carvolth neighbourhood plan

TOWNSHIP OF LANGLEY

Carvolth Neighbourhood Plan March 27, 2013

In collaboration with:

D’Ambrosio Architecture and Urbanism

Coriolis Consulting Group

ISL Engineering + Land Services

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portercj

Typewritten Text

Bylaw No. 4995 Page 8 Schedule E

Submitted to:

The Township of Langley

Submitted by:

Robert Barrs, Principal

Joaquin Karakas, Senior Planner, Urban Designer

Golder Associates Ltd.

200 - 420 W. Hastings Street

Vancouver, BC, V6B 1L1

Canada

T: 604-688-9769 ext.100

F: 604-688-9764

[email protected]

www.golder.com

In collaboration with:

D’Ambrosio Architecture and Urbanism

Coriolis Consulting Group

ISL Engineering + Land Services

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The Corporation of the Township of Langley

Schedule W-7

Willoughby Community Plan

Carvolth Neighbourhood Plan

Bylaw No. 4995

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Table of Contents

1. Introduction, Background and Purpose........................................................................................ 1

Overview ................................................................................................................................................................................. 1 1.1

1.1.1 Plan Area .............................................................................................................................................................. 2

1.1.2 Policy Framework .............................................................................................................................................. 3

Planning Process .................................................................................................................................................................. 4 1.2

2. Plan Elements and Policies............................................................................................................. 6

Community Vision and Goals .......................................................................................................................................... 6 2.1

2.1.1 Vision for the Carvolth Area .......................................................................................................................... 6

2.1.2 Planning and Design Goals ........................................................................................................................... 6

Character Areas ..................................................................................................................................................................... 7 2.2

Area Concept plan ............................................................................................................................................................... 7 2.3

Land Use .................................................................................................................................................................................. 9 2.4

2.4.1 General Objectives and Policies .................................................................................................................. 9

2.4.2 Gateway ............................................................................................................................................................. 11

2.4.3 Office/Mixed Use I .......................................................................................................................................... 12

2.4.4 Office/Mixed Use II ......................................................................................................................................... 12

2.4.5 Office/Mixed Use III ....................................................................................................................................... 13

2.4.6 Flex Employment I ......................................................................................................................................... 14

2.4.7 Flex Employment II ........................................................................................................................................ 14

2.4.8 High Street Mixed Use .................................................................................................................................. 16

2.4.9 Work/Live Flex Use ........................................................................................................................................ 17

2.4.10 Service Commercial ....................................................................................................................................... 17

2.4.11 Townhouse Residential................................................................................................................................ 18

2.4.12 Medium Density Residential ...................................................................................................................... 18

2.4.13 High Density Residential ............................................................................................................................. 19

2.4.14 Transit Exchange ............................................................................................................................................ 20

2.4.15 Integrated Open Space ................................................................................................................................ 20

2.4.16 Housing Policies ............................................................................................................................................. 21

2.4.17 Sustainable Building Energy ...................................................................................................................... 22

2.4.18 Additional Land Use and Development Policies ................................................................................ 23

Mobility ................................................................................................................................................................................. 24 2.5

2.5.1 General Policies and Objectives ............................................................................................................... 24

2.5.2 Mobility Network ........................................................................................................................................... 26

2.5.3 Street Classifications ..................................................................................................................................... 28

2.5.4 Transit ................................................................................................................................................................. 30

2.5.5 Bicycle Network .............................................................................................................................................. 31

2.5.6 Existing and Proposed New Streets ........................................................................................................ 32

Public Realm, Parks, and Open Space ....................................................................................................................... 33 2.6

2.6.1 General Objectives and Policies ............................................................................................................... 35

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2.6.2 Greenways/Trails ............................................................................................................................................ 36

2.6.3 Conservation Areas ....................................................................................................................................... 37

2.6.4 School/Park ...................................................................................................................................................... 37

2.6.5 Integrated Open Space ................................................................................................................................ 38

2.6.6 Pocket Park/Plaza ........................................................................................................................................... 43

2.6.7 Stormwater Strategy ..................................................................................................................................... 44

Servicing and Infrastructure.......................................................................................................................................... 46 2.7

2.7.1 Water .................................................................................................................................................................. 46

2.7.2 Sanitary Sewer ................................................................................................................................................. 50

2.7.3 Stormwater Drainage ................................................................................................................................... 54

2.7.4 Road Network Infrastructure ..................................................................................................................... 58

2.7.5 Neighbourhood Energy Infrastructure .................................................................................................. 61

Financing and Implementation ................................................................................................................................... 62 2.8

2.8.1 Financing........................................................................................................................................................... 62

2.8.2 Implementation and Phasing .................................................................................................................... 62

2.8.3 Severability ....................................................................................................................................................... 64

3. Design Guidelines ......................................................................................................................... 65

Overview .............................................................................................................................................................................. 65 3.1

Justification and Intent ................................................................................................................................................... 65 3.2

Designation ......................................................................................................................................................................... 65 3.3

General Guidelines ........................................................................................................................................................... 67 3.4

3.4.1 Connectivity ..................................................................................................................................................... 67

3.4.2 Street Definition ............................................................................................................................................. 67

3.4.3 Height and Massing ...................................................................................................................................... 67

3.4.4 Active Frontages ............................................................................................................................................ 68

3.4.5 Weather Protection ....................................................................................................................................... 69

3.4.6 Green Development ..................................................................................................................................... 70

3.4.7 Public Realm .................................................................................................................................................... 73

3.4.8 Safety, Security and Accessibility ............................................................................................................. 74

3.4.9 Tall Buildings .................................................................................................................................................... 74

3.4.10 Master Planning Tall Buildings and Large Sites .................................................................................. 76

3.4.11 Parking, Servicing and Access ................................................................................................................... 77

3.4.12 Lighting.............................................................................................................................................................. 77

3.4.13 Landscaping ..................................................................................................................................................... 78

3.4.14 Stormwater Source Control ....................................................................................................................... 78

Character Area Guidelines ............................................................................................................................................. 80 3.5

3.5.1 Gateway Node ................................................................................................................................................. 82

3.5.2 Gateway Corridor ........................................................................................................................................... 84

3.5.3 Transit Village .................................................................................................................................................. 86

3.5.4 Flex Employment ........................................................................................................................................... 90

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Township of Langley - Carvolth Neighbourhood Plan| 1

1. Introduction, Background and Purpose

OVERVIEW 1.1

The Carvolth Neighbourhood Plan represents a vision and implementation framework for creating a transit

oriented, walkable and highly urban place at this important gateway to the Township of Langley. The new

neighbourhood is envisioned to have a high quality of design and a balance of housing and jobs and be a

regional showcase for sustainable neighbourhood design. It is projected to be home to approximately

5,000 residents and 12,800 jobs by build-out in 2041.

The plan updates the Carvolth Business Park Plan adopted in 2001 which was intended to create a high

quality business and employment node. Since 2001, there have been several regionally significant

upgrades to transit infrastructure impacting the Carvolth area. These include dedicated bus lanes on

Highway 1 and the regionally connected Carvolth Transit Exchange located within the plan area. The plan

capitalizes on these significant transit investments and creates an integrated land use, transportation and

urban design framework to support the planned future local and regional transit network and services,

through compact, mixed use, and transit oriented development.

Figure 1. Location of Carvolth Planning area

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The plan includes a vision statement and set of goals, along with detailed objectives and policies, for land

use, transportation, open space and urban design. It also includes design guidelines for form and character

and energy efficiency, conceptual servicing and engineering plans for water, storm water and sanitary

sewer, and policies for financing, phasing and implementation. The plan organizes the study area into four

distinct ‘Character Areas’ each with a different land use focus and urban design expression.

1.1.1 Plan Area

The plan area is bounded by Highway 1 to the North, 196 Avenue to the West, 204 Avenue to the East and

82 Avenue to the South. It currently consists of some mixed use office/retail development and strip

commercial uses along 200 Street, some warehousing, distribution and office uses west of 200 Street, and

primarily rural residential uses on large lots East of 200 Street. The plan area has a number of water courses

and Streamside Protected Areas. Notable developments in the study area includes the headquarters of the

BC Government Employees Union (BCGEU), the world headquarters of Pharmasave, a distribution centre

for Fraser Health, a Sandman Hotel, and the Carvolth Transit Exchange.

Figure 2. Carvolth Neighbourhood Plan Area

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1.1.2 Policy Framework

Several key provincial, regional and municipal planning

and policy documents provide a framework for planning

in the Carvolth area. These include:

• Metro Vancouver’s Regional Growth Strategy (RGS),

• The Township of Langley Official Community Plan

(1979),

• The Township of Langley Sustainability Charter

(2008),

• The Willoughby Community Plan (1998), and

• The Carvolth Business Park Plan (2001).

There are also a number of transportation plans and

initiatives impacting the Carvolth area, including:

• The Provincial Transit Plan (2008),

• The Gateway Program (Province of B.C.) including

South Fraser Perimeter Road and Highway 1 Rapid

Bus Service,

• South of Fraser Area Transit Plan (TransLink) (2008),

and

• Langley Township Master Transportation Plan

(2009).

Most of these plans and initiatives included substantial

community engagement and are rooted in principles of

smart growth and sustainability. Specifically, they are

intended to accommodate future population growth in a

manner that fosters livable, low-carbon communities,

and equitable and resilient local economies. Carefully

considering and incorporating relevant aspects of

these policy frameworks and addressing linkages

between Carvolth and the larger community and

region is crucial to the effectiveness of this plan.

The study area is currently designated as Business Park

and Business Centre Mixed Use in the Willoughby

Community Plan, permitting a mix of office, light

industrial, retail and service commercial uses. The 2001

Carvolth Business Park Plan was premised on creating a

high quality business park and employment node at a

major gateway to Langley, providing significant job

opportunities for area residents.

The Township of Langley Official Community

Plan (OCP) includes a set of planning principles

premised on achieving a network of complete,

active, connected, and transit oriented

communities that, through their layout and

design, minimize environmental impacts. The

following OCP policies related to Transit

Oriented Development are relevant to this plan:

• All high-density development should be

concentrated around key arterial

intersection nodes and within 400 metres

(walking distance) of transit routes.

• Consideration should be given to

establishing appropriate high-rise

development on selected / appropriate

sites:

» Adjacent to the 200 Street / Highway

interchange, including the Carvolth

Business Park Plan area, south of

Highway 1;

» Along and adjacent to the 200 Street

corridor linking Willowbrook with the

200 Street/Highway 1 interchange.

Figure 3. The 2001 Carvolth Business Park Plan Land Use

Concept

RESIDENTIAL

SUBURBAN RESIDENTIAL

SERVICE COMMERCIAL

BUSINESS OFFICE PARK

CONSERVATION

BUFFER / GREENWAY

ROAD

TRAIL

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The Metro Vancouver Regional Growth Strategy (RGS) establishes an integrated land use and

transportation framework to encourage a concentration, mix and balance of jobs and housing to support

transit use and walking and to preserve natural open spaces and agricultural lands. The RGS designates the

Carvolth area for “Mixed Employment” and “General Urban” uses. Mixed employment includes light and

heavy industrial uses, as well as stand-alone office and retail uses that are not suitable for Urban Centre

locations. General Urban includes residential and supportive, local serving commercial uses and services.

Sustainability by Design (SxD): In 2006, the Township participated in a six-month process led by the UBC

Design Centre for Sustainability to create a 50-year vision for the 200 Street corridor. SxD confirmed and

reinforced the role of Carvolth as an employment node with “gateway” characteristics.

In 2009, as part of the Gateway Program, the province announced a $54.6 million Transit Exchange in

Carvolth to link Langley with the SkyTrain Network through a TransLink Express Bus service using the HOV

lanes along the TransCanada Highway. The Transit Exchange was opened in 2012.

In 2009, the Township completed an Employment Lands Study (ELS) to assess the long-term need for

employment lands in order to meet the goal of balanced residential and employment growth. The study

concluded that Langley would capture a large share of employment growth in the region and that regional

transportation improvements highlighted the attractiveness of the Carvolth area as a key component of

Langley’s employment strategy.

The Provincial Government is exploring the feasibility of incorporating mixed use development on the site

of the Gateway Transit Exchange. A mixed use, transit-oriented development could make the area a vibrant

urban “place” where people live, work and play, rather than a transit hub with transient activities.

District Energy Prefeasibility Study: In 2010, Township Council received results of the District Energy

Prefeasibility Study which examined different energy sources, technologies, utility ownership options, and

locations for renewable district energy systems. Carvolth was one of the potential areas in the study.

However, it was deemed to be not a good candidate based on permitted uses, projected floorspace,

population density and economic viability. An Energy Charrette conducted in 2012 explored high level

strategies that lead to energy conservation and reduction of greenhouse gas emissions related to buildings

and infrastructure. Relevant recommendations from this study fed into the Carvolth Plan Update.

PLANNING PROCESS 1.2

Planning for Carvolth was undertaken through an integrated and collaborative process. Detailed technical,

design, and planning work was woven together with public, stakeholder and Council engagement at key

stages of the project. This included a community design charrette at the outset of the process that resulted

in a draft vision, set of principles and preliminary design concepts. Detailed market, transportation,

infrastructure, urban design, environmental and other technical background work were key inputs into the

Carvolth planning process. Up front and on-going consultation with land owners in the study area was

carried out to ensure a balanced plan. A flow chart showing an overview of the process is shown in

Figure 4.

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Figure 4. Process diagram.

Council Resolution to include Regional Outlet

Distribution Centre

June 2010

Oct 2010

Nov 2010

March 2011

Jan 2012

Feb 2012

July 2012

Council

Presentation #2

Present Draft

Recommended Concept

Council

Presentation #1

Design Brief:

Background Research

& Site Familiarization

Carvolth Plan

Update

Council

Presentation #3

Present Recommended

Concept

Final Plan

Report (March 2013)

Public Open

House 1

Design

Charrette

* Draft vision &

goals

* Concept options

Neighbourhood

Team Meeting

Public Open

House 2

Revised

Preferred

Concept

(Draft 2)

Refine Preferred

Concept based on

public input

Ongoing

Stakeholder Input

& Feedback

Development of

Draft Preferred

Concept

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Figure 5. Illustrative Concept Sketch of 200 Street

2. Plan Elements and Policies

COMMUNITY VISION AND GOALS 2.1

2.1.1 Vision for the Carvolth Area

“In 2041, Carvolth will be a vibrant, mixed use gateway to Langley. As a transit hub and major employment

node, Carvolth will be a livable, sustainable urban place with high quality amenities and green

infrastructure integrated into the community fabric”.

2.1.2 Planning and Design Goals

• Pedestrian and Transit Orientation: To plan and design Carvolth primarily for walkers and transit

users by incorporating transit supportive land uses and densities, human scale building and open

space design and a well-connected network of green and pedestrian-friendly streets and open

spaces.

• Good Jobs Close to Home: To develop a regionally significant employment centre, with job and

business opportunities close to transit service, homes, and a range of private and public amenities.

• High Quality Gateway: To create a unique sense of arrival for people entering the Township and

by emphasizing Carvolth as a sustainable, transit oriented, and highly urban place with a high

quality of design.

• High Amenity: To provide high quality design and recreational, open space and urban amenities

for current and anticipated future residents, workers, transit users and visitors alike.

• Economic Development: To promote a diversity of economic development activities including

employment generating and residential uses that will have good uptake in the market place over

the short (1-10 years), medium (10-20 years) and long (20 -30 years) term.

• Environmental Impacts: protect and enhance natural habitats and environments throughout

Carvolth and encourage best practices in clean, green, lean and low carbon development.

• Traffic Impacts: emphasize land uses and development that reduces automobile use and

enhances the street network to accommodate vehicle and commercial goods traffic and prioritize

transit use, cycling and walking.

• Housing Choice: Facilitate diverse housing types, tenures and price points in order to support a

range of ages, income levels and life styles.

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CHARACTER AREAS 2.2

The Carvolth Neighbourhood Plan area has been planned and designed based on four character areas: the

Gateway Node, Gateway Corridor, Transit Village and Flex Employment.

Gateway Node

The properties adjacent to the 200 Street Interchange make

up the Gateway Node. This location marks a strategic access

point to the Township of Langley. As such, it is intended that

the Gateway Node will be developed as a visual signature

that celebrates the moment of passage and builds

anticipation for a significant arrival.

Gateway Corridor

The 200 Street corridor between 83 Avenue and 88 Avenue is

intended to be a high quality employment corridor and urban

gateway. It is intended as part of a major transit oriented,

high density, mixed use corridor along 200 Street, building on

the existing office mixed use developments already located here and the status of 200 Street as part of

TransLink’s Frequent Transit Network.

