Transit-Oriented Communities for South of Fraser

Transit-Oriented Communities
for
South of Fraser
Moreno Rossi, MBA, MCIP
Program Manager
Transport Infrastructure Development
1

Presentation Outline
The Challenge: Retrofitting an Auto-Oriented Region
Building Transit-Oriented Communities
What TransLink is Doing
Lessons Learned
2

Motordom!
Destinations are spread out.
Roads are for high-speed motor vehicle traffic.
Hostile to pedestrians and cyclists.
Landscape is dominated by surface parking.
Difficult and expensive to provide high quality transit!
TOWNSHIP OF LANGLEY (NEAR MUNICIPAL HALL)
3

Challenges in South of Fraser
Journey-to-Work, 2006 Census
4

Auto-oriented vs. Pedestrian-oriented
FRASER HIGHWAY, LANGLEY
Large parking lot between street and buildings
Automobile access is primary consideration
LANGLEY CENTRE
Ample sidewalks with buildings directly adjacent
Automobiles accommodated, but not dominating
5

Transit-Oriented Communities:
are places that facilitate a decreased reliance on driving by focusing:
higher-density development,
diversity of uses, and
pedestrian-friendly design,
within walking-distance of frequent transit
are really pedestrian-oriented communities connected by transit!
REDMOND, WA (SEATTLE SUBURB)
6

What are the Benefits?
More cost-effectivetransitservice
Higher quality transitservice
Improved public realm&livability
REDMOND, WA (SEATTLE SUBURB)
7

Building Transit-Oriented Communities: the 5 “D”s
1. DestinationAccessibility
Be on the way!
The best transportation plan is a land use plan!
8

2. Distanceto Transit
Within 5-10 minute walk of frequent transit service
< 800m
< 600m
< 400m
9

3. Density
Highest densities should be adjacent to the station area with densities stepping down to match the scale of buildings at the periphery.
10

4. Diversity
Provide a rich mixture of uses
Diverse housing types
Put complimentary uses within walking distance of each other (housing, shopping, schools, jobs)
11

5. Design
Streets and public spaces should:
Be lively and vibrant
Be pedestrian/bike-friendly
Be well-connected
Minimize negative impacts of motor traffic on other modes
12

More strategic approach to land use and transportation
Supply-side (transit provision)
Frequent Transit Network (FTN)
Demand-side (land use shaping)
Partnerships w/ municipalities on TOD plans
13

Frequent Transit Network (FTN)
At least every 15 min throughout the day; 7 days/week
Framework for a conversationaround transit and land use coordination
14

Rapid Transit Studies
Needs careful analysis:
Long lead times
Capital intensive
Conversation about regional priorities:
Land-use shaping / Land-use serving
15

Station/Exchange Area Planning
Partnerships with municipalities to:
Better integrate transit infrastructure into the community
Help develop transit-oriented urban structure and design
16

e.g. Surrey Central Transit Village Plan
Surrey Central SkyTrain Station
Existing land consumed by surface parking
17

e.g. Newton Town Centre Land Use & Transportation Plan
Newton Transit Exchange (Existing and Future)
18

Real Estate Development
TransLink Property
Newton Transit Exchange (Existing and Future)
19

Lessons Learned
Prioritize pedestrians! Walkable urban design is crucial to optimizing transit investment.
Integrate land use and transit infrastructure at outset. Avoid costly interventions later!
Be on the way! The best transportation plan is a land use plan.
Focus private and public development along the Frequent Transit Network.
Civic buildings and public sector development can be key catalysts to more transit-oriented communities
20

Thank you!
Transit-Oriented Communities
for
South of Fraser
Moreno Rossi, MBA, MCIP
Program Manager
Transport Infrastructure Development
moreno.rossi@translink.ca
21

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Transit-Oriented Communities for South of Fraser

by South Fraser Blog - South Fraser OnTrax

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