfilled by LWD: the desire to increase the housing supply and encourage a housing mix across all neighbourhoods. The HHS set a goal of adding 6,000 secondary market rental units by 2021, some of which LWD could provide. Additionally, the Strategy called for the expansion of the laneway housing program, in order to increase the housing choice. The Mayor’s Task Force also called for the expansion of the laneway housing program, in order to increase the housing choice. The Mayor’s Task Force also called for the expansion of LWD into single-family zones in order to increase the supply and density in these areas. As such, it is evident that the City is already exploring LWD as an element of their housing affordability policies. HEALTHY CITY STRATEGY 2014-2015 (2014) The Healthy City Strategy (HCS) is a long-term integrated plan for healthier people, places, and environment. The Strategy recognises that providing a range of housing options is critical to the social and economic health of both people and the city. Additionally a HCS goal is to ensure all citizens have access to liveable environments. LWD not only increases housing choices, but increases supply as well – ensuring more people have a home. The public realm is also improved, by the animation of lanes, which creates safer, more vibrant spaces in which to thrive.

FIG. 5 The Affordable Housing

Continuum LANEWAY DEVELOPMENT

CURRENT INFILL STRATEGIES IN VANCOUVER

Under HRA’s, these lots were able to develop coach homes beside the principal house.

For decades, the City of Vancouver has employed a number of residential intensification and infill strategies. These range from single secondary suites within single family homes, to larger multi-family developments, added density under Heritage Revitalization Agreements, and—more recently—laneway housing (LWH). This section will summarize the predominant types of residential intensification and infill that have been utilized in the city. MULTIPLE CONVERSION DWELLING Many properties with large pre-1940 heritage homes are under zoning schedules that allow the conditional development of additional selfcontained stratified units within the existing home. This allowance is provided as an incentive for property owners to maintain the character and structure of their heritage property. This type of intensification can be found throughout the city’s older neighbourhoods, notably, between Burrard and Arbutus on 15th and 16th Ave, in Mount Pleasant between Yukon and Ontario, and around MacDonald St. between 4th and 8th Ave.

This Kitsilano home is under the RT zoning schedule which allowed the house to stratify into 3 individuallyowned strata units..

A row of townhouses developed after the assembly of two corner-lot parcels on Laurel St.

SECONDARY SUITES Secondary suites are self-contained suites within a principal dwelling. They exist throughout the Vancouver metropolitan area but play an especially prominent role in the City of Vancouver where they represent 18% of the total rental stock. Importantly, secondary suites represent a critical stock of rental suitable for families, with 23% having 3 bedrooms or more. From the 1920’s to 1956, secondary suites were added to homes as family housing demand shifted to suburban locations. After Zoning and Development bylaw passed in 1956, the suites became illegal and 2000 suites were removed over the next 10 years. Eventually, secondary suites became permitted in certain RS zones but it was not until 2004 that they became permitted across all RS-zones neighbourhoods.

This early 20th century house has a renovated basement which features a secondary suite with a private entrance.

Due to the important role secondary suites play in the provision of affordable market housing for singles and families, the mortgagehelping revenue they provide for owners and the non-disruptive (“invisible”) density they provide in single family neighbourhoods, secondary suites are an actively encouraged part of the rental mix. The location of secondary suites vary significantly by neighbourhood, but the majority of suites are on the east side of the city.

STRATIFICATION OF SINGLE FAMILY LOTS

LANEWAY HOUSING

Areas zoned RT have been permitted to intensify formerly single family lots with additions and have been subject to stratification, where properties have been able to be broken up into up to 3 individuallyowned parcels on a single lot. While density has typically been added to the original structure, the retention of the original structure has been maintained and incorporated into the new development.

Laneway housing—a small detached lane-oriented house located behind the principal dwelling—is one of the most successful recent infill strategies in the city. In 2009, laneway homes became permitted in RS-1 and RS-5 single family zones. In the first three years of the program, uptake was strong and laneway way homes were constructed throughout permitted single family areas in the city.

MULTIPLE DWELLING INFILL (Spot Rezonings in residential areas to CD-1)

A review of this initial period highlighted several key stats:

Another prevalent residential intensification and infill strategy has been the redevelopment of lower density properties that are in RMzoned areas into higher density town or row house developments. This has typically occurred as spot-rezonings in residential areas to comprehensive development (CD-1). The strategy has emphasized a pedestrian-scaled frontage and a high architectural design that conforms to the surrounding character.

· Avg. unit size of 590 sf 60% have 1 bedroom Avg. rents compared favorably to market rental housing. Most residents were singles and couples, between the ages of 20-49 2/3 of residents were tenants, 1/3 property owner or family member

This early 20th century house has a renovated basement which features a secondary suite with a private entrance.

LANEWAY DEVELOPMENT

THE WEST END

MARPOLE

The West End is a vibrant, diverse, walkable, and densely populated “community surrounded by world-class parks and beaches, as well

Marpole is a vibrant community made up of long-time residents, “families, seniors, students and newcomers. Marpole is a riverfront

as Vancouver’s downtown Central Business District. It comprises 204 hectares, making up 35% of the downtown peninsula (not including Stanley Park). There are 112 city blocks in the West End. The community has around 45,000 residents, 23,000 jobs, and millions of annual visitors . (West End Community Plan, 2013)

community with a strong connection to the Fraser River, located in the south of Vancouver’s west side. It comprises 1,386 acres (561 hectares), making up about 5% of Vancouver’s total land area . The community is home to 24,000 residents and 11,800 jobs . (Marpole Community

Location and Subareas

The West End is situated between West Georgia Street, Burrard Street, Stanley Park and English Bay. The community is composed by Villages: three distance, primarily low-rise areas that help knit the community together through work, live and play; Neighbourhoods: which have developed a rich character defined by quite, tree-lined streets, a diveres mix of building heights and styles, and access to a variety of local services and amenities; and Corridors: the newer areas of the community where the majority of new housing and job space has been built over the past 40 years. They are well served by transit, services and amenities.

Marpole is bounded by Angus Drive, West 57th Avenue, Ontario Street, and the Fraser River. Marpole serves as one of the gateways for people coming from the south into the city. The community of Marpole is divided up into four sub-areas. Starting from the west these are Granville: the ‘social heart’ of the community with a variety of shops, services, restaurants and a mix of housing; Hudson: the ‘cultural hub’ known by its historical role as the centre of Marpole containing a cluster of cultural amenities; Oak: the ‘transportation node’ envisioned to become an urban mixed-use are that conects east and west; and Cambie: the “mixed-use hub”, the largest of the these sub-areas, combining a mix of industrial, institutional and residential developments.

community profile

”

FIG. 6 West End locational map within the context of the City of Vancouver

Plan, 2014)

”

FIG. 7 Marpole locational map within the context of the City of Vancouver LANEWAY DEVELOPMENT

LANEWAY DEVELOPMENT 16

West

Marp Marpole

West End

According to the West End Community Plan, the West Endâ&#x20AC;&#x2122;s population increased at a lower rate (19%) in the last 30 years compared to the city overall (42.8%). Currently it is the fourth most densely populated community in Vancouver. In 2011 the census population was 44,543, which was a small decline from 44,556 in 2006.

