At Street Level

AT STREET LEVEL
A STREETSCAPE TYPOLOGY ANALYSIS OF THE HALIFAX
PENINSULA USING THE URBAN TRANSECT MODEL
IAN E. HARPER
DALHOUSIE UNIVERSITY - MASTERS OF PLANNING
PLANNING 5000 - STUDIO I
INDIVIDUAL RESEARCH PROJECT
INSTRUCTOR: DR. AHSAN HABIB
FALL 2014

“IN THE ‘URBAN’ ENVIRONMENT,
THERE ARE MANY CONFLICTING
DEMANDS PLACED ON THE STREET
SYSTEM, INCLUDING THOSE OF
PASSENGER CARS, TRUCKS, TRANSIT
VEHICLES, CYCLISTS AND PEDESTRIANS.
IT IS IMPORTANT TO RECOGNIZE
THAT THE STREET SYSTEM MUST BE
EFFECTIVELY SHARED. RIGHTS-OF-WAY
IN THE ‘URBAN’ ENVIRONMENT MUST
ALSO SERVE OTHER NON-TRAFFIC
NEEDS SUCH AS UTILITIES, LIGHTING,
ENVIRONMENTAL FEATURES, AND
STREETSCAPING.”
(HALIFAX REGIONAL MUNICIPALITY, 2013, P. A12)

COVER PAGE: GOTTINGEN STREET (SOUTH)
&
FIRST PAGE INSET: HYDROSTONE VILLAGE,
NORTHEND HALIFAX
IMAGE SOURCES: HARPER, 2014

Beautiful, welcoming, and safe streets can define a
healthy and vibrant urban core; likewise, dark, unsafe
and barren streetscapes can define failing or detested
urban centres. “Well-designed streets can be a vital
resource in social, economic and cultural terms;
they can be the main component of our public realm
and a core element of local and national identity”
(The Scottish Government, 2010, p. 1). This study
investigated streetscapes on the Halifax Peninsula,
focusing on case studies of ‘Urban Centre’ and ‘Urban
Core’ areas based on Duany & Plater-Zyberk’s Urban
Transect Model. This micro-project was limited
by duration (three weeks) and resources (single
researcher).
The goal of the study is to
1. Identify urban typology and characteristics
(based on the Urban Transect Model) of the
Halifax Peninsula, specifically in the commercial
and mixed-use streetscape.
2. Identify recommended actions to improve
overall sustainability in Halifax through examples
of effective urban streetscapes from North
America.
STUDY AREA
The Halifax Peninsula is located in Halifax County,
Nova Scotia, Canada. As of 2011, the Peninsula was
home to 73,295 residents, 45.3% of the population
make use of an automobile to get to work, 16.8% use
public transit, 2.4% cycle, and 28.7% walk to work.
The north-end corridors of Gottingen Street and
Agricola Street were investigated as case studies of
Urban Centre zones. Downtown Halifax was analysed
as an example of an Urban Core zone.
POLICY CONTEXT
The streetscapes on the Halifax Peninsula are primarily
affected by two policy documents that resulted from
the 2008 HRMbyDesign policy; the Downtown Halifax
Master Planning Strategy (DHMPS) presents designs
for the urban core, while the Centre Plan examines
the areas around Agricola Street and Gottingen
Street. Each policy provides the guiding principles
for their respective areas, and suggests designs
that are sensitive to the surrounding buildings and
community. The supplementary Schedule 1: Design
Guidelines (associated with the DHMPS) lays out
design guidelines for each of the nine precincts of the
downtown core.
FINDINGS
Gottingen Street and Agricola Street share many
characteristics that define their streetscapes, including:
• Low- to medium-density commercial or mixed-use
buildings with commercial at grade,
• Primarily flat-roof construction,
• Moderately wide sidewalks of approximately 11
feet,
• Automobile oriented street lighting,
• Limited street trees,
• Limited public seating options, and
• Parallel on-street parking.
Gottingen Street possesses higher density and more-
mixed use buildings than Agricola Street, including
new mixed-use condominiums of six storeys.
Gottingen is also experiencing rapid change, with new
businesses recently affecting the streetscape; however,
there still remain many vacant storefronts and lots.
These vacancies provide Halifax with opportunities
to implement the elements of streetscape design
suggested by current policies.
Downtown Halifax possess the tallest buildings on the
Peninsula, the widest variety of architectural styles,
set-backs, and streetscape typologies. The DHMPS
identifies nine precincts in the downtown core, each
with different defining elements of the streetscape.
Consistently, however, the downtown core possesses:
• Medium- to high-density mixed-use buildings with
commercial at grade,
• Primarily flat-roof construction (except in historic
districts or isolated heritage properties), and
• Wide sidewalks (greater than 11 feet).
Some precincts, such as the Barrington Street Heritage
Conservation District (BSHCD), have elements that
differentiate the streetscape from other areas:
• Distinctive street signs in the district,
• Antique-style pedestrian-scale lighting within the
district.,
• Brick or detailed sidewalks, and
• Consistent with historical precedent, eight
SUMMARY
i

buildings per block with at least one storefront
window per building.
Case studies of other cities around the world have
found that effective urban streetscapes present the
following characteristics:
• Very wide sidewalks, in excess of 10 feet,
• Abundant street-trees,
• Priority given to pedestrians, not automobiles,
• Frequent and varied public seating options,
• Pedestrian-scale lighting, and
• Diverse and interesting store-fronts at grade.
RECOMMENDATIONS
The guidelines expressed by planning policies, if fully
implemented, would generate attractive and functional
streetscapes. To date, however, many elements are
missing.
1. The first recommendation is to implement
street-trees as a required element for all future
development along Gottingen and Agricola Street.
Implement where feasible within the Downtown
Core.
According to Allan Jacobs, in his book Great Streets,
“trees can transform a street more easily than any other
physical improvement. Moreover, for many people,
trees are the most important single characteristic of
a good street” (1993, p.293). Street trees are widely
missing from the case study transects, yet possess
many benefits. In fact, the Halifax Urban Forest Master
Plan identifies Agricola and Gottingen Street as target
areas for street-tree planting.
2. The second recommendation is to implement
supporting policies to further promote infill
development on the Halifax Peninsula.
HRMbyDesign promotes infill development as an
alternative to the greenfield development that is
facilitating low-density suburban development in
Halifax. Gottingen Street, with the abundance of
vacant lots and properties, currently presents an
excellent opportunity for infill development.
3. Integrate design elements, such as frequent and
varied seating options, pedestrian-scale lighting,
and pedestrian-oriented signage, to promote active
pedestrian use of urban centres on Halifax.
With the implementation of these recommendations,
the use of the design guidelines set forth in
HRMbyDESIGN, the DHMPS and the Centre Plan,
and consideration of the characteristics identified in
international examples, the Gottingen and Agricola
streetscapes can be improved to offer an excellent
urban environment for the residents of Halifax. As
Charles Montgomery stated, “aesthetics matter. We
walk farther when streets feel safe and interesting”
(2013, p. 189). If Halifax can implement these
recommendations and improve the aesthetics of
the streets, it can use the“redesigned streetscapes
[to] encourage a culture of walking” (Halifax, 2014,
p. 5), thereby reducing automobile use and the
associated greenhouse gas emissions. Ultimately,
Halifax is presented with an immediate opportunity
to implement the strategies they have created; the
question is, will the city seize it?
Figure A: Pedestrians walk along Gottingen Street, past the new
EDNA eatery. This is one of the few blocks that possess street trees
(Harper, 2014).
ii

Introduction
Objectives
Methodology
The Urban Transect Model
Study Area
Elements of a Streetscape
Policies and Practices
The Halifax Policy Context
T-5 Urban Centre Zone Studies
Gottingen Street
Agricola Street
Examples of T-5 Urban Centre Zones
Cook Street Village, Victoria, British Columbia
Skaneateles, New York, USA
T-6 Urban Core Zone Study
Downtown Halifax
Examples of T-6 Urban Core Zones
Portland, Oregon, USA
Madison, Wisconsin, USA
Streetscapes and Sustainability
Where From Here?
Implementation Recommendations
Works Cited
TABLE OF CONTENTS
1
2
2
2
3
4
4
6
8
11
13
14
15
18
19
20
21
23
24

