Transit Oriented

Development
Policy Guidelines

Amended December 2005

PUBLISHING INFORMATION

TITLE: Transit Oriented Development Policy Guidelines

AUTHOR: Land Use Planning & Policy

STATUS: Adopted by City Council 2004 December 6

PRINTING DATE:

ADDITIONAL COPIES: The City of Calgary

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P.O. Box 2100, Station ‘M’ Calgary, AB T2P 2M5
Phone: (403) 268-3450
Fax: (403) 268-4615
Email: plngbldg@calgary.ca
Web: www.calgary.ca/planning/landuse go to: Publications
Table of Contents
Executive Summary...............................................................................................................v

1.0 Introduction....................................................................................................................1

1.1 Transit Oriented Development Definition.........................................................................................1

1.2 Benefits of TOD ...........................................................................................................................................1
1.3 Policy Background.......................................................................................................................................3
1.4 TOD: Context..................................................................................................................................................4
1.5 Purpose............................................................................................................................................................5
1.6 Application of TOD Policy Guidelines..................................................................................................5

2.0 Transit Station planning areas................................................................................7

2.1 Station Planning Area...............................................................................................................................7

2.2 Defining Station Planning Areas...........................................................................................................7

Table of Contents
3.0 Transit Oriented Development Policies...............................................................9

4.0 Policy Objective – Ensure transit-supportive land uses ............................10

4.1 TOD Guideline – Transit-supportive land uses............................................................................10

4.2 TOD Guideline – Mix land uses..........................................................................................................13
4.3 TOD Guideline – Limit non transit-supportive land uses........................................................14

5.0 Policy Objective – Increase density....................................................................16

5.1 TOD Guideline – Optimize density around each station.........................................................16

5.2 TOD Guideline – Minimize the impacts of density.....................................................................17


Transit Oriented Development Policy Guidelines

6.0 Policy Objective – Pedestrian-oriented design...............................................18

6.1 TOD Guideline – Provide quality pedestrian connections......................................................18

6.2 TOD Guideline – Provide a compact development form........................................................20
6.3 TOD Guideline – Provide integrated public systems................................................................21
6.4 TOD Guideline – Locate pedestrian-oriented uses at the ground level .........................23
6.5 TOD Guideline – Human scaled architecture.............................................................................23
6.6 TOD Guideline – Incorporate all-season design.........................................................................24

7.0 Policy Objective – Make each station area a “place”..................................25

7.1 TOD Guideline – Emphasize important buildings.......................................................................25

7.2 TOD Guideline – Street and block layout.......................................................................................25
7.3 TOD Guideline – Use open space creatively................................................................................26
7.4 TOD Guideline – Create a focus for the local community.....................................................26

8.0 Policy Objective – Manage parking, bus and vehicular traffic.................27

8.1 TOD Guideline – Consider reduced parking requirements..................................................27

8.2 TOD Guideline – Place parking in appropriate locations.......................................................28
8.3 TOD Guideline – Develop parking forms that complement the pedestrian nature
of the area................................................................................................................29
8.4 TOD Guideline – Encourage Transportation Demand Management strategies........30
8.5 TOD Guideline – Integrate design for transit circulation and drop-off zones...............30
8.6 TOD Guideline – Long term redevelopment................................................................................30

ii
9.0 Policy Objective – Plan in context with local communities........................31

9.1 TOD Guideline – Work with local communities..........................................................................31

9.2 TOD Guideline – Provide needed community services and amenities............................31
9.3 TOD Guideline – Built form should complement the local context...................................32

10.0 Station Type Characteristics.............................................................................33

Glossary.................................................................................................................................35

Table of Contents
iii
Transit Oriented Development Policy Guidelines

iv
Executive Summary

The Transit Oriented Development Policy Guidelines provide direction for the development of areas
typically within 600m of a Transit Station - an existing LRT station or BRT station where an LRT
station will eventually develop. This type of development creates a higher density, walkable, mixed-
use environment within station areas in order to optimize use of existing transit infrastructure,
create mobility options for Calgarians, and benefit local communities and city-wide transit riders
alike.

The Transit Oriented Development Policy Guidelines contain six key Policy Objectives that apply to
these station areas:

1. Ensure transit supportive land uses

Ensure land uses around Transit Stations support ridership by generating high levels
of transit use and provide a mixed-use activity node for the local community and
city-wide transportation network benefits. This provides the local community with
increased services, employment, and housing options within their community.

Executive Summary
2. Increase density around Transit Stations

Increase density around all Transit Stations to support high frequency, rapid transit
service and provide a base for a variety of housing, employment, local services and
amenities that support a vibrant station area community.

3. Create pedestrian-oriented design

Create convenient, comfortable, direct and safe pedestrian linkages to and from all
Transit Stations in order to support a walkable station area and promote the use of
transit.

4. Make each station area a “place”

Each station area should be developed as a unique environment, transforming a

utilitarian transit node into a community gateway and a vibrant mixed-use hub of
activity.