According to the Marpole Community Plan, Marpole has a lower average density than Vancouver, with 43 people per hectare compared to the City average of 54, see Figure 10. There is a large contingent of immigrants to Marpole, particularly Chinese people, who make up 39% of residents. Recent immigrants make up 9% of the community, slightly higher than the City average of 7%.

The 20-39 age group is consistently the largest (47.5%), and is a much higher proportion compared to the city overall (33.7%) see Figure 8. The West End contains the fourth highest density of children of any community in the city, with an average of 8.8 children per hectare. The City overall has an average of 6.4 children per hectare, see Figure 9. Average household size is lower in the West End (1.5 persons) than in the city overall (2.2 persons). One person households comprise 59.1% of West End households, compared to 38.6% in the city overall.

Although the median age in Marpole is above the city average, Marpole has more households with children and more families with children than the city average, see Figure 9. Based on 2011 data 68% of families had children at home (City 58%) and 38% of households had children (City 30%) . This translates into a slighter higher person per household (2.3) compared to the city average of (2.2).

Marp

Demographics

Marpole

West West End

Demographics

Population Density (Persons per Hectare) Children (0 - 12) / per Hectare

CBD Bridghead DTES Yaletown False Creek North Coal Harbour Granville Slopes West End Downtown South City Gate Triangle West Marpole City of Vancouver

Sunset Kensington Downtown West End Renfrew City of Vancouver Marpole 5

FIG. 8 West End Age Profile

6.25

FIG. 9 West End Age Profile

7.5

8.75

Income

The West End is a generally modest income community. Median household income ($38,581) is lower than in the city overall ($47,299). The percentage of the population in low income households (32.8%) is higher than in the city overall (26.6%). Many West End residents are able to work close to where they live, reducing the need to own a car. More than half (52%) of employed residents work in the downtown peninsula, and nearly two thirds work in Vancouverâ&#x20AC;&#x2122;s central area.

0.00

100.00

FIG. 10 Marpole Age Profile

200.00

300.00

Income

FIG. 11 Marpole Age Profile

Marpole has a lower average income than the city as a whole. The average income in Marpole is ($41,125), compared to the city average of ($47,299). As well, Marpole has a greater share of low income households (32.2%) compared to the Vancouver average (26.6%). Marpole has a higher share of residents considered low income than the rest of Vancouver. Within Marpole, renters face the greatest challenges â&#x20AC;&#x201C; their median household income is about half that of homeowners and 32% of renters spend more than 30% of their income on housing.

LANEWAY DEVELOPMENT

The shorter term nature of renting is illustrated by the movement of West End residents. The West End is also a highly mobile community. Nearly two thirds of residents (66.4%) moved since the last census, which is a much higher proportion than in the city overall (50.2%) (City of Vancouver, 2013, p. 9).

The housing tenure in Marpole is composed of more renters than owner. Fifty-seven percent of the dwellings in Marpole are rented, while 43% are occupied by the owner. This almost perfectly matches the City of Vancouver breakdown. In the city, 56% of dwellings are occupied by renters, and 44% are owner occupied. Marpole has only slightly more renter-occupied dwellings than the city average (Statistics Canada, 2013). This higher proportion of renters have struggles related to income and affordability. “Within Marpole, renters face the greatest challenges – their median household income is about half the median income of homeowners and 32% of renters spend more than 30% of their income on housing” (City of Vancouver, 2014, p. 10).

The vast majority of West End dwellings are in mid-rise or highrise apartment buildings a typology that is depicted in Fig. 13.. The percentage of dwellings in low-rise buildings (under five storeys) went down slightly from 1986 to 2006.

Marpole experienced its largest housing boom between 1945 and 1980, when 71% of Marpole’s dwellings were constructed. In contrast, only 2% of Marpole’s dwellings were constructed between 2001 and 2006.

FIG. 13 Most common housing typology in the West End

FIG. 14 Second most common housing typology in Marpole

Market rental and non-market units comprise 69% of the total housing units in the West End, which is much higher than in the city overall (32%). The West End plays a major role in providing market rental units in the city, with 30% of the citywide total. A portion of All Other Housing Units, which are primarily condominiums, are part of the secondary rental market.

Marp

The West End neighbourhood is dominated by renter-occupied housing. Most of residents in the West End rent, with 81% of dwellings rented, and only 19% occupied by owners. This is markedly different from the City of Vancouver average, where 56% of dwellings are occupied by renters, and 44% are owner-occupied (Statistics Canada, 2013).

Housing

Marpole

West West End

FIG. 12 2006 Tenure / West End

Housing

FIG. 15 2006 Tenure / Marpole

According to the 2006 census Marpole had 9,800 occupied private dwellings. The most common housing type in Marpole is low-rise apartments (<5 storeys). Marpole has a higher number of low-rise apartments (less than 5 storeys) compared to the city average (53% vs. 35%).

LANEWAY DEVELOPMENT

Robson St

Nelson St Nelson Park

Colmox St

Davie St

Englhis Bay Beach Park Alexandra Park

Burnaby St Harwood St

English Bay

Pacific St Sunseat Beach Park

Beach Ave

FIG. 16 Amenities located in the West End

Transit Station

West End Community Centre

Potential Transit Station

Joe Fortes Library

Community Centre

Barclay Manor Aquatic Centre Fir Hall St. PaulÂ´s Hospital Community Garden Licensed Childcare Facility Gordon Neighbourhood House Community Policing Centre King George Secondary School Lord Roberts Elementary School Lord Roberts Elementary Annex

Family Place Library

Vancouver Hebrew Academy

Par

St ak

ds Hu

an Gr

Shannon Park

Sexsmith Elementary

Ideal School Winona Park

Oak Park

W 63rd Ave W 64th Ave

Riverview Park

W 65th Ave

Fire Hall

Laurier Annex

W 67th Ave

W 68th Ave

Neighbourhood House

David Lloyd George Elementary

School - Public School - Private

Laurier Elementary

W 59th Ave W 61st Ave

St on

lle vi

St Ad

sD Beach

Park

Qmunity

Pendrell St

Morton Park

Park

W 57th Ave

Blvd

Barclay St

Streets

East

Haro St

Barclay Heritage Square

Area Boundary

Streets

Fraser River Park

Vancouver Montessori

W 71st Ave Marpole Park

W 72nd Ave St. Anthony`s of Pauda

W 70th Ave

n ari

ve nt A

Nor

Mitchell Island Richmond Island

Hudso

rra

w lo ur Th

St is rv

St n to Je

St o er

rd Ca

ell

St Bi

St De

rd lfo Gi

St o ilc Ch Stanley Park

W Georgia St Alberni St

Area Boundary

Churchill Secondary

Two private schools Five public schools Daycare and social service facilities Eight parks Marpole Oakridge community centre Marpole Place neighbourhood house Branch library

Thirteen childcare facilities Three public schools West End Community Centre, Joe Fortes Library, Barclay Manor, and Aquatic Centre Six parks and nine mini-parks Gordon Neighbourhood House Qmunity (LGBTQ resource centre) Four community gardens

Marp

Marpole has many important and well-used community resources, including its parks, a community centre, library, neighbourhood centre, daycare facilities, social services, and schools, all of which contribute to the valued social fabric of the community.

