One of the things I was most impressed with during my month long visit to Vancouver was the amazing Transit Oriented Development (TOD) that has happened in that city over the past 15 years. I couldn’t help but think the future of urban living in North American cities is linked to creating vibrant, dense communities next to LRT stations.
Followed by, why isn’t Calgary fast tracking TOD development next to existing LRT Stations, rather than expanding LRT to the north and SE edges of the city. And why hasn’t anything happened at Westbrook Station which open in December 2012?
So I decide to ask David Couroux (City of Calgary’s TOD planner), Joe Starkman (a developer with TOD experience) and Gary Andrishak (a planner with 25+ years of TOD planning experience across North America, who lives in Vancouver) why Calgary isn’t a leader when it comes to TOD development?
The answers were very insightful and informative….
FYI: A shorter version of this blog was published by CBC Calgary as part of their feature “Caglary At A Crossroads.” It didn’t include Andrishak’s thoughts on why he has stopped using the term “TOD.” And, the photos are all different.
What is TOD?
Transit oriented development (TOD) is commonly defined as high-density, mixed-use development within a 15 minute walk of a transit station. TOD provides a range of benefits including increased transit ridership, reduced regional congestion and pollution, and healthier, more walkable neighborhoods. TOD neighborhoods have a mix of affordable and market-rate housing, as well as a mix of commercial amenities – grocers, restaurants, cafes, shops, fitness studios and professional services.
Calgary lags behind
I was gobsmacked by the numerous high-rise residential towers next to the Metrotown SkyTrain station and Metrotown Mall in Burnaby. I couldn’t help but wonder why there hasn’t been major residential development next to Calgary’s Chinook and Anderson LRT stations as they have much the same conditions as Metrotown i.e. both have major malls and major road nearby. The Metrotown SkyTrain didn’t open until 1985, while Chinook and Anderson opened in 1981.
The more I rode Vancouver’s Skytrain train the more impressed I was with how almost every station is surrounded not only by mid and high-rise residential, but with grocery stores and other amenities to create an urban village.
By clustering a large share of the region’s population and employment growth and new major public spaces, community facilities and cultural amenities in locations well-served by public transit Vancouver has become a being a leader in the development of walkable, transit oriented communities throughout the region not just in the City Centre. Metro Vancouver currently has nine major town centres and 18 smaller ones, each with its own LRT station.
Recently the Daily Hive an online Vancouver newspaper published a list of 21 mega transit-oriented developments in the works for the lower Main Land. These are not just one or two towers next to an LRT station but entire new communities like Calgary’s East village, University District and Currie. Some of the plans are so big they include four separate LRT Stations.
While Calgary has its share of 21st century TOD happening – Bridgeland, East Village, Brentwood and Dalhousie, we are lagging behind cities like Vancouver and Portland who both opened their LRT after us.
Upon arriving home, I contacted several planners and developers to try to understand why Calgary hasn’t seen more TOD development. I was especially curious why TOD along the South Leg - Chinook, Anderson, Stampede Park, Manchester (39th Street) hasn’t happened given they are all surrounded by underutilized land perfect for mixed-use TOD development
Here’s what I learned…
I first met with David Couroux, the City of Calgary’s TOD Planner, and he informed me the biggest barrier to TOD development in Calgary is funding for the infrastructure needed to undertake TOD development – everything from upgrading water and sewer, to the need for better sidewalks, parks and integrating bus services with trains i.e. a transit hub.
He said with a smile, “creating policy and plans is cheap, it is the implementation that is expensive.”
Indeed, the City often gets bog down in creating endless policy and plans that often act as a barrier to development vs an incentive. And, while many think infill projects in established communities are free to the City i.e. no need for more roads, water, sewer, parks, police and emergency services, that is not true as all of the infrastructure is old and won’t support more development.
That being said, Couroux noted Calgary has seen significant new TOD development in East Village, Bridgeland, Brentwood and Dalhousie and Stampede Station over the past 15 years.
He pointed out in 2009 the City approved the Hillhurst Sunnyside ARP Transit Oriented Development and almost immediately mid-rise developments began to happen – St. John’s on Tenth, Ven, Pixel, Lido and Kensington with the new Memorial Drive and Annex condos currently under construction and Theodore being marketed.
Couroux thinks The Bridges is perhaps the best example of TOD in Calgary. It has proceeded slowly but steadily and there are only 2 or 3 parcels of land left to develop. It features all the characteristics of TOD one would expect, higher density, mixed-use development, a pedestrian focus to the mobility network, parks, mains street and upgraded public realm.
Anderson station remains an unrealized opportunity, as do other south-line station areas like Heritage and Southland. The requirement to maintain park and ride spaces adds significant cost to the redevelopment of these site for TOD because it would need to be accommodated by an expensive underground parkade.
Couroux is optimistic that redevelopment around stations like Brentwood and Dalhousie and get long-awaited projects at stations like Anderson and Heritage will get off the ground in the near future.
Link: TOD Bridgeland
Joe Starkman, President of Knightsbridge Homes, expressed in a telephone chat his frustration with the City’s focus on creating plans and policy vs implementation. Starkman who is responsible for the playful yellow, red and green condo towers at the Brentwood station, says he wouldn’t do TOD again. Why? Because it takes too long to get approvals - it took four years and one million dollars to get University Village approved. He said he wouldn’t go to the City for a “rezoning” today as it is too costly and there is too much uncertainty if you will get approval.
