Downtown Langley Transit Exchange Concept Plan

Downtown Langley Transit Exchange Concept Plan Presented to TransLink and the City of Langley September 13, 2013 Prepared by: In collaboration with:

TABLE OF CONTENTS 1 INTRODUCTION... 1 1.1 Background and Project Context... 1 1.2 Purpose and Objectives... 1 1.3 Policy Framework... 2 2 DESIGN PROCESS... 3 3 ISSUES & OPPORTUNITIES SUMMARY... 3 3.1 Street Network... 4 3.2 Transit Network... 5 3.3 Land Use, Urban Form and Open Space... 8 4 EXCHANGE CONCEPT OPTIONS & EVALUATION... 16 5 EXCHANGE AND AREA CONCEPT PLAN... 19 5.1 Exchange Concept Overview... 19 5.2 Transit Operations... 22 5.3 Street Network... 26 5.4 Land Use and Built Form... 27 5.5 Industrial Avenue Connection and Access to Cascades Casino... 32 5.6 Parking... 32 5.7 Public Realm and Open Space... 33 5.8 Wayfinding... 41 APPENDIX 1: IMPLEMENTATION & PHASING DETAILS... 43 Golder Associates Ltd. Sustainable Communities Group

1 INTRODUCTION 1.1 BACKGROUND AND PROJECT CONTEXT TransLink, the City of Langley and the Township of Langley are currently planning for future bus exchange space within the Langley Regional City Centre. This exchange space is intended to support the future transit expansion outlined in TransLink s South of Fraser Area Transit Plan (SOFATP). This report addresses one of the planned exchanges, in Downtown Langley. A second exchange, which is being planned for the Willowbrook neighbourhood, is described in a companion report, the Willowbrook Transit Exchange and Conceptual Area Plan. Additional exchange space in the Langley area is required in both the near and long-term. The current Langley Exchange on Logan Avenue at Glover Road has been unable to accommodate the area s existing transit service for several years. As population grows and the area becomes more transit-oriented, it will become further strained to support anticipated future service increases. While a future Willowbrook Exchange will accommodate some of these future services, a larger exchange in Downtown Langley will also be required to meet capacity. In addition to meeting capacity needs in the South of Fraser subregion, the two exchanges will be able to support better transit service within the Langley Regional City Centre, including enabling residents to more directly access the major activity centres of Willowbrook and Downtown Langley as well other regional destinations. They will also support the municipalities aspirations for transit-oriented development by providing focal points for this type of neighbourhood. 1.2 PURPOSE AND OBJECTIVES In addition to supporting future transit service in Langley and the South of Fraser, this project aims to support the continued enhancement of Downtown Langley, as outlined in City of Langley s Downtown Master Plan as a high quality, livable, walkable and transit-oriented downtown. Golder Associates Ltd. Sustainable Communities Group 1

Specific design objectives include: Accommodating transit capacity needs over the near, medium and long-term Supporting efficient and legible transit service Fostering the creation of safe, secure, comfortable and accessible passenger and pedestrian environments within and around the exchange Encouraging transit-oriented development within Downtown Langley and at other key nodes in the Langley Regional City Centre Creating a unique identity and sense of place for Downtown Langley and the Langley Regional City Centre Achieving an affordable exchange solution Minimizing negative environmental impacts 1.3 POLICY FRAMEWORK The future vision for Downtown Langley has been established through several recent community and regional planning processes. Planning for the Downtown Langley transit exchange builds upon a number of existing strategies, policies and guidelines, including: Metro Vancouver s Regional Growth Strategy City of Langley s Downtown Master Plan TransLink s South of Fraser Area Transit Plan TransLink s Transit Passenger Facility Design Guidelines TransLink s Transit-Oriented Communities Design Guidelines A detailed summary of these documents and the broader policy framework, along with their implications for the Downtown Langley Exchange and catchment area, are contained within the previously produced Downtown Exchange Context, Inventory and Analysis Backgrounder. Golder Associates Ltd. Sustainable Communities Group 2

2 DESIGN PROCESS Planning for two transit exchanges, one in Downtown Langley, and one in Willowbrook, is occurring through two interrelated processes, which are a partnership between TransLink, the City of Langley and the Township of Langley. Close coordination between the projects is important because of interdependencies resulting from the two exchanges close proximity, and because of their shared role in supporting local and regional transit services and in realizing the vision for the Langley Regional City Centre. The planning process for the Downtown Langley transit exchange is structured around the four key phases identified below. Information about previous phases of work can be found in two companion documents to this report: Downtown Langley Exchange Context, Inventory and Analysis Backgrounder and Downtown Langley Concept Options and Evaluation Report. 1. Background review and context assessment (see Downtown Langley Exchange Context, Inventory and Analysis Backgrounder) 2. Development of design objectives and evaluation criteria (see Downtown Langley Concept Options and Evaluation Report) 3. Development and assessment of exchange options (see Downtown Langley Concept Options and Evaluation Report) 4. Identification and refinement of a preferred option (detailed in this report) Input from the public and stakeholders, including adjacent landowners and nearby businesses, informed each stage of the project. Public open houses and a project web page facilitated engagement with the broader community. More information about consultation on this project can be found in the Downtown Langley & Willowbrook Exchange Consultation Report. General themes from consultation feedback included: Integration with community and/or development to ensure each exchange is part of, and not separated from, its context Mixed-use neighbourhoods to support transit use and walking, and create a more active exchange area Personal safety & security by ensuring the exchange and adjacent buildings and open spaces are oriented and designed to foster activity ( eyes on the exchange ) Bicycle access/storage - to ensure convenient transit connections for cyclists Improved pedestrian connections, especially across major arterials to improve pedestrian access and safety Placemaking (arts/amenities) to ensure each exchange is a unique and identifiable place Further information on stakeholder engagement and feedback can be found in the Downtown Langley & Willowbrook Exchange Consultation Report. More information about the options and their evaluation can be found in the Downtown Langley Concept Options and Evaluation Report. 3 ISSUES & OPPORTUNITIES SUMMARY Conceptual options for the exchange were informed by an analysis of existing and future site conditions, opportunities and constraints. This review and analysis is contained within the Downtown Exchange Golder Associates Ltd. Sustainable Communities Group 3

