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POLICY REPORT
URBAN STRUCTURE
Date: February 08, 2000
Author/Local: FDucote/7795
RTS No. 1199
CC File No. 5303Council: February 22, 2000
TO: Vancouver City Council FROM: Director of City Plans, in Consultation with the Director of Current Planning and the Manager, Rapid Transit Project Office SUBJECT: CD-1 Text Amendment and Rezoning - North Side 1700 East Broadway RECOMMENDATION
THAT the Director of Current Planning be instructed to make application to amend CD-1 By-law No. 6663 for n/s 1700 East Broadway to permit Public Authority Use, delete some other permitted uses, and reduce permitted bulk and to rezone the easterly 25m (80 ft.) of this block (portion of Lot J, Block 153, DL 264A, Plan LMP2717) from C-2 to this CD-1 Comprehensive Development District and that the application be referred to a Public Hearing, together with:
(i) draft CD-1 By-law amendments, generally as contained in Appendix A; and
(ii) draft CD-1 Guidelines, generally as contained in Appendix B;
FURTHER THAT the Director of Legal Services be instructed to prepare the necessary by-law for consideration at Public Hearing.
GENERAL MANAGER'S COMMENTS
The General Manager of Community Services RECOMMENDS approval of the foregoing.
COUNCIL POLICY
On June 23, 1987, Council adopted the Broadway Station Area Plan.
On April 24, 1990, Council enacted By-law 6663, which regulates the north side of 1700 East Broadway.
On July 21, 1998, Council approved the Kensington/Cedar Cottage Community Vision, which anticipates this site to be an important mixed use component of a "pedestrian-friendly transit hub."
On February 23, 1999, Council endorsed the Phase 1 alignment of the SkyTrain extension into Vancouver, and a new station location on the north slope of the Grandview Cut, just east of Commercial Drive.
SUMMARY
The vicinity of Broadway and Commercial will become an even more important transit hub
when the SkyTrain Extension is constructed to this location by 2002, with accompanying changes to bus routes, waiting areas and other connections. This report recommends an amended CD-1 by-law of the site at the northeast corner of Broadway and Commercial as well as design guidelines to set a framework for transit-oriented development. The objective is to take advantage of the enhanced level of transit service provided by these changes to contribute to enhanced station area safety and vitality, as well as overall neighbourhood centre revitalization and image, in keeping with the approved Community Vision for this part of Cedar Cottage.Specifically, the proposed amendment to the existing CD-1 zoning provide for the new SkyTrain station, recognizes the reduced density of associated commercial development that the site can feasibly accommodate, deletes residential use, and recommends reduced parking standards. No form of development is put forward at this time.
PURPOSEThis report recommends that Council refer to public hearing amendments to the CD-1 By-law 6663, together with the rezoning of an adjoining C-2 parcel, to permit Public Authority Use (SkyTrain station), and a revised mix of transit related uses and a reduced density from what the current zoning permits. The report also recommends design guidelines to guide the form of development for the station and associated development.
BACKGROUND
The current CD-1 By-law permits a mix of commercial, residential, service, cultural and recreational uses at an overall density of 3.0 FSR. In January 1991, Council approved a form of development that included a low-rise podium supporting two towers on either side of the existing SkyTrain guideway, for office and residential use, as illustrated in Appendix C.
Site development has not proceeded in the decade since the zoning was enacted, due to financial, construction and market constraints. The development permit was extended a number of times since originally issued, and expired in 1998.
The subject site, including land parcels and air parcels as well as the easterly C-2 parcel, was acquired in 1999 by the Provincial Rapid Transit Project2000 to build the new SkyTrain station, and pursue transit-related development.
DISCUSSION
Site Location and Context
The subject site is on the northeast corner of Broadway and Commercial Drive, and includes both land and an air parcel over the Grandview Cut to Grandview Highway North (see map). Commercial Drive abuts the site to the west. The Burlington Northern Santa Fe Railway owns the property in the bottom of the Cut. The City owns the embankments and leases them to the railway. The existing SkyTrain guideway passes over the site with Broadway Station located to the south, linked to the site by a pedestrian overpass.
Most of the site is zoned CD-1, the small parcel to the east is zoned C-2. The other three corners of the Broadway/Commercial intersection are zoned C3-A, as is the east side of Commercial Drive south of Broadway. The west side of Commercial Drive is generally zoned C2-C. A variety of residential zones exist in the vicinity.