Transit Oriented Development Policy Guidelines

5. Manage parking, bus and vehicular traffic

Accommodate transit bus and private automobile circulation and parking needs, while
creating a comfortable pedestrian environment.

6. Plan in context with local communities

Transit Oriented Development should benefit the local community. Through

consultation with local communities, TOD should provide a wide range of supporting
benefits for local communities, including increased uses and services, a variety of
housing, increased transportation options, and a more walkable environment and
community amenities.

Guidelines found under each Policy Objective provide options for implementing the TOD within
the contexts of the different station types throughout Calgary. Together, the Policy Objectives and
Guidelines provide direction for all levels of planning processes and applications in station areas,
which help to clarify the City’s intent for development and achieve Council approved policy.

vi
1.0 Introduction

1.1 Transit Oriented Development Definition

Transit Oriented Development (TOD) is a walkable, mixed-use form of development
typically focused within a 600m radius of a Transit Station – a Light Rail Transit (LRT)
station or Bus Rapid Transit (BRT) stop prior to the arrival of LRT. Higher density
development is concentrated near the station to make transit convenient for more people
and encourage ridership. This form of development utilizes existing infrastructure,
optimizes use of the transit network and creates mobility options for transit riders and the
local community. Successful TOD provides a mix of land uses and densities that create a
convenient, interesting and vibrant community for local residents and visitors alike.

City-wide destinations served by frequent service and multiple bus routes should also
be included as areas that are appropriate for locating transit oriented development. This
includes the general commercial nodes, employment concentrations and institutional
nodes identified within the Municipal Development Plan.

1.2 Benefits of TOD

Transit Oriented Development seeks to implement a more sustainable approach to urban planning
and land use. By optimizing the use of land around transit stations, the principles of Smart
Growth are followed and a “Triple Bottom Line” approach can help Calgary achieve some of its
environmental, economic and social objectives.

1.0 Introduction
• Reduced greenhouse gas emissions
• Greater mobility choice through through higher transit ridership
improved travel options
• Improved air quality through the
• Increased houisng, employment provision of transportation alternatives
and service choices whithin
• Reduced energy consumption
existing communities
resulting from efficient land use
and transportation connections
• Promoting a greater jobs/
housing balance Social Environmental

• Health benefits of
walkable communities
Economic
• Maximizing the use of transit
infrastructure
• TOD as a catalyst for • Reduced traffic congestion-
economic development related costs
• Redevelopment of vacant or under-
utilized industrial and commercial sites 

TOD can help achieve a “Triple Bottom Line” for Calgary

Transit Oriented Development Policy Guidelines

“Smart Growth” has become an increasingly important approach in current planning practice.
It is a term to describe ways of developing more sustainable cities by supporting economic
development initiatives, creating healthy environments and strengthening communities. Calgary
City Council has endorsed “Advancing Smart Growth” as a key priority for The City of Calgary.
Some of the leading Smart Growth principles that guide or promote TOD include the following:

• Create walkable neighbourhoods

• Foster distinctive, attractive communities with a strong sense of place

• Encourage transit use

• Provide a variety of transportation choices

• Mix land uses

• Strengthen and direct development toward existing communities

• Create a range of housing opportunities and choices.


1.3 Policy Background
The City of Calgary has adopted many policies that relate to transportation choices, transit use,
quality of life and the urban fabric in general. The Calgary Plan (1998), the Calgary Transportation
Plan (1995), and the Sustainable Suburbs Study (1995) contain important city-wide policy
directions to encourage transit use, make optimal use of transit infrastructure, and improve the
quality of the environment in communities.

Some key policies in the Calgary Plan that support TOD include:

2-2B
“Encourage appropriate new office development to locate in transit-supportive areas through the
amendment of land use classifications, and the provision of infrastructure, etc.”

2-2F
“Promote greater land use efficiency and convenience by encouraging new housing close to transit
facilities and within mixed-use centres to support transit and pedestrian mobility choices.”

2-2H
“Support the utility and vibrancy of LRT stations by actively encouraging both public and private
development and integration of a full range of compatible land uses (residential, employment and
commercial activities) at designated sites.”

1.0 Introduction
2-3.3.2E
“Avoid causing speculation and instability in communities abutting LRT stations. Through
appropriate planning processes such as station area plan, area redevelopment plan and/or area
structure plan preparation, provide the public with an indication of Council’s intention with respect
to the level of development opportunity.”

The Transit Friendly Design Guidelines (1998) provides direction for development along major
bus corridors which complement the nodal form of development discussed in the TOD Policy
Guidelines. This will help to achieve more transit-supportive communities across the city.


Transit Oriented Development Policy Guidelines

1.4 TOD: Context

The City of Calgary LRT system has been operational since 1981. Since that time, The City has
invested over $860 million in its LRT infrastructure. The system has been highly successful in
attracting peak trips. There remains an opportunity to attract reverse flow peak travel and off-peak
ridership. Continued investment in the system is planned, with the extension of existing lines,
expanding line capacity, and the addition of new lines, with Bus Rapid Transit providing interim
service. Optimizing use of the transit system and the lands in the vicinity of LRT stations will
therefore become important inputs to future capital investment.