Context, Inventory and Analysis Backgrounder which represents a key reference document for this report. The information contained in that report is summarized below. 3.1 STREET NETWORK The City of Langley s road network is dominated by its radial nature and by the presence of both the Roberts Bank Rail Corridor (RBRC) and the Langley Bypass (Highway 10). Both are major barriers in the City and almost sever the northern areas from the central and southern areas. The wheel and spoke road network makes navigating the City a challenge. However it does have the advantage of emphasizing the City Centre as a node. The road network within the City is well established with little opportunity for expansion. The establishment of new links to facilitate a grid network is likely to emerge from the Master Transportation Plan Update. An example of such a link is 203A Street, where a connection to Fraser Highway would promote a grid network and would also serve the proposed new transit exchange. A grid network enables shorter travel distances and encourages non-motorized transportation options, although some retrofitting of the existing road network would be necessary to accommodate walking and cycling facilities. Expected changes to operations on the Roberts Bank Rail Corridor around Downtown Langley are anticipated to change traffic patterns and transit routing within the Langley Regional City Centre. As train volumes increase over time, reliability on Fraser Highway between Willowbrook and Downtown Langley is expected to decrease. This will likely lead to private vehicles and future transit routes increasingly utilizing 203 Street via the 204 Street overpass to access Downtown Langley. Accessibility from 203 Street is, therefore, a consideration in siting and configuring the Downtown Langley Exchange. As other transit routes may also be diverted from Fraser Highway to 56 th Avenue, accessibility of the exchange from the south is also a consideration. Golder Associates Ltd. Sustainable Communities Group 4

3.2 TRANSIT NETWORK 3.2.1 EXISTING AND FUTURE TRANSIT NETWORK The existing transit network in the Langley area connects to Surrey to the west, Maple Ridge to the north and Abbotsford (via Aldergrove) to the east. In addition to a few major regional routes, such as those travelling on the Fraser Highway corridor, the Langley network consists of local routes forming several figure of eights within the local communities. This prevents easy and efficient connections by bus to major destinations and transit hubs in the area. In order to increase directness and legibility, the South of Fraser Area Transit Plan aims to shift the South of Fraser network to a more grid-like system over time. The siting of the Downtown Langley Exchange can support this shift by providing a location that can be accessed with minimal detour from identified transit corridors. Figure 1 below illustrates the locations of the Downtown Langley and Willowbrook exchanges within the Regional City Centre. Figure 1 - Regional City Centre Context Golder Associates Ltd. Sustainable Communities Group 5

3.2.2 ROLE OF EXCHANGE IN FUTURE TRANSIT NETWORK The Downtown Langley and Willowbrook transit exchanges are intended to provide exchange capacity that will accommodate existing needs as well as the future service expansion outlined in TransLink s South of Fraser Area Transit Plan. As the South of Fraser Area Transit Plan identified only general locations for exchange space, additional work has been undertaken to identify more specific exchange locations within the Langley Regional City Centre. EXCHANGE LOCATION AND TRANSIT NETWORK Generally, the following principles guided identification of future transit exchange space and the development of an associated local transit network within the Langley Regional City Centre: Connect transit routes to anticipated future rapid transit Maximize the legibility of the transit network Improve access to major activity centres Maximize the directness of trips and minimize transfers within the South of Fraser and the Langley areas Support transit-oriented communities and regional and local land use plans A conceptual future local transit network based on these principles is illustrated below. The planning horizon is defined to accommodate an expanded bus network prior to the introduction of rapid transit to Langley via Fraser Highway. Figure 2 Transit service between Willowbrook Exchange and Langley Centre Exchange SPATIAL REQUIREMENTS Golder Associates Ltd. Sustainable Communities Group 6

Estimated long-term spatial requirements for pick-up, drop-off and layover functions are based on anticipated existing and future bus routes identified in the South of Fraser Area Transit Plan. The requirements include layover for the bus services on Fraser Highway but they do not include pick-up or drop-off spaces as those will continue to be located on Fraser Highway, in close proximity to the main exchange area. Table 1: Downtown Langley Exchange Spatial Requirements DOWNTOWN LANGLEY Drop-Off* Pick-Up* Layover** 1 artic 1 artic 4 artic 2 standard 1 standard 6 standard *excludes bus stops on Fraser Highway **includes layover for services that pick-up and drop-off on Fraser Highway Golder Associates Ltd. Sustainable Communities Group 7