Changing Role in the Regional Transit System
The site and its immediate vicinity is undergoing change in the regional transit system. It will become an even more significant node than at present, when the planned Commercial SkyTrain will link with existing Broadway Station. In addition, the Broadway 99B line will have its eastern terminus here, complete with lay-by space on Grandview Highway North,
after SkyTrain Phase 1 is completed, as will the planned U-Trek express service to UBC. The #9 trolley service will continue to short turn between here and Granville Street. The #20 Commercial route also has a stop at this location. Grandview Highway North will serve an expanded role as a lay-by area for buses. All of this will place increased demands on adjacent streets and sidewalks for transit patron movements, bus stops and layover areas, as well as general pedestrian activity.
Rezoning Required to Permit Intended Use
The intended use of the site is for a SkyTrain Station, ticket concourse and ancillary uses in a substation. Supportive commercial uses in a low scale format adjacent to the concourse is intended to provide services and enliven the station environment.
As a provincially-created corporation, RTP2000 is not required to obtain a development permit for the new station. However, they have agreed to obtain building and related permits. Since the current zoning does not allow for a rapid transit station, the site-specificzoning must be amended, and the easterly C-2 parcel added to the new zoning, to accommodate the new station as a Public Authority Use. This will enable the City to issue permits and provide inspection services. Because it is in the City's interest to reflect the actual use of the site in the zoning and to issue permit(s), the rezoning is City-initiated.
It should be noted that even if it were viable, the existing form of development can no longer be accommodated on this site, since the station occupies much of the same space, leaving insufficient room to accommodate the approved built form and provide required parking and loading.
Given these new constraints, RTP2000 presently envisions a density under .30 FSR for associated commercial development, as calculated over the entire site. Staff consider this level of development to be an interim situation, and foresee the possibility of a later, more intensive, redevelopment of this site.(Plans for the station will be submitted to Council at a later date, as were done for the Rupert and Renfrew Stations, and a separate report is also anticipated in order to seek approval of a new form of development.)
The draft by-law provides for a higher density of 1.0 FSR to permit reasonable flexibility to accommodate opportunities as they may arise. Building height would be 18.3 m (60 ft.) over the station house and concourse, lending a sense of identity to the transit function. For the remainder of the development, a maximum height of 12.1m (40 ft.) is proposed in the guidelines.
Last, because it is essential that the station and the commercial development function in a managed way, it is anticipated that site consolidation will be required as a condition of rezoning.
Parking
Transit-related development of the southerly portion of the site is seen by the community, staff and the RTP2000 as highly desirable to upgrade the Broadway Station environment. Site and timing limitations dictate that a relatively small-scale development is all that is achievable for the short-term. This limited development cannot economically support inclusion of below grade parking, even if calculated at the reduced rates recommended below, which likely would determine a need for 25 to 30 spaces.
Parking requirements for this site merit special considerations, taking into account the benefits and needs of high-level transit services, complications from SkyTrain infrastructure, the unusual shape of the site, and the presence of the Grandview Cut. The non-SkyTrain development proposed for the site may be considered "interim"; as such, there is less concern with its parking provision since its needs may be both minor and short-lived, pending more substantial development of the site in future. Given the major boost to transit usage by arrival of the second SkyTrain service at this site and the economics of developing on-site parking, it is recommended that up to 1950 m2 (approximately 20,000 square feet) of commercial or service use, including medical office use, be permitted with a suspension of parking requirements. Public authority use or social and recreational amenity facilities to serve the station and community should be exempt from parking requirements in perpetuity.
Provisions of the Parking By-law, except as noted below, should apply to this site. If assessable development exceeds 1950 square metres, all assessable floor areas (including the initial 1950 square metres) should have the following parking requirements:
… For retail, office, service cultural and recreational and insitutional uses, a minimum of one space per 70 square metres gross floor area;
… For health care office use, a minimum of one space per 35 square metres gross floor area;
… The relaxation and mixed-use reduction provisions of the Parking By-law should be available, in order to enable the suspension of parking as described above. It is expected that future, expanded development would be assessed for all floor area on the site.
No parking is required for the Public Authority Use - SkyTrain Station. For similar reasons as those noted above, no off-street loading bays will be required for either the SkyTrain Station or the initial 1950m2 of retail and service uses. The relaxation and mixed-use reduction provisions of the Parking By-law should be available, in order to enable the suspension of parking as described above. It is expected that future redevelopment would be assessed parking for all floor area on the site, except as previously noted.
