Anniedale- Tynehead NCP Best Practices in Transportation Planning Summary The City of Surrey
Anniedale-Tynehead NCP Best Practices Transportation Summary This document provides a summary of the Bunt & Associates Presentation to the Anniedale-Tynehead CAC on July 20 th 2009. It contains a collection of Best Practices for Sustainable Transportation Planning, that can be used as a reference in undertaking an NCP for the Anniedale-Tynehead area. A. Best Practices: Land Use To support more Sustainable Land Use, the plan should: Provide self contained, complete communities with residential, commercial (retail & services) and employment opportunities (jobs/housing balance); Create Jobs, shopping, services and schools all within 30 minutes by walking or cycling and preferably closer which is approximately 2.2 km. Surrey research and experience indicates that if community services are to be used regularly using non-motorised forms of transport, they need to be within a 400-meter radius of residents homes, approximately five minutes walking time and major transport stops need to be within 800 meters, approximately ten minute walking time; Provide a closely spaced grid of streets, compact, diverse and mix of land uses and transportation network: no large blocks of mono zoning. (Min 60 metre and Max 100-150 metre long Blocks) B. What does Density Look Like? Density is a way of measuring housing intensity on a piece of land, and is not measured based on housing form. It can be measured in two ways. One measure compares the number of units of housing to each acre of land as units per acre (upa). For example, one house on one acre of land would have a density of 1 (upa). The second measure of density compares the number of square feet of floor space in a building to the number of square feet of land in the development, or floor area ratio (FAR). For example a two-storey building that covers only half of the lot has the same FAR as a one-storey building that goes to all edges of the lot. Land use and Transportation Planning are inextricably linked. Neighbourhoods are greatly improved when transportation planning is integrated with land use planning and community goal-setting. DENSITY THRESHOLDS TO SUPPORT TRANSIT SERVICES: Residential: 4 du /acre = 60 min Community Shuttle or local bus service 7du /acre = 30 min local bus service, route spacing = 1 km 7-15 du/acre = peak hour express bus to local centre 15 du /acre = 15 minute bus service, route spacing = 1km Rapid transit requires at least 12 du / acre *Note: The above are generalized approximate density levels, and will not necessarily ensure transit can be provided.
Table 1 Examples of Typical Density Levels Development Type Structure Type Density 1. Rural Single Family < 1 upa 2. Large Lot Suburban Single Family 1 upa / 5 acres to 2 upa 3. Suburban Single Family 2-10 upa 4. Traditional Neighbourhood Compact Single family 10-20 upa Single Family with Suite 17-24 upa Multifamily with Single Family appearance 12-22 upa - Rowhousing / Townhouses 15-40 upa 5. Medium Density Multifamily walk-up and apartments (2-4 20-50 upa stories) 6. High Density Multifamily apartment with elevator >50+ upa 7. Suburban Office Park One to two story commercial or 0.3-0.5 FAR (floor area ratio) manufacturing 8. Downtown Commercial Up to four stories 1.0-3.5 FAR (floor area ratio) 4 Units per Acre 4.5 Units per Acre 7 Units per Acre 10 Units per Acre 15 Units per Acre Density C. Best Practices: Transportation Locate higher density near transit routes; Continuity of density along a route; Create Activity Nodes or Anchors where transit stops could locate; Highest population & employment densities near major transit hubs where routes intersect; Not Sustainable Figure 1 - Example Transportation Nodes and High Density Transit Route A modified grid road system is preferred for transit with continuous Arterial, Collector and Sub Collector routes; Pedestrian experience very important to ridership; Bus stops should be a maximum 200 to 250 metres apart; Local roads spaced a maximum 100-150 metres apart Figure 2 - Example of auto-dependent development (top) and more transit oriented development (bottom). Better
D. Best Practices: Road Network A road right-of-way is a public space for all forms of movement, not only for vehicles but also for pedestrians, cyclists and transit buses; Maximize connections with Arterial & Collector routes to provide direct routes to major origins & destinations o E.g. Surrey City Central, Fleetwood, Coquitlam, Hospitals, Airports, etc. Provide higher density road network in grid pattern to reduce traffic concentration, provide multiple route options, promote increased use of network by pedestrians and cyclists; Provide a Continuous network of internal neighbourhood collectors; Surrey City Policies: Create an open network integrated with established and future roads within and surrounding study area. Tight road grid with no cul-desacs unless required to avoid environmental or other impacts. No gated communities. E. Best Practices: Road Design Keep streets as narrow as possible and never more than 4 traffic lanes wide. Example of a typical Bio Swale All roads should be pedestrian and cycle friendly. Promote green infrastructure with swales, rain gardens, streets trees, boulevards, medians. Example of typical Rain Garden in Residential Setting Figure 3 Example of Residential Street with Rear Lanes and Parking Pockets