TABLE OF FIGURES
1
1
1
2
3
5
5
6
7
7
9
9
9
10
10
12
12
12
13
13
13
14
14
14
16
17
17
17
18
18
18
18
19
19
19
19
20
22
22
Figure 1: North Michigan Avenue, “Magnificent Mile,” Chicago, Illinois.
Figure 2: Champs-Élysées, Paris, France.
Figure 3: Side-street in Germany.
Figure 4: The Urban Transect Model
Figure 5: Project study area, including Gottingen and Agricola Streets (T-5) and Downtown Halifax (T-6)
Figure 6: East Houston Street, New York City
Figure 7: East Houston Street (Whole Foods), New York City
Figure 8: Suggested building masses for Halifax
Figure 9: Suggested building typologies by Urban Transect for Halifax
Figure 10 : How HRMbyDESIGN suggests implementing infill development in Halifax, including scaling to
abutting properties
Figure 11: Gottingen Street near Falkland, looking north, Halifax, circa 1957
Figure 12: Gottingen Street at night circa 1962
Figure 13: New storefronts on southern Gottingen Street
Figure 14: Gottingen Street, near Portland Place
Figure 15: Looking north along Gottingen Street, that lacks significant variation or engaging details.
Figure 16: Looking north up Agricola Street
Figure 17: Look south along Agricola Street
Figure 18: South Agricola Street
Figure 19: Cook Street Village in Victoria, BC
Figure 20: Cook Street Village Store Front
Figure 21: Sidewalk Streetscape in Cook Street Village
Figure 22: Downtown Skaneateles
Figure 25: Looking north up Barrington Street
Figure 26: Distinct street signs and lamp posts distinguish the Barrington Heritage Conservation District
Figure 27: Brunswick Street, looking north, along podium of new 19twenty building
Figure 28: Brunswick Street, looking north towards Cogswell Street
Figure 29: Portland’s waterfront in 1898, when Portland was the major northwest port
Figure 30: Downtown Portland has very wide sidewalks, well-scaled buildings, street trees and pedestrian
scale lighting.
Figure 31: Transit-oriented mid-rise development in the Pearl District of Portland
Figure 32: Pioneer Place in Downtown Portland, with pedestrian scale lighting, wide ornamental sidewalks,
and transit-oriented development
Figure 33: State Street is the primary downtown “strip” of Madison, and is known for its local shops and
restaurants
Figure 34: Ranked the most walkable city (in the United States) in 2007, Madison has a low accident rate
for pedestrians and “tons of walking paths.” State Street has many curbside restaurants
Figure 35: Another section of State Street, again showing the many street trees, public seating, variety of
store-fronts and wide sidewalks
Figure 36: Wider sidewalks, public seating, and pedestrian scale lighting should be consider in Halifax
Table 1: Average Customer Expenditures by Mode of Travel and Type of Establishment
Figure 37: UFMP Implementation Strategy for the North End
Figure 38: What goes here? Vacant lot on Gottingen Street presents excellent opportunity to improve the
streetscape, including commercial at grade and new street trees

Beautiful, welcoming, and safe streets can define
a healthy and vibrant urban core; likewise, dark,
unsafe and barren streetscapes can define failing
or underutilized urban centres. “Well-designed
streets can be a vital resource in social, economic
and cultural terms; they can be the main component
of our public realm and a core element of local and
national identity” (The Scottish Government, 2010, p.
1). Famous streetscapes around the world are defined
by how the different elements are combined to engage
individuals, typically beyond the automobile. Examples
include “The Magnificent Mile” in Chicago, Illinois
(renowned as “… one of North America’s greatest
shopping streets. It runs along Michigan [Avenue]
through the heart of Chicago” (Di Serio, 2007))
(Figure 1), Champs-Élysées, Paris (one of the most
famous grand boulevards, known for its many cafés,
shops, monuments and wide pedestrian walkways)
(Jagannath, 2014)(Figure 2), or many of the old streets
of Europe (Figure 3).
These districts each have different typologies and
distinct elements that make them famous, attractive
streetscapes; however, they are all linked by the
variety of uses they offer to all users. “Movement
along a street is vital, but it should not be considered
independently of the street’s other functions. The need
to cater [to cars] is well understood by designers, but
the passage of people on foot and cycle has often been
neglected. Walking and cycling are important modes
of travel, offering a more sustainable alternative to
the car, making a positive contribution to the overall
character of a place, public health, social interaction
and to tackling [greenhouse gas reductions]” (The
Scottish Government, 2010, p. 8).
Furthermore, studies have shown that patrons that
arrive by foot or by bicycle visit commercial retailers
and restaurants more frequently and spend more
per month, contributing more to the local economy
at a lower infrastructural cost (Maus, 2012; Clifton,
Morrissey, & Ritter, 2012). The scale of some of
the aforementioned streetscape examples are
lingering examples of the City Beautiful Movement
grand avenues, something generally absent from
the Halifax context. The grand avenues allow for
a greater variety of transportations to be allotted
designated travel areas. Narrower streets create
greater competition for space, which has typically
been afforded to automobile traffic that has defined
the modern cityscape. Yet, the most popular and
attractive streetscapes frequently do not offer priority
to automobile traffic, instead provide human-
scale elements to attract pedestrians and cyclists.
Figure 1: North Michigan Avenue, “Magnificent Mile,” Chicago,
Illinois (Illinois in Focus, n.d.)
Figure 2: Champs-Élysées, Paris, France (Rejseguide365, 2014).
Figure 3: Side-street in Germany (DesktopNexus.com).
INTRODUCTION
1

The study will
1. Identify urban typology and characteristics
(based on the Urban Transect Model) of the
Halifax Peninsula, specifically within the
commercial and mixed-use streetscape.
2. Identify recommended actions to improve
overall sustainability in Halifax through examples
of effective urban streetscapes from around the
world.
To systematically respond to and achieve the
objectives, the following methodology was used:
1. Catalog characteristics through site visits that
differentiate each urban “transect” on the Halifax
Peninsula. These characteristics include, but
are not limited to, building heights, set-backs,
building materials, open space, sidewalk widths
and treatments, landscaping, and variety of uses.
a. Urban form will be cataloged through
photographs, and reviewed for similarities and
differences to determine the characteristics
that define Halifax’s urban transects.
b. Passive observation will be used to
distinguish how urban form affects the use of
space between transects.
c. Global Information Systems (GIS)
will be used to map study area and identified
transect locations on the Peninsula.
2. Conduct a literature review and gather
examples of effective urban streetscapes from
North America and the world to establish
potential policy or form changes to improve
sustainability in the region, including economic
and social vitality.
a. The literature review will include
analysis of planning theory from Jane Jacobs,
Andrès Duany and Elizabeth Plater-Zyberk,
Charles Montgomery and others.
b. The streetscape examples will be
gathered from journals, Internet sources, and
prior personal experience.
The Urban Transect Model was popularized in the
1990s with the rise of Andrès Duany and Elizabeth
Plater-Zyberk’s New Urbanist Theory. “To systemize
the analysis and coding of traditional patterns, a
prototypical American rural-to-urban transect has
been divided into six Transect Zones, or T-zones,
for application on zoning maps” (Center for
Applied Transect Studies, 2013). The variety of
built environments is the “…basis for organizing the
components of the built world: building, lot, land
use, street, and all of the other physical elements of
the human habitat. In each human habitat along the
rural to urban Transect, ‘immersive’ environments
are created - places that have an integrity and
coherence about them because of their particular
combinations of element” (Duany & Plater-Zyberk,
2014).
This study will only make use of the T-5 and T-6
(Urban Centre and Urban Core) transects of the
model (Figure 4). “Depending on the place, there
may be fewer or more T-zones determined by
analysis. For example, most towns do not have a T-6
Urban Core Zone” (CATS, 2013). T-5, or the Urban
Centre Zone, refers to areas with predominantly
medium-density buildings of six or less storeys. The
T-6, or Urban Core Zone, is predominantly high-
density buildings of greater than six-storeys (Price,
2008). The Urban Transect Model emphasizes not
only building mass by zone, but also how each
transect should scale into the next to provide a
transition rather than abrupt shifts from low-density
to high-density.
Figure 4: The Urban Transect Model (Ford, 2012).
OBJECTIVES
METHODOLOGY
THE URBAN TRANSECT
MODEL
2