The West End is served by a network of valued city facilities, parks and recreation opportunities, public spaces, non-profit spaces and programs that better create a livable and socially vibrant community These includes:

Marpole

Amenities

n St

West West End

Amenities

YVR Airport

Fraser River

Richmond

FIG. 17 Amenities located in Marpole LANEWAY DEVELOPMENT

Walking in Marpole offers two contrasting experiences. Along quieter residential streets is often quiet and relaxing, while walking beside one of the five major arterials in the community is challenging; with the exception of Granville St. from 63rd to 70th Ave. sidewalks are often narrow with limited buffer from traffic and crossing signals are widely spaced apart. Connections to the Fraser river are also limited for pedestrians. (Marpole Community Plan, p. 88)

Barclay Heritage Square

Nelson Park

rd Bu

rra Haro St

Potential Public Realm Improvements

Barclay St

Potential Pedestrian Improvements

Nelson St Colmox St Pendrell St

Morton Park

Davie St Burnaby St

Alexandra Park

Harwood St English Bay Sunseat Beach Park

Pacific St

FIG. 18 Walking and Cycling Infrastructure and Improvements

Potential Seawall Access Improvements Potential Mid-Block Pedestrian Crossing Existing Pedestrian Activated Traffic Signal Potential Pedestrian Activated Traffic Signal Existing Traffic Signal Existing Traffic Circle Existing Vehicle Diverter

St era Ad

St lle nvi Gra

t nS dso Hu W 57th Ave

St er ath He

t kS Oa

t ie S mb Langara Golf Course Ca

t io S tar On

W 58th Ave North Arm Trail

W 59th Ave

W 61st Ave

Park Dr

Shannon Park

Winona Park

Oak Park

W 63rd Ave

W 61st Ave

W 63rd Ave W 64th Ave

W 64th Ave

W 65th Ave Riverview Park

W 67th Ave

W 68th Ave

Ash Park

W 69th Ave W 70th Ave

Fraser River Park

William Mackie Park

75 th Av e

Eburne Park

W 71st Ave

W 72nd Ave Marpole Park

Ebisu Park

r eD rin Ma

th Nor Ave ent WK

Heavily used water-based industrial

Mitchell Island Richmond Island

YVR Airport

Shaughnessy Street park site

sna m

(Midden site)

Fraser River

W 77th Ave ge rid tB kS Oa

Beach Ave

Potential Laneway Improvements Potential Seawall Improvements

r sD gu An

Blvd East

Robson St

Potential New/Improved Walking/Cycling Route

Area Boundary Streets Park School Canada Line Arterial Transit Station Bus Loop Existing Bikeway Potential New/Improved Walking/Cycling Route Arbutus Corridor Future Fraser River Trail Existing/Proposed Pathway/Walkway Proposed Mid-block Walking/Cycling Link Existing Traffic Signal Existing Pedestrian Activated Traffic Signal Potential Pedestrian Activated Traffic Signal Existing Transit Activated Signal Existing Marked Pedestrian Crossing Proposed Intersection Improvement

Canada Line Bridge

Stanley Park

W Georgia St Alberni St

Area Boundary Streets Park Beach Existing Bikeway

There are several cycling routes through Marpole, which are enjoyable for a confident cyclist. SW Marine Drive provides an on street bike route to the northwest. The Cypress bike route provides a quiet ride along traffic-calmed residential streets north to south. The North Arm Greenway and Cambie provide other alternative routes. However, the cycling network in Marpole is fragmented. Aside from some segments on Cambie street and Kent Avenue most of the network is not comfortable for all riders. (Marpole Community Plan, p. 88)

Hudso n St

St ur Th

St is

n to

rv Je

St er

co Ni

rd Ca

ell

St Bi

St rd lfo Gi

ilc

Although the modal share of cycling for West End residents is slightly lower than the city average (3% versus 4%), cycling in the area is a popular passtime, especially along the Seawall route. The West End includes several All Ages and Abilities (AAA). The City is working on a major east-west cycling connection that will link Stanley Park with False Creek - the Comox-Helmcken Greenway. The main cycling routes in the West End include Haro, Chilco, Alberni and Cardero. New planned routes include Bute and Burnaby streets. (West End Community Profile, p 78)

Marp

The West End is crisscrossed by a number of existing cycling and pedestrian routes. It is unique with the highest modal share of work trips by walking - 40% compared to the Vancouver average of 12%. In short, West Enders enjoy walking. Major routes include the retail streets of Denman, Robson, and Davie. Lanes operate as secondary pedestrian movement. (West End Community Profile, p 62, 76 -77)

Marpole

Pedestrian /Cycling Movement

Arthur Laing Bridge

West West End

Pedestrian / Cycling Movement

Heavily used water-based industrial

Richmond

FIG. 19 Walking and Cycling Infrastructure and Improvements LANEWAY DEVELOPMENT

Two major arterial routes run through the edges of the West End neighbourhood. On the east side is Burrard Street, which handles 35,000 vehicles per day, and connects the downtown peninsula to Kitsilano. To the north is Georgia Street, which sees nearly double the daily vehicle rate at 65,000. Denman and Davie are also both busy vehicle routes. All these roads also function as trucking routes. Other significant routes for the West End are Alberni, Nelson, Thurlow Pacific and Beach. (West End Community Profile, p. 81) Parking is a premier in the West End, with most spots metered, short term or permit only. The average occupancy rates for parking spots in the West End is 95%. The demand for residential parking permits is high, with twice as many being issued as there are spots available. (Movement and Gathering, p. 21)

Marp

There are a variety of transit routes in the West End connecting to destinations both outside and within the neighbourhood. Connections to North and West Vancouver are made along Georgia Street. Burrard Streets serves as the route for buses to UBC, as well as both east and west Vancouver. Local buses run along Robson, Denman, Davie and Beach connecting to the Skytrain station, other bus routes, Yaletown, Chinatown and False Creek. (West End Community Profile, p. 79)

Vehicular Circulation / Parking Marpole is well served by transit including the Skytrain and several express bus routes (43, 480). The Canada Line runs through the eastern part of the community. In addition, Marpole has north-south routes running up Oak, Granville and Arbutus. Marpole is poorly served by east-west service, with only the No. 100 bus running from Grandville east along SW Marine. (Marpole Community Plan, p. 92)

Marpole

West West End

Vehicular Circulation / Parking

The modal share in Marpole is shifted more toward car travel than other areas of the city. One reason is the segmented nature of the neighbourhood. Five major arterial roads cut through the neighbourhood (Granville, Oak, Cambie, SW Marine and 70th Ave), connecting other municipalities in the metro region to Vancouver. All five roads are utilized by transit, goods movement as well as commuting. (Marpole Community Plan, p. 92) Parking along Grandville, Oak, 70th Avenue and SW Marine is restricted or partially restricted during rush hour. Marpole has a variety of parking areas including permit and resident only, residential, limited time and off street lots. Many of the residential streets in Marpole have no posted limitations. (Marpole Community Plan, p. 94)

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St era Ad

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t nS dso Hu W 57th Ave

St er ath He

t kS Oa

t ie S mb Langara Golf Course Ca

W 58th Ave

t io S tar On

W 58th Ave W 59th Ave

W 61st Ave Blvd East

Park Dr

Shannon Park

Winona Park

Oak Park

W 63rd Ave

W 61st Ave

W 63rd Ave W 64th Ave

Riverview Park

W 65th Ave W 67th Ave

W 68th Ave

Ash Park

8 Fraser River Park

William Mackie Park

75 th Av e

W 70th Ave

W 71st Ave Eburne Park

W 72nd Ave Marpole Park

W 69th Ave

r eD rin Ma

th Nor Ave ent WK

Ebisu Park

Heavily used water-based industrial

Shaughnessy Street park site

sna m

(Midden site)