Transit Village

The Transit Village is comprised of a compact, fine-grained mix of housing, local shops and services, parks

and plazas. An interconnected network of pathways, pedestrian streets and greenways creates safe,

attractive and accessible pedestrian and cycling connections to the Carvolth Transit Exchange, local shops

and services, and the employment node/Frequent Transit Corridor along 200 Street.

Flex Employment

This area provides capacity for future employment uses. Light industrial development is preferred in this

location because it is a fairly low intensity land use and generates less traffic than office, retail and

residential uses. There is potential for an Outlet Distribution Centre in this area but any development of this

type would require a Master Development Plan and traffic impact assessment and would need to conform

to the design guidelines outlined in this plan.

AREA CONCEPT PLAN 2.3

The Integrated Area Concept Plan (Figure 7) presents a “big picture” vision for the Carvolth area. It provides

an overview of mobility and open space networks, special places and focal points, and their integration

with the overall land use framework. Land use is presented in greater detail in the land use plan (Figure 8)

and associated designations in Section 2.4. Transportation components are presented in Section 2.5, and

parks and open space components in Section 2.6.

The concept represents a planning and regulatory framework that is principled in fulfilling the vision, goals

and policies of this plan, as well as the Township’s sustainable development objectives.

Figure 6. Character Areas

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Figure 7. Integrated Area Concept Plan

Gateway

Office/Mixed Use I

Office/Mixed Use II

Office/Mixed Use III

Flex Employment I

Flex Employment II

Service Commercial

High Street Mixed Use

Work/Live Flex Use

High Density Residential

Med. Density Residential

Townhouse Residential

Transit Exchange

Major Arterial

Restricted Arterial

Major Collector

Provincial Highway

Conservation Area

Integrated Open Space

Stream

Buffer/Greenway

Highway Buffer

Pocket Park

Plaza

Detention Pond

Project Boundary

Note: To serve the needs of this area, development must contribute towards a new school/park within or outside of Carvolth.

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LAND USE 2.4

The land use map (Figure 8) and associated land use policies and designations describe in detail the

location, density and type of land uses for the Carvolth area. Together with the objectives and policies

presented below, the designations are intended to guide the re-zoning and development process. The land

use designations take a form-based approach, illustrating appropriate building typologies and maximum

building heights and development densities.

2.4.1 General Objectives and Policies

Preamble: This plan, as a schedule to the Willoughby Community Plan, replaces the Carvolth Business Park

Plan (2001). It has the statutory powers of an OCP as defined in the BC Local Government Act. The

objectives and policies in this section outline the strategies for achieving the vision and goals identified in

Section 2.1 of this plan.

Objective (1): to create opportunities to live, work, and recreate in the Carvolth area, and to support

a vibrant, mixed-use gateway to the Township of Langley.

• Facilitate a mix of land uses including residential, office and retail commercial, light industrial,

gateway and public spaces as identified in Figure 8: Land Use Plan.

• Reinforce this area as a major employment node by providing for a mix of warehousing,

distribution and office development. This aims to support continued employment growth in the

area and focus it on regionally significant and connected transit infrastructure.

• Direct a mix of new residential and commercial uses and services in accordance with Sections 2.4.5

- 2.4.15 to support transit use and walking and to capitalize on the Carvolth Transit Exchange and

planned future frequent transit service along 200 Street.

• Create a retail high street within the Transit Village along 86 Avenue to create a neighbourhood

focal point and to provide everyday goods and services to residents, employees, visitors and transit

users within convenient walking distance.

• Connect homes, jobs, transit and amenities in the area with an attractive, safe and convenient

public realm and open space network.

Objective (2): to reinforce the Carvolth area’s role as a transit hub and major employment node.

• Focus transit-supportive uses within 400 metres of transit infrastructure along 200 Street, 202

Street and the Carvolth transit Exchange.

• Concentrate professional and business offices along 200 Street and within areas designated for

Gateway Mixed Use to create a high quality, walkable, transit-oriented employment district that

enhances the vibrancy and safety of the area and creates alternatives to car travel.

• Preserve industrial areas in the Carvolth area for light industry uses that support Langley

businesses and provide employment opportunities today and in the future.

• Accommodate ground oriented work/live uses in the Work/Live Flex Use areas provided they

demonstrate appropriate levels of livability and do not significantly reduce the commercial or light

industrial capacity of the site concerned. Work/Live buildings are defined as buildings where the

owner/operator of the business lives on site and where the predominant use and majority of the

building areas are dedicated to business purposes.

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Figure 8. Land Use Plan

Gateway Commercial

Office/Mixed Use I

Office/Mixed Use II

Office/Mixed Use III

Flex Employment I

Flex Employment II

Service Commercial

High Street Mixed Use

Work/Live Flex Use

Transit Exchange

High Density Residential

Med. Density Residential

Townhouse Residential

Conservation Area


Note: To serve the needs of this area,

development must contribute towards a new school/park within or outside of

Carvolth.

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2.4.2 Gateway

The intent of the Gateway designation is to create a sense of arrival

to the community and to encourage development of landmark

buildings at these high profile locations while ensuring the safety of

the road network.

Uses and requirements in the Gateway designation include:

• Hotel, including guest rooms, lobby, conference and

meeting rooms, restaurant, pub, guest amenities (pool,

exercise room, etc.) and limited commercial retail space

located in the same building.

• Offices.

• Retail commercial (the retail sale of goods and services,

including restaurants, financial institutions, recreation,

entertainment and instruction uses, but excluding service

stations and vehicle servicing).

• Gross office floorspace cannot be less than 1.5 times the

gross commercial retail floorspace and must be constructed

before or at the same time as the commercial retail

floorspace.

» For the purposes of calculating gross floor area, uses

permitted under “hotel” and built within the hotel

building shall not be considered as commercial retail

floorspace.

• The maximum size of retail commercial uses shall be 1,000

m2 (10,764 f2), with one store up to 3,000 m2 (32,293 f2) in

each quadrant of the interchange designated Gateway.

• Development may not exceed the traffic generation limits

specified on any restrictive covenant registered on the

property.

• Higher distinctive buildings are encouraged to mark the

gateway to Langley; high quality building design and

landscaping will be required to assist in creating the

gateway character.

• Each phase of development shall provide up to one-third of

the total parking requirement underground, enclosed in a

building or in a parking structure.

• Minimum Building Height: 3 storeys.

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2.4.3 Office/Mixed Use I

The intent of the Office/Mixed Use I designation is to create a high

quality, vibrant, pedestrian/transit oriented and regionally

significant office and employment corridor focused on 200 Street

that includes commercial amenities and services for employees of

the area.

Uses and requirements in the Office/Mixed Use I designation

include:

• Corporate headquarters.

• Business & professional offices.

• Hotel/Conference Centre uses are permitted to serve office

and adjacent business office park and industrial uses.

• Retail and services at grade up to a maximum of 1,000 m2

(10,764 f2) for each individual unit and incorporated with

office uses above.

• Minimum building height: 3 stories.

• Maximum Density: 2.5 FSR.

2.4.4 Office/Mixed Use II

The intent of the Office/Mixed Use II designation is to create a high


significant office and employment corridor focused on 200 Street

that includes commercial amenities and services for employees of

the area, including the provision for a grocery store according to

the conditions below.

Uses and requirements in the Office/Mixed Use II designation

include:





• Retail and services at grade up to a maximum of 1,000 m2

(10,764 f2) for each individual unit and incorporated with

office uses above.

• One food/grocery store up to 5,000 m2 (53,821 f2) on the

west side of 200 Street to serve adjacent employment uses

subject to the following conditions:

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» That the grocery store be permitted as part of an office

building development with a minimum office gross

floor area of 7,000 m2 (75,350 f2), or an office

component that is 1.5 times the total gross floor area of

the grocery component.

» That the office component must be built in conjunction

with the grocery component.

» Each phase of development shall provide up to one-

third of the total parking requirement underground,

enclosed in a building or in a parking structure.

• Minimum Building Height: 3 stories.


2.4.5 Office/Mixed Use III

The intent of the Office/Mixed Use III designation is to create a high


significant office and employment area that includes commercial

amenities and services for employees of the area, including the

provision for one larger anchor store according to the conditions

below.

Uses and requirements in the Office/Mixed Use III designation

include:





• One larger anchor store up to 3,000 m2 (32,293 f2) to serve

adjacent employment and residential uses subject to the

following conditions:

» That the anchor store be permitted as a part of an office

building development with an office component that is

1.5 times the total gross floor area of the retail gross

floor area on the site.

» That the office component must be built in conjunction

with the anchor store.

» That each phase of development shall provide up to

one-third of the total parking requirement

underground, enclosed in a building or in a parking

structure.

• Minimum Building Height: 3 stories.


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2.4.6 Flex Employment I

The intent of the Flex Employment I designation is to ensure an

adequate supply of land that supports a diverse mix of employment

generators.

Uses and requirements in the Flex Employment I designation

include:

• Research and development laboratories.

• Warehousing and distribution.

• Light manufacturing uses wholly enclosed within buildings.

• Parking and loading shall be provided in accordance with

Commercial Uses in the Township of Langley Zoning Bylaw.

• Public Works Yard.

2.4.7 Flex Employment II

The intent of the Flex Employment II designation is to ensure an

adequate supply of land that supports a diverse mix of employment

and retail services. To allow for Council consideration of commercial

retail uses associated with the provision of a regionally serving

“Outlet Distribution Centre” subject to the conditions below.

Background: On July 23, 2012, Township Council directed staff to

amend the definition of “Flex Employment” to allow for an Outlet

Distribution Centre use. This new designation has been

incorporated as a new designation: Flex Employment II. An Outlet

Distribution Centre use in this designation brings with it significant

challenges and constraints, including:

• Significant stress on the existing and planned future

transportation network including access, circulation,

infrastructure, capacity, and support for transit and walking.

• Competition with regional and neighbourhood centres

where retail growth of this nature has been prioritized as

set out in the existing Township Official Community Plan.

• Inconsistencies with existing planning policy and

documents including:

» The Township’s Official Community Plan.

» The Willoughby Community Plan and Metro

Vancouver’s Regional Growth Strategy.

» Township of Langley Master Transportation Plan.

» TransLink 2040 South of Fraser Plan and Transit

Oriented Communities Design Guidelines; and

» City of Surrey’s Master Transportation Plan.

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As such, the following requirements should be incorporated for

regionally serving commercial uses as part of an “Outlet

Distribution Centre” in this location.

Uses and requirements in the Flex Employment II designation

include:

• Research and development laboratories.

• Warehousing and distribution.

• Light manufacturing uses wholly enclosed within buildings.

• Public Works Yard.

• Regionally serving Outlet Distribution Centre uses may be

considered subject to the following conditions:

» As part of an application for rezoning, the proponent

must develop a Master Development Plan (MDP) that

documents in detail how the proposed development

will meet the intent of the vision, goals and objectives

of this plan. The MDP must clearly articulate in detail all

impacts associated with the proposed development

and propose strategies to mitigate these impacts.

Impacts to address include but are not necessarily

limited to urban design quality, automobile orientation

and transportation demand management, and

stormwater approach.

» At the time of rezoning, the proponent must undertake

a detailed Transportation Impact Assessment (TIA) to

be carried out independently by a qualified

Engineering Consultant to be selected and managed

by the Township. The TIA will be required to determine

the transportation impact associated with

development including consideration of upgrades

identified in Section 2.7.4 and identify necessary

infrastructure upgrades to adequately service and

accommodate the proposed development. The TIA will

further be required to identify appropriate

transportation demand management strategies to

mitigate impacts of proposed development. The TIA

will be paid for in full by the proponent.

» Funding for the necessary transportation infrastructure

upgrades identified in the TIA will be through the Flex

Employment II Amenity Zoning Policy which will be

required as part of the MDP and subsequent re-zoning.

» Provision of high amenity open space design including

plazas, mews and pocket parks and appropriate

planting, lighting, water features etc.

Figure 9. Creative use of structured

parking and incorporation of retail

and pedestrian areas can help

mitigate some of the impacts of large

format retail and associated

significant parking demands.

Figure 10. Retail developments

permitted conditionally under the Flex

Employment II designation will be

required to incorporate significant

open space and pedestrian amenities

as illustrated by the images above.

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2.4.8 High Street Mixed Use

The intent of the High Street Mixed Use designation is to create a

high quality, vibrant, mixed-use, pedestrian and transit-oriented

commercial high street that primarily serves local residential and

employment areas.

Uses and requirements in the High Street Mixed Use designation

include:

• Residential.

• A Provincially defined affordable housing project may be

considered as part of a mixed-use development between

86 Avenue and Carvolth Transit Exchange.

• Ground floor commercial.

• Office.

• One grocery store along 86 Avenue up to a maximum of

3,500 m2 (37,675 f2).



• Mixed use development with ground floor commercial uses

and office and/or residential uses above. Retail is required

at grade.

• Individual retail units are restricted to a maximum gross

floor area of 1,000 m2 (10,764 f2) per unit.

• Structured parking including underground and concealed

above ground parking, will not be considered part of the

FSR calculation.

Figure 11. A neighbourhood serving

grocery store incorporated with

stacked townhouses above.

Figure 12. Four storey mixed-use building incorporating green roofs and

underground parking.

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2.4.9 Work/Live Flex Use

The intent of the Work/Live Flex Use designation is to provide

opportunities for small business, artisan/craftspeople and small-

scale retailers and institutional uses by creating flexible work/live

environments in close proximity to one another in a mixed-use built

form that allows flexibility and adaptability in use over time.

Work/Live Flex Use provides a number of benefits to the

community including incubator space for small business growth,

reduction in commuting and vehicle miles traveled, affordable

housing and added services for a neighbourhood.

Uses and requirements in the Work/Live Flex Use designation

include:

• Residential.

• Office.

• Retail.

• Commercial.

• Gym/yoga studios.

• Art gallery.

• Institutional space.



• Individual retail units are restricted to a maximum gross

floor area of 1,000 m2 (10,764 f2) per unit.

2.4.10 Service Commercial

The intent of the Service Commercial designation is to

accommodate current retail, service and tourist commercial uses

within the Plan area with a maximum gross floor area of 500 m2

(5,382 f2) per commercial unit.

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2.4.11 Townhouse Residential

The intent of the Townhouse Residential designation is to expand

options for affordable ground-oriented housing for families with

children, seniors, and “empty nesters”.

Uses and requirements in the Townhouse Residential designation

include:

• Residential.


• Minimum Density: 0.9 FSR.

Figure 13. Traditional fee-simple row housing with car access from lane.

2.4.12 Medium Density Residential

The intent of the Medium Density Residential designation is to

create a mix of housing options suitable for and affordable to a

range of income levels and lifestyles including singles, couples,

seniors and young families.

Uses and requirements in the Medium Density Residential

designation include:

• Residential.



• Maximum Building Height: 6 storeys.


Figure 14. Four storey (wood frame) apartment incorporating green roofs and balconies.

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2.4.13 High Density Residential

The intent of the High Density Residential designation is to create a

mix of high density housing options that incorporate ground

oriented uses such as townhouses located adjacent to services

suitable for a range of income levels and lifestyles including singles,

couples, seniors, and families with children.

Uses and requirements in the High Density Residential designation

include:

• Residential.



• Maximum Building Height: 18 storeys.


Figure 15. Six storey apartment (wood frame or concrete) incorporating

green roofs and balconies.

Figure 16. High rise apartment incorporating green roofs and balconies

with structured parking wrapped by townhouses at street level.

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2.4.14 Transit Exchange

The intent of the Transit Exchange designation is to provide for the

Carvolth Transit Exchange. Future expansion of uses described in

Section 2.4.8 High Street Mixed Use within lands designated Transit

Exchange may be considered.

2.4.15 Integrated Open Space

The intent of the Integrated Open Space designation is to provide

open spaces that connect with the larger public open space

network and integrate stormwater functions, active and passive

park space, hard and soft landscape features (including habitat and

edible landscapes), and pedestrian and bicycle infrastructure. Areas

designated as Integrated Open Space are intended to be key

structural and urban design elements of the Transit Village

Character Area. Integrated Open Spaces will be implemented and

financed through the Greenway Amenity Bylaw.

A detailed design vision and concept for the Integrated Open Space

is included in Section 2.6.5.

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2.4.16 Housing Policies

Objective (1): To provide diverse and appropriate housing types to meet the needs of a growing

population within the Township of Langley with a range in income levels, lifestyles, ages and

abilities.

Objective (2): To encourage market and non-market affordable housing options, and choice in

housing tenure, including rental and co-op housing, within Carvolth.

Policies:

• Encourage a mix of ground-oriented units and apartments with a variety of unit sizes for different

household types and income groups within individual multi-family developments.

• Prioritize development proposals that address known housing gaps in the Township as identified

in the Township of Langley Housing Action Plan.