3.3 LAND USE, URBAN FORM AND OPEN SPACE 3.3.1 OVERVIEW Both of the future transit exchanges, Downtown Langley and Willowbrook, are located within the Langley Regional City Centre. As can be seen in the SWOT Inventory and Analysis (Figure 3, Page 9), much of the Regional City Centre is characterized by large, contiguous areas of industrial, service commercial and other low intensity, auto-oriented land uses. The core of Downtown Langley, which is a more pedestrian-oriented and mixed-use area, represents a significant existing transit market with a surrounding area that offers additional potential for realizing transit-oriented development. 3.3.2 DOWNTOWN LAND USE, FORM AND CHARACTER The downtown is surrounded by a diverse set of land uses including industrial to the north, commercial to the west and north, residential to the east and south and recreation/park uses to the southeast. While the downtown core has a significant amount of pedestrian-oriented uses and street fronting buildings, areas outside of the core are characterized by underutilized, lower density, auto-oriented buildings and uses. Improving pedestrian connectivity and amenities outside the downtown core represents an opportunity for enhancing the downtown as a whole. 3.3.3 TRIP GENERATORS The pedestrian-oriented downtown core includes a mix of civic, retail services and apartments and generally supports the continued transformation of the downtown into a highly walkable transit village. The industrial uses to the north and the commercial area to the west provide significant medium to longterm redevelopment opportunity. The four storey residential character surrounding the south, southwest and southeast of Downtown inform further redevelopment options and character along those edges (Figure 4, Page 10). Golder Associates Ltd. Sustainable Communities Group 8

Figure 3 - Opportunities and Constraints Overview Golder Associates Ltd. Sustainable Communities Group 9

Figure 4 - Opportunities and Constraints: Land Use, Built Form and Open Space Golder Associates Ltd. Sustainable Communities Group 10

3.3.4 STREET NETWORK AND PEDESTRIAN CONNECTIVITY The proposed location for the new exchange is within convenient walking distance of important existing downtown locations including the pedestrian-oriented retail high street along Fraser Highway, between 204 Street and 206 Street, the existing civic node that includes Langley City Hall and a number of apartments and townhouses principally to the south of the future exchange location (Figure 7, Page 13). Further, continuous sidewalks, frequent pedestrian crossings with special pavers and narrow carriageways make pedestrian connections between key activity nodes convenient, comfortable and safe. However, while the downtown core has a concentration and mix of predominantly pedestrian-oriented uses and open spaces, areas outside of the core including some immediately adjacent to key activity nodes are characterized by underutilized, lower density, auto-oriented buildings and open spaces with wider carriageways. These conditions make pedestrian access to the future exchange more difficult. Figure 5 - Fraser Highway Pedestrian-Oriented Environment Pedestrian-oriented uses and open spaces make pedestrian connections between important downtown activity nodes convenient, comfortable and safe. Figure 6 - Fraser Highway at 201A Street: Auto Oriented Environment Auto-oriented uses and open spaces within two blocks of future exchange are not pedestrian friendly. Golder Associates Ltd. Sustainable Communities Group 11

The significant amount of pedestrian activity that will be generated by the new exchange presents an opportunity to embrace the intersections of 203 Street, Fraser Highway and possibly of 203A Street as major downtown pedestrian nodes. This can be done by encouraging more active, publicly-oriented pedestrian uses at-grade on sites at and adjacent to this area and, further, by prioritizing this area for enhanced pedestrian amenities in the form of wider sidewalks, street trees, enhanced pedestrian crossings and a pedestrian plaza integrated with, or directly connected to, the exchange. There is also a significant opportunity to link the new pedestrian hub associated with the future transit exchange to the plaza/pedestrian hub identified for Innes Corner through both public and private investments and improvements east along Fraser Highway. 3.3.5 BUILDINGS AND OPEN SPACE PATTERNING The Figure Ground Diagram (Figure 8, Page 13), illustrates the relation of buildings to streets and open spaces within the exchange catchment area. Specifically, this diagram illustrates the difference between pedestrian-oriented areas and more auto-oriented parts of the study area. The more pedestrian-oriented areas have a relatively continuous placement of smaller buildings immediately adjacent to streets and at the sidewalk edge. In contrast, the more auto-oriented parts of the study area generally have fewer, larger buildings separated from each other and from adjacent streets and sidewalks by large areas of surface parking. This results in underutilized land parcels whose buildings and entrances are disconnected from the public realm network. The more pedestrian-oriented fabric represents a good local precedent for transformation of the more auto-oriented parts of the study area where the grossly underutilized parcels represent short, medium and long-term opportunities for infill redevelopment over time. Golder Associates Ltd. Sustainable Communities Group 12

Figure 7 - Opportunities and Constraints: Street Network and Block Structure Golder Associates Ltd. Sustainable Communities Group 13

Figure 8 - Opportunities and Constraints: Building Footprints and Open Space Golder Associates Ltd. Sustainable Communities Group 14

3.3.6 LEGIBILITY, WAYFINDING AND VIEWS The specific location and orientation of the exchange in relation to important destinations in the downtown, along with the type of exchange, (i.e. on-street, off-street or hybrid) has implications for legibility and wayfinding. Specifically, physical and visual barriers will have to be carefully considered to ensure direct sightlines and pedestrian paths between pick-up/drop-off areas, streets immediately adjacent to the exchange and important downtown destinations (e.g. the retail high street along Fraser Highway, City Hall and Innes Corner). Maintaining views of natural landscape features, such as the mountains, is also an important part of the legibility and wayfinding strategy. Figure 9 - Views to Golden Ears Over Industrial Buildings Looking North from the Downtown Exchange Site Golder Associates Ltd. Sustainable Communities Group 15