The Halifax Peninsula (henceforth ‘the Peninsula’)
is located within Halifax County in Nova Scotia,
Canada. As of 2011, the Peninsula was home to 73,295
residents, 72.2% of whom were of working age (20 to
64 years) (Nova Scotia Community Counts, 2011).
The Peninsula also has a median average family
income of $77,922.00, compared to the Nova Scotia
median average of $68,102.00; however, that wealth
is not evenly distributed and a total of 24.2% of the
population in private households on the Peninsula
had low income status in 2011, while just 17.4% of the
Nova Scotian population in private households had
low income status (Nova Scotia Community Counts,
2011).
On the Peninsula, 45.3% of the population make use of
an automobile to get to work, while 16.8% use public
transit, 2.4% cycle, and 28.7% walk; in contrast, in
Nova Scotia 84.6% of the population make use of a
vehicle to get to work, 6.6% use transit, 0.7% cycle, and
6.8% walk (Nova Scotia Community Counts, 2011).
With a significantly higher than average percentage of
the population opting for active transportation (31.1%)
and another 16.8% choosing public transit, the Halifax
Peninsula is well positioned to adapt their streetscapes
to promote pedestrian and bicycle traffic.
For this study, the T-5 (Urban Centre Zone) and T-6
(Urban Core Zone) will be analysed (Figure 2). “The
core and center tiers are not necessarily located at the
geographic center of a neighbourhood” (New Urban
News, 2001, p. 1-6); they often exist at the intersection
of several neighbourhoods, so that they may share the
resources and amenities. Gottingen Street and Agricola
Street are excellent examples of commercial and
mixed-use T-5 transects on the Peninsula. They are
comprised primarily of medium-density buildings of
six-storeys or less, with a variety of building uses and
commercial frontages. The downtown area represents
the T-6 Urban Core transect; this area has the highest
density and widest variety of building mass, form and
uses. The character of the streets in this transect also
vary, however, presenting different defining elements
throughout the transect (Figure 5).
STUDY AREA
Figure 5: Project study area, including Gottingen and Agricola Streets (T-5) and Downtown Halifax (T-6) (Harper, 2014).
3

There are many elements that contribute to a
streetscape, from the roofs all the way down to the
material of the street and sidewalks. Many argue that
the most important element of a commercial/mixed-
use urban area is the storefronts. For example, “the
storefront, arguably the most important segment
of a commercial building, is often the portion that
pedestrians and drivers notice most. … [It] establishes
the visual relationship between the interior of a
shop and the sidewalk, and presents the character
of a business” (Portland Main Streets, 2011, p. 7).
Consideration should go into every element of the
storefront, including lighting, doors, signage, façade
material, and windows.
Other key elements play into the character of a
streetscape:
• The scale and positioning of street lights;
• The frequency, variety and style of seating;
• The surface and width of sidewalks;
• The vegetation size and variety; and
• The use of street art or other engaging
elements.
Street to street, district to district, and city to city,
these elements are all connected differently to provide
an engaging (or not) streetscape. It is the effective
combination of these elements to facilitate human
engagement and interaction that creates the most
memorable, attractive and sustainable streetscapes.
No two streets are identical; our interactions with
the various elements on a daily basis are affected by
the variations in the streetscape. “The issues around
good street design are highly dependent on context
and may vary considerably in their nature and
complexity from one circumstance to another” (The
Scottish Government, 2010, p. 11). To ensure that
all streets are safe, accessible, and enjoyable, tools
such as design standards and guidelines can be used.
Halifax, formerly the Halifax Regional Municipality
(HRM), has a series of design guidelines to govern
streets, sidewalks, storm-water, lighting, trees and
other streetscape elements (the full document can
be accessed here: http://www.halifax.ca/designcon/
design/documents/PartA-DesignGuidelines.pdf). The
purposes of these guidelines are “to provide uniform
standards for the construction of infrastructure within
[Halifax]” (Halifax Regional Municipality, 2013, p.
A4).
Halifax General Principles for Design of Streets (HRM,
2013, p. A13)
• Street layout, design, and control should
express and reinforce street function.
• The overall street network should include
streets designed to accommodate through traffic,
in addition to local streets.
• Local streets should be linked to higher
classification streets in a way that provides good
access to other parts of the community and region,
and minimizes the chances of the local streets’ use
by through traffic.
• Land uses along streets intended to carry
through traffic should be selected and designed
to minimize their sensitivity to adverse effects
of traffic. When possible, uses that can benefit
from the greater accessibility and public exposure
that non-local streets provide should be the ones
located on such streets.
• Strategies for reducing auto dependence both
by residents and by others are legitimate tools of
traffic management for local streets.
The primary guidelines set forth by Halifax still
give significant emphasis to efficient vehicular
movement with little mention of alternative modes
of transportation. Only the final statement provides a
non-committal nod to pedestrian and bicycle traffic.
However, “on January 7, 1997, the HRM Council
endorsed as policy the Transportation Association of
Canada’s ‘A New Vision for Urban Transportation’….
[This policy suggests designers]:
• Plan for increased densities and more mixed
land use.
• Promote walking as the preferred mode for
person trips.
• Increase opportunities for cycling as an
optional mode of travel” (HRM, 2013, p. A14).
In contrast, the Scottish Government also distinguishes
“roads” as spaces designed for the efficient flow of
traffic, while “streets” are places for social interaction
and economic activity where through traffic and
parking should be discouraged. They requires that
streets be considered “places” and that changes to
ELEMENTS OF A
STREETSCAPE
POLICIES & PRACTICES
4

streets are implemented with consideration to six
place-making qualities; streets should be distinctive,
safe and pleasant, easy to move around, welcoming,
adaptable, and resource efficient (2010, p. 11). These
qualities, while more abstract, have a clear distinction
from those of Halifax; they are people-oriented rather
than automobile-oriented.
Halifax does acknowledge that
in the Capital District streetscaping is a balancing
act of redesigning roads and implementing
improvements to commercial street corridors
for the purposes of creating destinations that
enhance the social experience of these ‘Places’,
their functionality and the aesthetic quality of
the public realm and of connecting both the
existing and the possible future activities that
may occur along them (HRM, 2013, p.A32).
The policy is very thorough, discussing specific models
of benches or species of trees that can be used to
modify the streetscape. It does not, however, discuss
how the policy can be used to affect sociability or
economic prosperity.
By restricting uses that typically require large spaces
and are designed with clean, blank frontages such as
banks, Denmark was promoting smaller, more diverse
economic uses in those spaces that would break
up the large, contiguous surfaces of a building into
distinguishable alcoves of activity. The logic is simple;
for example, on “East Houston Street, New York:
People reported feeling significantly happier along the
messy but active street front at top than they did along
the blank but tidy façade at bottom” (Montgomery,
2013, p. 162) (Figure 6 & Figure 7).
Zoning is one of the most common tools used to
control or affect a streetscape; this does not mean
that it is the most effective. As will be discussed
later, in Madison it is acknowledged that “downtown
vibrancy depends on a diverse mix of uses and a built
environment that is attractive and pedestrian-friendly.
Design guidelines and standards are often used to
protect and enhance the built environment” (MSA,
2014). Zoning typically separates land-uses, inherently
restricting the diverse mix of uses intrinsic to the
design of vibrant streetscapes.
SOME CITIES HAVE BEGUN TO STOP
DEVELOPMENT FROM KILLING THE SOCIABILITY
OF THEIR STREETS. ...MELBOURNE [AUSTRALIA]
ADOPTED RULES BANNING LONG, BLANK
FACADES AND FORCING NEW SHOPS AND
RESTAURANTS TO HAVE DOORS OR DISPLAY
WINDOWS COVERING AT LEAST 80 PERCENT OF
THEIR FRONTAGE. DANISH CITIES HAVE GONE
FURTHER. IN THE 1980S MOST LARGE CITIES
IN THE COUNTY ACTUALLY RESTRICTED BANKS
FROM OPENING NEW BRANCHES ON THEIR MAIN
SHOPPING STREETS. IT IS NOT THAT THE DANES
HATE BANKS; IT IS THAT PASSIVE BANK FACADES
BLEED LIFE FROM THE SIDEWALK, AND TOO
MANY OF THEM CAN KILL A STREET.
(MONTGOMERY, 2013, P. 163).
Figure 6: East Houston Street, New York City (Montgomery, 2013)
Figure 7: East Houston Street (Whole Foods), New York City
(Montgomery, 2013).
5