YVR Airport

in the West End

FIG. 21 Transportation and road network in the West End

Arthur Laing Bridge

FIG. 20 Mode share distribution

Fraser River

W 77th Ave ge rid tB kS Oa

Hudso n St

Richmond Island

Canada Line Bridge

Mitchell Island

Heavily used water-based industrial

Richmond

FIG. 23 Mode share distribution

in Marpole

FIG. 22 Transportation and roa network in Marpole LANEWAY DEVELOPMENT

Transitional Role in Form and Scale

WEST END COMMUNITY PLAN

MARPOLE COMMUNITY PLAN

The plan provides a clear but flexible framework to guide positive change, development and public benefits in the West End, considering long-range and shorter-term goals. Below is a compilation of the main policies stipulated in this document which have incidence over laneway development.

The Marpole Community Plan has a number of policies across a number of categories aimed to improve quality of life and sustainability in the community. A select number of these relevant to infill housing are listed below.

Housing • On purpose built rental housing sites in the Neighbourhoods, encourage expansion of the rental housing stock through strategic infill and intensification opportunities such as Laneways 2.0. (8.1.13) • Continue to protect the existing market rental housing stock through the Rental Housing Stock Official Development Plan. (8.1.15) • Offer a variety of housing choices and community facilities to attract and retain a vibrant workforce, including families and children.

Ground Oriented Focus and Public Realm Quality

FIG. 24 West End Community Plan’s Built Form Guidelines

Housing • Offer a variety of housing choices and community facilities to attract and retain a vibrant workforce, including young families. (8.1.1)

•

Locate new housing close to services, amenities and transit.

(8.1.2)

• Increase affordable homeownership options by encouraging additional ground-oriented housing. (8.1.3)

(8.2.1)

Transportation

• In market housing require that 25% of units in new multifamily developments have two and three bedroom units for families designed in accordance with the High Density Housing for Families with Children Guidelines and located on the lower floors. (8.2.3) • Through Laneways 2.0 encourage infill housing in the Neighbourhoods that provides 100% market rental housing, particularly for families with children. (8.2.4)

• Enhance and maintain a well-defined, accessible walking network that balances the needs of all users and provides better connections throughout the neighbourhood. (9.1.1) • Enhance and maintain a well-defined cycling network suitable for people of all ages and abilities. (9.1.9)

Transportation

• Activate laneways as secondary walking routes, particularly in areas where infill housing development occurs or at other key locations. Explore opportunities for improved lighting, seating, landscaping, traffic calming, and defined pedestrian areas. (9.1.9) • Support improved cycling infrastructure with end-of-trip facilities, bike racks and other supportive measures throughout the West End. (9.2.5) • Provide cycling facility support to commercial streets where possible (e.g., bike racks, access and wayfinding), including focused public realm improvements at intersections of current/proposed walking and cycling routes with commercial areas. (9.2.6) • Continue to support local businesses by planning for loading and deliveries and by ensuring potential customers have exposure and convenient access. (9.4.1)

Marpole

West West End

Strenghten the Urban Frame

Community Plans and Policies

Vibrant Neighbourhood Centres

Focuse Activity and Intensity

Praks, Open Space and Greening

• Introduce public plazas and open spaces in strategic locations, prioritizing commercial areas and key walking and cycling routes. (10.2.2)

• Identify opportunities for local food production in Marpole’s parks and open spaces. (10.7.1) Connected Neighbourhoods

Heritage • Use tools and incentives available through existing city wide heritage policies to protect and recognize heritage resources within Marpole. (12.1.1)

Arts and Culture

• Enable the retention, enhancement and development of flexible public and private spaces for cultural and social activities. (13.1.1)

FIG. 25 Marpole Community Plan’s Urban Design Principles

LANEWAY DEVELOPMENT

Public Space

• Enhance public spaces along the commercial streets (Robson, Denman, and Davie Streets, and Alberni Retail District) to improve walkability and vibrancy, create gathering spaces, and support commerce. (10.2.1) • Support the intersections with current/proposed walking and cycling routes with targeted investment in bulges, seating, bike parking, public art, wayfinding, and landscaping. (10.2.7) • Activate laneways as public spaces through Laneways 2.0 public realm improvements, particularly in areas where infill housing development occurs or at other key locations. Explore opportunities for greening, gathering spaces, consolidated garbage/recycling containers, and programming and/or place-making in unique areas. (10.4.1) • Explore opportunities to improve and activate the laneway between the Alberni Retail District and Robson Village with active land uses and improved connections between the two retail streets. (10.4.2)

• Support the conversion of underused spaces into foodproducing spaces. (14.6.1) • Consider supporting community gardens on private property, such as churches or apartments. (14.6.2)

Energy and Climate Change

• Locate higher densities and a mix of uses close to neighbourhood centres, shopping, transit and areas where significant sustainability gains are possible. (15.1.1) • Ensure new developments are designed to be easily connectable to a neighbourhood energy system and connect where systems are available. (15.1.3) • Maximize environmental performance of all new buildings. All new buildings are subject to the green requirements in the Vancouver Building Bylaw and all rezoning projects are subject to the City’s Green Building Policy for Rezonings. (15.2.1)

Heritage

• Encourage the retention of houses in the Neighbourhoods through existing tools and incentives available, as well as by allowing strata-titled infill laneway housing, recognizing the Rental Housing Stock Official Development Plan will continue to apply to all existing rental housing units in the main house. (11.1.4) • Recognize the six themes in new development of public spaces and streets. (11.1.6)

Community Well-being

Arts and Culture

• Consider specific geographic areas for development of cultural spaces in mixed-use buildings (e.g., along Robson, Denman, Davie and Alberni Streets). (12.1.4) • Design plazas and gathering spaces to be suitable for housing events and festivals. (12.1.5) • Provide public art that enhances the pedestrian experience and complements the area. (12.4.1) • Provide residents with opportunities to participate in celebratory or creative experiences in public spaces such as parks, streets and plazas. (12.4.2)

Marp

• Where appropriate and feasible, integrate cultural space, including artist live-work studios, into residential and mixed-use buildings. (13.1.3)

Marpole

West West End

• Implement laneway improvements along with infill housing or other development, while maintaining access for efficient servicing, goods movement, and parking. (9.5.5)

Connected Public Places

Utilities and Services

• Support the completion of the City’s Integrated Stormwater Management Plan. (16.1.7) • Support expanded food scraps recycling services for singlefamily, multi-unit residential buildings and businesses. (16.3.1) BUILT FORM GUIDELINES The Marpole Community Plan lays out built form guidelines for the area. Although these are not strictly about laneways, the guidelines do provide direction for development including guidelines. The Plan divides these into several sections, including residential. Although the residential section is meant for areas with apartment building, there are still relevant policies.