• Encourage a social mix within Carvolth through mixed housing developments (by type, tenure and

design) while conforming to the residential designations of this plan.

• Support alternative housing tenures such as co-housing and cooperative housing, especially

where they meet an affordable housing need.

• Work with community groups and the Province to increase well-managed, supportive or

transitional housing for special needs groups, especially the physically or developmentally

disabled, young people and others with unique social and health needs.

• Develop partnerships to create innovative housing that is accessible to residents with low incomes

and/or special needs.

• Consider use of the following tools available to encourage/increase the supply of rental housing:

» Give future consideration to density bonusing for market rental or rentals for employees.

» Encourage rental apartments above commercial.

» Reduce parking requirements for purpose-built rental housing in walkable centres and along

main roads, as transit improves.

» Reduce development fees for rental housing, secured with a Housing Agreement.

» Reduce property taxes for a limited time period (e.g., 10 years,) and secured with a Housing

Agreement.

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2.4.17 Sustainable Building Energy

To advance broader sustainability objectives, a suite of financial, capacity building and regulatory policies

has been developed to support carbon and energy management in the Carvolth area. These policies have

been informed by initial consultations with land owners, developers and builders, and broader policy and

planning priorities in the Township. The projected effect of these combined policies would reduce energy

consumption in buildings by 11% annually compared to a business as usual build out. This amounts to

annual savings of over $2,000,000 in electricity and natural gas bills across Carvolth and approximately

6,000 tonnes of greenhouse gas emissions, or a 45% reduction. A modest amount of these performance

gains would be required - much of these improvements are expected to reflect compliance with the

Building Code. Most would be incentive-driven and/or voluntary. Complementary energy policies

contributing to these performance gains are under Servicing and Infrastructure, Section 2.7. For further

detail on these policies, see HB Lanarc - Golder’s Carvolth Sustainable Energy Study prepared in 2013.

Objective (1): Meet Local Policy Priorities: Contribute to the Township’s climate and energy policy

and planning priorities as laid out in the Sustainability Charter, Official Community Plan, and

Carvolth Vision.

Objective (2): Mitigate Community Climate Change Impacts: Make a contribution to mitigating the

incrementally mounting climate change impacts on local communities. The Township, in general, is

vulnerable to property damage from flooding and intense rain episodes.

Objective (3): Reduce Local Energy Vulnerability: Reduce energy bills for local residents and

businesses and support neighbourhood-scale renewable energy in the face of rising energy costs

rise and stagnant household incomes.

Objective (4): Build Local Developer Capacity: Enable developers, builders and designers to stay

ahead of the increasingly rapid changes to building technologies, practices and standards.

Policies:

• Sustainable Development Checklist: Help guide rezoning and permitting process and foster

awareness of energy efficient and low carbon energy supply construction practices through the

development of a Sustainable Development Checklist that addresses energy sustainability for new

construction at the site and building scale according to building type. Consult with Council, staff,

developers, builders, designers, utilities and other key stakeholders to develop the Checklist, and

consider integrating other sustainability practices such as ecosystem protection.

• Capacity Building Pilot: Phase in a program to build capacity in builders, developers as well as staff

on sustainable energy in new construction, and use the Carvolth area as a pilot to work with

several developers early in the build out to enable them to cost effectively go beyond code, and

gain access to incentives, and promote their success.

• Utility Conservation Incentive Promotion: Develop a strategy to promote existing incentives to

builders.

• Utility New Construction Program: Evaluate the potential to require participation in low cost, high

impact offers in the New Construction programs offered by BC Hydro and FortisBC.

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• Sustainable Energy Design Guidelines: Adopt Development Permit Area Guidelines that address

energy and carbon management. See General Guidelines: Green Buildings Section 3.4.6.

• Permit Fast Tracking and Permit Fee Reductions: Establish Permit Fast Tracking and Permit Fee

Reduction pilot programs in Carvolth to incentivize developers and builders for certifiable higher

building performance.

• Code Capacity Building and Compliance: Increase energy efficiency through improved training and

awareness of the BC Building Code for developers, builders, designers and Township staff, and

evaluate enforcement practices for opportunities to improve energy oversights.

• Major Financial Strategy: Develop or facilitate development of a major financial instrument to

overcome barriers to advancing higher building performance by considering a Community Energy

Sustainability Fund financed by a community amenity contribution, and a Green Loan extended by

a major financial institution.

2.4.18 Additional Land Use and Development Policies

• Density and land uses are as identified and laid out in Figure 8 Land Use Plan and described in

Sections 2.4.2 to 2.4.15 and may not be transferred to other areas.

• Density is measured as a ratio of developable floor area to developable land area where:

» Developable land area is net of Conservation Areas and identified future publicly dedicated

rights-of-way including streets and laneways identified in Figure 17 and Figure 20, and the

Integrated Open Space identified in Figure 21; and

» Developable floor area is the sum total of floor areas in each storey in a building inclusive of

exterior walls, excluding unenclosed balconies.

• Figure 8 Land Use Plan identifies Integrated Open Space to be located on properties located at

20320 - 86 Avenue and 20323 - 84 Avenue. Remnant pieces of land resulting from the Integrated

Open Space should be developed in conjunction with adjacent parcels of land.

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MOBILITY 2.5

The mobility plan for the Carvolth area integrates multiple modes and prioritizes walking, cycling and

transit use to provide safe, convenient, sustainable and pleasant access to people of all ages and abilities

while accommodating vehicle and commercial goods traffic and access to businesses and residences. The

Carvolth Neighbourhood Plan integrates a number of new street network connections premised on:

• Creating more route options for vehicle traffic moving to, from, through and within the plan area,

particularly for north-south vehicular traffic.

• Creating opportunities for higher land use and infrastructure efficiency.

• Integrating multiple modes including cars, buses, commercial vehicles, pedestrians and cyclists.

• Integrating a boulevard treatment on streets with a priority for the Transit Village and Gateway

Corridor Character Areas.

• Providing convenient access and services to the proposed new land uses including the pedestrian

oriented network of the Transit Village.

• Providing rear lane access to residential, mixed use, and commercial uses to ensure a more urban

and pedestrian orientation to public streets and open spaces.

• Providing on-street parking as much as possible and where appropriate.

2.5.1 General Policies and Objectives

Objective (1): to prioritize walking, cycling, and transit use within the Carvolth area and to create

safe, convenient, and pleasant access for people of all ages and abilities while accommodating

vehicle travel and access to businesses and residences.

Policies:

• Increase the capacity of the street network primarily for multi-modal mobility, rather than focusing

solely on vehicle travel.

• Provide an integrated multi-modal transportation system and ensure all future private and public

developments will contribute to safe and accessible pedestrian travel.

• Implement additions to the future street network as identified in section 2.5.2 through the re-

zoning and subdivision process.

• Improve the pedestrian realm by incorporating public art, street trees, outdoor furniture,

pedestrian lighting, architectural details, and by orienting buildings towards the public realm with

“eyes” (i.e., windows, balconies, entrances) on the street.

• Equip designated bicycle routes with either shared or dedicated on-street lanes (as identified in

section 2.5.3) along with adequate signage, marked lanes for both shared and dedicated lanes, and

cyclist activated signals at key intersections.

• Consider widening of existing public rights-of-way for improved safety and convenience for

pedestrian, bicycle, and transit travel along key multi-modal streets in the Carvolth area.

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• Create a network of pedestrian and bicycle priority greenways (in accordance with Figure 17:

Mobility Network Map) that provides safe and convenient connections to residential areas, parks,

regional commuter and recreation trails, and other destinations in and around the Carvolth area.

Objective (2): to create a highly connective street and lane grid network for enhanced connectivity

in the Carvolth area and the rest of the Township.

Policies:

• Develop a traditional grid street/lane network for route options by creating new connections (as

described in Figure 17: Mobility Network Map), including mid-block pedestrian connections

between buildings.

• Provide safe pedestrian and cycle crossings at key intersections along 200 Street, 202 Street, 86

Avenue and other major streets with significant vehicle traffic in the Plan Area.

Objective (3): to make public transit a safe, viable and attractive option for travel to, from, through

and within the Carvolth area and other parts of the region.

Policies:

• Support the Carvolth Transit Exchange with pedestrian and bicycle connections to nearby housing,

employment, schools and amenities and existing and future transit routes.

• Prioritize community-wide transit routes that facilitate access to Carvolth businesses and

residential areas and allow safe and convenient connections with other public and private transit

systems including regional bus, cycling, and both private and public shuttles.

• Support transit routes and corridors with pedestrian infrastructure including sidewalks, paved

waiting and boarding areas, shelters, street trees, and seating for transit users.

Objective (4): to manage mobility demand by encouraging private and public developments to

support non-automobile travel.

Policies:

• Support alternative means of mobility with facilities such as bicycle racks and change/shower

rooms.

• Consider a reduction in parking requirements for office and residential developments where:

• Transportation Demand Management (TDM) measures such as transit passes for residents and

employees, bicycle storage and facilities, and shared car programs for new development proposals

are established; and/or

• Connections to pedestrian and bicycle networks and public transit services are provided.

• Encourage shared parking between projects where it does not generate significant negative

impacts. A traffic study by a qualified engineer is generally required.

• Provide on-street parking where possible on all local and collector roads.

• Accommodate off-street parking with underground parking or where not possible, assign it to the

side or rear of buildings. Off-street surface parking shall not be permitted between the front face of

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a building and the public sidewalk along pedestrian oriented residential and retail streets, and is

strongly discouraged throughout the entire Carvolth area.

• Promote alternatives to surface parking, such as a central, shared structure for non-residential

parking, or car co-ops.

• Where on-street parking is not possible along busy arterials and collectors, consider on-street

parking during off-peak periods, particularly in commercial areas with street fronting businesses.

• Ensure landscaping and natural stormwater infiltration on all off-street surface parking facilities.

• Screen or otherwise render unobtrusive off-street parking from public view.

• A Traffic Impact Analysis may be required for major development applications at the discretion of

the Township. The study will recommend appropriate measures for turning, pedestrian crosswalks,

signalization, access, servicing, parking, and transportation demand management.

Objective (5): to minimize the mobility network’s impact on the environment.

Policies:

• Create rear lanes as shown in the transportation network plan map Figure 17 with green

infrastructure including on-site infiltration.

• Incorporate street trees on all public streets that embrace stormwater and pollution management,

in addition to the goals of beautifying and shading.

• Connect trails and greenways to sidewalks to create an interconnected pedestrian network

• Incorporate rain gardens and swales in roadside landscaping to slow, store and filter stormwater

before discharging it to the drainage system.

2.5.2 Mobility Network

The mobility strategy for the Carvolth area provides an integrated network that accommodates walking,

cycling, and transit use while accommodating vehicle travel and access to businesses, residences, and

other key destinations. Key vehicle routes are multi-modal as these are the most direct links between major

destinations for all modes of travel. Major arterials are given a wider right of way to safely accommodate

these multi-modal uses. Local/neighbourhood streets have narrower rights-of-way that provide a fine

grained and highly connective street network to enhance the overall performance and walkability of the

area.

Key elements of the Carvolth mobility strategy are to:

• Create a grid street/lane network that enhances connectivity.

• Ensure a safe, viable and attractive public transit option for getting around Carvolth and reaching

other parts of the township and region.

• Ensure adequate parking while encouraging compact development, structured parking and

pedestrian-friendly urban design.

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Greenway Major Collector

Local/Neighbourhood Street

Lane

Provincial Highway

Major Arterial

Restricted Arterial

Figure 17. Mobility Network Map.

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2.5.3 Street Classifications

Major Arterial (202 Street)

Major Arterials are the principal mobility corridors and have the highest vehicle capacity and level of transit

service in the area (they can carry up to 30,000 vehicles per day). They also serve as key pedestrian routes,

and should receive significant pedestrian amenities such as street trees, continuous sidewalks of ample

width, greenways, and enhanced pedestrian crossings through the use of special paving materials and

centre boulevards where possible. On street parking is prohibited at peak periods to accommodate the

higher peak period traffic volumes and transit service.

Major Collector

Major Collectors receive traffic from local roads and provide a suitable route to arterials. Collector roads

provide traffic movement and land access. Residential collectors can carry traffic volumes of up to 8,000

vehicles per day while industrial/commercial collector routes carry up to 12,000 vehicles per day.

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Local/ Neighbourhood Street

Local/Neighbourhood streets function to provide land access with vehicle movement as a secondary

function. Typical volumes on a local road are up to 1,000 vehicles per day for local residential roads, and

3,000 vehicles per day for local industrial/commercial roads.

Lanes

Lanes allow for safe and convenient vehicle access and servicing from the rear of properties to ensure a

pedestrian orientation along the front of buildings and to allow for greater land use efficiency in a more

urban context. Lanes shall be provided at the rezoning or subdivision stage according to the Mobility

Network Map. Lanes shall be a minimum of 6 meters to allow for servicing and access including emergency

vehicles.

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2.5.4 Transit

The Carvolth area is a major destination on the Regional Transit Network. The Carvolth Transit Exchange

will act as an eastern hub for a Rapid Bus service connecting Langley to the SkyTrain system.

The Integrated Area Concept Plan is fundamentally premised on supporting and enhancing the transit

infrastructure by concentrating a mix of employment and residential uses around the Carvolth Transit

Exchange and the Frequent Transit Corridor along 200 Street.

Figure 18. Carvolth Transit Village Illustrated Concept.

The Carvolth Transit Village and Gateway Corridor aim to create a highly walkable neighbourhood with a

high quality of design including pedestrian oriented buildings, streets, plazas and other public open

spaces.

A fine grained street and open space/greenway network creates convenient pedestrian connections

between jobs, homes, local shops, parks and schools which are located within a 5-10 minute walk of each

other. The Transit Village includes a retail high street along 86 Avenue focused on a central plaza adjacent

to the Transit Exchange to provide shops and services for residents as well as transit riders using the

exchange.

As part of the enhanced public realm network public parks and plazas adjacent and directly connected to

the exchange will be important to integrate the high street and surrounding Transit Village with the Transit

Exchange. Refer to Section 2.6 Public Realm, Parks and Open Space for more details.

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2.5.5 Bicycle Network

The bicycle network within the Carvolth Neighbourhood Plan area is premised on creating a range of bike

network options including both on and off street routes for different users of a range of ages and abilities

including, commuter and recreational users. The bike network is also premised on integrating with the

Township and regional bike network.

Figure 19. Bicycle Network Plan.

Note: To serve the needs of this area, development must contribute towards

the construction of a new school/park within or outside of Carvolth.

Priority On-street Bike Lanes Off-street Bikeways Shared street

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2.5.6 Existing and Proposed New Streets

The block structure and street network, presented in Figure 20 below, is premised on providing access to

desired future development provided for by the plan, creating more route options for traffic moving to,

from, through and within the Plan area, and creating a more walkable and transit oriented network

structure.

A more interconnected grid street network is shown for the Transit Village Character Area to provide access

and services to the mix of uses provided for in this area, and to emphasize the pedestrian and transit

orientation of this area. This includes a new Major Arterial along 202 that will connect Carvolth Exchange

through Latimer and beyond to the south, and under Highway 1 to Walnut Grove to the north.

The street network to the west of 200 Street is made up of large blocks with limited connectivity to

surrounding areas due to a number of key constraints. These include: Highway 1 to the North; ALR within

the City of Surrey to the West; and Latimer Creek Conservation Area/Riparian Buffer to the east.

As such, land uses that minimize generation of vehicle trips are appropriate for this area.

Figure 20. Existing and Proposed New Street Network.

Existing Streets Proposed New Streets

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PUBLIC REALM, PARKS, AND OPEN SPACE 2.6

The Public Realm, Parks and Open Space Plan and the Mobility Plan described in Section 2.5 are inextricably

linked. Both of these elements dramatically influence how people live in and move through their

environment. Section 2.6.1 emphasizes integration of vehicle, pedestrian and bicycle movement. The

objectives and policies focus on the pedestrian realm, the interface between private and public realms and

the bicycle and pedestrian infrastructure.

The open space network for Carvolth integrates on and off-street greenways to create a continuous

pedestrian pathway between destinations throughout the plan area. Destinations include transit stops, the

high street located along 86 Street adjacent to the Transit Exchange, office and retail uses along 200 Street

along with parks and plazas located strategically as amenities for residents, workers, transit riders and

visitors.

Figure 21. Public Realm, Parks and Open Space Plan.

Buffer/Greenway

Conservation Area


Pocket Parks

Plaza

Detention Pond

Plan Area Boundary

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Central to this strategy is the interface between the public and private realm to create an active, safe and

comfortable public environment by ensuring private development presents a ‘friendly’ face to the public

street. Other aspects include:

• Maintaining views from key public spaces.

• Reinforcing gateways and the distinctive character of the different character areas.