Like Calgary, many North American cities have built

rapid transit systems over the past 20 years
in order to help alleviate growing traffic
congestion on their roadways. To support
these major infrastructure initiatives,
these cities are now looking
carefully at how to optimize
use of the transit system by ne
Li
encouraging higher density

T
LR
development in their

h
or t
station areas. The

eN
City of Calgary’s Future

tur
West LRT
“Transit Oriented

Fu
Line
Development -
Best Practices
Handbook”
(2004)

e
Lin
LR

T
SE
re
tu
Fu
provides a

The LRT system and the 600 m

TOD station area radii


 summary of what these cities have discovered to be key planning principles and implementation
tools for creating functional, vibrant and safe communities focussed around transit stations. One
of the key tools for encouraging TOD has been to establish a clear city-wide vision for TOD, which
sets out development policies and design expectations of the municipality. These help establish a
common base of knowledge and understanding amongst many stakeholder groups and set clear
goals and procedures for undertaking more detailed TOD planning at specific stations.

1.5 Purpose
The purposes of the TOD Policy Guidelines are:

a) to reaffirm the importance of LRT system and stations as city-wide assets and the need to
optimize the use of this investment through supportive land use policies

b) to establish broad, city-wide policies and guidelines for the future intensification and
development of lands in the vicinity of Transit Stations

c) to create certainty in Transit Station areas for local communities, landowners and developers
by clarifying the City’s objectives for land use and development around Stations

d) to provide a framework for evaluating land use, development permit, and/or subdivision
applications in Transit Station areas

1.0 Introduction
e) to direct policy development of station area plans for new and existing Transit Station areas,
and the preparation of, or amendments to, Area Redevelopment Plans and Area Structure
Plans.

1.6 Application of TOD Policy Guidelines

The TOD Policy Guidelines will assist planners, developers, applicants, and communities on
planning applications within the vicinity of a Transit Station. This range of applications includes:

• Station Area Plans

• Area Structure Plans, Area Redevelopment Plans, and amendments thereto

• Outline Plan/Land Use Redesignations

• Land Use Redesignations


Transit Oriented Development Policy Guidelines

• Subdivision applications, and

• Development permit applications

As part of the process of planning for both new and existing LRT stations, a Station Area Plan
should be prepared which addresses infrastructure, land use, density, built form and other issues.
These TOD Policy Guidelines are intended to inform the Station Area planning process, both in
respect of new stations and redevelopment plans that may be prepared for existing stations and
neighbouring communities.

Where Area Structure Plans (ASP) and Area Redevelopment Plans (ARP) are in place, this
document will supplement the evaluation and monitoring of these existing statutory policies.
Where amendments to an ARP or ASP are proposed, TOD Policy Guidelines should help to
define new land use objectives for that plan and provide guidance to evaluate the merits of the
amendment from a Transit Oriented Development perspective.

The TOD Policy Guidelines will guide decisions on Land Use Redesignations in station areas
by determining whether a land use district and its list of uses and rules are appropriate for that
station area. These TOD Policy Guidelines will respect existing, stable communities. While
redevelopment may occur over time, the TOD Guidelines should not be used to “spot redesignate”
individual sites in existing single-detached areas without the benefit of a more comprehensive
planning process.

Decisions on Subdivision applications in station areas can be assisted through an evaluation of

the policies in the Policy Guidelines.

The Land Use Bylaw establishes land use districts for the city and is a key implementation tool for
City policy. These TOD Policy Guidelines are intended to supplement the evaluation criteria and
help to guide discretion on Development Permit Applications, when the subject lands are part of
a Transit Station Area.

Summary

The City of Calgary has made significant public investment and long range policy commitments to
optimizing the use of public transportation infrastructure, increasing mobility choices of Calgarians,
and creating vibrant, diverse neighbourhoods. It is timely and appropriate to consider how
increasing transit ridership and ensuring that LRT station areas are attractive to users can optimize
this commitment. This will encourage sustained capital and maintenance investment in these sites
and help create more integrated, diverse and liveable communities in Calgary.


2.0 Transit Station planning areas

2.1 Station Planning Area

The primary user group for transit and associated TOD uses is pedestrians, since all transit trips
begin and end with a pedestrian trip component. The planning area for TOD around an LRT

2.0 Transit Station Planning Areas

station should therefore be the distance that a pedestrian is likely to travel to take transit. This has
been determined to typically be a 5 to 10 minute walk, or approximately 600 m.

As such, the Station Planning Area that the TOD Policy Guidelines will represent is a 600m radius
around an LRT station. Development of lands within the 600m radius will be required to follow
these planning guidelines. However, in some cases it may be appropriate to extend the station
area beyond this radius. This will be considered where lands outside the 600m radius share
specific station area characteristics, are not physically separated from the station, have direct
pedestrian connectivity, and could accommodate transit-supportive land uses.