Incremental and Transitional Development

Public Realm

• West 67th Avenue is envisioned as a special neighbourhood walking and cycling route. Provide a paved sidewalk with a generous outside boulevard to accommodate landscape treatment, street trees and other public realm improvements. (7.2.4)

FIG. 26 Marpole Community Plan’s Urban Design Principles

LANEWAY DEVELOPMENT

• Locate childcare facilities adjacent to medium to high-density commercial, mixed-use and family-oriented residential developments. (14.3.1)

• Encourage well-designed spaces for seniors, and adaptation of existing services, programs and spaces to meet the needs of an aging population. (14.4.1) • Explore opportunities for including community gardens as part of Laneways 2.0 public realm improvements, particularly in areas where infill housing development occurs. Support gardens with infrastructure (e.g., composting sites) where appropriate. (14.6.3) • Convert underutilized spaces into food-producing gardens, with particular attention to underserved areas with rental housing that have limited growing opportunities (e.g., balconies or rooftop gardens). (14.6.4) • Integrate gardens into public realm landscape plans where possible (e.g. edible landscaping). (14.6.5)

Energy and Climate Change

• All new developments are subject to the City’s Green Building Strategy for new buildings and all rezoning applications are subject to the City’s Rezoning Policy for Greener Buildings. As sustainability policies develop citywide, these requirements will apply to the West End as well. (15.3.1) • Offset building energy use from new construction through retrofit programs for existing buildings. As a result, the West End’s total energy use will remain as is or decline over time despite a projected growth in population over the next 30 years. (15.3.2) • Encourage stewardship of trees, green spaces and green stormwater infrastructure (e.g., rain gardens and bioswales). Plant shade trees where appropriate, using species that are hardy to changing climate conditions). (15.4.2)

Services

• Seek to use integrated stormwater management techniques such as infiltration bulges and other measures through redevelopment and other improvements where feasible. In particular, emphasize a high level of green infrastructure and streetscape design on streets and in laneways by optimizing permeable surfaces. (16.1.4) • Support food scraps recycling service for business and multiunit residential buildings, such as condominium complexes. (16.2.1)

Building Height and Form

• Reduce the scale of the buildings towards the lane and minimize shadow and overlook to adjacent residential properties by stepping building form. Setbacks will increase with the height of the building. (7.2.12)

• Buildings at the lane may be up to 2 storeys. The form of laneway buildings should consider the narrow width of lanes and the adjacent buildings to ensure that overlook and hadow impact are minimized. (7.2.14)

Building Width

• For buildings at the lane, the maximum frontage should be less than the principal building at the street, and allow for pedestrian access to the lane. Individual lane frontages should not exceed 50 feet. Pedestrian access to the lane between buildings should be a minimum of 8 feet, but should increase significantly on wider sites. (7.2.18)

Marp

Community Well-being

Marpole

West West End

Building Yards and Setbacks

• Lane buildings should generally be setback a minimum of 4 feet to allow for edge elements such as landscaping, vehicle manoeuvring and safe pedestrian access. (7.2.23)

Relationship to Finished Grade

• Buildings at the lane are intended to have access and outlook directly on to the lane. The first floor level should be designed to facilitate interaction with the lane level. (7.2.26)

Entrances

• Where developments include buildings at the lane, access to these buildings must be distinguished and identifiable from the street. This will necessitate a wider side yard, or a mid-lot courtyard. (7.2.34)

FIG. 27 Guidelines for the development of a laneway site in Marpole

Courtyards

• For projects that include laneway buildings, the space between the primary fronting buildings and the lane buildings (the courtyard) needs to be large enough to ensure the livability of all units. A minimum 30 foot depth is recommended. (7.2.42)

LANEWAY DEVELOPMENT

Lot Typology 01: 33ft to 65ft Lots

Many of the 33 ft wide lots in the West End are configured as singlefamily dwellings, with private rear yard provision and accessory building fronting the lane. Often, the rear portion of these lots is underutilized. These areas are envisaged as potential sites for modest infill development. Infill development of a townhouse or stacked townhouse type in 3.5 to 4 storey form will be encouraged where appropriate to provide additional sites for rental housing and to activate the lane frontage. New development should demonstrate a good contextual fit with adjacent development.

Landscape and Private Outdoor Space

• The overall landscape approach should reinforce the neighbourhood character by providing a variety of plant materials and treatments, some of which will achieve substantial size at maturity.

Marpole

West West End

WEST END RM DESIGN GUIDELINES FOR INFILL HOUSING

(7.2.50)

• Mature trees and prominent landscape elements should be retained whenever possible. (7.2.51) • Landscape should be used to enhance and emphasize the design of a project, highlighting the entry, circulation, private and public spaces. (7.2.52) • New development should enhance the landscape image of the lane. (7.2.54) • Provide locations for urban agriculture, whether at or above grade. (7.2.55) • Dwellings should have private outdoor space in the form of a balcony or patio. Shared rooftop gardens can also be provided to increase opportunities for outdoor enjoyment. (7.2.56) • Private outdoor spaces for dwellings at grade should be defined by layered planting rather than solid fencing. (7.2.57) CAMBIE CORRIDOR

FIG. 29 33 - 65ft lot infill strategy

Lot Typology 02: 66ft to 98ft Lots

Typically, 66 ft lots in the West End feature one of two types of existing development. The first type is a mid-rise concrete multi-family building of approximately 8 to 12 storeys. The second is a low-rise wood-frame multi-family walk-up of approximately 3 to 4 storeys. Often, the rear portion of midrise lots is an underutilized parkade which does not contribute to the potential liveliness of an activated urban lane. These underutilized parking structures can become potential sites for additional housing that will also help activate West End laneways. Where existing development is of the typical 8 to 12 storey concrete multifamily type, infill development of a townhouse or stacked townhouse type in 3.5 to 4 storey forms will be encouraged where appropriate on these under-utilized rear yard sites to provide additional sites for housing and to activate the lane frontage. New development should demonstrate a good contextual fit with adjacent development.

The land adjacent to the Canada line - known as the Cambie corridor - runs through the eastern section of Marpole. Although this southern part lies within the community, the section wasn’t included in the Marpole Plan as a plan already exists for the Cambie Corridor. This Corridor plan provides direction for development in the corridor. Although the corridor is further to the east in the neighbourhood, it still provides relevant direction for new development outside its scope. RESIDENTIAL BUILDINGS: ON LANES

Scale

• Where feasible and lot dimensions allow, lanes should be edged with smaller scale residential buildings in the form of townhouses or other compatible building forms to reinforce the intimate scale and character of the lane. They can be up to 2 storeys in height and should generally consider the design conditions for overlook and privacy. (5.3.1)

FIG. 30 Greening and open space strategies

FIG. 28 66 - 98ft lot infill strategy LANEWAY DEVELOPMENT

Scale

Scale and Height

The West End Community Plan envisages laneways as smaller and more intimately scaled pedestrian routes. To this end, infill development is expected to be within the range of 3.5 to 4-storeys, with limited heights above this up to 6-storeys depending on lot size and contextual fit with both existing development on the host lot and potential infill development on adjacent lots.

To reinforce the more intimate scale and character of the laneways, where taller infill development is appropriate, it should step-back at upper levels to present a consistent street wall height to new dwelling frontages along the lane.

Heights will be considered as per the table below.