• Enhancing the safety of the public realm by orienting private development to overlook and

activate the public realm.

• Ensuring that the public realm is accessible to all residents.

The open space network further integrates stormwater infrastructure and environmentally protected areas

where appropriate. A key component of the open space network is the areas designated for Integrated

Open Space which is described in Section 2.6.5.

The provision and design of parks in the Carvolth Neighbourhood Plan area is premised on the more urban

and compact condition desired for Carvolth. While high residential densities are envisioned for Carvolth,

they are over a relatively compact area. The anticipated population for Carvolth is approximately 5,000

based on a full build out scenario. The parks envisioned for Carvolth will be integrated, compact and high

amenity and to be consistent with the urban, pedestrian and transit oriented vision for the area. The parks

and open space strategy is further premised on creating strong pedestrian connections between homes,

jobs and existing and planned future park space both within Carvolth and to surrounding area.

The parks and open space strategy includes the following key

components:

• Integrated Open Spaces (including incorporation of a

neighbourhood park, off street greenways, pocket parks

and plazas).

• On-street greenways.

• Pedestrian oriented streets throughout the

neighbourhood plan area.

• Trail network.

• Pocket parks and plazas.

• Neighbourhood park (incorporated within Integrated

Open Spaces).

• Combined School/Park (to serve the needs of this area,

development must contribute towards the construction

of a new school/park within or outside the Carvolth

Neighbourhood Plan area).

Figure 22. High quality neighbourhood design.

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2.6.1 General Objectives and Policies

Objective (1): to ensure that there is an equitable distribution of neighbourhood, community and

regional park facilities to meet neighbourhood needs.

Policies:

• Prioritize the acquisition and development of parks in areas shows in the Parks and Open Space

Map.

• Park and open space contribution will be required in accordance with Township policies.

• Pocket Parks and Plazas shall be provided according to the general locations identified in Figure 21

Public Realm, Parks and Open Space Plan, and according to the intent and general concept

described in Section 2.6.6. Parks and Plazas shall be provided and maintained as part of private

development and ensure public use and access.

Objective (2): to create an interconnected network of parks and open space that reinforces the

livability and character of the Carvolth area.

Policies:

• Design green links as physical, visual and habitat connections to other parks, trails, natural areas

and multi-modal transportation hubs.

• Develop options and guidelines for integrated stormwater management practices that are

compatible with greenway development.

Objective (3): to create active, safe and comfortable public pedestrian areas between building fronts

and the street curb in commercial, office, industrial and residential areas.

Policies:

• Require commercial and mixed-use development to provide visual and physical access into the

building and a space for additional outdoor activities (where appropriate) such as vending, resting,

sitting or dining. Street fronts can also feature art work, street furniture, and landscaping that is

inviting and enhances the buildings setting.

• Design buildings to locate windows and main entrances on the main street frontage.

Objective (4): to cover the cost of construction of a high quality, integrated parks and open space

network through development charges in the Carvolth area.

Policies:

• Greenways and Integrated Open Spaces as shown in Figure 21 shall be funded through the

Carvolth Greenway Amenity Zoning Policy.

• Additional park and open space land contributions will be required as follows:

• A 5% parkland dedication or equivalent cash-in-lieu contribution shall be required at the time of

subdivision.

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2.6.2 Greenways/Trails

Greenways provide public access to areas of community value and

are connected with the public street network to provide a

continuous pedestrian route through and around the

neighbourhood. Greenways include pedestrian and cycling trails

that follow stream corridors, wooded areas and other conservation

and environmentally sensitive areas.

Urban Greenway

The urban greenway provides a direct and efficient route for

pedestrians and bicycles running parallel to the road. It includes a

double row of street trees to provide definition and separation from

traffic. In a commercial (or office) context the urban greenway is

predominantly hardscaped with tree grates to prevent damage

from trampling. In a residential context trees are planted in grass

boulevards that allow their roots to expand along the length of the

planted area.

Suburban Greenway

The suburban greenway is a less formal greenway that weaves

throughout an expanded right of way. These greenways are

appropriate in areas where more land is available for these

expanded right of ways.

Trails

Trails adjacent to conservation areas will be located to provide a

buffer between the conservation area and surrounding land uses

while providing amenity for the community.

Figure 23. Urban Greenway:

commercial context.

Figure 24. Urban Greenway: residential context.

Figure 25. Typical trail section.

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2.6.3 Conservation Areas

Conservation areas are significant watercourses. Such areas include

sensitive environmental areas to be protected for fish and wildlife

habitat and to mitigate the impact of nearby uses. This includes

riparian areas of Latimer Creek and its tributaries which shall be

protected as determined by the Streamside Protection Bylaw and

Provincial and Federal policies for the protection of fish and fish

habitat.

2.6.4 School/Park

A combined School/Park site roughly 10 acres in size is proposed to

be located in or near the plan area to serve the anticipated future

Carvolth population.

There are a number of trends that impact student enrolment rates

and present significant challenges to forecasting student

population within the Carvolth area. The high-density residential

provisions are generally expected to generate a reduced population

of school aged children compared to single family and town house

land uses and associated densities.

The potential student population generated in Carvolth will not be

large enough to require a full elementary school, but will need to be

accommodated in a new elementary school located in Carvolth or

the adjacent Latimer or Yorkson neighbourhoods. New residential

development in Carvolth will be required to secure its share of land

for a school site either in Carvolth or an immediately adjacent

neighbourhood.

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2.6.5 Integrated Open Space

Carvolth Integrated Open Space (IOS) is a linear greenway that

provides a pedestrian link between 84 Avenue and 86 Avenue.

These designated areas integrate stormwater capture, detention and

release functions with public recreational and open space including

parks, play areas for children and multi-purpose trails.

The IOS provides a link between residential and mixed-use areas. It

will be lit throughout and planting will conform to Crime Prevention

Through Environmental Design (CPTED) guidelines. Various seating

areas are provided along the greenway with transitions from a

natural character in the south to a more urban environment in the

north.

The nature and the function of the different areas within the

Integrated Open Space vary. While Carvolth Mews (1) is an aquatic

compensatory habitat, Carvolth Commons (2) and High Street Plazas

(3, 4) are pedestrian-oriented open spaces that integrate creative

stormwater features, such as rain gardens or kinetic public art.

Throughout the IOS, surface flow and the display of stormwater

run-off is preferred to conventional methods of underground

conveyance and piping.

The stormwater strategy for the IOS focuses on on-site infiltration

and bio-filtration with backup detention and conveyance systems.

The Carvolth Mews and the Carvolth Commons receive stormwater

from adjacent properties. Along the length of the Carvolth Mews,

runoff from roofs and other impervious areas is directed through

overland flow or swales to the headwater wetland travelling the

length of the Mews. This water is slowed by vegetation and check

dams to facilitate infiltration into the soil below. In extreme storm

events any overflow is captured in raingardens by an overflow catch

basin and directed to the Carvolth Transit Exchange detention pond

as shown in Figure 28. Otherwise the clean, cool and slow water will

be piped to the Latimer Tributary at 86 Avenue where it will be

slowly released into the natural water course.

In the Carvolth Commons runoff from impervious areas is directed

through overland flow or swales to the central water course and

raingarden.

The IOS drawings and illustrations are conceptual in nature and are

intended to illustrate the vision and concept for the Integrated Open

Space and its different components. They are to be used as the basis

for more detailed design at the time of implementation. Future

designs should also adhere to the Stormwater Source Control

guidelines outlined in Section 3.4.12.

Figure 26. IOS Conceptual Site Plan.

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Carvolth Mews

Carvolth Mews, between 84 Avenue and 85 Avenue, is intended to

create the bio-physical model of a headwater wetland. Several

connection points feed the constructed seasonal watercourse with

stormwater run-off collected through bioswales, from the adjacent

paved surfaces. The headwater wetland helps to slow the velocity

of stormwater run-off and increase its quality through bio-filtration,

before being slowly released at 85 Avenue to the Latimer Tributary

at 86 Avenue. It is a densely vegetated area with native species and

mesic plantings, dense organic soil, boulders and large organic

debris to form an ecological unit. Several overflow catch basins

should be installed at key locations as emergency spillways in case

of a high storm event. A multi-use pathway meanders throughout

Carvolth Mews for the use of residents and visitors alike. Several

seating areas allow the passerby to rest and enjoy the ecological

environment.

Figure 27. Carvolth Mews Typical Plan and Sections. Entry Trellis at Carvolth Mews.

Feature arbour.

Woody debris and native planting.

Natural wetland environment.

Boulders and vegetated bank.

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Carvolth Commons

Carvolth Commons is a formal central park area that will provide an

amenity area for local residents and visitors to the Carvolth

neighbourhood. .Carvolth Commons is approximately 0.53 hectare

(1.3 acres) in size. The open space includes a “natural” children play

area, a spray park and an open lawn. A greenway/walkway is

located along the perimeter of the Commons interfacing with

adjacent high density apartment development. Feature arbours

mark the entry to the park and to the perimeter greenway/walkway

around the Commons. A wet detention pond/rain garden treats the

stormwater run-off collected through bioswales from adjacent

impervious surfaces.

Spray park.

Natural play area provides diverse

opportunities for play and interaction

with nature.

Meandering pathway and shade trees.

Figure 28. Carvolth Commons Typical Plan and Sections.

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Carvolth “High Street” Plazas

Carvolth “High Street” Plazas are public open spaces adjacent to

active, publicly oriented uses. South of 86 Avenue is a terraced plaza

and featuring a stormwater channel. Open lawns will transition to

hard surfaces to respond to a more dynamic, heavier pedestrian

environment. North of 86 Avenue is a podium plaza with elevated

planters and seating areas. The plaza spaces are flexible to allow for

a wide range of activities including special events.

Figure 29. High Street Plaza Typical Plan and Sections. Creative use of water filtration.

Creative use of stormwater system.

Framed open lawn.

Paved plaza and water feature.

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Figure 31. High Street Plaza Typical Plan and Sections.

Figure 30. Public plaza situated along

the Transit Village retail high street.

Vegetation creating outdoor rooms.

Seating spaces and walkways.

Different paving defining the space.

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2.6.6 Pocket Park/Plaza

Located strategically to create green open space for sitting, eating

lunch, resting or playing, a small urban park is approximately 0.2

hectare (0.5 acre) in size. Pocket Parks and Plazas are to be located

as indicated on Figure 21. Pocket Parks and Plazas are to be

provided, constructed and maintained by the adjacent private

development and ensure public access and use according to the

concept illustrated in Figure 32 and the accompanying images.

Seating and open lawn.

Trellis creating shade.

Figure 32. A typical plan of a pocket plaza.

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2.6.7 Stormwater Strategy

Generally speaking, integrated stormwater management includes

three main components or layers:

• Infiltrate the small events.

• Detain the medium events.

• Convey the large events.

The Carvolth Stormwater Strategy includes strategies for infiltration,

detention and conveyance. The strategies outlined in this plan are

meant to supplement the Latimer Master Drainage Plan (LMDP) with

an emphasis on infiltration, both in the private and public realm.

More detailed information on detention and conveyance is outlined

in the LMDP.

The stormwater management strategy for Carvolth is one that

integrates controls into the buildings and landscape near or at

sources, rather than relying solely on large detention facilities

downstream. The intent is to reduce the effective impermeable area

(EIA) to pre-development conditions so to minimize the impact on

downstream water receiving bodies.

Strategies specific to the public realm can be in found in Section

2.6.5 Integrated Open Space. These strategies apply specifically to

the Integrated Open Space in the Carvolth area and are intended to

increase onsite infiltration and provide educational opportunities for

users of the site.

Strategies that apply to private development can be found in Section

3.4.12 General Design Guidelines: Stormwater Source Control. These

guidelines provide direction to private developers to increase onsite

infiltration and connect to the larger integrated stormwater

management system.

Both the public realm and the private realm strategies introduce a

performance based approach that recommends a combination of

source controls and infiltration techniques. This approach is more

flexible and allows some latitude to meet targets in a way that

satisfies site-specific program requirements. Source controls can be

in the form of the following:

1. Absorbent Landscapes

Growing medium depths ranging from 300 mm to 1,000 mm

for various planting applications will contribute significantly to

the capture of the majority of rain events throughout the year.

Water stored in soils becomes available to plant material and is

cycled back into the atmosphere through evapotranspiration.

Figure 33. Bioswales can be

implemented in many locations,

including within a residential street

ROW as shown above.

Figure 34. Green roofs store rainwater,

help mitigate the urban heat island

effect, and help to increase plant

biodiversity.

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2. Raingardens

Raingardens are planted depressions in the landscape

designed to capture and hold runoff for a specified period.

Water is held and slowly released into the receiving water

body to mimic pre-development conditions. Runoff has time

to drop sediment and cool, increasing water quality prior to

release into downstream water bodies. Plant material that

can tolerate periodic inundation is selected to stabilize soils,

provide habitat and plant community diversity, and provide a

positive visual amenity to the area.

3. Underground Storage and Release

In many cases, a concrete tank or vault is constructed as part

of development as a method to capture design target rainfall.

The tank is constructed with observation/maintenance

hatches and has a control mechanism to allow release of

collected water at a prescribed rate into either surrounding

subsoils or piped to a receiving water body. Overflow pipes

convey water during storm events where the capacity of the

vault is exceeded.

4. Green Roofs

Green roofs, whether extensive or intensive, have the ability

to capture and store rainwater in the pores between soil

particles. Typically this can be 12-17% of the soil volume. It is

likely impractical to store all of the design water capture

targets in a green roof, but there are other benefits such as

extending the life of the roof membrane by a factor of 3,

reduced heat island effect, and increased plant biodiversity

that make this option attractive to the municipality and

property owners.

5. Bioswales and Infiltration Galleries

The principle of bioswales and infiltration galleries is similar

to a raingarden except that water is not visible during

retention. Bioswales are designed to be of minimal gradients

to allow collected water to percolate through soils into the

subsoils below. Plant roots provide a soil stabilizing function

and promote infiltration. Infiltration galleries can be located

below or remote from a bioswale. They are essentially voids

below the surface level substrate that allow incoming water

to collect and infiltrate into subsoils. The finish over an

infiltration gallery can be landscape, hard surfaces or

permeable paving.

Figure 35. Raingardens are an

attractive way to reduce stormwater

runoff.

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SERVICING AND INFRASTRUCTURE 2.7

2.7.1 Water

Existing Conditions

A large part of the Carvolth Neighbourhood Plan area is a partially developed residential area consisting of

large properties without any municipal water service. The existing homes are served by individual well

water systems. Those areas that have been recently developed are primarily supplied with water from the

Metro Vancouver transmission main from a source at Coquitlam Lake. The Metro Vancouver transmission

main runs north – south along the eastern boundary (204 Street) of the plan area. The Metro Vancouver

transmission main is connected to the existing Township of Langley water distribution system at three

locations in the greater Northwest Langley area. The connection nearest to the plan area is located at 82

Avenue and 204 Street. There are additional Metro Vancouver connections at 96 Avenue and 201 Street

and 73A Avenue and 204 Street. At all these locations there is a pressure reducing valve (PRV) station to

provide adequate service pressure.

The existing water system within the study area is currently divided into two pressure zones. Generally,

properties adjacent to 200 Street and westward are in the 111m pressure zone. The areas north of

Highway 1 are currently in the 81m pressure zone. Within the 111m pressure zone there is a well-

developed network of existing mains including a 300mm diameter main along 200 Street, from 88 Avenue

to the southern limit of the plan area, a 250mm diameter main along 86 Avenue, from approximately 196

Street to 200 Street, and a 250mm diameter main along 88 Avenue from the 19800 block to 201 Street.

Currently the water distribution system within the plan area is undeveloped east of 201 Street and in the

northwest corner of the plan area.

A schematic plan of the existing water network can be found in Figure 36.

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Figure 36. Existing Servicing Plan: Water.

Plan Boundary Existing Water Main

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Future Conditions

The Township of Langley Master Water Plan Update (2008) recommends that the majority of the water

system within the plan area be in the 81m pressure zone and only a small area in the southeast corner to be

in the 111m pressure zone. To revise the current pressure zone boundaries to match the Township’s

Master Plan, two new PRV stations are required at the boundaries of the pressure zones. One new PRV

station is required along 200 Street at approximately 83 Avenue and a second PRV is required along 86

Avenue near 204 Street. Additional water distribution mains will also be required along the proposed new

road alignments to service new developments including 196A Street, 87 Avenue, 201 Street, 202 Street,

and 204 Street. Extensions of the existing water mains will also be required at various locations including

those on 84 Avenue, 86 Avenue and 88 Avenue.

A schematic plan for the future water network can be found in Figure 37.

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Figure 37. Proposed Servicing Plan: Water.