Equally as important, this radius may be reduced where existing, stable residential communities
exist around existing stations and in new suburban communities where a smaller radius of transit-
supportive development would create a more viable node around the station. Physical barriers
that prevent pedestrian access to a station may also be considered in defining a station area.

Currently, the majority of LRT riders access stations via bus or car, so it is important to continue
planning for these modes and their access to LRT. TOD places more emphasis on developing
lands close to the station for uses other than parking that promote ridership via walking. Hence
one of the TOD objectives will be to convert some of the auto trips to the station to pedestrian,
cycle, or bus trips through improvements to bus service and cycle/pedestrian connections. This
will diminish the impact of automobile access and parking.

2.2 Defining Station Planning Areas

The 600 m radius is an approximate distance that should be used to define a general planning
area for a LRT station. General station areas should be identified for each existing and future LRT
station, to indicate where development potential is available.

How a station planning area is determined:

• Identify a 600m radius circle centred upon the LRT platform. This includes major roadways,
rights of way, adjacent rail rights of way, etc.


Transit Oriented Development Policy Guidelines

• Re-align the edges of the circle to logical property lines that define major roadways,
environmental or topographical features, or edges of commercial/industrial districts.

• Identify these applicable lands on POSSE – the City’s file management system – to notify
planners of a parcel’s proximity to an LRT station and the need to review any applications with
regards to these TOD Policy Guidelines.

• At the station area plan stage, identification of appropriate lands to achieve TOD objectives
can be accomplished through more detailed analysis, landowner and community consultation.

A 600m radius around an LRT station - Chinook Station Potential Station Planning Area - Chinook Station


 3.0 Transit Oriented Development Polices
3.0 transit oriented development policies
One of the functions of this document is to set out the key policies for Transit Oriented
Development. These policies reflect current Council strategic policy, with specific reference to
new policy objectives for development around Transit Stations, literature research and review of
practices in Calgary and other cities, where Transit Oriented Development has been implemented.

1. �����������������������������������
Ensure transit-supportive land uses

2. ����������������������������������������
Increase density around Transit Stations

3. ���������������������������������
Create pedestrian-oriented design

4. ��������������������������������
Make each station area a “place”

5. �����������������������������������������
Manage parking,bus, and vehicular traffic

6. ������������������������������������������
Plan in context with the local communities

These following sections have been organized to discuss each of the six Key Policies. Each
section contains a “Policy Objective” statement that provides the key policy that must be followed
within a Station Area. Following are “TOD Guidelines” that provides direction and potential options
on how to achieve the Policy Objective. It is the intent that these guidelines will allow for a flexible
and creative approach that achieves TOD in the wide variety of contexts that it will be applied.


Transit Oriented Development Policy Guidelines

4.0 policy Objective – Ensure transit-

supportive land uses
Ensure land uses around Transit Stations encourage high levels of transit use and provide a
mixed-use activity node for the local community and city-wide transportation network benefits. This
provides the local community with increased services, employment, and housing options within
their community.

4.1 TOD Guideline –Transit-supportive land uses

Transit-supportive land uses encourage transit use and increased transportation network efficiency.
As such, the pattern of land uses around LRT stations should be characterized by:

• high employee and/or residential densities

• promoting travel time outside of the am/pm peak periods

• attracting reverse-flow travel on roads and LRT

• encouraging extended hours of activity, throughout the day and week

• attracting pedestrian users / generates pedestrian traffic

Primary transit-supportive land uses include:

• Employment uses

o�������������
Call centres

o������������������
Commercial office

10
 _ Ensure Transit _ Supportive Land Uses
o������������������������������������������������
Light manufacturing contained within a building

o�����������������������������������������������������
Research and development contained within a building

• High school and post-secondary institutions

• Residential – medium to high density

o���������������������������������������������
Small lot single detached in new communities

o ����������
Townhouses

o�������������������
Walk-up apartments

o ��������������������
High-rise apartments

Uses that provide support services to primary transit-supportive uses and transit riders and/or off-
peak ridership include, but are not limited to:

• Retail

4.0 Policy Objective

o Pedestrian-oriented street retail

o����������������������������������������������������������
Shopping centre retail with strong pedestrian connections

• �������
Service

o ���������������������
Child care facilities

o �������������
Fitness clubs

o �������
Hotels

o ���������������
Medical clinics

o �����������������
Personal services

o �����������
Restaurants

11
Transit Oriented Development Policy Guidelines

• ���������������������������������������������������
Entertainment, recreational and cultural facilities

o �������
Library

o ��������������
Movie theatres

o ��������������������
Recreational centres

Medium to high density

residential developments are
transit-supportive and can come
in a variety of forms.

12
 _ Ensure Transit _ Supportive Land Uses
4.2 TOD Guideline – Mix land uses
• A station area should allow for a mix of residential, employment and supporting retail and
service uses.