(5.3.1)

• Generally, a maximum frontage of 80 ft before a substantial break, is desired. However, a smaller frontage may be required depending on specific site and neighbourhood conditions. (5.3.2) Setback

Site Frontage

Commercial Adjacent Lane

Commercial Flanking Lane

Residential Lane

33 - 65ft

18.3m (60ft)

12.2m (40ft)

12.2 (40ft)

66 - 98ft

18.3m (60ft)

12.2m (40ft)

12.2 (40ft)

• Lane buildings should generally consider similar setbacks as the City’s Laneway Housing policy to allow for edge elements such as landscaping. (5.3.3)

FIG. 31 Building Separation

Building Separation

In general, a minimum separation distance of 20 ft in the form of a shared courtyard will be maintained between the existing development on the lot and any infill development. Building Bylaw and Fire Prevention Staff will review proposals through the application process, as such applicants are advised to review specific development characteristics with their registered professionals at pre-application stage to determine whether the particulars of existing development on the lot will require an increase in the separation between buildings.

Building Setbacks

SETBACKS TO THE LANE

FIG. 32 Setback to the Lane

Building Frontage

Infill development is envisaged as ground orientated family housing that will open directly onto the laneways to create a vibrant people oriented public realm. The West End Community Plan envisages repurposing 6.5 ft of the existing lane surface as a marginal development strip that will act as a threshold space between the service corridor and new infill development. Strategies for the use of this space (including limited surface parking, greening measures, and utility functions) should be used to inform the appropriate setbacks and relationship to finished grade to provide continuity of the public realm.

Marpole

West West End

Building Stepbacks and Articulation

• Laneway buildings should consider the narrow width of lanes and their massing should respond to the prevailing right-of-way with upper level stepbacks.(5.3.4)

Relationship to Finished Grade

• Laneway buildings should be located at grade or have minimal vertical transitions in order to create continuity of the public realm. Walls toward the lane or exaggerated first floor relationships are to be avoided. (5.3.5)

Entrances and Aspects

• Entrances and windows should directly face the lane, and appear to have a transparent nature to them. (5.3.6) PUBLIC REALM: STREETS AND LANES As neighbourhoods along the Corridor evolve, opportunities to transform streets into more significant public places through limiting or closing car traffic, either on a short term basis or long term re-use of the public realm, should be investigated. (6.4.3)

LANEWAY DEVELOPMENT

In general, upper level setbacks will be encouraged for all infill development on its internal frontage overlooking the shared courtyard, but will not be required for typical 3.5 to 4-storey infill development subject to urban design performance relative to privacy, overlooking and solar access to the shared courtyard.

• Consider providing improvements in lanes such as lighting, signage, and alternate material treatment in order to create an expanded pedestrian network around stations. Improvements would augment existing lanes in key locations with direct connections to transit or community facilities. Improvements would generally be located on private property adjacent to a lane. (6.4.4)

Given the family-oriented nature envisaged for new infill dwelling units, upper level setbacks should be in the order of 6 to 8 ft minimum to allow the provision of a useable deck as private open space amenity.

SIDE YARD SETBACKS Infill development will be situated a minimum of 3 ft from side property lines in all development scenarios.It should be noted that firefighting access and building code issues, relating to addressing from the lane and the existing form of development on the lot, will require increased side yards of 4ft or 6ft in certain instances. Building Bylaw and Fire Prevention Staff will review proposals through the application process, as such applicants are advised to review specific development characteristics with their registered professionals at pre-application stage to determine whether the particulars of existing development on the lot will require an increase in the required side yard provision. FRONT YARD SETBACKS

FIG. 33 Section showing setbacks

FIG. 34 Activated laneway

The landscaped side and front yards of existing development contribute to the character of the West End by providing a green streetscape- a semi-private space extending the public realm of the street by acting as a public face for the visual enjoyment of both the residents and neighbours. Infill development is limited to the lane to preserve this existing character. Where limited infill development in the side yard is deemed appropriate, a key concern will be the retention of this visual amenity by ensuring that new development does not encroach so far as to detract from the existing street character. Such development should consider the nature and character of the existing development and the fronting streetscape, as well as typical setbacks of adjacent development, in determining the appropriate scale of development. Typically, new development will be expected to retain existing building line setbacks to the front yard, or a minimum of 25ft, whichever is greater.

Lanes: Connectors

Lanes Places

• Consider adding design elements (i.e. landscaping, public benches, etc) in strategically located lanes that enliven the ground plane and create more usable common space to foster the creation and expansion of public space in key areas (6.4.5) • To help identify lanes with pedestrian improvements, treat lane entrances with features that help to mark them as distinct from other lanes. Changes that provide the perception of narrowed entrances, while maintaining the functionality, will heop to distinuish these lanes as unique. (6.4.6) • Explore ideas that maintain the functionality of lanes but also create new and unique public spaces along them. Loading functions, parking, and servicing can be accommodated in ways that add character to the lane. Edge uses that invite people and open up to the lane are encouraged. (6.4.7)

Marpole

West West End

UPPER LEVEL SETBACKS TO THE SHARED COURTYARD

Public Lane/Building Interface

• Generally, provide minimal setbacks to the building face, with active frontages, front doors, and landscape treatment where feasible (6.4.8)

FIG. 35 Section of Marpole’s street configuration and potential for Lane Development LANEWAY DEVELOPMENT

LANEWAY DEVELOPMENT

ROBSON AND ALBERNI The site-level recommendations presented in this report are based on the objectives arrived at in the West End and Marpole community planning processes as well as the authors field observations during site visits. In the West End, activating laneways as attractive corridors for a diversity of activities and improving pedestrian circulation are key elements explored in the following site design. The site design proposal also expands on the priority planning areas such as housing and community well-being by proposing unique infill development opportunities, childcare facilities and public realm improvements that capitalize on the area’s distinctively wide lanes.

FIG. 36 Bird´s eye view of the Robson Corridor

According to the West End Community Plan the Corridors are generally the newer areas of the community where the majority of new housing and job space has been built over the past 40 years. They are well served by transit, services and amenities. The Corridors provide additional opportunities to accommodate job space and housing that meet the needs of the community. The Plan sets out as one of its directions to strategically locate opportunities for new growth through increased heights and densities along the Georgia and Burrard Corridors and in Lower Robson to help deepen housing affordability and to contribute public benefits (pg. 47). Considered the transition areas between the Neighbourhoods and the downtown, Corridors are the newer areas of the West End where the majority of new housing and job space has been built over the past 40 years. They have a character similar to the downtown with mostly high-rise office, hotel, institutional and residential buildings, and are well served by transit, services and amenities. The Georgia and Burrard Corridors will accommodate additional job space and housing, close to transit, local services and amenities, which help meet the needs of the community (pg. . Lower Robson will help deepen housing affordability through mixed-use development. It also presents an opportunity to allow for larger format commercial uses that are viable on hillsides and will help to animate the street, better connecting Robson and Denman Villages (pg. 48, 54).

GEORGIA CORRIDOR

ALBERNI RETAIL DISTRICT

LOWER ROBSON

BURRARD CORRIDOR

LANEWAY STUDY I

Corridors (Georgia and Lower Robson)

Location and Subareas

LOWER DAVIE

a s^ f b ^= dbs f i i

Corridor Laneway Sites

FIG. 37 Corridors in the West End and Laneway Study Stie LANEWAY DEVELOPMENT

DENMAN ST.