Plan Boundary Proposed Water Main

Proposed Pressure Reducing

Valve

Existing Water Main

Proposed Legal

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2.7.2 Sanitary Sewer

Existing Conditions


large properties without any municipal sanitary sewer collection servicing. The existing homes are served

by individual septic sewer systems. Those areas that have been recently developed, including the

commercial developments at the Highway 1 Interchange and along the 200 Street corridor, have Township

sanitary services. To provide services to these developments, a sanitary pump station is located near the

plan area low point along 196 Street at 85 Avenue. Gravity sewers along 86 Avenue, 88 Avenue, and 198A

Street collect sanitary sewer for discharge at this pump station. A force main runs from the pump station

along 196 Street, east along 86 Avenue to the intersection at 200 Street. East of 200 Street a gravity sewer

runs along 86 Avenue to 201 Street and eventually north across Highway 1 to Walnut Grove. The existing

developed properties on the north side of Highway 1 are serviced with gravity sanitary sewer services

directly from the Walnut Grove system.

A schematic plan of the existing sanitary sewer network can be found in Figure 38.

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Figure 38. Existing Servicing Plan: Sanitary.

Plan Boundary Existing Sanitary Pump Station

Existing Sanitary Manhole

Existing Sanitary Main

Existing Sanitary Forcemain

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Future Conditions

In the future developed condition, sanitary sewer collected in the Carvolth Neighbourhood Plan area will

continue to discharge north to Walnut Grove. Much of the sanitary sewer infrastructure required to

provide service for the plan area has already been installed including a connection across Highway 1 and a

sewage lift station. Generally, additional sanitary sewer mains required will be along all the proposed new

road alignments to service new developments including 87 Avenue, 201 Street, 202 Street, and 204 Street.

Extensions of the existing sewer mains will also be required at various other locations including those on

196A Street, 84 Avenue, 86 Avenue and 88 Avenue.

The existing sanitary sewage pump station within the Carvolth Neighbourhood Plan area collects sanitary

sewer from the significant areas outside of the plan area. A review of the pumping capacity will be

required in conjunction with all development within the pump station catchment area including significant

areas south of the plan area.

A schematic plan for the future sanitary sewer system can be found in Figure 39.

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Figure 39. Proposed Servicing Plan: Sanitary.

Plan Boundary Existing Sanitary Pump Station

Existing Sanitary Manhole

Proposed Legal

Existing Sanitary Main

Proposed Sanitary Main

Existing Sanitary Forcemain

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2.7.3 Stormwater Drainage

The most significant drainage feature within the Carvolth Neighbourhood Plan area is Latimer Creek.

Latimer Creek and its various tributaries originate within the Township of Langley and drain west into the

Serpentine River which flows through the City of Surrey lowlands. Latimer Creek is a red coded stream

which, by definition, indicates a year round presence of fish, both salmon and other regionally significant

fish.

As a joint initiative between the Township of Langley and the City of Surrey in response to the anticipated

future development in Latimer Creek watershed, the Latimer Creek Master Drainage Plan was prepared.

This Master Drainage Plan (MDP) was completed in 2003. The MDP indicates that the Latimer Creek

watershed has a total area of 1036 hectares, of which 596 hectares are within the Township of Langley.

The Latimer Creek MDP recommended various improvements to the existing drainage infrastructure within

the catchment area to order to facilitate development. These recommendations included the construction

of the community-based drainage ponds, culvert upgrades, and storm sewer diversions. The report

indicates that six drainage ponds are required within Carvolth.1 The location of these ponds is primarily

influenced by the natural topography of the area and the proximity of the downstream receiving water

course.

Existing Conditions


large properties with rural road access. Drainage within these areas is predominately by roadside ditches

and culverts. Within the areas that have been redeveloped for commercial use, various drainage mains and

detention ponds have been installed. Drainage mains have been installed on 200 Street, 198A Street, and

85 Avenue while segments of drainage mains have also been installed on 86 Avenue, 88 Avenue, and 201

Street. Of the six detention ponds required by the Latimer Creek MDP, three have already been built.

These include pond L3C near 19800 88 Avenue, pond L3A at the new transit exchange near 202 Street and

Highway 1, and pond L4 at the southwest corner of 86 Avenue and 198A Street. Township records also

indicate that an additional pond at the northwest corner of 88 Avenue and 200 Street has been installed as

part of the Highway #1 Interchange project. This additional pong is a bio-filtration facility providing water

quality treatment from road runoff collected within the interchange.

Schematic plans of the existing drainage system can be found in Figure 40.

1 In the MDP these ponds are identified as L3A, L3C, L3-1, L4, and L4-1 and LC1-A. The MDP also indicates an existing

detention pond identified as L3B, directly adjacent to the northern boundary of the plan area which serves the areas north of

Highway 2 within the plan area.

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Figure 40. Existing Servicing Plan: Drainage.

Proposed Legal

Plan Boundary

Existing Detention Pond

Bio-Filtration Pond

Existing Drainage Manhole

Existing Drainage Main

Existing Culvert

Existing Ditch

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Future Conditions

The Township of Langley bylaws require all new developments covered within a specific Master Drainage

Plan must be in accordance with that plan. The Carvolth Neighbourhood Plan area falls entirely into the

area covered by the Latimer Creek MDP, and therefore any new development must conform to the

requirements of this plan. In order to proceed with a new development, the detention pond proposed for

the projects specific catchment must be constructed in advance.

The recommendations of the MDP include six community-based drainage ponds. Three of these drainage

ponds have already been installed to facilitate the re-development that has already occurred in the plan

area. The MDP further states that while the implementation of the community based pond is sufficient to

control peak runoff, additional on-site drainage control policies are recommended. The Latimer Creek MDP

also encourages the implementation of the Best Management Practices (BMPs) during the development of

the catchment area. The recommended practices include:

• Reduced pavement width.

• Grass lined swales.

• Site grading that encourages infiltration.

• Increasing road surface permeability.

• Minimizing effective impervious areas.

• Providing natural stream retention, buffer strips, and retaining vegetation.

As stated in the MDP, the effectiveness of these practices is dependent on the natural soil conditions and it

will be the developer’s responsibility to investigate the soil conditions and select the most appropriate

BMP.

Schematic plans for the future drainage system can be found in Figure 41.

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Figure 41. Proposed Servicing Plan: Drainage.

Plan Boundary

Existing Drainage Manhole

Proposed Legal

Existing Detention Pond

Proposed Detention Pond

Existing Ditch

Existing Drainage Main

Proposed Drainage Main

Existing Culvert

Bio-Filtration Pond

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2.7.4 Road Network Infrastructure

New road network connections as described in Section 2.5 of this plan will be in accordance with the

Township of Langley’s Subdivision and Servicing bylaw.

New Infrastructure Improvements Required

A preliminary transportation impact assessment was conducted as part of the Carvolth planning process to

determine the anticipated traffic to be generated given build out of the conceptual plan shown in section

2.3. A sketch plan demand modeling exercise was undertaken to assess the potential impact of proposed

development on the surrounding road network. As a result of this exercise it is anticipated that full build

out (including the Outlet Distribution Centre) would generate approximately 4,400 and 6,800 trips in the

weekday AM and PM peak hours respectively as outlined in Table 1.

Table 1. Trip Generation.

Description Period Vehicle Trips In Vehicle Trips Out

All Trips AM 4,753 2,412

PM 6,238 8,108

Less Internal Trips AM 350 161

PM 249 420

Less Pass-By Retail Trips AM 0 0

PM 834 868

Total Trips AM 4,403 2,251

PM 5,156 6,819

The ability of the future (2021) road network to accommodate the additional trips generated by the

Carvolth conceptual plan is determined by the available road link capacity of existing and planned roads.

Table 2 summarizes the road capacity required to accommodate development traffic in each direction of

travel, assuming a lane capacity of 1,000 vehicles per lane.

Table 2. Trip Assignment.

Description Period Vehicle Trips In Vehicle Trips Out

North AM 0.6 0.3

PM 0.7 0.9

East AM 0.8 0.4

PM 0.9 1.2

South AM 1.4 0.7

PM 1.6 2.1

West AM 1.2 0.6

PM 1.4 1.8

Taking into consideration the he limited capacity available in the surrounding road network, it is concluded

that the Carvolth Neighbourhood Plan would require additional road capacity equivalent to one arterial

lane in the north direction, two arterial lanes in the east and west directions, and three arterial lanes in the

south direction.

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Road Capacity Improvements

The following road link capacity improvements are recommended to accommodate anticipated traffic in

Carvolth:

• Traffic to and from the north are limited to the use of the Golden Ears Bridge. This movement is,

however, restricted by the current levels of congestion at the Highway 1 and 200 Street

Interchange. Provision of a second freeway crossing would allow motorists to cross over the

freeway and reroute back onto 200 Street to the north of Highway 1. This could be achieved by

widening 208 Street and its freeway crossing to a 4-lane cross-section, which would provide one

additional arterial lane capacity in the peak direction.

• Traffic to and from the east would ideally make use of Highway 1 to distribute to the eastern Fraser

Valley. No road improvements are envisaged to serve outbound traffic, considering the location of

the eastbound ramp terminal. Inbound traffic would, however, be restricted by the current levels

of congestion at the 200 Street Interchange. Provision of a secondary access into the development

area from the east would alleviate the demand on the already congested interchange. This could

be achieved by providing the 216 Street Interchange. Continuity of the route to the development

site would require widening of 80 Avenue to a 4-lane cross-section, which would provide two

additional arterial lane capacities in the peak direction. It is likely a portion of the traffic currently

using the congested 200 Street Interchange will reroute to also make use of the new interchange,

thereby bringing some relief at 200 Street.

• Traffic to and from the south would ideally make use of 200 Street. A parallel arterial would be

required to serve development traffic, which could be accommodated by constructing 202 Street

to a 4-lane cross-section. This would provide two additional arterial lanes capacity in the peak

direction.

• The additional road capacity required to serve development traffic to and from the south could be

accommodated by constructing 201 Street to a 2-lane cross-section. This would provide one


• The desired route for traffic to and from the west would be on Highway 1, but as mentioned

previously, freeway accessibility is hampered by capacity constraints at the 200 Street Interchange.

It is, however, anticipated that the additional capacity provision proposed along 208 Street would

allow some traffic to reroute across Highway, 1 after which traffic can access the freeway

westbound from the east.

• 88 Avenue is an alternative for traffic to and from the west. Additional road capacity would be

required to serve development traffic, which could be accommodated by constructing 88 Avenue

to a 4-lane cross-section. This would provide one additional arterial lane capacity in the peak

direction. Taking into consideration the proximity of the light industrial land use to 88 Avenue, it

would be advantageous to remove the heavy vehicle restriction currently in place. Otherwise truck

traffic to and from the west would be forced to reroute to alternate roads such as 96 Avenue to the

north, with the associated interchange capacity constraint, or the Fraser Highway and Highway 10

to the south, which in turn would necessitate additional road capacity to and from the south to

access Carvolth. All these west side improvements require the approval and participation of the

City of Surrey.

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• The additional road capacity required to serve development traffic to and from the west could be

accommodated by constructing 80 Avenue to a 4-lane cross-section. This would provide one


• The additional road capacity required to serve development traffic in the Flex Employment II area

could be accommodated by constructing 87 Avenue and extending 196 Street to intersect 88

Avenue at 196A Street. Alignment for these additional street connections can be found in

Figure 17.

The above road improvements represent additional road capacity improvements. A detailed traffic analysis

would be required to quantify the extent of local road widening to achieve the desired intersections Levels

of Service.

Table 3. Road Improvements.

Direction Road Link Transportation Improvements

Internal

196 Street Extend to 88 Avenue

198 A Street Extend to 88 Avenue

87 Avenue Connect 196 Street and 198A Street

North 208 Street Widen to 4-lane cross-section, including the

Highway 1 overpass

East Highway 1 Provide 216 Street Interchange

80 Avenue Widen to 4-lane cross-section

South 202 Street Provide 4-lane cross-section

201 Street Provide 2-lane cross-section

West 88 Avenue

Widen to 4-lane cross section

Remove heavy vehicle restriction

80 Avenue Widen to 4-lane cross section

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2.7.5 Neighbourhood Energy Infrastructure

There are measureable energy and carbon performance improvement opportunities that can be achieved

with neighbourhood-scale infrastructure. These opportunities complement a suite of policies under Land

Use: Sustainable Building Energy, Section 2.4.17. For further detail on these opportunities, see

HB Lanarc - Golder’s Carvolth Sustainable Energy Study prepared in 2013.

High-Efficiency Outdoor Lighting

Lighting engineering standards for Carvolth will reflect the current best practice for efficiency, light

pollution reduction, and service optimization. Best practices should be used for balancing safety with

motion and photo-sensitive exterior lighting.

Complementary lighting policies are included for the private realm under the Design Guidelines,

Section 3.4.

District Energy

A district energy (DE) system for residential and commercial buildings in Carvolth will be evaluated in

tandem with other opportunities in the Township. Community benefits including energy savings and

reduced reliance on fossil fuels as well as technical potential, ownership, governance and policy

implications will all be considered.

• If feasible from technical, policy and economic perspectives, the following infrastructure, policy

and planning priorities for the neighbourhood, should be considered:

• Updating infrastructure plans to include DE piping and servicing in all rights-of-way.

• Evaluating the appropriateness for Carvolth to be designated a District Energy Service Area,

requiring buildings be designed and constructed with hydronic heating/cooling systems and

mechanical room space for DE equipment and connection.

• Allocating space for a DE Energy Plant near the area with the highest demand for heating.

• Encouraging phasing so that the largest buildings will not be constructed until a DE system is in

place, and so that development will radiate outward from that area in order to ensure

development of heat demand over the short and medium term.

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FINANCING AND IMPLEMENTATION 2.8

2.8.1 Financing

The financial strategy is intended to assist in the orderly, cost effective and equitable development of the

neighbourhood. It is based on principles that the Township will not finance, nor assume a financial risk, in

the provision of engineering services required to support private development. As such, water, sanitary

sewer, drainage, roads and parks are to be funded by development proponents or through the collection

of Development Cost Charges (DCCs) together with other appropriate cost recovery mechanisms. Finally, it

is the responsibility of the property owners and/ or the proponents of development to front-end the

construction of engineering services.

DCCs are levied against new development to assist in the financing of new servicing infrastructure and

amenities required by, and benefiting new development. The Township’s DCC Bylaw sets rates for each

engineering service and for parks and describes when and how they are to be paid. Rates are uniform

across the Township so that similar developments are levied at the same rate regardless of their location.

DCCs may exceed or be in deficit within an individual neighbourhood. Infrastructure that is eligible to be

funded with DCC revenue is identified in the Township of Langley’s DCC program. An analysis of Carvolth’s

sanitary sewer, water, roadwork and drainage servicing requirements was undertaken in order to identify

DCC eligible infrastructure and amenities in section 2.7: Servicing and Engineering.

Water, Sanitary Sewer and Stormwater services are to be solely funded through the collection of

Development Cost Charges (DCC’s) or other appropriate cost recovery mechanisms. It is the responsibility

of the property owners and/ or the proponents of development to front end the construction of

engineering services. At present, the Township has infrastructure financing policies in place and has

previously negotiated specific agreements to permit property owners to receive DCC credits to assist in the

cost recovery of DCC works that they have constructed.

It is Township Policy that property owners are responsible for front-ending all municipal infrastructure and

amenities. Cost recovery agreements such as DCC credits, development works agreements, latecomer

agreements and private agreements are available. Each of these offers the ability for front ending property

owners to recover a proportion of their infrastructure investments.

2.8.2 Implementation and Phasing

The implementation strategy identifies prerequisites to development and development phasing, and

specific requirements for development permits.

Development Prerequisites

The following general prerequisites must be satisfied prior to the adoption of a rezoning bylaw or issuance

of a Development Permit in any phase. This list is not deemed to be exhaustive, as other requirements may

be added based on site specific conditions and changes to Township bylaws, policies and procedures.

• Although the student population in Carvolth is not anticipated to be large enough to require a full

elementary school, prior to any rezoning bylaw accommodating residential development in

Carvolth:

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» An elementary school and neighbourhood park site must be secured in Carvolth or an

immediately adjacent neighbourhood (i.e., Yorkson or Latimer); and,

» Residential development in Carvolth must contribute its proportionate share of an

elementary school and neighbourhood park site to the acceptance of the Township and

School District prior to the approval of any rezoning bylaw accommodating residential

development.

• Enter into a Servicing Agreement with the Township to secure required road and utility

upgrades/extensions, and a stormwater management plan in accordance with the servicing

provision of this neighbourhood plan together with existing servicing standards as set out in the

Township’s Subdivision and Development Control Bylaw and the Erosion and Sediment Control

Bylaw as amended from time to time.