• The mix of land uses may be horizontally or vertically integrated; that is, the mix of uses may
be found within a particular building, or incorporated in multiple buildings throughout the
planning area. This provides a variety of uses within a compact, walkable station area and
creates a synergy between the varying types of development.

tial
en
sid Retail
Re

Office
Residential

4.0 Policy Objective

Residential

Office
Office

Restaurant

Mixing land uses can occur horizontally across a site, or vertically within a building.

13
Transit Oriented Development Policy Guidelines

4.3 TOD Guideline – Limit non transit-supportive land uses

As the focus of TOD is the transit rider and pedestrian, it is important that auto-oriented
development does not overwhelm the station area. Non-transit supportive land uses are oriented
primarily to the automobile and not the pedestrian or transit user. These types of land uses:

• generate high levels of vehicle activity

• are oriented towards automobile use

• consume a large amount of land through low-density form

• require extensive surface parking areas

• create negative impacts for pedestrians such as isolation from building frontages, long
windswept walks, and numerous vehicle crossings on sidewalks, and/or

• typically does not attract extended hours of activity.

Uses that are typically considered as “non-transit supportive” are:

• Stand-alone auto-oriented uses and formats

o�������������������������������������
automotive parts, repair and service

o����������������
car dealerships

o�����������
car washes

o�������������������������
drive through facilities

o���������������������
gas/service stations

o���������������������������
commercial surface parking

14
 _ Ensure Transit _ Supportive Land Uses
• Low intensity industrial

o�������������
bottle depot

o����������������������������������������
warehouse storage and movement of goods

o����������������
outdoor storage

• Low density commercial:

o���������������
big box retail

o����������������������������
large format grocery stores

• Low-density residential:

o��������������������������������������������
single-detached on standard or large lots (>40’)

4.0 Policy Objective

Non transit-supportive land uses should not be located in the immediate station area where there
is high pedestrian activity and bus traffic. These uses may be considered towards the edge of
a station planning area where higher intensity uses may not be feasible, or as part of a larger
comprehensive transit-supportive development. In all cases, key pedestrian and urban design
elements discussed in this document should be employed.

15
Transit Oriented Development Policy Guidelines

5.0 policy objective – increase density

Increase density around all Transit Stations to support high frequency, rapid transit service and
provide a base for a variety of housing, employment, local services and amenities that support a
vibrant station area community.

5.1 TOD Guideline – Optimize density around each station

• Density should be increased around Transit Stations while relating to the surrounding context
and particular station type. Density should be placed in locations with the best access to
transit and the local public systems.

• Locate the highest density uses and building forms (e.g. apartments, office towers) as close as
possible to the LRT station building.

• In new communities, densities should be established for a station planning area and not
included as part of the gross community density targets of 6 to 8 units per acre.

Density around Transit Stations should be increased, with the highest density near the station.

16
5.2 TOD Guideline – Minimize the impacts of density
The highest densities in a TOD station area should occur on sites immediately adjacent to the
station. Consideration for impacts of height on shadowing and massing should be made in
determining transitions as well. In addition, a minimum density may be established on parcels
adjacent to the LRT station to ensure the desired intensity is achieved.

• Create transition between higher and lower intensity development by stepping down building
heights and densities from the LRT station building.

5.0 Policy Objective_ Increase Density

• Ensure that building massing and shadowing impacts are minimized. Shadow studies may be
required to ensure that new development does not create significant shadowing on existing
communities.

• Use transit facilities, public spaces and roadways as organizing elements for placement of
density, height and shadow.

• Create proper edge treatments such as compatible building scale, parking location, and
landscaping between new development and existing communities to minimize impacts and
ensure integration.

Density should transition from high to lower density, ensuring compatibility with adjacent communities.
17
Transit Oriented Development Policy Guidelines

6.0 policy objective – pedestrian-oriented

design
Create convenient, comfortable, direct, and safe pedestrian linkages to and from all Transit
Stations in order to support a walkable station area and promote the use of transit.

6.1 TOD Guideline – Provide quality pedestrian connections

• ��������������������������������������������������������������������������������
A convenient, comfortable pedestrian-oriented route has the following qualities:

o ����������������
Routes are short

o ��������������������������������������
Routes are continuous and barrier-free

o ���������������
Routes are safe

o ���������������������������
Routes are easily navigable

o �����������������������������������������
Routes are designed for the local climate

• Primary and secondary pedestrian routes should be identified in the TOD station area.

o Primary Pedestrian Routes– These routes run directly between the LRT platform and
station site and major pedestrian destinations in the surrounding community. These
routes will attract high pedestrian volumes, associated pedestrian oriented services
and act as the major connections to the station. Primary routes would typically include
wider sidewalks and may include station access bridges, public easements, and regional
pathways. In addition, buildings along these primary routes would be oriented to the street
– buildings built to the street with minimal setbacks and direct building entrances oriented
to, and connected from the sidewalk.

18
 o Secondary Pedestrian Routes – These routes do not provide a direct link to the LRT
station site but feed into the primary routes. These routes would typically be at ground
level and include standard sidewalks and private accesses to individual buildings.

6.0 Policy Objective _Pedestrian - Oriented Design

Secondary Routes

Primary Routes

Primary and secondary pedestrian connections provide access to the Station and throughout the area.