THE HALIFAX POLICY CONTEXT
Halifax’s urban design document, HRMbyDesign (2008), produced two planning documents that directly affect
the study area: the Downtown Halifax Master Planning Strategy and the Centre Plan.
• Create economic development opportunities through
new, clear, predictable and expedient approval processes;
• Result in walkable and complete neighbourhoods;
• Focus growth, change, and density on vacant and
underutilized land (“opportunity sites”) and along major
urban corridors;
• Protect the character and scale of existing
neighbourhoods;
• Ensure that patterns of land use and transit/active
transportation are mutually supportive;
• Reduce HRM’s environmental footprint through the
reduction in energy and resource consumption associated
with dense and walkable communities;
• Improve housing affordability and housing options; and,
• Keep the cost of municipal services low (and thereby
protect the residential tax rate) by focusing growth in
areas with existing infrastructure and services.
CENTRE PLAN GOALS
1. A Sustainable Downtown: promotion of a compact, intensified and
walkable downtown; strategies to promote sustainable settlement patterns,
building design and environmentally sustainable development practices.
2. A Living Downtown: create distinct neighbourhoods while supporting
the creation of residential opportunities, including desirable high-density
neighbourhoods with a variety of housing choices that are supported by
high quality community, streetscape and open space amenities.
3. A Distinct Downtown: maintain a distinctive downtown by preserving
and reinforcing the elements that impart a sense of history, culture and a
distinct natural setting.
4. A Beautiful Downtown: restore the pursuit of longevity, civic pride,
visual appeal, and inspiring qualities to the design, improvement and
construction of streets, open spaces and buildings.
5. A Connected Downtown: strengthen the visual and physical
connections between historical and natural assets, and civic and open
space destinations in the downtown; create similar connections to
surrounding districts and neighbourhoods outside the downtown, in
particular along major transit nodes and corridors.
6. A Vibrant Downtown: create a vibrant downtown by developing policies
and procedures that encourage a broad mix of land uses, the required
infrastructure and the necessary critical mass to support a creative and
exciting economic, cultural and social community.
SIX PRINCIPLES OF THE DOWNTOWN PLAN
Figure 8: Suggested building masses for Halifax
(Halifax Regional Municipality, 2012)
6

Halifax indicates that the “appropriate
building typologies” for the ‘Urban Centre
Zone’ include continuous and stacked
housing (such as row- or town-houses),
low-rise podium form types, and mid-
rise form types. Similarly, the appropriate
typologies for the ‘Urban Core Zone’ are
low-rise podium form types and mid-rise
form types, with the potential for high-rise
form types (Figure 9) (Halifax Regional
Municipality, 2012).
In order to provide scaling and
sensitivity to abutting properties, the
HRMbyDESIGN design guidelines suggest
the use of the tower-and-podium design,
popular in Vancouver, British Columbia,
to ensure that the streetscape retains a pedestrian scale (Halifax, April, 2014); the podium, or base of the tower,
extends out to the street and offers a smaller-scale massing, while the tower is set-back behind the base, and rises
up to provide density.
Furthermore, the policy seeks to promote infill development, rather than greenfield development (Figure 10);
infill development involves building
on vacant lots, or re-developing
underutilized lots, within an existing
urban area, while greenfield developments
are built on previously undeveloped
land. Gottingen and Agricola Street are
identified as “development hotspots” for
infill development in the Centre Plan.
Currently, Gottingen Street alone has four
vacant lots and an empty car garage; it is
easy to see why it is an ideal corridor for
infill development.
HRMbyDesign seeks to provide the
design guidelines and governing
principles to future development in
Halifax, and specifically on the Peninsula. “In the ‘urban’ environment, there are many conflicting demands
placed on the street system, including those of passenger cars, trucks, transit vehicles, cyclists and pedestrians.
It is important to recognize that the street system must be effectively shared. Rights-of-way in the ‘urban’
environment must also serve other non-traffic needs such as utilities, lighting, environmental features, and
streetscaping” (Halifax Regional Municipality, 2013, p. A12). The guidelines call for inclusive mobility (all
modes of transportation should be accommodated), the appropriate scale of buildings, a mix of uses in each
neighbourhood, complete streetscapes, the infill of vacant lots in the urban environment, and community
engagement (Halifax, April, 2014). According to Complete Streets for Canada, “a Complete Street is designed for
all ages, abilities, and modes of travel. On Complete Streets, safe and comfortable access for pedestrians, bicycles,
transit users and the mobility-impaired is not an afterthought, but an integral planning feature” (Complete
Streets for Canada, 2012).
Figure 9: Suggested building typologies by Urban Transect for Halifax (Halifax
Regional Municipality, 2012).
Figure 10 : How HRMbyDESIGN suggests implementing infill development in
Halifax, including scaling to abutting properties (Halifax Regional Municipality,
2012).
7

GOTTINGEN
S T R E E T
HARPER, 2014
T-5: URBAN CENTRE ZONE

Gottingen Street is located just north of the downtown core (Figure 5). The area has a long and tumultuous
history, but has always had some commercial character. “When military property prevented the extension of
Brunswick Street north of North Street,… Gottingen [Street] became the main artery of Halifax’s expanding
North End. In the late 1800s and early 1900s, north Gottingen attained prestige as a residential address, and
south Gottingen became a bustling centre of commerce ” (Oostveen, 2010). Unfortunately, the area was
decimated by the Halifax Explosion in 1917, and many of the historic buildings were lost; the street was rebuilt
with the grid pattern and general form seen today. While the area retained its commercial character (Figure 11,
Figure 12), “after the Second World war, owing to demographic trends and unsuccessful urban planning, the
area surrounding south Gottingen began to deteriorate, so that by the 1970s it presented an unflattering image of
urban decay” (Oostveen, 2010).
Gottingen Street continued to decline in the latter half of the twentieth century due to urban renewal “slum”
clearance (Roth, 2013). In more recent years, the area has begun to see reinvestment and redevelopment, often
associated with gentrification. Several new mixed-use condominium buildings and commercial vendors have
opened, particularly along the southern stretch of Gottingen Street. These changes are beginning to transform
the streetscape, bringing new densities, storefronts, and materials to the area (Figure 13).
The surrounding area is comprised of a
diverse mix of commercial, residential,
community, and institutional uses within
a varied built environment. According
to Halifax, land uses include: various
commercial, service, institutional and
community uses; low to medium rise
residential apartments on Gottingen Street
and lower density housing forms on Maitland
Street (Anguish, 2014). “Restaurants,
retailers, an organic food store and a TV
station have moved in, aided by the North
End Business Association’s peeling away of
the area’s stigma. Agricola is bustling and
Gottingen is beginning to look like it did in
GOTTINGEN STREET
Figure 13: New storefronts on southern Gottingen Street (Harper, 2014).
Figure 11: Gottingen Street near Falkland, looking north,
Halifax, circa 1957 (Oostveen, 2010)
Figure 12: Gottingen Street at night circa 1962 (Oostveen, 2010)
9

the 1950s. ... Through policy, the municipality is promoting density in the regional centre ... and attempting to
make land use more efficient in order to reduce the extension of services into the sprawling suburbs” (Beaumont,
2013). It is important that as Gottingen Street develops, and the streetscape evolves, the history and character is
not lost. Much of its character comes from the diversity present on the street; brick or wooden buildings, public
and private spaces, built or open spaces, the
contrasts define the space (Figure 14).
The Gottingen streetscape is defined, first, by the
primarily commercial frontages at street level.
Engaging streetscapes have frequent display
windows, doors, alcoves, and other elements;
large sections of plain or ‘dead’ building frontages,
such as industrial buildings, deter walking and
engagement (Montgomery, 2013). As is common
in T-5 (and T-6) areas, the roofs are primarily flat
along Gottingen Street (New Urban News, 2001).
The sidewalks are made of basic concrete (per
HRM guidelines; HRM, 2013, p. A30), and are
of moderate width (approximately 11 feet) with
a low standard curb and no landscaping berm (Figure 8). Building materials and design are highly varied along
Gottingen Street, as a result of incremental redevelopment in the area. There are few opportunities, however,
for seating along Gottingen Street; public buildings, such as the library, have benches and low walls that can
be used for seating, but public seating is not offered at regular intervals in this area. The southern portion of
Gottingen Street possesses the most diversity of structures and the most varied streetscape. To the west, a new
apartment building with a restaurant at the base stands at six-storeys. On the east are the traditional one- to two-
storey buildings with commercial frontages. Colours and signs help designate each store frontage, and provide
character to the streetscape. This stretch of the street also demonstrates that street trees are possible here.
Parking along Gottingen Street occurs parallel to the curb,
providing a barrier of cars between active traffic and the
sidewalk; there are no bike lanes in the area. Despite its mixed-
use characteristic, during observation on a clear, sunny Saturday
afternoon, there were significantly more vehicles than pedestrians.
It appeared that even many of those pedestrians that were present
arrived by automobile.
• Concrete sidewalks of moderate (10-12 feet) width.
• Primarily commercial frontages, occasionally with residential or
office space above
• Moderate building heights: one- to six-storeys.
• Flat roof construction.
• Parallel on-street parking, automobile-scale street lighting.
• Very few street trees.
• Decreasing commercial use towards the north of street.
• Colours, signage or awnings differentiate space
• Most storefronts abut the sidewalk, with no setback.
• Limited public seating options, public art.
• Seasonal cafe patios.
CHARACTERISTICS
Figure 15: Looking north along Gottingen Street, a
section that lacks significant variation or engaging
details. (Harper, 2014).
Figure 14: Gottingen Street, near Portland Place (Harper, 2014).
10