• Secure road dedications and widening in accordance with Sections 2.5 and 2.7.4 of this plan, the

Subdivision and Development Control Bylaw and the Master Transportation Plan as amended from

time to time, to the acceptance of the Township of Langley.

• Compliance with Subdivision and Development Servicing Bylaw 2011 No. 4861 (Tree Protection),

including provision of a final tree management plan incorporating tree retention, replacement and

protection details, to the acceptance of the Township of Langley.

• Transfer any designated greenway, trail, pocket parks, plazas or any other greenspace as shown on

the land use plan, including lands designated Integrated Open Space, to the acceptance of the

Township of Langley.

• Where green space is designated on the subject lands, security must be provided within the

Servicing Agreement for all approved Greenway / Trail construction.

• Compliance with the Streamside Protection Bylaw 2006 No. 4485 (as amended from time to time);

• Implementation of Streamside Protection and Enhancement Development Permit Areas (SPEDPAs)

as determined by the process to comply with the Streamside Protection Bylaw, or as outlined in

the NP, or as determined by DFO, including dedication as municipal lot or protection by restrictive

covenant of SPEDPAs.

• Provide a Stage 1 Preliminary Site Investigation (Environmental), to the acceptance of the

Township, where land is proposed to be transferred to the Township for conservation, park,

greenway and/or trail use. If any indicators of site contamination are found during this initial

assessment, a Certificate of Compliance (or equivalent) will be required to be submitted to and

accepted by the Township. All remedial work will be at the sole cost of the proponent.

• Secure (through the Servicing Agreement) fencing for all developments that abut the greenways,

parks and environmental area to municipal standard and to the acceptance of the Township of

Langley.

• Secure public access right-of-way through developments for roads and sidewalks only. Public

access shall not extend to on-street parking.

• Registration of restrictive covenants that may include, but not be limited to Non-disturbance

setbacks Driveway access/ location and Building setback restrictions.

• Register a restrictive covenant on title for the maintenance and upkeep of the Pocket Parks and

Plazas. The covenant shall address preventing developments construction or placement of any

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barriers such as fences, gates and signage that would prevent or discourage public access through

these areas.

• Payment of rezoning, development permit and neighbourhood planning fees and open space

levy.

• Consideration should be given to servicing cost recovery strategies, such as Latecomers

Agreement, Development Works Agreement, and DCC rebates to the acceptance of the Township

of Langley.

• Consideration may be given to a Phased Development Agreement to stage development in line

with infrastructure and amenity requirements to the acceptance of the Township of Langley.

• Density and uses as identified in Figure 8 Land Use Plan and described in Sections 2.4.2 to 2.4.15

may not be transferred but rather, is as identified and laid out Figure 8 Land Use Plan.

• Regionally serving Outlet Distribution Centre uses described under the Flex Employment II

designation as identified in Figure 8 Land Use Plan and described in Section 2.4.7 may be

considered if requested by a proponent subject to the following conditions:

» As part of an application for rezoning, the proponent must develop a Master Development

Plan (MDP) that documents in detail how the proposed development will meet the intent of

the vision, goals and objectives of this plan. The MDP must clearly articulate in detail all

impacts associated with the proposed development and propose strategies to mitigate these

impacts. Impacts to address include but are not necessarily limited to urban design quality,

automobile orientation and transportation demand management, and stormwater approach.

» At the time of rezoning, the proponent must undertake a detailed Transportation Impact

Assessment (TIA) at the full cost of the proponent, to be carried out independently by a

qualified Engineering Consultant to be selected and managed by the Township. The TIA will be

required to determine the transportation impact associated with development and identify

necessary infrastructure upgrades including consideration of upgrades identified in section

2.7.4 to adequately service and accommodate the proposed development. The TIA will further

be required to identify appropriate transportation demand management strategies to mitigate

impacts of proposed development. The TIA will be paid for in full by the proponent.

» Funding for the necessary transportation infrastructure upgrades identified in the TIA will be

through the Flex Employment II Amenity Zoning Policy. The Flex Employment II Amenity

Zoning Policy will be required as part of the MDP and subsequent re-zoning.

» Provision of high amenity open space design including plazas, mews and pocket parks and

appropriate planting, lighting, water features etc.

2.8.3 Severability

If any section, subsection, clause or phrase of this Bylaw is for any reason held to be invalid by the decision

of a court of competent jurisdiction, the invalid portion shall be severed and the decision that is invalid

shall not affect the validity of the remaining parts of this Bylaw.

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3. Design Guidelines

OVERVIEW 3.1

Urban design is the comprehensive and cohesive combination of buildings, streets, and open spaces to

create memorable public spaces. The essence of good urbanism is determined by the relationship between

the public and private realm. Buildings, streets, and other public open spaces scaled and designed for

human comfort and use are essential to the creation of a functional, aesthetically rich and vibrant

neighbourhood.

JUSTIFICATION AND INTENT 3.2

The broad intent of these design guidelines is to help shape and support high quality, attractive, functional

urban design and a unique sense of place in the various Carvolth character areas. Specifically, the intent of

the Carvolth Design Guidelines is:

• To emphasize building and open space design that enhances pedestrian activity, amenities, and

safety.

• To encourage energy efficiency and low carbon building and neighbourhood design.

• To foster transit oriented design.

• To guide development of the Carvolth Neighbourhood as a major urban gateway to the Township

with a high quality of design and a unique identity and sense of place.

The Carvolth Design Guidelines translate Township objectives and policies and into a set of design

strategies and approaches to help guide the development review process for both private and public realm

development.

DESIGNATION 3.3

The Carvolth Development Permit Area is identified in the Willoughby Community Plan as Development

Permit Area “M”. The lands identified on Figure 42: Carvolth Development Permit Area are designated

under the following sections of the Local Government Act:

• 919(1) (e) establishment of objectives for the form and character of intensive residential

development.

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• 919(1) (f) establishment of objectives for the form and character of commercial, industrial or multi-

family residential development.

• 919(1) (h) establishment of objectives to promote energy conservation.

• 919(1) (i) establishment of objectives to promote water conservation.

• 919(1) (j) establishment of objectives to promote the reduction of greenhouse gas emissions.

These sections of the Local Government Act allow regulation respecting the character of development

within the Development Permit Area, including landscaping, and the siting, form, exterior design and finish

of buildings and other structures, as justified by the special conditions and objectives in Section 3.2 of this

Plan.

In addition, Development Permit Area “F” - Agricultural Land Reserve, as identified in the Willoughby

Community Plan, also applies to the Carvolth Neighbourhood Plan area. See Section 4.3.2 of the

Willoughby Community Plan for details.

Figure 42. Carvolth Development Permit Area.

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GENERAL GUIDELINES 3.4

The general guidelines described below will apply to all new

development in the Carvolth area. They are premised on urban design

principles that will create a vibrant and accessible urban environment

that promotes pedestrian activity and street life.

3.4.1 Connectivity

The intent of these guidelines is to ensure a highly connective street

and open space network that creates more route options for pedestrian

and bicycle traffic traveling to, from and within the downtown, and

direct connections to key amenities and destinations within and

adjacent to Carvolth.

• Look for opportunities to create additional mid-block

pedestrian pathways to increase the number of pedestrian

connections within and through the site.

3.4.2 Street Definition

The intent of these guidelines is to site and design buildings to

positively frame and define streets and other public open spaces, and to

ensure a positive response to specific site conditions and opportunities.

• Minimize the distance buildings are set back from the sidewalk

to create good street definition and a sense of enclosure.

• Build ground floor commercial uses up to the front property

line to maintain a continuous commercial street frontage and

positive street definition. A setback may be considered where

there is a courtyard or other feature that benefits the pedestrian

experience or responds to the building setback of an adjacent

property.

• New developments with tall buildings (over 4 storeys in height)

should incorporate a base building or street-wall at a scale

similar to adjacent buildings and appropriate to the street

width.

• Buildings should be sited and designed to create the following

general building height to street width proportions:

» 1:1 - 1:5 for mews or courtyards.

» 1:2 - 1:3.5 for residential and commercial streets.

» 1:3 - 1:5 for squares, plazas or wide boulevards.

3.4.3 Height and Massing

The intent of these guidelines is to reduce the visual mass of large

buildings, and ensure the sensitive transition from new development or

redevelopment to existing adjacent buildings and open spaces.

Figure 43. Mid-block pedestrian

pathways increase connectivity.

Figure 44. Buildings and street trees

can be used to create “street

definition”.

Figure 45. Use a common “build to

line” to create a street definition

and a sense of enclosure.

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• Site and design buildings to respond to specific site conditions

and opportunities, including: prominent intersections, corner

lots, steep topography, natural features, prominent open

spaces and views.

• New development should reflect significant natural

topographic features. Buildings should be designed to step

down hillsides to accommodate significant changes in

elevation and to connect with and transition well to the

sidewalk and street.

• Break up the visual mass of large buildings to reduce their

visual impact on the pedestrian realm and create variation

along the street. Limit the visual mass of building facades to

lengths of 40m or less.

• Buildings over 3 storeys in height shall have a maximum

frontage length of 80m.

• Buildings 3 storeys in height or lower shall have a maximum

frontage length of 40m.

• Buildings up to 4 storeys in height should step back the top

storey back by a minimum of 1.5m.

• Building of 5 to 6 storeys in height should step back the top two

storeys by a minimum of 1.5m.

• Minimize impacts from sloping sites on neighbouring

development. Examples of treatments to minimize impacts

include using terraced retaining walls of natural materials, or

stepping a building to respond to the slope.

3.4.4 Active Frontages

The intent of these guidelines is to ensure buildings are sited and

designed to be welcoming, and encourage street vitality, visual interest,

and safety.

• Site and orient buildings to overlook public streets, parks,

walkways and communal spaces.

• Incorporate frequent entrances into commercial frontages

facing the street with a maximum spacing of 15m. Ensure that

these are active entrances. A maximum spacing of 10m for

entrances is desired along retail high streets.

• Recess building entrances by a minimum of 0.6m to provide for

door swings, weather protection and to visually emphasize the

building entrance.

• Large floor plate commercial developments shall respond to

the prevailing street character along all commercial streets by

incorporating small, transparent storefronts with frequent

entrances.

Figure 46. The base massing of this

taller building should complement

setbacks and heights of adjacent

buildings.

Figure 47. Step buildings down to

respond to the natural topography

of the site.

Figure 48. Limit the visual mass of

building façades to lengths of 40 m

or less.

Figure 49. Vertical setbacks break

up the visual mass of buildings.

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• Large format commercial buildings with compatible uses

should incorporate smaller shops wrapped around outside

edges to better integrate these buildings and uses and make

them more compatible with the desired character of the

Carvolth area.

• Avoid expansive blank walls (over 5m in length) and retaining

walls adjacent to public streets. When blank walls and retaining

walls are unavoidable, use design treatments to break up the

visual impact such as:

» A vertical trellis with climbing vines or other plant materials.

» Wall setbacks to provide room for planters.

» Wall murals, mosaics or other artistic features.

» Quality materials of different colours and textures.

» Special lighting, canopies, awnings, horizontal trellises or

other human-scale features.

• Provide pedestrian access to buildings from the adjacent public

street, and orient upper-storey windows and balconies to

overlook adjoining public open spaces.

• On corner sites, develop street-facing frontages for both streets

and design front elevations with pronounced entrances

oriented to the corner and/or primary streets.

• Maintain site lines from inside the buildings to public open

space to allow for casual surveillance of the street and sidewalk.

• Ensure a minimum glazing area of 75% for frontages at grade

along all commercial streets.

3.4.5 Weather Protection

The intent of these guidelines is to provide comfort for pedestrians and

enhance the pedestrian function of public streets through the provision

of weather protection.

Figure 50. When unavoidable,

blank walls should be screened to

make it more visually interesting.

Figure 51. Orient buildings to, and

provide direct pedestrian access

from, the adjacent public

street/sidewalk.

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• Provide continuous weather protection along building

frontages immediately adjacent to public streets, sidewalks or

open space.

• Ensure that the depth, height and angle of weather protection

are adequate to protect pedestrians from rain or snow that may

be blown by the wind.

» The width to height ratio should be 1:1 to 1:1.4.

» The minimum height should be 2.5 m.

• Where sloping sidewalks occur, break up awnings and canopies

into modules, and terrace them down to follow the profile of

the street.

• Design canopies extending over building frontages greater

than 30 m to reduce their apparent scale and length by, for

example, breaking up the canopy to reflect the architecture and

fenestration pattern of the building facade.

3.4.6 Green Development

The intent of these guidelines is to encourage building design and site

planning that maximizes livability, daylight access, and energy

efficiency and reduces the overall “ecological footprint” (energy use,

waste, and pollution) of development.

Site Design

The intent of these guidelines is to preserve or enhance the natural

habitat, energy performance and ecosystem processes of the site and

the neighbourhood.

• Creating sustainable buildings starts with proper site selection.

The location of a building affects a wide range of environmental

factors such as ecosystem function, energy consumption and

mobility. If possible, locate buildings in areas of existing

development to concentrate development and take advantage

of existing infrastructure. Consider conserving resources by

renovating existing building for new uses. Maximize the

restorative impact of site design. Additional guidelines related

to landscaping and stormwater control can be found in Section

3.4.11 and 3.4.12 respectively.

• Minimize site disturbance during construction and retain or

enhance existing vegetation where possible, particularly

remnant riparian zones, watercourses, and urban forests.

• Enhance habitat, biodiversity and ecosystem processes through

plant selection and landscape design. Include native or

adaptive plant species.

• Minimize impervious surfaces such as roads, parking lots and

sprawling buildings and infiltrate rainwater on-site using

Figure 52. Weather protection to

enhance pedestrian comfort.

Figure 53. Canopies provide

weather protection over a large

area in front of buildings.

Figure 54. Retain existing trees and

buffer ecologically sensitive areas.

Figure 55. Landscape design can

contribute to local ecosystem health.

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retention and infiltration best management practices as

appropriate (bioswales, infiltration trenches, rain gardens, etc.).

• Incorporate green roofs, where appropriate, to help absorb

stormwater, improve thermal efficiency, and provide outdoor

amenity space for residents and workers.

• Improve service, minimize light pollution and maximize energy

efficiency through the use of full cut-off lighting (avoiding light

reflectance) and by directing lighting downwards. Exceptions

may be made for signage and architectural lighting.

• Where possible, locate new buildings within a five minute walk

(400 metres) of frequent public transit and provide alternative

transportation incentives such as bike storage, change rooms

and priority parking for bicycles, carpool vehicles or alternative

fuel vehicles.

• Retrofit existing building where possible and look for

opportunities to intensify use adjacent to existing

infrastructure.

Energy Performance

The intent of these guidelines is to optimize building energy

performance and where possible use energy from renewable sources.

• In this section it is important to balance complementary and

competing priorities for passive design (efficiency, heating,

cooling, daylighting and ventilation) to optimize energy

performance and cost. Consider site and building constraints

and the specific commercial, residential and institutional

application in building design.

• Orient buildings to optimize passive solar energy potential.

Most solar energy gain can be achieved when facing within

around 20 degrees of solar south. For single loaded buildings,

orient the building on an east-west axis and/or ensure a south

facing roof aspect. For buildings that are double loaded,

consider orienting the building on a north-south axis to ensure

that units on both sides of the building receive some amount of

solar exposure.

• To cost-effectively limit heat loss, limit fenestration to 40% of

the total facade area (window to wall ratio). If higher

fenestration ratios are desired, compensate with highly efficient

windows. Fenestration should be emphasized on southern and

western exposures and be minimized on northern and eastern

exposures.

• Maximize daylight penetration by locating windows high on

walls or by using clerestories and light shelves.

Figure 56. Protective barriers around

existing trees.

Figure 57. Roof openings can provide

lighting where typical side lighting is

restricted.

Figure 58. Buildings oriented to

maximize use of solar energy.

Figure 59. Corner and through units

facilitate natural ventilation and

daylight access.

Figure 60. Sun shade diagrams can

help determine the siting of buildings

to minimize overshadowing of

adjacent open spaces and buildings.

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• Ensure solar shading with an emphasis on those buildings with

high window to wall ratios. The benefits of reducing solar gains

in summer should be balanced with the benefit of solar gains in

the winter by taking advantage of the different seasonal sun

angles. External shading such as recessed balconies, overhangs,

and louvers are preferable over internal shading such as

internal blinds.

• Balance narrow floor plans that increase the potential for cross

ventilation and penetration of daylight into the building with

minimizing the envelope to floor area ratio to optimize thermal

efficiency.

• Design with greater floor-to-ceiling heights to increase the

amount of interior space that can be lit from windows.

• Buildings should be narrow to increase the amount of interior

space with access to day-lighting and winds for passive

ventilation. Buildings with through units (i.e., units with exterior

walls on at least two sides) can be created by incorporating a

mews or central courtyard into the form and design of low rise

buildings or into the base massing of tall buildings.