19
Transit Oriented Development Policy Guidelines

6.2 TOD Guideline – Provide a compact development form

• Buildings should be grouped together to allow for easy pedestrian access between
buildings and to frame the pedestrian spaces, which makes for easily legible routes

Primary Pedestrian Route

Development patterns in
TOD station areas should
be compact.

20
6.3 TOD Guideline – Provide integrated public systems
• Public systems are essential to ensure a fully integrated station area. Elements of the public
systems should include:

o ���������������������������������������
Primary and secondary pedestrian routes

6.0 Policy Objective _Pedestrian - Oriented Design

o ��������������
Bicycle routes

o �����
Roads

o ���������
Sidewalks

o ��������������������������������������������������������������
Regional pathways and local walkways (both public and private)

o �������������������������������������������
Pedestrian/cycle overpasses and underpasses

o �����������������
Public open space

o ����������������
Transit stations

o ���������
Bus stops

• Development should be integrated with all elements of the public system in order to create
pedestrian comfort and an effective network for all travel modes within the station area.

• Regional pathways and bicycle routes should be located close to, but physically separated
from a Transit Station, vehicle drop-off zones or bus stops to avoid potential conflicts with
cyclists and transit passengers. This allows for thru-traffic by cyclists, with local linkages
connecting directly to the Station and bicycle parking.

21
Transit Oriented Development Policy Guidelines

Primary Pedestrian Route

An integrated public system is essential for TOD.

The Bridges development, Calgary, AB.

22
6.4 TOD Guideline – Locate pedestrian-oriented uses at the
ground level
• As TOD is focused on pedestrian comfort, the ground floor should contain uses that are
appealing to pedestrians, such as retail, personal service, restaurants, outdoor cafes, and

6.0 Policy Objective _Pedestrian - Oriented Design

residences.

6.5 TOD Guideline – Human scaled architecture

• Buildings should be designed to ensure that pedestrian comfort is of primary importance in
station areas

o��������������������������������������������������������������������������������������
Doorways and windows should be oriented to the street level in order provide ease of
entrance, visual interest and increased security through informal viewing

o ����������������������������������������������������������������������������������������������
Architectural variety (windows, variety of building materials, projections) should be used on
the lower storeys of a building in a TOD station area in order to provide visual interest to
the pedestrian

o ���������������������������������������������������������������������������������������������
Buildings higher than 4 to 5 storeys should step back higher floors in order to maintain the
more human scale along the sidewalk and reduce shadow impacts on the public street.

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Transit Oriented Development Policy Guidelines

6.6 TOD Guideline – Incorporate all-season design

• Primary pedestrian routes, developments and transit facilities should incorporate climate
and weather protection. This can include covered waiting areas, building projections and
colonnades, awnings, bus stops, use of landscaping etc. These design elements will make
waiting for, and getting to and from transit stops more comfortable.

Buildings in TOD stations areas should create a comfortable environment for the pedestrian.

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7.0 Policy Objective – MAKE EACH STATION
AREA A “PLACE”

7.0 Policy Objective _Make each station area a “place”

Each station area should be developed as a unique environment, transforming a utilitarian transit
node into a community gateway and a vibrant mixed-use hub of activity.

7.1 TOD Guideline – Emphasize important buildings

• Public or high profile buildings (i.e. LRT station, large commercial, prominent residential)
should be highly visible landmarks within the TOD area.

• These buildings should have distinctive design features that can be easily identified and be
located on high exposure sites, at the terminus of a sight line or view

• Taller buildings should have distinctive rooflines to further create a landmark location

7.2 TOD Guideline –Street and block layout

• New streets and walkways should be incorporated into the existing local road pattern

• Streets should have sidewalks on both sides of the road that can accommodate high-volume
pedestrian activity

• Street layout should be oriented toward the transit station.

• Where possible, street and building configuration should be designed to create vistas, or to
terminate views with a landmark feature, building, or public space

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Transit Oriented Development Policy Guidelines

7.3 TOD Guideline – Use open space creatively

Public and private open space should be developed to complement LRT stations. This would
emphasize the station as a public place, provide a comfortable and interesting waiting/drop-off
area, and give the community a gathering point.

7.4 TOD Guideline – Create a focus for the local community

• Development in the station area should provide a destination for both transit users and local
residents

• Elements should include local gathering places, shopping, services and transit connections.

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8.0 policy Objective – manage parking, bus
and vehicular traffic
Accommodate transit bus and private automobile circulation and parking needs, while creating a
comfortable pedestrian environment.

8.1 TOD Guideline – Consider reduced parking requirements

8.0 Policy Objective _Manage parking & traffic

Transit Oriented Development, through its transit-supportive uses, increased density and
pedestrian design provides mobility options and reduces automobile trips through increased
transit ridership and potential for decreased vehicle ownership. As such, the reduction of standard
parking requirements should be strongly considered in TOD station areas.

• A reduction of the required Bylawed parking stalls should be considered in TOD station areas.