He pointed out Westbrook Station’s “Request For Proposals” was 400 pages making it too arduous to review and understand. In his opinion, the red tape at City Hall is getting worse not better.
He is frustrated by the City’s double talk i.e. they say they want more density near transit corridors, but when a developer comes to them with a proposal instead of being fast tracked it, it gets bogged down in endless reviews and community engagement. He noted “it is often City Roads and Water engineers who are barrier to TOD development, not the planners.”
Other developers have shared similar experiences with me over the years.
TOD Planner says….
I then contacted Gary Andrishak, Director, IBI Group in Vancouver, who has over 30 years of experience in TOD planning in North America to get his insights into Calgary’s TOD history and future. Given has been involved in the development of many of Calgary’s TOD plans (including the new Green Line) so he knows Calgary’s situation well.
Andrishak was indeed insightful and forthright in his comments. He said upfront comparing Calgary is Vancouver is unfair as “Vancouver is as good as it gets when it comes to TOD development in North America and it is a very different city than Calgary.” He quickly added “a city that can sprawl will sprawl, “which is Calgary’s problem as there are no barriers to sprawl like the ocean or mountains in Vancouver.
One of the biggest failures in Calgary is Council hasn’t linked transportation and land use planning, i.e. all of the land along transit corridors and near LRT stations has be zoned for mixed-use, multi-family development to stream line TOD development.
He also suggested that early on the City treated rapid public transit as a utility rather than the “glue that can hold a city together. Calgary lost a generation of TOD over cities like Portland, who saw the synergies of building density adjacent to transit back it he ‘90s.”
Some of the other barriers to good TOD development in Calgary include the fact that too much TOD development is still negotiated between the Councillors and the developers, shutting out the planners, which leads to complications later.
He also noted most of Calgary’s TOD developments are not well designed when it comes to the mix of uses and the incorporation of mid-rise buildings. Andrishak thinks Calgary has a tendency “to go too big, too quickly.” He said in Vancouver developers understand the importance of investing in quality useable public realm that creates a more attractive walkable pedestrian experience; that is not the case for most developments in Calgary.
With respect to the South Leg of the LRT, Andrishak thinks the decision to use the CPR right-of-way has resulted in making TOD development difficult as people simply don’t want to live next to heavy rail lines due to noise and safety concerns.
Similarly, the decision to run the NW leg in the middle of Crowchild Trail is also a barrier as you need to be able to build right up to the station to have good TOD development. Building LRT in next to or in the middle of a freeway just doesn’t work in Andrishak’s experience.
Transit Oriented Communities
In fact, Andrishak has stopped using the term Transit Oriented Development and instead says we should be focused on “Transit Oriented Communities,” as transit is just one element of a creating good communities, which should be the ultimate goal.
He thinks there are three keys to successful TOC development are:
First/Last Mile connectivity
Real Community Engagement in the planning process
Good public/private collaboration includes respecting each other’s needs, willingness to negotiate trade-offs, understanding with density comes amenities and a willingness to work together.
In the urban planner world “First/Last mile connectivity” refers to the fact that most important part of the transit experience happens as you get on and off the bus/train - be that driving to the station/bus stop and finding a place to park or walking/cycling to the station/bus stop and waiting for the transit. It refers to what everyday amenities are available within walking distance of transit so you don’t have to make extra stops.
Andrishak thinks “real community engagement” happens when you combine EQUALLY the best insights of planning professionals, with best practices from committed local knowledge.”
Finally, as Andrisak noted, “the car – no, make that the pick-up truck - is still king in Calgary,” adding “Calgary has one foot in the city and one in the country; there is still lots of room to grow. You can still see the downtown from the edge of the city, so people think What’s the problem.”
I wonder when Calgary will be able to wean itself off of its addiction to suburban “park and ride” lots and convert those parking lots into mixed-use town centres, rather than being so downtown centric.
Calgarians love their single family homes
Not only do Calgarians love their cars and pick-ups but they also love home ownership and living in single family homes.
One of the key factors driving the incredible demand for new condos in Vancouver is the high cost of single family homes. "Single family homes, generally speaking, are beyond the reach of most households that don't already have very significant savings or a home of their own," said University of British Columbia economist Tom Davidoff in a September 2018 CTV Vancouver digital post based on a Zoocasa blog (Canadian real estate blog).
A 2018 survey by Mustel Group for Sotheby’s International Realty Canada found 78% of Metro Vancouver’s young families reported they would like to own a single-family home, however, only 46 percent actually bought a detached house, with 27 percent buying a townhome and 27 percent a condo. The survey also found that 55% of those who don’t own a single family home today have given up any plans to do so.
The same study found “the preference for single family home ownership (91%) is higher in Calgary than in any other metropolitan area in Canada. In addition, the rate of single family home ownership is significantly higher than any other city at 74% as the price of home ownership is more accessible in Calgary than other major cities.
The fact Calgary has the highest home ownership of any major city in Canada and the most affordable single family home prices means our market for TOD development which is exclusively mid to high-rise multi-family residential is smaller than any city in Canada.
Something to think about?
After all of these discussions, I couldn’t help but wonder would it be better for the city, province and federal governments to fund infill projects at LRT stations in major cities vs constructing new LRT lines.
Rather than taking the LRT out to the edges of Calgary i.e. Green Line, which will just encourage more developments in places like Airdrie, Cochrane and Okotoks and more new edge community development in Calgary, wouldn’t it be better if we invested in the infrastructure needed to create more housing where we already have LRT and bus service?
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