4 EXCHANGE CONCEPT OPTIONS & EVALUATION A design workshop facilitated by the consultant team and attended by representatives from TransLink, the City of Langley, the Township of Langley and Coast Mountain Bus Company staff resulted in the identification of a number of alternative conceptual options for the Willowbrook and Downtown exchanges. The concept options were subsequently revised and refined based on further input and feedback from workshop participants and on further assessment and analysis by the project team. An overview of the Downtown Langley concept options is presented below. More information about each option can be found in the Downtown Langley Exchange Options Evaluation Report. OPTION 1: ON-STREET This option locates passenger pick-up and drop-off areas on 203 Street and on Fraser Highway. Bus layover is located on nearby streets. Golder Associates Ltd. Sustainable Communities Group 16

OPTION 2: BUS MALL This option locates passenger pick-up and drop-off areas on an extension of 203A Street, which serves only bus traffic. Layover is mainly located on the existing, north end of 203A Street. OPTION 3: OFF-STREET This option locates passenger pick-up and drop-off areas on the same site as bus layover. Passengers wait for buses on a sheltered island. Golder Associates Ltd. Sustainable Communities Group 17

OPTION 4: BUS STATION This option locates passenger pick-up and drop-off areas on the same site as bus layover. Passengers wait for buses in an indoor station house. MULTIPLE ACCOUNT EVALUATION The concept options were evaluated using a Multiple Account Evaluation (MAE) that assessed operations, spatial requirements, land use and community integration. Specific evaluation criteria included economic development, environment, financial, social and community, transportation, land use, deliverability, and strategic alignment. The accounts utilized in the Downtown Langley MAE are summarized below: Economic Development Environment Social and Community Transportation Land Use Deliverability Strategic Alignment More information about the exchange evaluation can be found in the Downtown Langley Transit Exchange Concept Option Evaluation Report. Golder Associates Ltd. Sustainable Communities Group 18

5 EXCHANGE AND AREA CONCEPT PLAN 5.1 EXCHANGE CONCEPT OVERVIEW The preferred Exchange Concept for Downtown Langley (see Figure 10 and Figure 11) locates passenger pick-up and drop-off areas within a bus mall on a southern extension of 203A Street, which serves only bus traffic. An extension of Industrial Avenue and a new signalized intersection connect 203 Street to 203A Street, allowing buses to circulate from the north, south and west into and through the exchange and back onto the surrounding street network. The proposed new streets also enable better pedestrian connections through the exchange area, and provide an alternate entrance to Cascades Casino. A significant transit plaza at the northwest corner of the new intersection at Fraser Highway and 203 Street provides waiting space and amenities for passengers and is framed and activated by adjacent mixed-use, transit-oriented development with active ground floor uses and upper storey uses designed and oriented to overlook the transit plaza and other passenger areas. The proposed exchange allows connections to existing bus services along Fraser Highway, where there are bus stops located immediately adjacent to passenger areas within the exchange along 203A Street. Future rapid transit along Fraser Highway can also be integrated with the exchange, either along Fraser Highway west of 203A Street or mid-block north of Fraser Highway, within a 30 m transit corridor/rightof-way which would be set aside for this potential future use. The transit exchange and associated new street connections enhance redevelopment opportunities for properties immediately adjacent to and fronting onto the exchange. These centrally-located, transitadjacent properties are currently vacant or underutilized and represent regionally significant locations for higher density, mixed-use and transit-oriented development, consistent with the vision for Downtown Langley identified in the City s Downtown Master Plan. The exchange is intended to integrate into the existing urban fabric in a way that respects and enhances the existing character of and future vision for the downtown as a compact, mixed-use and highly urban place. The exchange has been designed to maximize its potential as a catalyst for public and private realm development and to contribute to the downtown s unique identity and sense of place. Golder Associates Ltd. Sustainable Communities Group 19

Design features that support these goals include the: Creation of new street connections to achieve a finer grained, walkable network structure with more route choices and direct connections Provision of high quality pedestrian and passenger spaces that will provide comfortable and safe connections within the exchange and to adjacent uses Integration of the exchange with pedestrian pathways that connect to existing and planned activity nodes Protection of view corridors to Golden Ears, Mount Baker and other important views Inclusion of design elements, such as public art, that reflect the City s natural and human history and the present community Figure 10 - Downtown Langley Exchange Concept Overview Golder Associates Ltd. Sustainable Communities Group 20

Figure 11 - Birds-Eye View of the Transit Exchange Showing Future Neighbourhood Integration Golder Associates Ltd. Sustainable Communities Group 21

5.2 TRANSIT OPERATIONS SPATIAL REQUIREMENTS Long-term spatial requirements for pick-up, drop-off and layover functions are based on existing and future bus routes identified in TransLink s South of Fraser Area Transit Plan (see South of Fraser Area Transit Plan 2: Analysis of the Network for 3031/1 Million Residents, Page 25). They also include existing routes that are in addition to the routes included in the plan, such as the 395. The requirements include layover for bus services on Fraser Highway. They do not include pick-up or drop-off spaces as those will continue to be located on Fraser Highway in close proximity to and with strong visual and physical pedestrian connections to the main exchange area. Table 2: Downtown Langley Exchange Spatial Requirements DOWNTOWN LANGLEY Drop-Off* Pick-Up* Layover** 1 artic 1 artic 4 artic 2 standard 1 standard 6 standard *excludes bus stops on Fraser Highway **includes layover for services that pick-up and drop-off on Fraser Highway PICK-UP, DROP-OFF AND LAYOVER Pick-up, drop-off and layover locations (see Figure 12) have been identified based on the following considerations: Providing efficient access and circulation for transit vehicles Ensuring passenger safety and comfort by focusing passenger areas adjacent to existing and future transit-oriented land uses and pedestrian activity areas Golder Associates Ltd. Sustainable Communities Group 22