RTP2000 Position
The RTP2000 has been consulted about the need to rezone this site for the station and associated development. While preferring a standard C-type zoning in terms of use and other regulations, they have also requested a complete relaxation of-street parking and loading requirements for a more modest level of associated development. Hence they understand the unique conditions which require a site-specific solution and are not opposed to the proposed zoning change. They are also aware that approval of a new form of development will come at a later stage.
Public Consultation
The Kensington/Cedar Cottage Community Vision process concluded before the June, 1998 provincial announcement of SkyTrain technology along BNSF/Grandview Cut corridor in Vancouver. The SkyTrain planning process was in a position to continue and build upon the legacy of community involvement. The process confirmed that the subject site is appropriate for the new station as well as community-serving and transit-related uses to help stimulate area revitalization and contribute to a vibrant and safe station environment. A low-to-mid-rise scale was also strongly preferred. Further, the public process has identified the new station's associated development as a potentially desirable location for a relocated Cedar Cottage Community Police Office.
CONCLUSION
In order to permit the intended use of this site for a SkyTrain station and associated development, staff support the CD-1 amendments as described in Appendix A.
- - - - -
APPENDIX A
DRAFT AMENDMENTS TO CD-1 BY-LAW No. 6663
Section 2
- add a tile "USES"
- delete references to residential and neighbourhood meeting spaces
- add cultural and recreational uses, limited to hall, library and theatre
- add institutional uses, limited to child day care facility, public authority use and social service centre
- limit office use to general office and health care
- retail uses, delete gas station and vehicle dealer but limit to furniture or appliance store, grocery store, retail store
- restrict school to self improvementSection 3 Floor Space Ratio
- reduce FSR from 3.0 to 1.0
- allow exclusion for public authority use and social and recreational facilitiesSection 4 Height
- reduce height from 36.38 m to 18.3 m
Add a Setback section with 3.2 m requirement for Broadway frontage
Section 5 Parking
- delete residential references
- exemptions for the initial 1 950 m¾ of development
- add section to allow for public authority use exclusions
- for retail, office, cultural & recreational uses, and institutional a minimum of one space per 70 square metres gross floor area
- for fitness centre one space per 10 m¾ gross floor area
- for health care office a minimum of one space per 35 square metres gross floor area
- no loading bays for the SkyTrain Station or the initial 1 950 m¾ of retail and service usesSection 6 Acoustics
- delete
APPENDIX B
City of Vancouver Land Use and Development Policies and Guidelines
Community Services Group, 453 W. 12th Ave Vancouver, BC V5Y 1V4 _ 604.873.7344 fax 873.7060
planning@city.vancouver.bc.caCOMMERCIAL STATION
CD-1 GUIDELINES
Contents
1. Application and Intent
2. General Design Considerations
2.4 Views
2.5 Topography
2.7 Weather
2.8 Noise and Vibration
2.10 Safety and Security
2.11 Access and Circulation3. Uses
3.1 Uses at Grade
3.2 Uses Above or Below Grade4. Guidelines Pertaining to the Regulations of the Zoning And Development By-law and the Parking By-law
4.2 Frontage
4.4 Setback
4.9 Off-Street Parking and Loading5. Architectural Components
5.1 Roofs
5.2 Windows and Skylights
5.3 Entrances
5.5 Exterior Walls and Finishes
5.6 Projections, Awnings and Canopies
5.7 Lighting
5.8 Public Art6. Internal Design and Facilities
6.1 Internal Circulation
6.2 Amenity Areas7. Open Space
7.1 Public Open Space8. Landscaping
8.1 Streetscape
8.2 Site Landscape9. Utilities, Sanitation and Public Services
9.2 Underground WiringNOTE: These guidelines are organized under standardized headings. As a consequence, there are gaps in the numbering sequence where no guidelines apply.
1 Application and Intent
As well as assisting the applicant, the guidelines will be used by City staff in the evaluation of projects.
The intent of the guidelines is to:
(a) Achieve a high quality, safe and vibrant station and transit interchange with mixed use development at the northeast corner of Broadway and Commercial Drive.
(b) Strengthen Commercial Drive as a core shopping and business area, providing continuity of retail development, integrated pedestrian spaces and enhanced streetscapes.