BIDWELL ST.

D B

FIG. 38 Plan View of Laneway from Bidwell to Denman

Current Conditions

D C FIG. 39 Photographs of current Laneway conditions

Currently, this lane serves a predominately utilitarian purpose for the neighbouring commercial and residential properties. Ample parking and loading zones show that this space is predominantly used for “back of house” services, but is otherwise underutilized. Electrical poles, dumpsters, and numerous parked cars make the lane inhospitable to pedestrians and cyclists, alike. With such a large portion of the lane, and the back half of the lots, dedicated to vehicular storage, the area is a strong site for infill development. The 33’ wide lanes found in the West End also allow ample amounts of light into the space, making it suitable for numerous park and open space arrangements.

FIG. 40 Elevation View of Laneway from Bidwell to Denman

LANEWAY DEVELOPMENT

DENMAN ST.

BIDWELL ST.

D E

B G

G D

F G

G A

FIG. 41 Plan View of Laneway from Bidwell to Denman A

FIG. 42 Proposed interventions: a. road curving, b. 2 storey townhouses with commercial

Proposed Interventions This lane is part of an envisioned pedestrian and cyclist thoroughfare paralleling the Robson St. and West Georgia Corridors. Instead of providing room for vehicular storage, the space will focus on accommodating people on foot and bike. The lane will signal this through its cobbled surface and colorful shading structures. Traffic, while not forbidden, will be discouraged through the use of bump outs. This will allow the neighbouring businesses to function as they do presently, while deterring or slowing through traffic. Townhomes will replace one of the more open parking lots, and open spaces will provide new resting areas for passersby. Below the townhomes is commercial space suitable for a daycare or other childcare facilities that might be able to benefit from the reduced traffic and ample open space. At night, the path will be illuminated by bollards in order to provide a safer environment for users. The commissioning of public art is another amenity intended to beautify but also create a sense of place in this intervention.

at grade, c. and d. coverings e. public art, f. cobblestone pavement g. ground lighting, h. bumpouts

FIG. 43 Elevation View of Laneway from Bidwell to Denman LANEWAY DEVELOPMENT

BIDWELL ST.

CARDERO ST. FIG. 44 Plan View of Laneway from Cardero to Bidwell

Current Conditions Similar to the neighbouring Bidwell St. to Denman St. block, the lane between Cardero St. and Bidwell St. is predominantly used for parking and deliveries. The lane is paralleled by blank facades on both sides. To the east, many of the properties have tall fences and, to the west, the commercial buildings primarily have windowless walls. As a result, the site houses great opportunity for murals or other artwork to create a more vibrant, pleasant environment. The block features a large surface parking lot on top of an underutilized parking garage, which could offer a great opportunity for potential infill projects. Although the lane is also 33â&#x20AC;&#x2122; wide, the tall buildings surrounding the lane cast long shadows across the site meaning that any development must also include strong lighting component.

FIG. 45 Elevation View of Laneway from Cardero to Bidwell

LANEWAY DEVELOPMENT

C C

BIDWELL ST.

CARDERO ST.

C C

EE F F

A A

E E

FIG. 46 Plan View of Laneway from Cardero to Bidwell A

Proposed Interventions This is the next block of the pedestrian / cyclist corridor envisioned to relieve congestion on Robson St. and West Georgia. In order to aide pedestrian travel along this new route, mid-block pedestrian signalized crossings will allow pedestrians to stop traffic and continue down the lane without having to go to the corner of the block. To reduce the amount of space dedicated to garbage collection, shared garbage facilities will be used. Town homes and a split apartment development will replace an underutilized surface lot and provide a more complete streetscape along Robson. The neighbouring Whole Foods will also still be able to serve its customersâ&#x20AC;&#x2122; parking need with the parking found in existing underground parking structure directly below the parcel. Between the townhomes and the apartment buildings is a public accessible open space. By splitting the buildings along Robson St., passing pedestrians, or Whole Food shoppers, will be able to enjoy this shaded area that offers separation for the congestion along Robson.

FIG. 47 Proposed interventions: a. row houses, b. mid-block light activated pedestrian crossing, c. apartment building, d. communal garbage collection e. bike racks, f. public square / green space

FIG. 48 Elevation View of Laneway from Cardero to Bidwell

LANEWAY DEVELOPMENT

SHAUGHNESSY AND FREMLIN The site-level recommendations presented in this report are based on the objectives arrived at in the West End and Marpole community planning processes as well as the authors field observations during site visits. In Marpole, the site design is strongly informed by planning priorities such as improving housing choice by promoting and encouraging the development of laneway houses. Given the joint prevalence of major roadways and children in the neighbourhood, improving pedestrian safety has also influenced the design. Options for enhancing opportunities for conviviality and social interaction with neighbours in the lane has also been explored, such as the development of public-private space like community gardens.

West 67th Avenue is a desirable neighbourhood walking and cycling route that connects the Granville shopping area, library, schools and churches to the Canada Line station. Improvements to the public realm at Oak Street will create a pleasant and memorable place on this popular route through the neighbourhood (pg. 49).

LANEWAY STUDY II

Neighbourhood (Oak) According to the Marpole Community Plan Oak Street will transition to have a more urban residential character with new housing types and an improved overall look and feel. Located in the centre of Marpole, Oak Street at West 67th Avenue will become a focus for this area, developed as an urban mixed-use â&#x20AC;&#x153;nodeâ&#x20AC;?, creating a vital connection between east and west Marpole.

FIG. 5 West End locational map within the context of the City of Vancouver OAK

Additional housing variety, including apartments and townhouses, will be introduced, providing a sensitive transition in scale and height to the surrounding residential areas.

Oak Neighbourhood Boundary Laneway Site

FIG. 49 Aerial photograph looking south on Marpole

FIG. 50 Oak neighbourhood in Marpole and selected laneway study site LANEWAY DEVELOPMENT

67TH AVE.

70TH AVE.

B F

70TH AVE.

67TH AVE.

FIG. 51 Plan View of Laneway from 67th to 70th

Current Conditions FIG. 52 Photographs of current Laneway conditions

Situated between 67th Ave and 70th Ave, this lane runs between two blocks of single family houses. On the southern most parcel, the zoning switches from RT-2 to RM-3A and a 3 storey apartment building hugs the corner. The lanes in Marpole, 20â&#x20AC;&#x2122;, are narrower than in previous West End examples. Similarly to the West End, the lane is primarily used for accessing garages. With the narrower lanes, traffic tends to move more slowly, but is rarely frequented by pedestrians or cyclists.

FIG. 53 Elevation View of Laneway from 67th to 70th LANEWAY DEVELOPMENT

67TH AVE.

70TH AVE.

E A

A A

C A

FIG. 54 Plan View of Laneway from 67th to 70th A

D E F FIG. 55 Proposed interventions: a. bump outs, b. laneway housing (duplex and 2,3 bedroom single family), c. community garden, d. communal garbage collection, e. ground lighting, f. composting facility.