PICK-UP AND DROP-OFF LOCATION AND DESIGN In accordance with these principles, pick-up and drop-off areas are located close to the proposed new intersection of the extended 203A Street with Fraser Highway, primarily on the west side of 203A Street. Bus bays are located along the transit plaza, adjacent to future active ground floor uses fronting onto the plaza. Figure 12 - Pick-Up, Drop-Off and Layover Locations Pick-up and drop-off space on the west side of 203A Street is composed of sawtooth bus bays which facilitate independent arrival and departure of buses. A fifth sawtooth bay located north of these bays is currently anticipated to serve layover but could be converted to a pick-up/drop-off bay if required. The transit plaza to the west of these bays provides a significant amount of queuing space for transit passengers. This is important as many of the routes served by this exchange serve long trips for which many passengers prefer to queue up in order to obtain a seat on the bus. Additional bus bays are provided on a straight curb on the east side of 203A Street. These bays could serve drop-off and/or pick-up for routes arriving from the east, which would eliminate their need to enter the exchange from the west on Industrial Avenue, thereby reducing their circulation route through the exchange. If required, these bays could also be converted to serve routes from other directions. LAYOVER LOCATIONS AND DESIGN In order to minimize impacts on businesses and pedestrian areas, which are concentrated near Fraser Highway, layover is primarily located further north, adjacent to non-active use areas, such as existing and planned future parking and industrial areas. Where layover space is located adjacent to active ground floor uses, a generous sidewalk area incorporating street trees and bus shelters is recommended to buffer the layover space from adjacent business frontages. Layover will also be located so as to avoid blocking businesses driveway access. The concept as illustrated accommodates anticipated short to medium-term layover space in the areas shown in Figure 10 and Figure 12, with the potential to accommodate long-term layover capacity in one or more of the following locations: On 203A Street north of the exchange area On the south side of Logan Avenue between 203 Street and 203A Street On Logan Avenue at the location of the current Langley Exchange Other suitable locations on the surrounding street network Because some of these future layover locations are currently adjacent to small parcels with closely spaced or open driveways which span the entire block frontage, there is insufficient uninterrupted curb space to accommodate layover. Future redevelopment of uses and properties north of Industrial Avenue fronting Golder Associates Ltd. Sustainable Communities Group 23

onto 203A Street should ensure off-street parking and access is from the rear to eliminate current offstreet parking fronting onto and accessed from 203A Street, as shown in Figure 13. This will enable: A more positive orientation of future development to public sidewalks along 203A Street and Industrial Avenue An on-street/curb-side Kiss and Ride facility on Industrial Avenue The provision of layover space as shown in Figure 10, as well as the potential for future layover space north along 203A Street towards Logan, if needed Figure 13 Future Redevelopment, Layover and Parking As properties redevelop, buildings are re-oriented to provide access from the lane Golder Associates Ltd. Sustainable Communities Group 24

POTENTIAL CIRCULATION AND ROUTING The exchange location and configuration is intended to allow safe and efficient bus movements and to minimize bus circulation on the surrounding street network, although some circulation on surrounding streets will be required to access and circulate between drop-off, layover and pick-up areas. Potential routing and circulation patterns for existing and planned transit routes that reflect these principles have been identified for the exchange, as shown in Figure 14. Figure 14 Circulation for Routes Served by the Exchange Golder Associates Ltd. Sustainable Communities Group 25

5.3 STREET NETWORK The Downtown Langley Exchange Concept is premised on a number of changes to the street network within and adjacent to the exchange, including two important new street connections and associated intersections. These are necessary to enable bus access to and circulation within the exchange while allowing routing flexibility and the ability to adapt based on future transit needs. Street network changes required for the proposed Downtown Langley Exchange include: The extension of 203A Street to connect with Fraser Highway to the south The extension of Industrial Avenue between 203 and 203A Street The closure and construction of a cul-de-sac and pocket plaza at the Fraser Highway and 56 Avenue intersections Traffic signals at these intersections: o 203 Street and Industrial Avenue o Fraser Highway and 203A Street The future configuration and design of the intersection at 203A Street and Logan Avenue will require further investigation. Initial analysis indicates that a signal at this location is feasible but is not an essential component of the transit exchange. Figure 15 Proposed Street Network Changes Golder Associates Ltd. Sustainable Communities Group 26

5.4 LAND USE AND BUILT FORM The future vision for Downtown Langley has been established through several recent planning processes at both the community and regional scale, resulting in a comprehensive set of strategies, policies and guidelines. Most notably, the City s Downtown Master Plan and associated public realm and wayfinding strategies represent a vision for a walkable, vibrant and transit-oriented downtown with a high quality of design and a unique sense of place. Figure 16 - Urban Design Concept Plan, Downtown Langley Master Plan The unique identity envisioned for the downtown is to reinforce its status as the civic, commercial, cultural and entertainment heart of the City, and to enhance the positive aspects of its traditional and pedestrian oriented urban fabric and the niche retail services that differentiate it from surrounding areas. Golder Associates Ltd. Sustainable Communities Group 27