Figure 1. Proposed Commercial Station CD-1 Location
2 General Design Considerations
The existing retail area along Commercial Drive and Broadway is composed of pedestrian-related grade level retail uses with offices above in some cases. While many retail activities depend on local support, the presence of three medical buildings plus one of the largest Safeway stores in Vancouver, recently renovated, combine to anchor the area and draw many people from the larger community. Much recent development has occurred on the east side of Commercial Drive between 10th and 12th Avenues. The six-storey Eastvan Medical Building is located on 10th Avenue just east of Commercial Drive. The most recent mixed-use development is located on the southwest corner of Broadway and Commercial
Physical changes should enhance the appearance and character of the street as a shopping area and contribute in creating a stronger visual image for the station precinct. Such features as storefront awnings and canopies providing rain protection, display windows, fascia-type signage, individuality of shop frontages and a high quality of architectural design and streetscape amenity are encouraged.
The Commercial Drive Station, in combination with the existing Broadway Station to which it is linked, could provide the catalyst for transit- related and pedestrian-friendly development on corner sites at the Broadway/Commercial Drive intersection. The corners should become focal points for the community and major activity nodes. New development should express the importance of the corner by being higher than the surrounding area.
2.4 Views
Good views to the downtown and North Shore mountains exist in the area, and should be maintained from important public vantage points. The Broadway/Commercial Drive intersection becomes a focal point when approaching along Commercial Drive from the south and along Broadway from the west.
(a) New development at the intersection should acknowledge the prominence of the site and its role as the heart of the neighbourhood and create a focal point visible at a distance from the Stations.
(b) Distant vistas along the axis of the Cut toward the Downtown skyline from the Commercial Drive Bridge and the Broadway Bridge.
(c) Intermediate views into the Grandview Cut should be maintained from the Commercial Drive Bridge and the Broadway Bridge.
(d) Views into the Grandview Cut should be available from major public circulation and amenity areas within the station and station house.
Figure 2. Views to be protected
2.5 Topography
The Grandview Cut will be significantly altered on the north embankment by the construction of the guideway, retaining walls and the new Commercial Station, and on the south side where the new commercial development and station house are located. A "green" design and impact mitigation approach with respect to retaining walls design, revegetation and maintenance is encouraged.
(a) Exposed retaining wall surfaces should be fenced off to deter public access in order to minimize exposure to hazards and defacement.
(b) Exposed retaining walls should be designed to provide areas for permanent re-landscaping with creepers and vines.2.7 Weather
Transparent or translucent weather protection should be provided for retail frontages, and be of sufficient depth and height to protect pedestrians from wind-driven rain..
2.8 Noise
The decision to locate the guideway below street level in the Grandview Cut is preferable to an elevated structure, from the point of view of noise exposure of nearby residences. However, some residential developments adjacent to the Grandview Cut may still be exposed to noise impacts from the system. Appropriate measures should be undertaken to reduce or mitigate such impacts, as close to the source (wheels and tracks) as possible.
2.10 Safety and Security
Safety and a sense of personal security are essential components of transit station design, and particularly so at this major transit interchange. New development should take into consideration the following Crime Prevention Through Environmental Design (CPTED) guidelines, having particular regard to reducing opportunities for mischief and vandalism, and increasing personal safety.
(a) Maximize opportunities for natural surveillance
(b) Provide unobstructed and transparent sightlines to exits and destinations
(c) Foster territoriality and a sense o f ownership
(d) No hiding places
(e) Natural and artificial lighting to all public areas
(f) Supervised use of amenities, including washrooms, telephone and bicycle lockers.
(g) Walls and surfaces coated with anti-graffiti coating.2.11 Access and Circulation
This location will become an even more important transit hub in the future, with the addition of a second SkyTrain line. Transfers between surface and other modes, including walking and bicycling, will need to be accommodate comfortably and efficiently. Thus, multiple choices of pathways should be available to transit users to connect to and from nearby bus stops and sidewalks.
3 Uses
Commercial Drive should be reinforced as a shopping street with local and district shopping uses being the dominant activity in any new ancillary development. Continuous small frontages reflecting historical parcel widths and expressing a variety and diversity of activities for shoppers are appropriate at grade. The proposed Commercial Station will add to the pedestrian loads and waiting areas on sidewalks and at bus stops and entry points. Uses that support the activities of the broadest cross section of the public are considered to be appropriate activities for ancillary development at this location.
3.1 Uses at Grade
(a) Public Authority Use (SkyTrain Station), retail shops, small restaurants, groceries, public amenities, libraries and service oriented uses such as dry cleaners are encouraged at street level.
3.2 Uses Above or Below Grade
(a) Generally new office development should be local in character and scale serving the needs of adjacent communities with such tenants as dentists, doctors, lawyers and accountants, and be located above grade.