• In addition to proximity to a Transit Station, parking relaxations should be considered when a

site “earns” further locational/parking management benefits such as:

o����������������������������������������������������������������������������������
Shared parking where different uses require parking at different times of the day

o�������������������������������������������������������������������������������������
Proximity to Park n’ Ride sites which could be considered for accommodating parking
during off-peak hours

o�������������������������������������������������������������������������������������������
On-street parking within TOD station areas as part of the parking supply for a development

o����������������������������������������������������������������������������
Longer-term (class 1) secure bike parking with shower and locker facilities

• A cash-in-lieu policy for parking in TOD areas should be considered as part of a parking
management strategy for a station area

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Transit Oriented Development Policy Guidelines

8.2 TOD Guideline – Place parking in appropriate locations

Parking areas should be designed appropriately in order to maintain the pedestrian comfort in the
TOD station area.

• Major parking areas should be accessed from collector and arterial roads around the station
areas, without impacting existing communities or the pedestrian environment closest to the
station. Direct and convenient pedestrian connections should lead from these parking areas
to primary destinations such as the Transit Station, major office areas, high-density residential,
etc.

• Along Primary Pedestrian Routes that lead to Transit Stations, parking lots should be located
to the rear or side of the building.

• Parking lots should be designed and located to minimize the number of vehicle crossings over
Primary Pedestrian Routes.

Parking areas should be located to minimize conflict with pedestrian.

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8.3 TOD Guideline – Develop parking forms that complement
the pedestrian nature of the area
• Surface parking should be broken into smaller cells through landscaping and walkways

• Lighting in surface parking areas should be directed within the site

8.0 Policy Objective _Manage parking & traffic

• Surface parking areas should accommodate safe, direct pedestrian traffic through the
provision of landscaped walkways to and from, as well as through the site.

• Parking structures should have active street-level facades, including commercial uses and/or
building articulation and glazing.

Parking areas should be provide safe pedestrian access to the site, and safe circulation internationally.

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Transit Oriented Development Policy Guidelines

8.4 TOD Guideline – Encourage Transportation Demand

Management strategies
Other strategies may assist in reducing the need for on-site parking in TOD areas. When present,
these strategies should be considered in the evaluation of developments in station areas:

• Encouraging local shuttle service for employment centres or shopping centres

• Facilitating community car-sharing and car-pooling by providing preferential parking spots for
car-share/car-pool vehicles

• Promoting Transportation Demand Management (TDM) initiatives such as flex-time hours,

telework, bike/walk to work programs, etc.

• Work with businesses to encourage transit ridership programs for employees

8.5 TOD Guideline – Integrate design for transit circulation

and drop-off zones
• Park n’ Ride sites will be accommodated in station areas in accordance with approved Council
policy. Parking facilities should be located and designed following the guidelines for parking
provided above.

• Bus access to station areas should be a primary consideration in the design of the station
and local roadways. This provides a more comfortable transition between modes of public
transportation. Where possible, bus drop-off areas should be from local roadways with quick
and direct access to the station platform.

• Kiss & Ride drop-off sites, where motorists can drop off or wait for a transit passenger, should
be provided where feasible. These facilities should provide quick and direct access to the
station platform, but not be the focus of the public systems design. These should avoid being
placed prominently at the station, but rather placed in locations where the vehicle can enter
and exit the station area conveniently and the passenger has a direct connection to the station.

8.6 TOD Guideline – Long term redevelopment

• Surface parking should be designed to allow redevelopment with parking structures and/or
other development.
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9.0 policy Objective – PLAN IN CONTEXT WITH

9.0 Policy Objective _Plan in context with local communities

LOCAL COMMUNITIES
Transit Oriented Development should benefit the local community. Through consultation with
local communities, TOD should provide a wide range of supporting benefits for local communities,
including increased uses and services, a variety of housing, increased transportation options, and
a more walkable environment and community amenities.

9.1 TOD Guideline – Work with local communities

• Local communities can provide valuable local knowledge on services and amenities needed by
the community, housing forms, key pedestrian destinations, current pedestrian habits, parking
management concerns etc.

• Local landowners and communities should participate in station area plan planning processes.
Information should be made available to them and opportunities to be consulted made
available at opportune times.

• All communities within the catchment area of the LRT station should provide input into station
area planning processes. This principle applies especially to the creation of station area plans,
as other types of planning applications (i.e. Development Permit, Land Use Amendment, etc.)
have established circulation processes.

• Applicants are encouraged to consult with local communities early in the planning process to
ensure a common understanding of important community issues related to a particular site or
area.

9.2 TOD Guideline – Provide needed community services and

amenities
• New development in station areas should provide services and amenities needed by local
communities. These could include new housing forms to support community demographics,
employment options, convenience retail and personal services, day-care, public gathering
spaces, etc.

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Transit Oriented Development Policy Guidelines

9.3 TOD Guideline – Built form should complement the local

context
Each station exists in a particular community context. Development should complement the
existing development and help to enhance the local character while creating a walkable, vibrant
station area.