Compact, mixed-use and pedestrian-oriented redevelopment of the downtown that includes active publicly-oriented uses and services at street level with residential and/or office uses above, along with a range of civic uses and buildings integrated within a high quality public realm, are envisioned by the plan to occur gradually over the next twenty to thirty years and beyond. While some low-rise residential and mixed-use developments (4-6 storeys) are likely viable over the short to medium-term, medium and highrise developments (up to 15 storeys) will likely be viable over the medium to long-term (5 to 20 or more years). These transit-oriented building types would be appropriate to locate adjacent and near to the transit exchange. Figure 17 - Low-rise, Street Fronting Residential Development (Downtown Langley Concept Plan (2008)) Golder Associates Ltd. Sustainable Communities Group 28

Figure 18 - Compact, Mixed-use Transit-oriented Development (Downtown Langley Concept Plan (2008)) Golder Associates Ltd. Sustainable Communities Group 29

NEIGHBOURHOOD INTEGRATION AND REDEVELOPMENT OPPORTUNITIES The Downtown Langley Concept Plan (Figure 10) is premised on an alternate location for the Downtown Langley transit exchange than that conceived by the Downtown Master Plan. However, consistent with the Downtown Master Plan, the preferred location and conceptual design presented in this plan is premised on the incorporation of adjacent mixed-use, pedestrian and transit-oriented development, as illustrated in Figure 11, Figure 12 and Figure 14. A bus mall exchange in this area and the associated new street network connections enhance the redevelopment opportunities for properties immediately adjacent and fronting onto the exchange. These centrally-located, transit-adjacent properties are currently vacant or underutilized and represent regionally significant locations for higher density, mixed-use and transit-oriented development, consistent with the vision for Downtown Langley identified in the Downtown Master Plan. Suitable development adjacent to passenger-serving areas of the transit exchange will provide: Publicly-oriented, active ground floor uses that maximize casual surveillance of the adjacent transit plaza. Uses should include cafes, restaurants and shops whose uses and seating areas spill out into the adjacent plaza Appropriate overlook of adjacent open spaces from ground level and upper storey uses Pedestrian and public realm amenities including weather protection, street trees and street furniture High quality design with pedestrian scale design elements The most suitable uses adjacent to layover areas would be office or institutional, although other uses may also be compatible. Golder Associates Ltd. Sustainable Communities Group 30

Figure 19 - Redevelopment Opportunities and Precedents Golder Associates Ltd. Sustainable Communities Group 31

5.5 INDUSTRIAL AVENUE CONNECTION AND ACCESS TO CASCADES CASINO The new street connections required for the new exchange create opportunities for access and circulation to private properties adjacent to the exchange, including the Cascades Casino and its surface and structured parking areas. Incorporating a new street network connection west from 203 Street along Industrial Avenue creates direct physical and visual access to the Casino from 203 Street for vehicles and pedestrians. The transit exchange also provides excellent access to the casino, hotel and convention centre due to its immediate adjacency. Industrial Avenue Connecting Industrial Avenue west from 203 Street through to 203A Street creates direct visual and physical links to the Cascades Casino for pedestrians and motorists. 5.6 PARKING OFF-STREET PARKING Off street parking should be accommodated with structured parking incorporated underground and/or into the base of buildings. Because of soil conditions within the general catchment area of the future Langley Exchange, only one level of underground parking is likely viable. Therefore, above ground structured parking will likely be necessary, especially for buildings greater than four storeys in height. Above ground structured parking, either at-grade or in upper storeys, should not interface with or be visible from public open spaces within the exchange catchment area. This should be accomplished by locating active uses at-grade and locating residential or office uses on upper storeys, in between structured parking areas and public open spaces, as shown in Figure 20. Access to structured parking should be located in the rear of buildings, with parking entrances recessed slightly from the main façade. Off-street surface parking should generally be avoided within the exchange catchment area. If unavoidable, off-street surface parking should be only be accessed from the rear of buildings, so as to avoid locating off-street surface parking directly adjacent to public open spaces. Where surface parking areas interface directly with public open spaces in the exchange area, they should be screened using landscaping such as street trees, a trellis or shrubs. Landscape screening should still allow views into and from the surface parking areas from directly adjacent public open spaces to improve safety. Figure 20 Conceptual parking strategy for new development Golder Associates Ltd. Sustainable Communities Group 32

ON-STREET PARKING Future on-street parking within the general exchange catchment area is encouraged to serve future adjacent retail and residential frontages, and therefore should be provided within the surrounding street network where possible. Figure 21 - On-street Parking Restrictions On-street parking will need to be restricted in the curbside areas within the exchange area that are accessible to general vehicle traffic, but which have been identified to serve future pick-up, drop-off, layover or Kiss and Ride functions. Figure 21 identifies curbside locations within the exchange area where on-street parking will be restricted to serve these functions. Future redevelopment of uses and properties north of Industrial Avenue fronting onto 203A Street should eliminate current offstreet parking which fronts onto and is accessed from 203A Street. Instead, future parking should be accessed from the rear of the building. This will enable a more positive orientation of future development to public sidewalks along 203A Street, as well as enabling the potential for future layover space if needed (See Section 5.2, Figure 13). 5.7 PUBLIC REALM AND OPEN SPACE Bus Only On-street parking restricted The transit exchange will be a vital civic resource and is a significant opportunity to create a community focal point with a strong identity, and to define a unique character and sense of place for the area as a whole. This will require making the transit exchange a community asset that can catalyze redevelopment by creating a vibrant people place that is connected to the adjacent and surrounding areas. Accomplishing this vision of an exchange will require high quality plaza and streetscape design, distinctive architecture and public art. This quality of space will Golder Associates Ltd. Sustainable Communities Group 33