A G R I C O L A
S T R E E T
HARPER, 2014
T-5: URBAN CENTRE ZONE

Agricola Street, like Gottingen Street, is located in the north end of Halifax, and is a medium-density primarily
commercial use corridor. Present-day Agricola is known for its farmers markets, local-sourced restaurants and
craft breweries. The streetscape is very similar to Gottingen, if not at a slightly smaller scale (Figure 16 and
Figure 17). There are fewer buildings taller than four-storeys along Agricola than on Gottingen Street, largely due
to the more residential character of the immediately surrounding neighbourhood.
The setbacks are more consistent along Agricola than along Gottingen Street, while elements such as awnings,
signs, benches and tables serve to break up façade into smaller segments, welcoming pedestrian traffic (Figure
17). There are also more public seating options along Agricola, such as benches or planters. The widths and
materials of sidewalks are nearly identical on Agricola Street when compared to Gottingen. The more southern
portion of the street, however, has much nsidewalks (approximately 4 feet) separated from the street by a
landscaping berm (Figure 18).
The current land use bylaw (LUB) for this area separates land
uses, sets minimum requirements for parking, the setback
distances between buildings, and maximum building heights.
“These zoning tools do little to encourage complete communities
with a mix of uses, walkable streets, and protection of established
neighbourhoods. Phase 1 of the Centre Plan proposes updating
the existing LUB to accommodate opportunities for well-
designed development on this key corridor, while protecting
the character and scale of surrounding neighbourhoods”
(HRMbyDesign, 2013).
• Primarily two-storey commercial buildings, with no setback
from sidewalks.
• Parallel curbside parking.
• Automobile-scale lighting.
• A variety of awnings and signs that extend from storefront to
provide a more visually engaging sight-line.
• Approximately 8 to 10 feet wide concrete sidewalks. Southern
Agricola has 4 foot sidewalks with landscaping berm next to
street.
AGRICOLA STREET
CHARACTERISTICS
Figure 16: Looking north up Agricola Street (Harper, 2014). Figure 17: Looking south along Agricola Street (Harper, 2014)
Figure 18: South Agricola Street (Harper, 2014)
12

Cook Street Village in Victoria, British Columbia
is located approximately 2 kilometers south of the
Downtown Core (Inner Harbour). The density and
proximity to the downtown core of Cook Street
Village is very similar to that of both Gottingen
Street and Agricola Street in Halifax. “Because of the
Village's pedestrian friendly streets, its small town
atmosphere, and its proximity to the downtown, the
area surrounding The Cook Street Village is one of
Victoria's most popular destinations for…people
seeking a home to purchase” (Cook Street Village
Community). Cook Street Village is renowned for
its social environment, boutique shops and cafes,
tree-lined streets, and pedestrian and bicycle friendly
space. Sidewalks are wide and often separated from
the traffic by landscaping and trees, giving it a healthy
and green atmosphere (Figure 19). The sidewalks use
semi-permeable paver stones to reduce runoff, which
is further reduced by the landscaping and trees.
The buildings are typically two to four storeys, with
commercial foundations and residential upper-floors.
The mix of retail shops, restaurants and cafes, and
groceries provide engaging and varied storefronts and
facades (Figure 20 and Figure 21). The streetscape
also provides a variety of seating options and natural
alcoves that foster a sense of sociability. All of these
characteristics and elements combine to create a
vibrant and well-used streetscape urban centre
streetscape.
Set backs in Cook Street Village are larger than
along Gottingen Street or Agricola because of the
combination of wide-sidewalks, large landscaping
berms, and street-trees (Figure 21). However, the set
backs, in this case, provide more public space and
seating options to users of the space, rather than
creating private or inaccessible space. The many street
trees buffer the public space from the road and provide
parking screens.
EXAMPLES OF T-5 URBAN CENTRE ZONES
COOK STREET VILLAGE, VICTORIA , BC
Figure 19: Cook Street Village in Victoria, BC (Colliers Canada,
2014)
Figure 20: Cook Street Village Store Front (Colliers Canada, 2014)
Figure 21: Sidewalk Streetscape in Cook Street Village (CityHub,
2014)
13

Another example of T-5 Urban Core streetscapes can
be taken from Skaneateles, New York. In 1996, the area
adopted a New Urbanism inspired zoning policy to
regulate “streetscapes, parking, sidewalks, architectural
elements, and other design features” (New Urban
News, 2001, p. 9-5). In Skaneateles, a town of 7,215
people (United States Census Bureau, 2012), their
downtown represents a T-5 Urban Centre, rather than
a T-6 Urban Core. The area contains roughly the same
building massing as Gottingen Street and Agricola
Street, with flat-roofed two- to three-storey buildings
with commercial frontages. The are no multi-storey
buildings above four-storeys in this village centre
(Figure 22).
The town defines its downtown Village “as a distinct
and definable place in the context of its natural
landscape, a walkable mixed-use environment
characterized historically by beautiful streets defined
by durable and beautiful residential, commercial,
civic and religious buildings;” (Choe, et al., 2010, p.
VIII). The area uses shorter, pedestrian-scale lighting
and broad side-walks of varied material. It is also rich
with street-trees, which make the streetscape appear
healthier and more welcoming (Figure 23). Skaneateles
also provides frequent public seating within their
downtown core (Figure 24).
Skaneateles, like Halifax, is struggling with low
density sprawl. However, it acknowledges the virtues
of increasing density, particularly in existing urban
centres: “organizing denser mixed-use development
around beautiful public streets and squares supports
walking, public transit, and local retail activity....
[while] less dense development also means less
ability to support local retail, less ability to support
frequent and convenient public transit, more growth
elsewhere as low density sprawl, more investment in
public infrastructure, and most ironically an increase
in traffic congestion and its adverse environmental
impact” (Choe, et al., 2010, p. XI). The downtown
centre of Skaneateles has begun to effectively mix uses
around beautiful public streets and promote local retail
activity.
VILLAGE OF SKANEATELES, NEW YORK
Figure 24: Downtown Skaneateles (Choe, et al., 2010)
Figure 23: Downtown Skaneateles (Looi, 2013)
Figure 22: Downtown Skaneateles (Wikipedia Commons)
CONTINUED....
14

D O W N T O W N
H A L I F A X
T-6: URBAN CORE ZONEHARPER, 2014

The urban core of Halifax contains the highest
densities and tallest buildings. It is bounded to
the north by Cogswell Avenue and to the south by
South Street. The western boundary is ragged, but is
generally bounded by Brunswick Street and Citadel
Hill. It is the urban core area that provides the best
opportunity for dense, mixed-use communities
that can effectively reduce per-capita green-house
gas emissions (Montgomery, 2013; Owen, 2009).
Montgomery refers to Alex Boston, a project manager
on the North Vancouver Climate Action Plan, and
his straightforward metric: “if the city [is] going to
reduce its carbon foot print, it [needs] to give lots
more people a chance to do a lot more things closer
together. This [does] not necessarily mean building a
mini-Manhattan. It [means] weaving more apartments,
more town houses, more shops, and more jobs along…
the city’s central spine” (Montgomery, 2013, p. 267).
Halifax’s downtown core contains districts, like the
Historic Properties and the Barrington Heritage
District, and has many streetscapes that present a
distinct character. This section will attempt to identify
the unifying characteristics that define the T-6 region
of the Peninsula. According to Duany and Plater-
Zyberk, the T-6 region should contain the widest
sidewalks, structured parking, setbacks no greater than
ten feet, and commercial frontages at street-level (New
Urban News, 2001, p. 1-7). Furthermore, a key portion
of the secondary Downtown Halifax Master Planning
Strategy states that “The streetscape experience
will be improved through redevelopment which
incorporates active street level shops and activities.
Infill development and redesigned streetscapes will
encourage a culture of walking” (Halifax, 2014, p.
5). Figure 25 shows the variety of building forms
and heights found in the T-6 zone of Halifax, with
commercial storefronts at grade.
Much like the T-5 zone, buildings within the urban
core (with the exception of historic landmark buildings
and churches) have flat roofs. The area contains the
tallest buildings on the peninsula, and the widest
variety of architectural styles and building materials.
HRMbyDESIGN and the Downtown Plan propose
implementing density bonusing in the downtown core
to trade increased density for public amenity, such as
parks or public art (Halifax Regional Municipality,
2012).
HRMbyDESIGN identifies nine distinct precincts
within the downtown, including: southern waterfront,
Barrington Street south, Spring Garden Road, lower
central downtown, Barrington Street Heritage
Conservation District, upper central downtown,
historic properties, Cogswell area, and the North
End Gateway. Each precinct has a distinct character,
and a slightly different streetscape. As a part of the
Downtown Halifax LUB, Schedule S1 serves as a
design manual for the previously identified precincts.
Some of the precincts identified in HRMbyDESIGN
more closely resemble a T-5 Urban Centre Zone,
such as Spring Garden Road. Many others, such as
Barrington Street and the North End Gateway are
distinct T-6 Zones.
The Barrington Street Heritage Conservation District
(BSHCD) has a distinct character from the rest of the
Figure 25: Looking north along Barrington Street (Harper, 2014).
DOWNTOWN HALIFAX
16