• Transitions between established residential areas and the new TOD area should provide a
sensitive interface. Low rise, medium density residential or low-profile mixed use development
may be used as an appropriate transitional use between adjacent low density residential and
the TOD area.

• Public pedestrian systems should integrate new and existing developments in the area.

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1o.0 ����������������������������
station type characteristics
As discussed, there are a wide variety of contexts in which TOD is to be achieved. The following
table sets out a matrix of station types and their characteristics, and the kind of development that
may be appropriate to the various station types and settings.

The table can provide general direction for the land uses, density and compatibility issues that

10.0 Station Type Characteristics

are important to a particular type of station. This will assist with applications in a station area,
particularly when there is no guiding policy direction beyond the TOD Policy Guidelines.

A station may not fit precisely into one or another category. The location attributes of a particular
station will determine whether characteristics fit into one or more categories.

33
Transit Oriented Development Policy Guidelines

Stations in existing areas with existing New communities and

Transit Station future stations
Station Commercial Residential Multi- New New Town
Type Neighbourhood Neighbourhood Neighbourhood Neighbourhood Centre

commercial

residential station station station station station

Location Adjacent or within Adjacent or within existing Adjacent to both residential Adjacent or within future Within future mixed-use
commercial, industrial, and/ residential, with some and commercial, with the residential, with some Town Centre.
or institutional. commercial two areas separated by a commercial. A radius
major barrier (major road / less than 600m may be
expressway; heavy rail line) appropriate.
Land Uses • Employment (commercial, • Residential • Residential • Residential • Residential
office, industrial, • Commercial / Office • Employment (commercial, • Commercial / Office • Employment (commercial,
institutional) • Mixed use office, industrial, • Mixed use office, industrial,
• Residential • Supporting retail & institutional) • Supporting retail & institutional)
• Supporting retail & services • Mixed use services • Mixed use
services • Supporting retail & • Supporting retail &
services services
Density • High intensity employment • Medium intensity • Medium intensity • Medium intensity • Medium-high intensity
• Medium-high density employment / commercial employment / commercial employment / commercial employment / commercial
residential (townhouse, 4-5 • Medium density on residential side; high • Small lot single family- • Medium density
storey apartment, high-rise residential (townhouse, 4- intensity on commercial side medium density residential residential (townhouse, 4-
apartment) 5 storey apartment) • Medium density residential (townhouse, 4-5 storey 5 storey apartment)
on residential side apartment)
(townhouse, 4-5 storey
apartment); medium-high
residential on commercial
side (townhouse, 4-5
storey apartment, high-rise
apartment)
Compatibility • Minimal compatibility issues • Sensitive interface • Sensitive interface • Transition to higher density • Transition to higher
challenges – commercial / industrial adjacent to existing adjacent to existing closer to the station. density and greater mix
interface residential residential of uses closer to the
• Can go towards medium • Can go higher intensity station.
intensity development on/ development on/adjacent to
adjacent to commercial commercial

34
Transit Oriented Development Policy
Guidelines Glossary

Primary pedestrian route - Routes that run directly between the LRT platform and station site
and major pedestrian destinations in the surrounding community. These routes will attract high
pedestrian volumes, associated pedestrian oriented services and act as the major connections to
the station. Primary routes would typically include:

• ������������������������������������������������
wider sidewalks and may include access bridges,

• ����������������������
public easements, and

• ��������������������
regional pathways.

In addition, buildings along these primary routes would be oriented to the street – buildings built to
the street with minimal setbacks and direct building entrances oriented to, and connected from the
sidewalk.

Public systems – An integrated network of elements that create effective movement for all modes of
transportation within a station area. These elements include:

o �����������������������������������������
Primary and secondary pedestrian corridor

o ��������������
Bicycle routes

o �����
Roads

Glossary
o ���������
Sidewalks

o ��������������������������������������������������������������
Regional pathways and local walkways (both public and private)

o �������������������������������������������
Pedestrian/cycle overpasses and underpasses

o Public open space

o Transit stations

o Bus stops 35
Transit Oriented Development Policy Guidelines

Reverse flow – The direction of traffic flow that is opposite the direction of highest traffic volume on a
given corridor during peak periods (usually rush hour).

Secondary pedestrian route - Routes that do not provide a direct link to the LRT station site but feed
into the primary routes. These routes would typically be at ground level and include standard
sidewalks and private accesses to individual buildings.

Station Area Plan – A comprehensive land use plan and development strategy for properties within
an approximate 600m radius of a Transit Station platform. The exact boundaries of that planning
area will be defined through detailed analysis of the station area including individual parcels and
their development and redevelopment opportunities, public systems and adjacent community
characteristics. This type of plan may be stand-alone, or as part of a larger plan (ASP or ARP, for
example).

TOD Station Area – the land within a 600m radius around a Transit Station. The actual radius may be
extended or reduced according to context.

Transit Station – a Light Rail Transit (LRT) station or Bus Rapid Transit (BRT) stop prior the arrival of
LRT

36