provide comfort, safety and amenity for passengers and pedestrians while also contributing to the neighbourhood. STREETSCAPE Streetscapes within exchange and catchment area include: A continuous planting of street trees along both sides of the street, in and adjacent to the exchange, that provide comfort and visual interest for passengers and enhance the exchange s quality and identity Zebra crosswalks made of special paving materials at all key pedestrian crossings that increase driver awareness of pedestrian zones Public amenities including benches, planters, garbage receptacles, bike racks and distinctive bus shelters in areas with high pedestrian activity that enhance passenger comfort, convenience and amenity Pedestrian-scaled lighting, particularly in high-activity pedestrian areas that enhances passenger safety and comfort. Pedestrian-scaled lighting is located and spaced to provide sufficient illumination (approximately 10 m apart). PUBLIC OPEN SPACE A series of plazas ranging in scale and function, within and adjacent to the exchange, enhance passenger comfort and amenity, helps to create a unique sense of place and identity for the exchange and improve legibility of the exchange and wayfinding within the broader downtown context. Golder Associates Ltd. Sustainable Communities Group 34

Figure 22 - Langley Exchange Transit Plaza A major transit plaza at the northwest corner of the new intersection at Fraser Highway and 203A Street allows queuing space for transit passengers while providing them with a range of public and private amenities. It also helps to connect the exchange to the neighbourhood by integrating adjacent private development with passenger pick-up, drop-off and waiting areas. As such, the plaza is framed by active ground floor uses, such as cafes, restaurants and shops whose uses and seating areas spill out onto the plaza. In addition to this private seating, the plaza includes public seating areas, incorporated with trees, throughout the space. Transit passenger seating and passenger information is provided through distinctive passenger shelters. These shelters open to the east and west, enabling direct visual and physical connections through the plaza. Golder Associates Ltd. Sustainable Communities Group 35

Other elements of the proposed Downtown Langley exchange transit plaza include: The placement of windows, balconies and street level uses to allow for casual surveillance of the transit plaza and eyes on the exchange Incorporation of active edge-uses such as cafes with weather protected seating areas that spill out onto the plaza A continuous tree canopy over the plaza, achieved through large canopied trees in the plaza area and a maximum tree spacing of 10 m throughout the exchange. Trees should be located adjacent to transit shelters to create shade and visual interest for passengers: o Street trees within the exchange and in the surrounding and adjacent street network should be consistent in their species and spacing to enhance legibility and placemaking. The plaza concept also proposes large canopied trees for the plaza area The use of special paving materials unique to the transit plaza and adjacent pocket plazas on Fraser Highway to help identify the plazas as pedestrian-oriented, special use areas Incorporation of public art to create a sense of place that will also assist in wayfinding by identifying the exchange. As such, a public art piece should be located so that it will be visible to people traveling on the Fraser Highway A fence with heavy landscaping screening to provide a physical barrier between the exchange plaza and the adjacent parking access area. This will also enhance the physical definition of the plaza On-site infiltration features to help irrigate trees and planting areas and mitigate the impact of impervious areas Long-term bike storage incorporated into the plaza design which represents an opportunity for public art or a mural Golder Associates Ltd. Sustainable Communities Group 36

203-A Street Figure 23 Transit Exchange Plaza Concept Plan Driver facilities building fronts onto plaza Landscape screen of adjacent parking access area Short term, covered bicycle storage Long term bicycle storage Depressed planting area/ rain garden Weather protected café seating area adjacent to public plaza Street trees integrated with transit shelters Large canopy plaza trees Potential for permeable paving in plaza area (slope paved area to infiltration area/rain garden) Incorporate public art in a highly visible location to create a unique identity and sense of place and assist in wayfinding and legibility of the exchange T Marker Golder Associates Ltd. Sustainable Communities Group 37

203-A Street Figure 24 - Transit Exchange Plaza Concept Section FRASER HIGHWAY POCKET PLAZAS Two small plazas are proposed along Fraser Highway immediately adjacent to the exchange area to provide additional amenity space for passengers and to enhance connectivity of the exchange to sidewalks and pedestrian areas along Fraser Highway. Figure 25 - Fraser Highway Pocket Plazas Two pocket plazas adjacent to the exchange on Fraser Highway at the intersection with 203A Street help identify the exchange along Fraser Highway. A consistent pavement treatment within the exchange and these pocket plazas improves legibility. Small plaza created by closing 56 Avenue at Fraser Highway creates an enhanced pedestrian area around the existing 502 bus stop. Golder Associates Ltd. Sustainable Communities Group 38

INDUSTRIAL AVENUE LINEAR PLAZA A linear plaza with potential for either residential or commercial frontage at grade creates an enhanced pedestrian area for passengers traveling to the main exchange area or for passengers waiting at the bus stop on the south side of Industrial Avenue. Figure 26 - Industrial Avenue Linear Park Conceptual Design Figure 27 - Industrial Avenue Linear Park Conceptual Design Golder Associates Ltd. Sustainable Communities Group 39