(b) Uses serving a wider public, such as cultural, recreational and entertainment uses are also desirable for this location, but should not be located at grade.
Figure 3. Examples of uses - Retail continuity at grade, theatre, office and large restaurant above or below grade4 Guidelines Pertaining to the Regulations of the Zoning and Development By-law
4.2 Frontage
(a) New commercial development should incorporate design elements that reinforce an incremental rhythm at the street level. All businesses should provide a continuous retail frontage which will be a benefit to both the pedestrian and merchant.
(b) Storefronts should be small to encourage window shopping and continuing pedestrian interest. (c) Building walls fronting on streets leading to the Station should be articulated to the scale of pedestrians, emphasizing a more traditional vertical expression and proportions. Upper story bay window treatment is encouraged.
4.3 Height
(a) New development should generally create a two- to three-story streetwall located at the setback line for the Broadway/Commercial intersection and the Commercial Station.
(b) Height at the streetwall location should generally not exceed 12.2m (40 feet), but the station house may exceed this height in order to reflect the intended transit function.(c) A strong projecting cornice line is encouraged to reinforce human scale and enhance facade articulation.
(d) Stories above grade level may project over the flors below in a manner that reflects a contemporary interpretation of the traditional bay window.4.4 Front Yard and Setback
Most existing commercial development has no front yard setback. While this creates a cohesive image for the street, the existing sidewalks, particularly at the Broadway/Commercial Drive intersection and on the east side of Commercial Drive are of insufficient width to accommodate the increased number of pedestrians attracted to the existing and new SkyTrain stations in reasonable comfort.
(a) In order to accommodate increased pedestrian traffic and allow public activity on the sidewalk area, sidewalks should be at least 6.0m in width.
(b) Retail continuity should be preserved and consideration given to the provision of pedestrian amenities.(c) Outdoor extensions of cafes and restaurants are encouraged.
4.9 Off-Street Parking and Loading
Parking and loading are essential service functions. They can also seriously detract from the streetscape of developments with no lanes or sides streets available for access. Further, while the reduction of parking supply is realistic for many uses at or adjacent to a major transit node, the demand does not disappear altogether.
(a) All off-street parking areas should be provided on-site or in collective parking.
(b) The impact of parking congestion on any adjacent residential street should be minimized.5 Architectural Components
5.1 Roofs
New development near the Broadway/Commercial Drive intersection should create interesting and articulated roof forms to create a visually exciting skyline and focus appropriate to the regional significance of this transit hub.
(a) On sites adjacent to the ALRT guideway, any roof lower than the guideway will become visible to ALRT riders. Roofs should be designed so that they are visually attractive and interesting, as a standard flat tar and gravel roof could easily become unsightly with wear and age. (b) Sloped roof types are considered most appropriate.(c) Mechanical equipment should be suitably screened.
5.2 Windows and Skylights
(a) Windows at grade are essential to enhance pedestrian experience and provide casual surveillance of both the street and station house areas.
(b) Large skylights and/or greenhouse-like roofs in public areas are encouraged to provide both daylight and visual connection between pedestrians at various levels and both commercial and SkyTrain facilities.
Figure 4. Example of a roofline that expresses the transit function
5.3 Entrances
(a) New commercial development at grade level should provide entrances no further than 10m apart, that are of a pedestrian scale and which reinforce vertical facade articulation and visual interest while providing weather protection.
(b) Grade level entries should be oriented to both the fronting sidewalk and the ALRT station circulation areas, in order to provide both convenient pedestrian access and a sense of ownership of adjacent public space.(c) Within the front setback areas of Commercial Drive and Broadway, recessed doorways are not encouraged, as they can provide areas difficult for surveillance.
5.5 Exterior Walls and Finishes
(a) The lower levels of development and station areas should be carefully designed to relate to pedestrian scale, and enhance the close-up view for the pedestrian. The use of quality and durable materials with attention to detail that contribute to pedestrian interest are encouraged.
(b) Blank walls in public areas of station facilities and commercial development are discouraged. (c) Where such walls are necessary, public art, vines and other measures should be used to soften appearance and deter graffiti..
(d) An anti-graffiti coating should be applied to all wall surfaces.
Figure 5. Example of ground level pedestrian
interest and transparency5.6 Projections, Awnings and Canopies
Projecting upper stories and overhangs, awnings and canopies are all desirable from a weather protection aspect. In terms of appearance, using a uniform awning or canopy design across the length of a development is inappropriate to the sense of small scale storefronts intended for the area.