• Design residential buildings to receive daylight and natural

ventilation from at least two sides of the building, or from one

side and a roof. Where possible, dwellings should have a choice

of aspect: front and back, or on two sides (for corner units).

• Ensure that the siting, form, and scale of buildings do not block

significant views and solar access from existing or anticipated

development, and that shadowing impacts on adjacent

residential buildings and usable open spaces are minimized.

Proposals for new projects should include sun/shade diagrams

of the subject development and the surrounding properties at

the following times:

» Equinox: 8 a.m., 12 noon, 4 p.m.

» Winter Solstice: 9 a.m., 12 noon, 3 p.m.

• Incorporate courtyards and greenways in residential and

mixed-use projects to maximize the amount of direct sunlight

received.

• Landscaping and building design should ensure solar access in

winter and in summer provide shading of afternoon sun and

reduce the urban heat island effect. Provide deciduous

landscaping and/or shading devices on southern and western

exposures.

• For all outdoor lighting, use efficient lighting design such as

LEDs and motion or photo-sensitive lighting.

• Use energy efficient fixtures and design lighting for specific

needs to reduce ambient lighting requirements.

Figure 61. Through units allow for

natural ventilation and increased

daylight access.

Figure 62. Ensure light penetration

into interior living spaces in winter,

and protection from direct sunlight in

the afternoon hours of summer.

Figure 63. Slender building forms

enhance daylight penetration and

cooling through cross ventilation.

Figure 64. Sun shading devices reduce

lighting and cooling demands and

protect the building envelope from

pre-mature aging.

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• Acquire at least 5% of the building’s total energy through the

use of on-site renewable energy systems with an emphasis on

heating and cooling systems such as geo-exchange, air-source

heat pumps, heat recovery from wastewater, biomass, or solar

thermal. If a District Energy system is established in Carvolth,

connection to the system could be considered to meet this

guideline.

Water

The intent of these guidelines is to protect and conserve fresh water

resources.

• Limit or eliminate the use of potable water for landscape

irrigation by using high-efficiency irrigation technology,

captured rain or recycled site water and/or drought tolerant

plant species.

• Design landscaping and select plants that are appropriate for

the local climate, minimizing irrigation needs.

• Design lawns for residential and commercial use, rather than

aesthetics, minimizing unnecessary irrigation.

• Reduce the generation of wastewater and potable water

demand by using captured rainwater for sewage conveyance or

by treating wastewater on site to tertiary standards.

• Employ water efficiency strategies such as water-conserving

plumbing fixtures, appliances and control technologies.

3.4.7 Public Realm

The intent of these guidelines is to ensure that the design of streets and

open spaces creates visual interest, comfort and safety for pedestrians

and contributes to a unique local identity and sense of place.

• Provide a continuous planting of street trees along both sides

of streets in residential, commercial and office neighbourhoods.

• Provide a zebra- or ladder-painted crosswalks, or crosswalks

made of special paving materials, at all key pedestrian crossings

to increase driver awareness.

• Curb to curb widths of local streets should be as narrow as

practical to accommodate expected traffic and services.

• Incorporate corner bulges into streetscape design to enhance

pedestrian crossings and provide space for landscaping,

stormwater management, seating and public art.

• Ensure a continuous public sidewalk on both sides of the street

throughout the Carvolth area.

• Provide street furnishings, including transit shelters, benches,

lighting, and waste receptacles to enhance the public realm.

Figure 65. Shared composting

facilities.

Figure 66. Buildings should be

designed and oriented to encourage

casual surveillance and “eyes on the

street.”

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• Cafes are permitted and encouraged on public sidewalks in

commercial areas provided that safe passage for pedestrian and

emergency services is maintained.

• Pedestrian-oriented lighting should be provided throughout

residential, commercial and office areas.

• Distinctive bus shelters or deep canopies should be provided

along major transit routes to provide comfort for transit users.

• Hydro kiosk/utility boxes to be incorporated wherever possible

into landscape areas to reduce visual impact.

3.4.8 Safety, Security and Accessibility

The intent of these guidelines is to enhance personal safety and security

through building siting, orientation, and design, and to ensure

buildings and open spaces accommodate and provide access for all

users and abilities.

• Ensure the design of new development increases “eyes on the

street” with the placement of windows, balconies and street-

level uses, and allows for casual surveillance of parks, open

spaces, and children’s play areas.

• Avoid blank, windowless walls that do not permit residents or

workers to observe public streets and open spaces.

• Incorporate the creative use of ornamental grilles over ground-

floor windows or as fencing, as necessary/appropriate.

• Provide adequate lighting along streets and at entrances to

enhance the sense of personal safety and security.

• Design parking areas to allow natural surveillance by retaining

clear lines of sight to and between public sidewalks and

building entrances for those who park there and for users of

nearby buildings.

• Ensure CPTED principles are adhered to with respect to

landscape design and construction.

• Ensure all pedestrian routes including those leading to building

entrances are safe and easy to use by a wide range of

pedestrian abilities. Generally, such routes should be direct,

level, obstacle-free, easily identifiable and clearly separated

from vehicular routes.

3.4.9 Tall Buildings

The intent of these guidelines is to encourage siting, massing and

design that minimizes negative impacts on views, privacy, and solar

access for individual units, reduce the perceived bulk of tall buildings,

and minimize impacts of tall buildings on adjacent public streets and

open spaces.

Figure 67. Buildings oriented to the

street with clear definition of the

transition from public to private realm

help to promote neighbourhood

safety and security.

Figure 68. Security grilles can be

incorporated in an attractive way.

Figure 69. Tall buildings.

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Tall Buildings are defined as buildings over 6 storeys or 18 m in height.

In addition to the preceding general guidelines (Sections 3.1 - 3.12), the

following tall building guidelines are applicable to development

proposals that include buildings over 6 storeys in height.

• An open spacing of tall buildings should be maintained to

ensure adequate light, air, access and views for residents.

• The minimum facing distance between tall buildings should be

40 m.

• The placement of tall buildings should achieve a diagonal

spacing to avoid tall buildings looking directly into each other.

• Tall buildings should have a maximum floor plate size of 700 sq.

m.

• Tall buildings should have a maximum floor plate width of

24 m.

• The bulk of towers should be minimized using vertical and

horizontal articulation, for example, by incorporating changes

of plane, stepped terraces or modulated plan and facade forms.

• Tall buildings should have a maximum height of 50 m,

excluding appurtenances and mechanical equipment.

• Tall buildings should generally be aligned parallel to the street

in a north-south direction.

• New developments with tall buildings should incorporate a

base building sited and scaled to complement adjacent

buildings and to create a strong street edge definition. (See

section Street Definition Guidelines, section 3.3).

• Tall buildings should incorporate ground floor uses that have

views into and, where possible, access to, adjacent streets,

parks and open spaces.

• Tall buildings should be set back a minimum of 5 m from the

fronting public street or open space, while still achieving good

address on the fronting public street or open space.

• Tall building address should be achieved by stepping back the

base building (podium) at the primary entrance of tall buildings

to allow the tall building to meet the street and by locating

main building entrances so that they are clearly visible and

directly accessible from the public sidewalk, plaza or other open

space.

• An interesting and varied roof form should be achieved, for

example, by incorporating a top pent house or amenity space

to conceal appurtenances and mechanical equipment.

Figure 70. Ensure vertical and horizontal

articulation.

Figure 71. Spacing of tall buildings.

Figure 72. Variation in tower form and

design should be achieved.

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3.4.10 Master Planning Tall Buildings and Large Sites

The intent of these guidelines is to ensure the integration of larger sites

and sites with tall buildings with adjacent areas.

Proposals for Large Sites and sites with Tall Buildings should include a

master plan. Master planning will enable tall buildings to be sited and

organized in a way that provides desirable transitions to adjacent areas

and ensures appropriate tall building separation. More broadly, a

master planning process will help knit the public realm into a single,

cohesive whole as demonstrated by the illustrative concept plan and

encouraged by the design guidelines.

A Master Plan is to be provided at both the neighbourhood scale and

the site or block scale and should reflect the intent of the Integrated

Area Concept Plan (Figure 7) and Design Guidelines.

Tall Buildings are defined as buildings over 6 storeys or 18 m in height.

Large Sites are defined as those over 5000 sq. m in size. However, the

Township may, at its discretion, identify other sites with special

characteristics or conditions where master plans will be required. A

Master Plan for Large Sites and sites with Tall Buildings should describe

in drawings and words for the site and its context the following issues:

• The location and dimensions of public streets, parks and

accessible open spaces.

• General location and dimensions of pedestrian circulation and

relationship to pedestrian sidewalks and paths, transit stops

and shelters.

• General location of building footprints - base buildings and

taller buildings.

• General layout and dimensions of setbacks from streets, parks

and open spaces, as well as dimensions between base and tall

buildings on the same site.

• General location of building entrances for each building.

• General location and dimensions of site access, service areas,

ramps, drop-off and parking for each building.

• The location of watercourses including non-disturbance areas.

• Phasing plan and schedule.

• Perspective showing important views.

• Shadowing impacts on adjacent buildings and open spaces

using sun/shade diagrams at the following times:

» Equinox: 8 a.m., 12 noon, 4 p.m.

» Winter Solstice: 9 a.m., 12 noon, 3 p.m.

Figure 73. Master planning should

reflect the pattern of streets, open

spaces and built form described in this

plan.

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3.4.11 Parking, Servicing and Access

The intent of these guidelines is to ensure the provision of adequate

servicing, vehicle access, and parking while minimizing negative

impacts on the safety and attractiveness of the pedestrian realm.

• Structured underground or “tuck-under” parking is preferred

over off-street surface parking.

• Where off-street surface parking is unavoidable, it should be

located to the rear of the building with parking access from the

lane or side street.

• Off-street parking located between the front face of a building

and the public sidewalk is not permitted.

• If surface parking is located beside the building and adjacent to

the public sidewalk, screen these areas from sidewalks and

other active open spaces using materials that provide a visual

buffer while still allowing clear visibility into the parking areas

to promote passive surveillance.

• Locate public on-street parking at the curb to provide

convenient and easy access to commercial/residential

entrances.

• In general, vehicular access should be from the lane. Where

there is no lane, and where the reintroduction of a lane is not

possible, access may be provided from the street, provided that:

» The street is not a primary retail high street.

» Access is from the long face of the block.

» There is no more than one interruption per block face and

only one curb cut on the street.

• Any vehicular entrance and its associated components

(doorways, ramps, etc.) should be architecturally integrated into

the building so as to minimize the visual impact.

» Avoid ramps located directly off the street or lane.

» Use treatments such as screening, high-quality finishes,

sensitive lighting and landscaping to minimize the visual

impact of parking ramps and entrances.

• Incorporate pedestrian pathways and landscaping into surface

parking areas. Pedestrian sidewalks should be incorporated into

islands to minimize conflict with vehicles.

• Bicycle parking should be located in a visible, active and well

lighted area convenient to primary building access and bike

route access.

3.4.12 Lighting

The intent of these guidelines is to contribute to the overall quality,

character and safety of the Carvolth area.

Figure 74. Off-street parking uses

should not be located between the

front of a building and the public

sidewalk.

Figure 75. Access to underground

parking should be architecturally

integrated to minimize the visual

impact.

Figure 76. Screen surface parking

using a trellis, landscaping, or

climbing vines that maintain site lines.

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• Illuminate building facades and features by providing

architectural lighting on the face of commercial and office

buildings and at the main entrances to multi-family residential

buildings to help create a sense of safety and intimate space

around the building.

• Light paths and entry areas sufficiently to ensure pedestrian

comfort and safety while avoiding visible, glaring light sources.

3.4.13 Landscaping

The intent of these guidelines is to contribute to the overall quality,

character and ecological function of the Carvolth area.

• Use landscaping to create a positive interface between

buildings and streets by using perennials, shrubs, and trees to

soften buildings where appropriate.

• Use hard landscape features such as terraced retaining walls

and planters to transition between grades.

• Provide a continuous planting of street trees along both sides

of all public streets with a maximum tree spacing of 10 meters.

• Use native or adaptive plant species to enhance ecological

function and reduce the need for external inputs such as

additional watering and fertilizers.

• Irrigate landscape material during plant establishment.

• Existing healthy trees should be preserved where possible.

3.4.14 Stormwater Source Control

The intent of these guidelines is to provide guidance and inspiration on

innovative means of achieving stormwater management objectives.

Absorbent Landscape:

• Maximize the area of absorbent landscape on site and conserve

as much existing vegetation and undisturbed soil as possible.

• Disconnect impervious areas (such as roofs and parking lots)

from the storm sewer system and have them drain into an

absorbent landscape.

• Maximize the vegetation canopy cover over the site and

provide multi-layered canopies where possible.

• Ensure adequate growing medium depth for horticulture and

stormwater needs: a minimum of 150 mm for lawn areas, and

450 mm for shrub/tree areas.

Infiltration Swale:

• Flow to the swale should be distributed sheet flow (i.e.,

travelling through a grassy filter area). Provide pre-treatment

and erosion control to avoid sedimentation in the swale.

Figure 79. Weirs and check-dams help

to slow the flow of water and facilitate

infiltration.

Figure 78. Stormwater infiltration as

an amenity for residents.

Figure 77. A combination of wall-

mounted lights and up lighting

animate the building façade and

adjacent pedestrian areas.

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• Provide a 25 mm drop at the edge of paving to swale soil

surface.

• Provide longitudinal slope of 1-2% and ensure side slopes are

not more than 3 (horizontal): 1 (vertical).

• Provide weirs or check dams to slow water flow with a

maximum ponding level of 150 mm.

Infiltration Rain Garden:

• At point source inlets, install non-erodible material, sediment

cleanout basins, and weir flow spreaders; install a non-erodible

outlet or spillway to discharge overflow.

• Soil depths of 450 mm to 1200 mm are desirable; use soils with

a minimum infiltration rate of 13 mm/hour.

• Surface planting should be primarily trees, shrubs, and

groundcovers, with planning designs respecting the various soil

moisture conditions in the garden.

• Drain rock reservoir and perforated drain pipe may be avoided

where infiltration tests by a design professional show subsoil

infiltration rate that exceeds the inflow rate.

Pervious Paving:

• Ensure protection of pervious paving from sedimentation

during and after construction.

• Surface slow should be at least 1% to avoid ponding and

related sedimentation of fine particulate matter.

• Wrap paver bedding material with geotextile filter cloth on

bottom and sides to maintain water quality performance.

Extensive Green Roof

• Ensure at least 2% slope for drainage.

• Avoid monocultures to increase success of establishing a self-

maintaining plant community.

• Provide plan free zones along the perimeter, adjacent facades,

expansion joints, and around each roof penetration.

• Ensure intensive maintenance during establishment (2 years).

Infiltration Trench

• Locate infiltration trenches at least 3.0 m from any building.

• Provide access for periodic inspection and clean-out.

• Install the infiltration trench in native ground, and avoid

over-compaction of the trench sides and bottom.

Figure 80. Storm water source controls

like these rain gardens reduce

pollutant run-off.

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CHARACTER AREA GUIDELINES 3.5

The character area guidelines described below will provide additional detail about the unique character

and urban design of the various character areas in Carvolth. These guidelines are intended to supplement

the general design guidelines described in the previous section.

Figure 81. Map of Character Areas.

Note: To serve the needs of this area, development must contribute towards a new school/park within or outside of Carvolth.

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Figure 82. Illustrative Concept Plan: Gateway Node.

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Figure 83. View of Carvolth Gateway Looking West From Highway 1.

3.5.1 Gateway Node

The subject planning area, or ‘node’, is comprised of properties adjacent to the 200 Street Interchange at

Carvolth. The location presents a significant opportunity to evoke a strong sense of arrival to this emerging

community within the Township of Langley BC. The vehicle interchange is a strategic access point to the

Township from the regional transportation network. Approximately 80,000 vehicles travel through this

interchange every day and for many visitors it is their first impression of the community.

It is intended that the area adjacent to the roadway interchange be developed as an urban Gateway. It will

serve as a landmark that builds anticipation and celebrates arrival at Carvolth. Thoughtful urban design can

improve the quality of experience and convenience of a street and a district. It can establish the physical

character of Carvolth as a unique and definable place. Its image and identity can be partially formed by the

placement, scale and architectural design of the buildings, open spaces and streetscapes.

The composition and aesthetics of these elements can visually communicate the transition from highway

to urban community. Along with individual expressive components overlaid on the buildings and spaces,

the initiatives and activities of the people living and working Carvolth will animate the place and provide

visual cues to motorists of a vital commercial, cultural and pedestrian- friendly precinct.