TRANSIT SHELTERS Transit shelters in the exchange should be designed and built to enhance an attractive pedestrian environment and unique sense of place in the exchange. Design of shelters in the exchange should follow TransLink s Bus Infrastructure Design Guidelines (2012) and the following design approaches: Locate shelters at least 0.6 m from the curb and 1.5 m from any vertical object Provide receptacles for garbage and recycling within, or adjacent to, the shelter Integrate appropriate wayfinding and transit information into transit shelters (see Section 5.8) Figure 28 Marine Drive Shelter Figure 29 TransLink Shelter Design Guidelines Combined street and pedestrian lighting Garbage/recycling receptacle Seating incorporated into the transit shelter Wayfinding incorporated into transit shelter Tree canopy overlaps with transit shelter Golder Associates Ltd. Sustainable Communities Group 40

KISS AND RIDE Due to the bus-only configuration of the exchange along 203A Street south of Industrial Avenue, a kissand-ride facility, to accommodate passenger pick-up and drop -off from private vehicles, will need to be located outside of the immediate vicinity of the transit passenger pick-up and drop-off areas. However, the kiss and ride facility should still be located so that it has direct visual and physical connections to passenger pick-up and drop-off areas while not interfering with transit operations. Potential locations include: Curbside along 203A Street north of Industrial Avenue Within the casino parking lot, immediately adjacent to proposed pocket plaza at Fraser Highway and 203A Street Along the northern curbside of Industrial Avenue immediately west of 203A Street OPERATOR FACILITIES Bus operator facilities, such as washrooms, are included within the transit exchange in a small building that fronts onto the plaza (see Figure 23). Ideally, end of trip facilities for operators would be provided by adjacent buildings and uses to avoid the expense and impact on the public realm from a stand-alone facility building. 5.8 WAYFINDING The Downtown Langley Transit Exchange Wayfinding Strategy is aligned with the 2011 TransLink Wayfinding Standards. TransLink s wayfinding standards are premised on three broad principles: 1. Encouraging multi-modal journeys 2. Providing information consistently 3. Delivering usable, suitable and manageable information Information requirements are based on a series of questions that riders subconsciously ask themselves as they plan and make their journeys. The bus exchange zones associated with these questions are identified in Figure 30. Signage is located within these zones to facilitate trip planning and orientation. External signage provides high level orientation by marking the transit exchange with a distinctive T-Marker to indicate the presence of a transit exchange. Circulation signage provides information on journey planning and circulatory information while bus stop signage includes route schedules, route diagrams, fare information and Next Bus service information. Wayfinding signage in these three zones is based on the principle of progressive disclosure of information, meaning that only the most relevant information is provided to users at each stage of their journey. This allows users to make decisions more easily without being overwhelmed by information. Golder Associates Ltd. Sustainable Communities Group 41

Figure 30 Wayfinding Strategy for the Downtown Langley Transit Exchange Golder Associates Ltd. Sustainable Communities Group 42

APPENDIX 1: IMPLEMENTATION & PHASING DETAILS Implementation of the exchange will require acquisition of land for the new rights-of-way required for the exchange and for the plazas and other public open space components (see Figure 31). Specifically, these include: Industrial Avenue Extension: Approximately 112.4 linear meters of new public right-of-way 20 meters in width is required from 203 Street through to 203A Street. This will require land assembly and purchase from private land owners of the following parcels: o Parcel 1 (1,133 m 2 ); Parcel 2 (1,093 m 2 ) = 2,227 m 2 203A Street Extension: Approximately 91 linear meters of new public right-of-way 22.75 meters in width is required from Fraser Highway through to 203A Street. This will require land assembly and purchase from private land owners of the following parcels: o Parcel 3 (212 m 2 ); Parcel 4 (1,905 m 2 ); Parcel 5 (113 m 2 ) = 2,230 m 2 Transit Plaza: Approximately 2,060 square meters of land is required for the transit plaza. This will require land assembly and purchase from private land owners of the following parcels: o Parcel 6 (535m 2 ); Parcel 7 (784m 2 ); Parcel 8 (738m 2 ) = 2,057m 2 Fraser Highway North Pocket Plaza: Approximately 385 square meters of land will be required for this plaza, to be purchased from Cascades Casino Fraser Highway South Pocket Plaza: the termination of 56 Avenue south of Fraser Highway through the use of a cul-de-sac will result in the land needed to develop the pocket plaza concept in this location New signalized intersections will be required to be designed and built in the following locations: o 203 Street and Industrial Avenue o 203A Street and Fraser Highway Implementation of adjacent private realm development will require land assembly and acquisition as part of or subsequent to the assembly and acquisition of required new public rights-of-way identified above. Development of these private lands will require development of frontage improvements according to the elements, approaches and objectives identified in this document and in the City s development permit guidelines. It is anticipated that acquisition of the new public rights as well as the transit plaza area would occur prior to or concurrent with any adjacent private realm development. Golder Associates Ltd. Sustainable Communities Group 43

Figure 31 and the associated table below identify required land acquisition for new public rights-of-way and the new transit plaza. Table 3: Approximate Land Acquisition Required New Public Rights-of-Way Parcel Number Area (sq. m) 1 1,133 2 1,093 3 212 4 1,905 5 113 SUBTOTAL (Public Rights-of-Way) 4,456 Transit Plaza Parcel Number Area (sq. m) 6 535 7 784 8 738 North Pocket Plaza 385 SUBTOTAL (Transit Plaza) 2,442 TOTAL (New Public Rights-of-Way and Transit 6,898 Plaza) Golder Associates Ltd. Sustainable Communities Group 44

Figure 31 - Phasing for land acquisition 1 2 3 6 7 8 4 North Pocket Plaza 5 Proposed future public rights-of-way Proposed future transit plaza space Golder Associates Ltd. Sustainable Communities Group 45