(a) Design architecturally integrated, high quality transparent or translucent awnings and canopies, but ensure some variety in form.
(b) Ensure that awnings and canopies area deep enough and close enough to the ground to provide adequate shelter, and without large gaps between them.
(c) Awnings and/or canopies should have a minimum depth of 5'-0".
(d) Awnings and/or canopies should have a minimum height of 9'-0".
Figure 6. Awnings and Canopies
5.7 Lighting
A well thought out and integrated lighting plan can make a large positive contribution to the sense of safety and security pedestrians experience at the station and ancillary development.
(a) Station areas should have improved lighting levels at all times, day and night, especially under the elevated guideways and at supports on Commercial Drive and Broadway.
(b) Lighting should be sensitive to nearby residential areas. Visible, glaring light sources should be a v o i d e d t h r o u g h u s eo f d o w n -a n d /o r u p -l i g h t s w i t h c u t o f f s h i e l d s .
(c) Full-spectrum "white" light sources are preferred.6 Internal Design and Facilities
6.1 Internal Circulation
The functional success of the Commercial Station will depend in large measure upon the ability of transit users to find their way between platforms and surrounding bus stops and other destinations.
(a) The clear widths of pathway and circulation facilities in the station areas themselves should be of sufficient width to accommodate projected long-term patron movements in comfort.
(b) Conflicts in the circulation needs of transit riders and shoppers, both moving and stationary, should be minimized.
(c) Space should be provided for pedestrians to move comfortably aside from main travel paths to attend to the needs of small children and people with disabilities.
(d) Public circulation facilities, including bridges, ramps, stairways, escalators and elevators, should be conveniently and prominently located in public areas, with direct sightlines from surrounding public areas, including sidewalks and stores.
(e) Enclosures of such circulation elements should be transparent to the maximum extent possible.
(f) Directional signage should be conveniently located, well-designed and clearly legible.
Figure 7. Example of unobstructed and transparent internal circulation
6.2 Amenity Areas
(a) Services and amenities including telephones and supervised public washrooms should be available directly from the station house area.
(b) Public overlook areas into the Grandview Cut and Commercial Station platform should be integrated into site development.
(c) Secure bike racks and bike storage lockers should be provided in convenient locations under cover for transit users and shoppers, in places where station personnel and passersby can provide natural surveillance.7 Open Space
7.1 Public Open Space
The Broadway/Commercial precinct does not presently enjoy public open space, especially of an urban nature. This site provides a rare opportunity to provide such urban open space in a variety of locations.
(a) A public open space should be incorporated at the northeast corner of Broadway and Commercial Drive, and should be enhanced with quality soft and hard landscaping, and animated by outdoor extensions of cafes, restaurants and public art.
(b) Major entry points to the station house should be designed to accommodate landscaping, seating and overlook opportunities for the general public.
(c) Surfaces, furnishings and fixtures should be designed to deter skateboard use.
Figure 8. Location of public open space opportunities
8 Landscaping
8.1 Streetscape
(a) New commercial development near the Broadway/Commercial Drive intersection should provide a more urban landscape treatment.
(b) A bosque or double row of significant street trees should be incorporated in the urban plaza at the northeast corner of Broadway and Commercial Drive, and serve as a landmark feature in this public open space.
(c) Street trees should be planted along Commercial Drive, Broadway and Grandview Highway North to the satisfaction of the General Manager of Engineering Services.
(d) Landscape treatment along Grandview Highway North should be designed to help screen the
new SkyTrain guideway and Commercial Station from nearby residences.
Figure 9. Example of streetscape with mature street trees
8.2 Site Landscape
(a) The Grandview Highway North edge of the site should be designed as an integral part of the Central Valley Greenway and Bikeway, and be landscaped such that a protective buffer screens the guideway and station from nearby residences on Grandview Highway North.
(b) The landscape plan for the Grandview Cut should be consistent with Canadian Environmental Assessment Act requirements for the SkyTrain Extension, to the satisfaction of the Director of Planning.9 Utilities, Sanitation and Public services
9.2 Underground Wiring
In order to improve the visual environment for pedestrians, transit riders and nearby residents, the development should investigate with the City Engineer the feasibility of using underground wiring for electric, telephone and cable services, including the removal or partial removal of existing overhead utilities.
Submission Requirements
Applicants should refer to the information required for significant development permit applications contained in the Checklist in Brochure #3 - How To... Development Permits for Major Applications.APPENDIX C
EXISTING FORM OF DEVELOPMENT
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