Proposed Interventions The proposed laneway development in Marpole gives an example for how even narrower, 20â&#x20AC;&#x2122; lanes, can be used to develop social spaces. While this design focuses on increasing housing opportunities in RT zones, it also illustrates how these spaces can become vibrant shared backyards for a neighbourhood. Community gardens and other green areas not only provide added shade, but also help transform areas generally used for accessing garages into spaces to meet and socialize with neighbours. Establishing these spaces on the same plane as the lane narrows the road, slows down traffic, and makes lanes more hospitable for childrenâ&#x20AC;&#x2122;s play as well. The insertion of multiple typologies of housing, while conserving the character of the neighbourhood, is achieved through regulations on heights, setbacks and green space ratios. The infill of this site with laneway housing augments the housing stock, thus allowing access to new residents and newcomers to Vancouver by providing two and three bedroom options; it provides owners of the parcels with a new form of rent to support their households; and gives the lane a new life by having ground oriented development that assist in engaging locals as well as visitors, and provides communal ammenities that assist in integrating the residents.

FIG. 56 Elevation View of Laneway from 67th to 70th

LANEWAY DEVELOPMENT

RECOMMENDED POLICIES POLICY

Require bike racks where feasible and space permits especially when lane intersects with a bike route and when lane is close to commercial activity.

MOVING FORWARD

Justification

Encourages cycling trips Encourages alternative modes of transportation Assists in reducing GHG emissions Supports commercial activities Provides high value to cyclist Enhances the intersections of the lane with Denman, Cardero and Bidwell Promotes gathering and animation of lane space Assists in decreasing sidewalk clutter Increases mobility/ circulation on the sidewalk Provides opportunity for public art

Provides areas for planting, urban elementes, and landscaping Discourages through traffic

Change of Lane Surface:

Promotes community engagement (painting) Promotes place-making Enhances visual appeal of the area References the pedestrianization of the lane Generates areas of interactivity, vibrancy and street life

POLICY

Provide raised pedestrian crossings especially at busy mid-block connectors and enhanced lane lighting to enhance pedestrian safety. Justification

Raised Pedestrian Crossings:

Slows vehicular traffic Encourages connectivity through the lane Enhances wakability

Light-controlled Crossings:

Justification

Increases safety for pedestrians Increases pedestrian and cycling traffic Decreases the risk of accidents

Curbless Streets:

POLICY

Increases pedestrianization of lane

Bulbouts:

Increase housing types, housing choice and provide opportunity for more family appropriate housing.

Slows vehicular traffic Allows parallel parking or driveways Increases permeable surface areas Enhances stormwater management

POLICY

Enhance the pedestrian experience along laneways using traffic calming strategies such as bulb outs, pavers, painters and other measures to slow vehicle traffic and encourage walking.

Justification Increases the diversity of housing stock in the area Promotes the inclusion of different types of households

LANEWAY DEVELOPMENT

Encourages families to remain and move into the area Improves accessibility to housing through supply Allows for generational movements (ie: upsizing/downsizing) Assists in creating more compact communities Grants more individuals access to existing amentities

Laneway Development:

Relieves development pressure on green field sites Encourages brownfield development Animates the lane by adding vibrancy to public realm Preserves the character of the neighbourhood Promotes gentle densification

POLICY

Explore opportunities to set up a laneway beautification grant program. Justification Encourages local businesses to improve laneway frontages Provides engagement through artwork POLICY

POLICY

Green the streetscape with plants and trees where feasible.

Decrease impervious surface cover and continue to green landscape.

Justification

Justification Decreases flood risk Allows runoff to be filtered through the soil Provides opportunity for shade Softens the landscape Trees, shrubs and plants purify air Provides a more relaxing atmosphere POLICY

Provides shade for lane users Increases urban forest Increases carbon sink Provides a connection to nature Promotes the beautification of lane Provides weather protection Encouragess community garden initiatives Provides opportunityi for food production

POLICY

Provide increased lighting especially for pedestrians. Lighting should be placed in such a way to minimize light pollution at neighbouring units, possibly utilizing light closer to the ground at the pedestrian scale.

Support the commission, creation and implementation of a public art on laneways.

Justification

Increases safety for pedestrians at night Promotes exploration at all times of the day Decreases risk of crime and accidents

Justification Creates an opportunity for place-making Encourages the participation of the community Assists in creating landmarks for wayfinding Adds character and diversity to the neighbourhood Promotes playfulness and integration accross generations

LANEWAY DEVELOPMENT

STRATEGIES FOR IMPLEMENTATION AND EVALUATION

RECOMMENDATIONS FOR EXPANSION EXPAND LANEWAY HOUSING PROGRAM INTO RT ZONES Following on the successes of infill in retention zones and the laneway housing program, laneway development should be extended to include all RS and RT areas of the city. As expressed in the case study of Marpole, and by previous success in RT zones, there is great potential for laneway development (LWD). Recommendation: Rezone ALL RT areas to encourage laneway housing especially for heritage retention and increased density Goals: Increase density, retain heritage, and maintain the low density, single-family home character of the neighbourhood. Suggested areas for expansion: All RT zones that do not already permit laneway development, especially infill ENCOURAGE LANEWAY DEVELOPMENT IN COMMERCIAL CORRIDORS Laneway development, especially beautification and increased pedestrianization of the lane, should be encouraged behind commercial corridors in order to draw greater numbers to these corridors and increase circulation within the neighbourhoods. As was demonstrated by the case study of the West End, and previous work, such as Laneways 2.0, there is great potential in the West End for LWD. If successful in the West End, this form of LWD could be implemented in other, similar pedestrian commercial corridors flanked by lanes, like Commercial Drive or Chinatown (East Pender street). Recommendation: Encourage laneway development behind commercial strips, especially in previously identified commercial corridors. Goals: Increase circulation, pedestrian use of the lane, establish more vibrant public space and boost visitation to commercial districts. Suggested areas for expansion: West End, Cambie, Commercial, and Chinatown.

LANEWAY HOMES IN RT ZONES

Change of zoning for remaining RT zones to allow for laneway housing Create laneway housing Design Guidelines for remaining RT zones Expand permitting system currently in place for laneway homes, infill, heritage revitalization agreements etcâ&#x20AC;Ś to remaining RT zones Streamline infill permits by integrating and coordinating review by various departments Include applicants in design review

COMMERCIAL CORRIDORS

Survey potential commercial corridors and adjacent lanes for opportunities to develop sites lane beautification, infill, and improved circulation Encourage business owners to assemble and work with the City to develop CD districts for adjacent lane(s) Develop permitting and Design Guidelines that are flexible and adaptable to the needs of different commercial corridors and their surrounding neighbourhoodâ&#x20AC;&#x2122;s

FINAL THOUGHTS Laneways have traditionally been underutilized urban spaces, which frequently have negative association because of disuse, lack of beauty, or their strictly utilitarian functions. This report demonstrates that these neglected spaces offer great potential to not only address many pressing issues but also can become positive, vibrant public spaces. Located in abundance throughout the city, lanes present an opportunity to increase density, while achieving green growth, and maintaining the established character of a community -whether residential or commercial. Though distinct, the two neighbourhood cases showcased in this report exhibit how laneway development (LWD) can be both expanded and tailored to meet the needs of the local community, while accomplishing larger City-wide objectives.

LANEWAY DEVELOPMENT

Using Underutilized Space to Address Housing and Circulation Needs

+NEAL ABBOTT+EVAN HAMMER+JHON MOZO+BRITNEY QUAIL+DAN WARD AUGUST, 2015