urban core, despite sharing many characteristics.
Elements such as historic style lamp posts or distinct
street signs help distinguish the district from its
surrounding (Figure 26). Schedule S1, subsection
2.5(e) states that new development within the
BSHCD shall “respect the typical streetscape rhythm
comprised of up to eight buildings in each block
with one or more bay widths in each building”
(p. 4). The HCD exemplifies the importance of
preserving the historical character of culturally
important areas, while promoting continued use and
development. The Barrington HCD is currently the
only Conservation District in Halifax. “The heritage
value of Barrington Street lies in the historical and architectural significance of its buildings and civic open
spaces and its evolution as Halifax’s principal downtown commercial street over the 250 years from settlement to
today” (Halifax, 2014).
The North End Gateway has seen significant re-development
recently. Still under construction, the area has rapidly changed
into a high-density mixed-use section, with uses that include
residential units, hotel units, restaurants, cafes, and office space.
The new 19twenty rental apartment building is in its final
stages of construction, with the finishing touches added to the
commercial space at grade (Figure 27). Located immediately
next door is the Hampton Inn and Homewood Suites hotel
complex, which also features commercial space at grade. Across
the street, the much older Brunswick Heights Apartments are
being renovated to add new commercial space; the commercial
spaces will be built directly to the sidewalk and will provide a
pedestrian-scale podium behind which the taller towers will rise
(Figure 28). This new development has dramatically altered the
streetscape, but will provide increased commercial destinations
and more residents; the development has already began to
improve the quality and width of the pedestrian infrastructure
(Figure 27).
Figure 26: Distinct street signs and lamp posts distinguish the
Barrington Heritage Conservation District (Harper, 2014)
While some parallel street parking is provided,
most of the parking along the Northern
Gateway is below grade to preserve the
streetscape. The design guidelines “permit
surface parking lots only when they are an
accessory use and are in compliance with the
Land Use By-Law and design guidelines” (2009,
p. 6).
Figure 27: Brunswick Street, looking north, along
podium of new 19twenty building (Harper, 2014).
Figure 28: Brunswick Street, looking north towards Cogswell Street
(Harper, 2014).
17

Much like Halifax, Portland began as an important
port city. The city’s urban core, therefore, formed
around the industrial working harbour (Figure 29).
Despite a devastating fire, there remain many historic
industrial buildings in the downtown area, specifically
within the now re-developed Pearl District.
Later, in the late 1800s, Portland formed one of the
largest streetcar systems, which helped shape the
development along a grid-pattern we see today (Metro,
2012). However, like many cities around the world,
the rise of the personal automobile cause Portland to
abandon streetcars in 1941 (Metro, 2012). What makes
Portland so different from most North American cities
is its reinvestment in the streetcar system; in 2001,
Portland re-opened a streetcar system to service their
central business district (CBD) (Portland Streetcar,
2014) (Figure 30 and Figure 32). Following an
initial investment of $95 million USD to reinstall the
streetcars, the system contributed $778,480,000 USD
back into the economy (Hovee & Jordan, 2008).
As can be seen from the examples, many of the
buildings in Portland’s downtown core have either
been restored and re-purposed or have been scaled
and built with sensitivity to abutting properties (Figure
31). Halifax, too, had a once successful streetcar line.
Perhaps re-investing in a streetcar system that services
the CBD can invigorate economic investment and
development in the area, while promoting pedestrian
and transit-oriented development and associated
streetscapes.
EXAMPLES OF T-6 URBAN CORE ZONES
DOWNTOWN PORTLAND, OREGON, USA
Highly successful mixed-use, transit-oriented port-city urban core
Figure 29: Portland’s waterfront in 1898, when Portland was the
major northwest port (Oregon Historical Society, 2002).
Figure 30: Downtown Portland has very wide sidewalks, well-
scaled buildings, street trees and pedestrian scale lighting.
(Armstrong, 2010).
Figure 31: Transit-oriented mid-rise development in the Pearl
District of Portland (Clarke, 2010).
Figure 32: Pioneer Place in Downtown Portland, with pedestrian
scale lighting, wide ornamental sidewalks, and transit-oriented
development (Wikipedia Commons)
18

DOWNTOWN MADISON, WISCONSIN, USA
Medium -sized lake-side city, renowned for its excellent streetscapes
Figure 33: State Street is the primary downtown “strip” of Madison, and
is known for its local shops and restaurants (Brink, 2014)
Figure 34: Ranked the most walkable city (in the United States) in 2007,
Madison has a low accident rate for pedestrians and “tons of walking
paths.” (Castillo, 2013; Fagen, 2012).
Figure 35: Another section of State Street, again showing the many
street trees, public seating, variety of store-fronts and wide sidewalks
(Lydon, 2006).
Madison, Wisconsin, is a medium-sized city of
just 236,901 (City of Madison 2013). The city was
constructed using City Beautiful plans to surround
the Madison Capitol Building, and features a grid
pattern that is intersected by diagonal boulevards.
The city is home to “nearly 50,000 university
students..., [whom] combined with the legislators,
capitol workers, businesses and visitors have
resulted in a very vibrant community” (Harris, n.d.).
State Street in downtown Madison is considered
an “integral part of Madison’s Culture” and
“accommodates bike, pedestrian and bus traffic and
connects the [University of Wisconsin]-Madison
campus to the Capitol Square” (MSA, 2014)
(Figure 33). Furthermore, Madison understands
that “a successful streetscape balances function
with aesthetics, and creates a welcoming, safe
and comfortable environment for all users. The
streetscape of State Street
... incorporates flexible,
timeless, and sustainable
components” (MSA,
2014), such as street
trees, wide pedestrian-
friendly sidewalks,
frequent public seating,
pedestrian-scale lighting,
and a variety of activities
(Figure 34, Figure 35).
Madison possesses
many of the same
characteristics as
Halifax (population size,
institutional composition,
waterfront development,
etc.). While Halifax does not have the broad
avenues created by City Beautiful designs, it does
possess many historically important civic buildings
within its downtown core, and the same medium
density development found in Madison. Madison
has successfully increased the space dedicated to
pedestrians within its downtown core by providing
narrower roads in favour of wider sidewalks, or
pedestrian only promenades near the central city.
Some of these practices (Figure 36) should be
explored for application in Halifax.
Figure 36: Wider sidewalks, public
seating, and pedestrian scale lighting
should be consider in Halifax
(MSA, 2014).
CONTINUED....
19