F. Best Practices: To support Bicycles and Pedestrians Buffered sidewalks, and onstreet parking to protect pedestrians; Development to addresses the street to improve pedestrian environment; Rear lanes to reduce pedestrian/vehicle conflicts at driveways; Provide shortcuts within and between developments to minimize walking & cycling distances; Provide frequent and safe crossings in convenient locations: medians to allow two-stage crossings on major roads, pedestrian/cyclist actuation at signals, and mid-block pedestrian crossings; Provide end-of-trip facilities (bicycle parking, benches, fountains) for Pedestrian places; Provide pedestrian/cyclistscale lighting. Surrey City Policies: Provision for End-of-Trip facilities is required in Zoning Bylaw; Provision for Bike racks as per Street Furniture Program; New Arterial / Collector Roads have marked bike lanes on both sides of street;
N Future realignment of Barnston Drive with under / overpass of 176 St by 2013 outh & TRANSPORTATION PLANNERS AND ENGINEERS Fras er P erim eter Roa 96 Ave between 176 and 180 St may be downgraded to Collector or Local Road d by 2013 To Golden Ears Bridge Golden Ears Way Ultimate Arterial Widening (27 m ROW) - 1 to 3 yrs (2) Future 176 St Interchange Upgrade (Gateway) by 2013 96 Avenue 96 Avenue Tynehead 182 Street 180 Street Anniedale A Future Highway 1 Widening to 8 lanes (6 GP + 2 HOV) by 2013 Future Harvie Rd / 192 St Interchange Upgrade (Gateway) Anniedale B 92 Avenue 90 Ave 192 Street 184 Street 168 Street Highway 15 Completed - Right-in / Right-out Access on 92 Ave (Border Infrastructure Program) Ultimate Arterial Widening (27 m ROW) - 4 to 6 yrs (1) 88 Avenue Completed - Highway 15 Widening to 4 lanes (Border Infrastructure Program) New Traffic Signal - 4 to 6 yrs 188 Street Legend Existing Arterial Road (City of Surrey) Future Arterial Road (City of Surrey) Existing Major Collector Road (City of Surrey) City Arterial and TransLink Major Road Network Golden Ears Way (TransLink) Highway 15 (Border Infrastructure Program) Highway 1 (Gateway Program) Highway 1 Interchange (Gateway Program) South Fraser Perimeter Road (Gateway Program) Arterial Road Widening (City of Surrey) Anticipated Re-classification (City of Surrey) Notes: Anniedale & Tynehead GLUP Road Network Plan, Surrey BC re S Existing / Currently Planned Major Road Network Futu (1) these improvements dependent on new full movement interchange being located at 192 St and not Harvie Rd; (2) 96 Ave will be widened to 4 lanes westward to Surrey City Centre in stages N.T.S. 4027-15 Map 1
N Golden Ears Way Off-street Path to be coordinated with Metro Vancouver (post 2010) To Surrey City Centre 96 Avenue To Golden Ears Bridge To Walnut Grove (Langley) 96 Avenue Anniedale A Tynehead Anniedale B To Future 200 St Park & Ride and Walnut Grove Highway 15 Off-street Path to be provided with 96 Avenue Widening works (2010-2011) Future Bicycle Route to connect to East Clayton (Alignment and type of facility to be confirmed) 88 Avenue Legend - Cycling Facilities Existing Marked Bike Lanes Existing On-Street Bicycle Route shared with Traffic Existing Off-street Bicycle Path Future Off-street Bicycle Path Future Bicycle Route (On-street or Off-street) Future Pedestrian / Cyclist Overpass To Walnut Grove (Langley) 192 Street To 22nd Street SkyTrain Station (New Westminster) & TRANSPORTATION PLANNERS AND ENGINEERS Anniedale & Tynehead GLUP Road Network Plan, Surrey BC To Surrey City Centre and beyond Existing / Currently Planned Transit & Bicycle Network Pedestrian / Cyclist Overpass on Highway 1 (Province - long-term?) Legend - Transit Services Route #388 (22nd Street Station / Walnut Grove) - Peak Freq. 30 min Route #501 (Surrey Central Station / Langley Centre) - Peak Freq. 20 min Route #590 (Surrey Central Station / Langley South) - Peak Freq. 20 min Route #509 (Surrey Central Station / Walnut Grove) - Peak Freq. 20 min Future Local Bus Service from Surrey Central to Walnut Grove - Peak Freq. 20 min Future Neighbourhood Bus Service from Port Kells to Walnut Grove - Peak Freq. 15 min Future Highway 1 BRT - Peak Freq. 5 min Map Note: Currently no bus stop in Anniedale / Tynehead area N.T.S. 4027-15 2