STREETSCAPES &
SUSTAINABILITY
The scale, appearance, and design of a street often
dictate how, and how often, it is used. For example,
a street that is designed with a variety of seating,
pedestrian-scale lighting, and a mix of commercial,
social or institutional uses, will likely attract more
pedestrian traffic consistently throughout the day.
In contrast, a street designed with automobile-scale
lighting, expansive commercial or industrial land-uses
(such as car lots), and limited seating, is likely to attract
primarily automobile traffic, and only during business
hours. Montgomery notes that “…the power of scale
and design to open or close the doors of sociability
is undeniable. ... We cannot be forced together. The
richest social environments are those in which we
feel free to edge closer together or move apart as we
wish”(Montgomery, 2013, pp. 135-136). Furthermore,
Jane Jacobs acknowledged that “on successful city
streets, people must appear at different times. This time
is considered on a small scale, hour by hour through
the day” (Jacobs, 1961, p. 152).
Essentially, effective streetscapes improve the
sociability of a space, the conviviality of a city, and can
help to reduce greenhouse gas emissions by increasing
pedestrian traffic. In the case of streetscapes, it appears
to follow an if you build it they will come process:
“‘We found that if you make more road space, you get
more cars. If you make more bike lanes, you get more
bikes. If you make more space for people, you get more
people and of course then you get more public life’”
(Jan Gehl, in Montgomery, 2013, p. 151).
The North American city, like many cities around the
world, is suffering the lingering affects of automobile
addiction like a bad hangover; they have been left
with many streetscapes that are barren, dangerous,
and unfriendly. All over the continent, magnificent
examples of car-oriented strip-mall development
can be found. Unfortunately, “aesthetics matter. We
walk farther when streets feel safe and interesting”
(Montgomery, 2013, p. 189); aesthetics are sorely
lacking from these automobile-oriented streets. These
large-block, automobile-oriented streets actively
discourage pedestrian usage, which has negative
impacts of the health of residents, the environment,
and the economy.
Building for automobile transportation can also have
a negative effect on the economy. Recent studies show
that pedestrians and cyclists spend more per month
and visit retailers more frequently in a month than
automobile users (Table 1, Maus, 2012).
“The big-boxing of a city block harms the
physical health of people living nearby,
especially the elderly. Seniors who live
among long stretches of dead frontage
have actually been found to age more
quicklythanthosewholiveonblockswith
plenty of doors, windows, porch stoops,
and destinations. Because supersize
architecture and blank stretches of
sidewalk push their daily destinations
beyondwalkingdistance,theygetweaker
and slower, they socialize less outside
the home, and they volunteer less.”
- Charles Montgomery (2013, p. 163)
Table 1: Average Customer Expenditures by Mode of Travel and
Type of Establishment (Maus, 2012).
20

Streetscapes shape how we interact with our cities;
vibrant, engaging streetscapes promote frequent and
active use, while barren, automobile-oriented streets
reduce those uses. Unfortunately, many streets were
forged from automobile dependency, or have fallen
victim to years of neglect, and lack pedestrian-scale
elements, activities, and destinations that promote
social interaction and conviviality.
HRMbyDESIGN has begun the process of
identifying key areas of the city that are ideal for
infill development and streetscape revitalization,
including Gottingen Street, Agricola Street and the
downtown urban core. These areas already contain
the basic elements of an effective streetscape:
commercial frontages, wide sidewalks, and mixed-
use communities. However, each district is missing
elements that create truly effective streetscapes.
Gottingen Street areas of concern:
• There are very few street trees along Gottingen
Street.
• There is a lack of varied and frequent seating
options, which are vital to effective streetscapes
(particularly in aging communities). “The
availability of seating is generally viewed as a
necessary urban feature for older people: it is
difficult for many older people to walk around
their local area without somewhere to rest” (WHO,
2007, p.13). Seating options also promote the
street as a destination where people are welcome to
linger.
• There are many vacant lots and surface parking lots
along the corridor. While they provide excellent
opportunities for infill development, their present
state detracts from the streetscape and creates
an unwelcoming, empty or barren environment
around them.
• The street lights are not to pedestrian scale,
creating dark areas at street-level along portions of
the sidewalk. Pedestrian scale lighting improves the
visual aesthetic, the perceived safety and affects the
perceived target-use (pedestrian or automobile) of
the streetscape.
Agricola Street areas of concern:
• The land uses along the Agricola Street commercial
corridor are more homogeneous than Gottingen
Street. While the surrounding area is of primarily
residential character, there is very little residential-
commercial mixed-use on Agricola Street, and very
few buildings exceed two-storeys.
• While there are more street trees present on
Agricola than Gottingen, they are unevenly
dispersed, and occupy a significant portion of the
sidewalk.
WHAT DO WE IMPLEMENT?
Allan B. Jacob, in his book Great Streets, states that
“trees can transform a street more easily than any other
physical improvement. Moreover, for many people,
trees are the most important single characteristic of a
good street” (1993, p.293). Street trees provide many
other important benefits, such as the following (Arbor
Day Foundation, 2012):
• The net cooling effect of a young, healthy tree
is equivalent to ten room-size air conditioners
operating 20 hours a day.
• Landscaping, especially with trees, can increase
property values as much as 20 percent.
• Trees properly placed around buildings can reduce
air conditioning needs by 30 percent and can save
20–50 percent in energy used for heating.
• Trees can be a stimulus to economic development,
attracting new business and tourism. Commercial
retail areas are more attractive to shoppers,
apartments rent more quickly, tenants stay longer,
and space in a wooded setting is more valuable to
sell or rent.
Furthermore, trees “create safer walking
environments, by forming and framing visual walls and
providing clear edges to sidewalks so that motorists
WHERE FROM HERE? “Trees can transform a street more
easily than any other physical
improvement. Moreover, for many
people, trees are the most important
single characteristic of a good street”
- Allan B. Jacobs (1993, p.293)
21

better distinguish between their environment and one
shared with people... [Furthermore] businesses on
treescaped streets show 12% higher income streams,
which is often the essential competitive edge needed
for main street store success, versus competition from
plaza discount store prices” (Burden, 2006).
Figure 37: UFMP Implementation Strategy for the North End
(Halifax Regional Municipality, UFMP, 2012).
Gottingen and Agricola Streets are identified in the
Urban Forest Master Plan (UFMP) for tree-planting
projects. Agricola was scheduled for 2013 completion,
but little progress has been made, and Gottingen Street
is scheduled for this year (Figure 37)(Halifax Regional
Municipality, UFMP, 2012). According to the UFMP,
the main commercial district of the central Peninsula
(comprised of Gottingen and Agricola) currently has
just a 4% canopy cover by trees (p. 300). Street trees
have a nearly instantaneous
effect on the streetscape, and
have many known benefits; both
Gottingen and Agricola Streets
could be improved by their
addition.
Gottingen Street currently
provides the greatest
opportunity for significant
change. New businesses are
beginning to open, bringing
diversity and activity to the
street; the formerly abandoned
car garage has been purchased
and is being renovated into
a climbing gym, while the
former Marquee Club will be
re-opening as a new Seahorse Tavern (known for its
live music and social environment). Further north,
however, many vacant lots still exist, and are excellent
opportunities to implement infill development
that is conscious to the needs of the surrounding
neighbourhood, scaled to abutting properties, and that
provides excellent and pedestrian-scaled streetscapes.
The policies and guidelines defined in the Centre Plan,
Downtown Halifax Master Planning Strategy and
the Urban Forest Master Plan provide the framework
for improving, developing and revitalizing the urban
neighbourhoods of the Peninsula. The examples of
transect-specific development discussed earlier show
design elements that could be considered in the
Halifax context. Ultimately, Halifax is presented with
an immediate opportunity to implement the strategies
they have created; the question is, will the city seize the
opportunity?
?
Figure 38: What goes here? Vacant lot on Gottingen Street presents excellent opportunity to
improve the streetscape, including commercial at grade and new street trees (Harper, 2014).
“Greatstreetsdonotjusthappen.
Overwhelmingly, the best streets
derive from a conscious act of
conception and creation of the
streets as a whole.”
- Allan B. Jacobs (1993, p. 213)
22

IMPLEMENTATION
RECOMMENDATIONS
1. The first recommendation is to implement
street-trees as a required element for all future
development along Gottingen and Agricola Street;
implement where feasible within the Downtown
Core.
2. The second recommendation is to implement
supporting policies to further promote infill
development on the Halifax Peninsula.
HRMbyDesign promotes infill development as an
alternative to the greenfield development that is
facilitating low-density suburban development in
Halifax. Gottingen Street, with an abundance of
vacant lots and properties, currently presents an
excellent opportunity for infill development.
3. Finally, all new development in the urban areas
of the Halifax Peninsula should integrate design
elements, such as frequent and varied seating
options, pedestrian-scale lighting, and pedestrian-
oriented signage, to promote active pedestrian use
of urban centres on Halifax.
HARPER, 2014

Anguish, B. (2014, June 17). Item No. 8.1.1. Halifax, Nova Scotia, Canada. Retrieved from http://www.halifax.ca/
Commcoun/west/documents/140617hwcc811.pdf
Armstrong, F. (2010). Portland. Wordpress Blog. Retrieved from: https://forrestarmstrong.files.wordpress.
com/2010/03/portland.jpg
Beaumont, H. (2013, August 8). Pushed out by gentrification? Rising housing costs in Halifax’s north end are
putting the squeeze on that diverse neighbourhood. The Coast. Retrieved from The Coast Web
Site: http://www.thecoast.ca/halifax/pushed-out/Content?oid=3958457
Brink, R. V. (2014, July 16). Cities That Surprise: Madison, Wisconsin. The Frisky. Retrieved from: http://www.
thefrisky.com/2014-07-16/cities-that-surprise-madison-wisconsin/
Burden, D. (2006). 22 Benefits of Urban Street Trees. Michigan: Glatting Jackson, Walkable Communities Inc.
Castillo, J. (2013). 25 Most Pedestrian Oriented And “Walkable” Cities. Geography and Travel. Retrieved from
List 25: http://list25.com/25-most-pedestrian-oriented-and-walkable-cities/
Center for Applied Transect Studies. (2013). The Transect . Retrieved from CATS Web Site: http://transect.org/
transect.html
Choe, J. Y., Griffin, J., Griffin, J., Smith, R., Song, H., & Watson, C. (2010, December 17). Strategies for
Sustainable Skaneateles. Notre Dame, Indiana, United States: University of Notre Dame. Retrieved
November 24, 2014, from https://architecture.nd.edu/assets/76786/online_2011_02_21_book_
final_reduced_part1.pdf
City of Madison. (2013). Demographics. City of Madison DPCED: Economic Development. Retrieved from:
http://www.cityofmadison.com/dpced/economicdevelopment/demographics/211/
CityHub. (2014). Cook Street Village. Retrieved November 19, 2014, from City Hub Web Site: http://cityhub.ca/
sites/victoria/files/images/3780_3424_.jpg
Clarke, D. (2010). Move LA, Part 2. LA Visions. Retrieved from: http://lavisions.blogspot.ca/2010/05/move-la-
part-2.html
Clifton, K., Morrissey, S., & Ritter, C. (2012, May-June). Business Cycles: Catering to the Bicycling Market.
Transportation Research News(280), 26-30.
Colliers Canada. (2014). Cook Street Properties. Retrieved November 19, 2014, from
Colliers Canada Web Site: http://www.collierscanada.com/services/PropertyFile
.ashx?src=p&lid=e277941eda9048c58ea47fa554b29b91&bid=ebfb5e10d526489d96f56a9720236091
Complete Streets for Canada. (2012). Home. Retrieved November 24, 2014, from Complete Streets for Canada:
policy and design hub for building safe and inviting streets for all: http://completestreetsforcanada.ca/
Cook Street Village Community. (n.d.). About The Village. Retrieved November 19, 2014, from The Cook Street
Village: http://www.cookstreetvillage.ca/village.php
WORKS CITED
24

Di Serio, L. (2007). The Most Awesome Streetscapes Of The World. Retrieved November 18, 2014, from Diserio:
http://www.diserio.com/streetscapes.html
Duany, A., & Plater-Zyberk, E. (2014). The Urban Transect. Retrieved November 17, 2014, from Duany, Plater-
Zyberk & Company Web Site: http://www.dpz.com/Initiatives/Transect
Fagen, Adam. (2012, June 21). “Looking up State Street.” Madison 2012. Retrieved from: https://www.flickr.com/
photos/afagen/8008828435/in/photostream/
Ford, J. (2012, January 20). Great Places in Balance With Nature: Beyond Low Impact Development. Retrieved
from Planetizen: http://www.planetizen.com/node/54053
Halifax. (2014). Heritage Districs. Retrieved November 22, 2014, from Heritage Properties: http://www.halifax.
ca/heritage-properties/BarringtonStreet.php
Halifax. (2014). Halifax Open Data. Retrieved from Halifax Open Data web site: http://catalogue.hrm.opendata.
arcgis.com/datasets
Halifax Regional Municipality. (2012, April 5). HRMbyDESIGN: The Centre Plan. Halifax, Nova Scotia, Canada.
Retrieved from http://www.halifax.ca/planhrm/documents/OpeningPresentation4-Apr-12.pdf
Halifax Regional Municipality. (2012). Urban Forest Master Plan. Halifax: Halifax Regional Municipality.
Halifax Regional Municipality. (2013). Municipal Design Guidelines. Retrieved November 19, 2014, from http://
www.halifax.ca/designcon/design/documents/PartA-DesignGuidelines.pdf
Halifax Regional Municipallity. (2009). Schedule S-1: Design Manual. Halifax: HRM.
Harris, G. (n.d.). Madison Streetscapes Highlight Vibrant Community. Retrieved November 26, 2014, from
Landscape Online: http://landscapeonline.com/research/article/10957
Hovee, E., & Jordan, T. (2008). Streetcar-Development Linkage: The Portland Streetcar Loop. Vancouver,
Washington: E. D. Hovee & Company, LLC.
Illinois in Focus. (n.d.). View of the Magnificent Mile and the Old Water Tower near the Hancock Center.
Retrieved from Illinois in Focus: http://www.illinoisinfocus.com/the-magnificent-mile-and-near-north
.html
Jacobs, A. B. (1993). Good Streets. Cambridge: MIT Press.
Jacobs, J. (1961). The Death and Life of Great American Cities. New York: Vintage Books.
Jagannath, T. (2014, February 16). Art In The Urban Streetscape. Retrieved November 18, 2014, from Urban
Times: https://urbantimes.co/2014/02/art-in-the-urban-streetscape/
Lydon, M. (2006, February 17). Mad for Madison. New Urban Progress. Retrieved from: http://
newurbanprogress.blogspot.ca/2006_02_01_archive.html
25

Maus, J. (2012, July 6). Study shows biking customers spend more. Retrieved November 19, 2014, from Bike
Portland Web Site: http://bikeportland.org/2012/07/06/study-shows-biking-customers-spend-
more-74357
Montgomery, C. (2013). Happy City. Vancouver: Doubleday Canada.
MSA Professional Services. (2014). State Street Reconstruction. What We Do? Retrieved from: http://www.msa-
ps.com/What-We-Do/Projects-By-State/State-Street-Reconstruction.aspx
New Urban News. (2001). New Urbanism: Comprehensive Report & Best Practices Guide (Second ed.). (R.
Steuteville, Ed.) Ithaca, NY: New Urban Publications, Inc.
Nova Scotia Community Counts (2011). Halifax Peninsula. Tabulated using Statistics Canada (2012).
Halifax, Nova Scotia (Code 1209) and Nova Scotia (Code 12) (table). Census Profile. 2011 Census.
Statistics Canada Catalogue no. 98-316-XWE. Ottawa. Released October 24, 2012. http://www12.statcan.
gc.ca/census-recensement/2011/dp-pd/prof/index.cfm?Lang=E (accessed November 12, 2014).
Oostveen, L. (2010, November 10). From the Vaults: Gottingen Street. Retrieved November 19, 2014, from
Spacing:Atlantic: http://spacing.ca/atlantic/2010/11/12/from-the-vaults-gottingen-street/
Oregon Historical Society. (2002). East Portland Waterfront, 1898. Catalogue no. OrHi 925. Retrieved from:
http://oregonhistoryproject.org/articles/historical-records/east-portland-waterfront-1898/#.
VHdpWfldV8E
Owen, D. (2009). Green Metropolis. New York: Riverhead Books.
Portland Main Streets. (2011). Portland Main Street Design Handbook: A guide to neighborhood commercial
district revitalization. Portland: Emerick Architects, P.C.
Price, G. (2008, December 14). Where is this? Retrieved from Price Tags: http://pricetags.wordpress.
com/2008/12/14/where-is-this/
Rejseguide365. (2014). CHAMPS-ELYSÉES: Visit the beautiful Avenue des Champs-Elysées. Retrieved from:
http://www.rejseguide365.dk/paris/champs-elysees/
Roth, N. (2013). North End Halifax in Transition: A current examination of change and redevelopment on
Gottingen Street. Planning . Halifax: Dalhousie Univeristy.
The Scottish Government. (2010). Designing Streets. Retrieved November 18, 2014, from Scottish Government
Web Site: http://www.scotland.gov.uk/resource/doc/307126/0096540.pdf
United States Census Bureau. (2012). American Fact Finder. Retrieved November 22, 2014, from US Department
of Finance: http://factfinder2.census.gov/faces/nav/jsf/pages/community_facts.xhtml
World Health Organization. (2007). Global Age-friendly Cities: A Guide. Geneva: WHO Press.
26

At Street Level

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Viewers also liked

Viewers also liked (12)

Similar to At Street Level

Similar to At Street Level (20)

At Street Level