To achieve the visual qualities and experience of an urban gateway, start with the following:

• Site prominent buildings with signature architecture in areas of key visibility. Design gateway

buildings to emphasize the focal nature of these locations.

• Maintain a minimum facing distance between tall buildings of 35 m to ensure adequate light, air

and views.

• Orient buildings so that they present an attractive facade toward the highway.

• Utilize buildings and landscaping to effectively screen large parking areas, service and loading

areas.

• Where possible buildings should be aligned parallel to the street. At intersections, buildings

should be placed at or near the sidewalk of both streets to “hold the corner.”

• Provide visual design cues to motorists that they are entering an area with higher pedestrian

activity (i.e., change in paving patterns, narrower lane widths, street trees etc.).

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Figure 84. Illustrative Concept Plan: Gateway Corridor.

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Figure 85. View of Carvolth Gateway Corridor along 200 Street.

3.5.2 Gateway Corridor

The 200 Street corridor between 88 Avenue and 83 Avenue is intended to be a high quality employment

node and urban gateway into the Township of Langley. It is intended as part of a major transit oriented,

high density, mixed use corridor along 200 Street, building on the existing office mixed use developments

already located here and the status of 200 Street as part of TransLink’s Frequent Transit Network.

The gateway corridor will allow corporate headquarters and business and professional offices to locate in a

contemporary business park with complimentary commercial facilities and other amenities that support

the employment area. It will be a high quality, well designed business park at this major gateway that will

stimulate and promote economic growth in the Township.

Office-Mixed Use Design Guidelines

• Provide a high standard of building and site design appropriate for a prestigious business park.

• Promote a development form which is sensitive to the natural environment and creates new

natural features which can become part of the parks and open space network.

• Create visually attractive streetscapes and views along 200 Street.

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Figure 86. Illustrative Concept Plan: Transit Village.

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3.5.3 Transit Village

The Carvolth Transit Village is comprised of a compact mix of

housing, local shops and services, parks and plazas. An

interconnected network of pathways, pedestrian streets and

greenways creates safe, attractive and accessible pedestrian and

cycling connections to the Carvolth Transit Exchange, local shops

and services, and the employment node/Frequent Transit Corridor

along 200 Street.

Residential Buildings:

• Site and orient townhouses and apartments to overlook

public streets, parks, walkways, and communal spaces,

while ensuring the security and privacy of residents.

• Ground floor residential uses should emphasize ‘doors on

the street’ by incorporating individual entrances to ground

floor units in residential buildings that are accessible from

the fronting street. This provides easy pedestrian

connections to buildings, encourages street activity and

walking, and enhances safety.

• Residential entries should be clearly visible and identifiable

from the fronting public street to make the project more

approachable and create a sense of association amongst

neighbours.

• Set back residential buildings on the ground floor by a

minimum of 2 m and a maximum of 4 m, and elevate by a

minimum of 0.6 m to create a semi-private entry or

transition zone to individual ground floor units. For these

units, ensure an alternate access point that is accessible by

wheelchair (as required by the B.C. Building Code).

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• A landscaped transition zone in between the entryway and

public sidewalk should be considered on streets with high

traffic volumes.

• Apartment lobbies and main building entries shall be

clearly visible from the fronting street with direct sight lines

into them. Where possible, apartment lobbies should have

multiple access points to enhance building access and

connectivity with adjacent open spaces.

• Lobbies and main building entries should be clearly visible

from the street, and have direct sight lines into them.

Seating in the lobby should be provided to ensure people

with mobility issues have a comfortable secure place to sit

while waiting for rides.

• Incorporate lobbies with multiple access points to enhance

building access and connectivity with adjacent open

spaces.

Human Scale:

• The design of new buildings and renovated existing

buildings should express a unified architectural concept

that incorporates both variation and consistency in façade

treatments (for example, by articulating façades into a

series of intervals).

• Design buildings to express their internal function and use.

• Incorporate into building façades a range of architectural

features and design details that are rich and varied to

create visual interest when approached by pedestrians.

• Examples of architectural features include:

» Building height, massing, articulation and modulation.

» Bay windows and balconies.

» Corner features accent, such as turrets or cupolas.

» Decorative rooflines and cornices.

» Building entries.

» Canopies and overhangs.

• Examples of architectural details include:

» Treatment of masonry (ceramic tile, paving stones,

brick patterns, etc.).

» Treatment of siding (for example, the use of score lines,

textures, and different materials or patterning to

distinguish between different floors).

» Articulation of columns and pilasters.

Figure 87. Architectural details and

features help to create visual interest

when approached by pedestrians.

Figure 88. Architectural features and

details combined in a simple and

pleasing composition.

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» Ornament or integrated artwork.

» Integrated architectural lighting.

» Detailed grilles and railings.

» Substantial trim details and moldings.

» Trellises and arbors.

• Locate and design entrances to create building identity and

to distinguish between individual commercial and/or

residential ground floor units. Use a high level of

architectural detail and, where appropriate, landscape

treatment to emphasize primary entrances and to provide

“punctuation” in the overall streetscape treatment.

• Design balconies as integral parts of buildings and to

maximize daylight access into dwellings through the use of

glazed or narrow metal spindle guardrails.

• Clearly distinguish the roofline from the walls of buildings

(for example, through the use of a cornice, overhang, or

decorative motif).

Windows and Doors

• Windows can be used to reinforce the human scale of

architecture by incorporating individual windows in upper

storeys that:

» Are vertically proportioned and approximately the size

and proportion of a traditional window.

» Include substantial trim or molding.

» Are separated from adjacent windows by a vertical

element.

» Are made up of small panes of glass.

» Are separated with moldings or jambs but grouped

together to form larger areas of glazing.

• The use of figured or frosted glass or tinted glazing is

discouraged for windows facing the street except for

compatible use of stained glass or where figured or frosted

glass comprises a maximum 20% of the glazing. This

creates a welcoming, visually interesting and transparent

street frontage.

Exterior Materials

• A key objective is to encourage the use and expression of

wood as a renewable resource. This can be achieved

through the use of wood in façade design and the

architectural expression of buildings.

Figure 89. Punched windows with

vertical proportions create variation and

texture in the façade and help achieve a

human scale.

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• In general, new buildings should incorporate natural

building materials into façades to avoid a “thin veneer” look

and feel, incorporated with more modern treatments,

including glass curtain walls for office buildings.

The following materials are recommended, acceptable, or

discouraged for use:

• Recommended:

» Natural wood materials, including:

� Milled and un-milled timbers.

� Window and door trim.

� Canopy structures and signage.

» Brick masonry, glazed tile, stone, concrete (painted).

» Flat profile “slate” concrete tiles.

» Glass and wood for window assemblies.

» Standing seam metal roofing.

• Acceptable:

» Pre-finished metal, non-corrugated type, emphasizing

either vertical or horizontal arrangements but not both.

» Limited amounts of stucco.

• Discouraged:

» Vinyl siding or window frames.

» Swirl Type Stucco.

Landscaping

• Landscaping should be used to create a positive interface

between buildings and streets by using perennials, shrubs,

and trees to soften buildings, where appropriate.

• Hard landscape treatments such as terraced retaining walls

and planters should be used to transition between grades,

where necessary. The following are preferred approaches

for achieving this guideline:

» Incorporate a planter guard or low planter wall as part

of the building design.

» Use distinctive landscaping in open areas created by

building articulation.

» Include a special feature such as a courtyard, fountain,

or pool.

» Emphasize entries with special planting in conjunction

with trellises, decorative paving and/or lighting.

Figure 90. Tasteful use of timbers

integrated with a range of

complimentary colours and materials.

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3.5.4 Flex Employment

This area provides future capacity for employment uses. It is

constrained by the Agricultural Land Reserve (ALR) to the west,

Highway 1 to the north and Latimer Creek to the south. Access within

and through this area is highly constrained therefore it is important to

carefully consider traffic impacts of new development.

Light industrial development is preferred in this location because it is

a fairly low intensity land use and generates less traffic than office,

retail and residential uses. There is provision for an Outlet Distribution

Centre in this area but any development of this type would require a

detailed traffic impact assessment and management plan and would

need to conform to the design guidelines outlined in this plan.

Flex Employment II - Outlet Distribution Centre

The intent of these guidelines is to provide direction on the

development of a potential Outlet Distribution Centre in the Carvolth

area. These guidelines emphasize a higher quality, more pedestrian

oriented design that integrates large format retail into the

surrounding context and provides amenities for the adjacent

community.

Any development in this zone should adhere to the general design

guidelines in Section 3.2 of this document. Where the type of land use

presents additional challenges the following guidelines should be

used to supplement the general guidelines.

• Any inward-looking, pedestrian-oriented circulation must be

counter-balanced with a strong outward facing relationship

between the development and the adjacent street network.

Buildings must present a ‘friendly face’ to the street in

addition to any internal ‘high-street’ condition that may be

desired.

• Large surface parking lots should be avoided where possible.

Where it is not possible, parking lots must be broken up with

plantings and a clear, direct and defined (i.e., with different

paving material) pedestrian network must be incorporated

into the parking area to provide access between where

people park and where they will enter the Outlet Distribution

Centre.

» Orient parking pattern to allow for logical pedestrian

circulation from parking area to buildings.

» Provide preferential parking close to buildings for clean

or alternative fuel vehicles, carpool, co-op cars, families

and handicap person’s vehicles.

Parking is tucked in behind buildings

but lacks pedestrian circulation and

plantings.

Better surface parking design includes

pedestrian connections throughout and

extensive plantings.

Figure 91. Strong pedestrian

connections improve safety and

accessibility and large planted areas

break up the visual impact of the surface

parking and provide opportunities for

on-site infiltration.

Figure 92. Facade articulation and

variation of the building height help to

define the main entrance and reduce

the visual impact.

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» Provide trees in planting strips and parking lot islands to

provide shade and minimize the heat island effect.

» Direct runoff to landscape filter strips, bioswales and/or

rain gardens within or adjacent to parking areas.

» Use permeable materials to increase infiltration of

stormwater into soils.

» Install oil/water and soil/grit separators in the storm

drainage system within parking areas.

• Provide a scale transition between existing large format retail

buildings and their surrounding streets and adjacent

properties to minimize the visual bulk of developments

and/or create a street frontage by “wrapping or capping” a

larger retail unit with smaller retail units that front the street

edge or units directly around the existing building.

• Corner elements are required at major intersections and at

the end of streets to ensure street definition is maintained.

• New development should address streets and other public

spaces using entrances, windows and patios that are clearly

visible from and, where appropriate overlook, public

sidewalks and open spaces.

• Modulation of building facades at grade level should be used

to enable street activity.

• Commercial buildings should be located to the edge of the

sidewalk with parking located underground or in the rear.

• Ensure clear sight lines and accessible grades from the public

sidewalk to the primary building entrance.

• Buildings should be sited in a manner that provides safe,

attractive and accessible pedestrian networks that

supplement the streetscape network.

• Public seating areas, nodes and gathering places should be

appropriately scaled and located logically in relation to

buildings and the overall pedestrian circulation network.

Provide spatial definition and character through landscape

elements and building facades while carefully considering

climate and sun orientation.

• Locate loading bays, reduce, recycling, service and

maintenance areas so they are easily accessible but not

prominent from commercial entries or the street.

• Provide non-compacted soil and subsoil (30 cm) in landscape

areas designed to absorb stormwater and to ensure healthy

plant growth.

• Design and construct roofs to detail stormwater and capture

and use rainwater for landscape irrigation.

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THE CORPORATION OF THE TOWNSHIP OF LANGLEY

LANGLEY OFFICIAL COMMUNITY PLAN BYLAW 1979 NO. 1842 AMENDMENT (WILLOUGHBY COMMUNITY PLAN) BYLAW 1998 NO.3800

AMENDMENT (YORKSON NEIGHBOURHOOD PLAN) BYLAW 2001 NO. 4030 AMENDMENT (NORTHWEST YORKSON) BYLAW 2013 NO. 4996

EXPLANATORY NOTE

Bylaw 2013 No. 4996 amends the Yorkson Neighbourhood Plan by changing the Business Office Park designation to Townhouse and by removing policies for Business Office Park.

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LANGLEY OFFICIAL COMMUNITY PLAN BYLAW 1979 NO. 1842 AMENDMENT (WILLOUGHBY COMMUNITY PLAN) BYLAW 1998 NO.3800

AMENDMENT (YORKSON NEIGHBOURHOOD PLAN) BYLAW 2001 NO. 4030 AMENDMENT (NORTHWEST YORKSON) BYLAW 2013 NO. 4996

A Bylaw to amend Yorkson Neighbourhood Plan Bylaw No. 4030: WHEREAS it is deemed necessary and desirable to amend “Willoughby Community Plan Bylaw 1998 No. 3800” and “Yorkson Neighbourhood Plan Bylaw No. 4030”; NOW THEREFORE, the Municipal Council of the Corporation of the Township of Langley, in Open Meeting Assembled, ENACTS AS FOLLOWS: 1. This Bylaw may be cited for all purposes as “Langley Official Community Plan Bylaw

1979 No. 1842 Amendment (Willoughby Community Plan) Bylaw 1998 No. 3800 Amendment (Yorkson Neighbourhood Plan) Bylaw 2001 No. 4030 Amendment (Northwest Yorkson) Bylaw 2013 No. 4996”.

2. The “Langley Official Community Plan Bylaw 1979 No. 1842 Amendment (Willoughby

Community Plan) Bylaw 1998 No. 3800 Amendment (Yorkson Neighbourhood Plan) Bylaw 2001 No. 4030” as amended is further amended:

(a) replacing Map 1, “Land Use Concept” as Schedule A attached to and forming part

of this Bylaw; and

(b) deleting Section 4.2.6 BUSINESS OFFICE PARK. READ A FIRST TIME the day of , 2013.

READ A SECOND TIME the day of , 2013.

PUBLIC HEARING HELD the day of , 2013.

READ A THIRD TIME the day of , 2013.

RECEIVED THE APPROVAL OF THE MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE the

day of , 2013.

RECONSIDERED AND ADOPTED the day of , 2013.

Mayor

Deputy Township Clerk

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Bylaw No. 4996 Page 2

Schedule A

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DEVELOPMENT APPLICATION AND FEE BYLAW 1987 No. 2470

AMENDMENT BYLAW 2013 NO. 4997

EXPLANATORY NOTE Bylaw 2013 No. 4997 provides a Neighbourhood Planning Administration Fee for the Carvolth Neighbourhood Plan and repeals Bylaw No. 4039 which set a fee for the Carvolth Business Park Plan.

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DEVELOPMENT APPLICATION AND FEE BYLAW 1987 No. 2470

AMENDMENT BYLAW 2013 NO. 4997 WHEREAS it is deemed necessary and desirable to amend Development Application and Fee Bylaw 1987 No. 2470, as amended; NOW THEREFORE, the Municipal Council of the Corporation of the Township of Langley, in Open Meeting Assembled, ENACTS AS FOLLOWS: 1. This Bylaw may be cited for all purposes as “Development Application and Fee Bylaw

1987 No. 2470 Amendment Bylaw 2013 No. 4997.” 2. The Development Application and Fee Bylaw 1987 No. 2470, as amended, is further

amended by replacing the row titled “Carvolth Business Park Plan” under “Neighbourhood Planning Administration Fee” in Part 15 of the table in Section 4 with the following:

APPLICATION TYPE

INITIAL APPLICATION FEE Payable at application

submission

ADDITIONAL

APPLICATION FEE PAYABLE

Payable prior to final reading of a bylaw or for

Development Permits prior to issuance of a building

permit

MAXIMUM APPLICATION

FEE PAYABLE

Carvolth Neighbourhood Plan

$2,266 per gross acre

3. Development Application and Fee Bylaw 1987 No. 2470 Amendment Bylaw 2001 No.

4039 is hereby repealed. READ A FIRST TIME the day of , 2013.

READ A SECOND TIME the day of , 2013.



Mayor


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REPORT TO

MAYOR AND COUNCIL

PRESENTED: APRIL 8, 2013 - REGULAR EVENING MEETING REPORT: 13-46 FROM: FINANCE DIVISION FILE: 1970-02 SUBJECT: 2013 LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW FOR UNIVERSAL

SERVICES

RECOMMENDATION(S):

That Council give first, second, and third readings to the Langley Annual Rates and Tax Collection Bylaw 2013 No. 4993.

EXECUTIVE SUMMARY:

The Community Charter requires Council to adopt a bylaw imposing general variable tax levies for the current year by May 14, 2013 and after the adoption of the Five Year Financial Plan. Columns "A", "B", “C”, “D”, “E” and "F" of Schedule "A" attached, identify the tax rates which are required to generate the revenue reflected in the 2013 component of the Langley 2013 – 2017 Five Year Financial Plan Bylaw 2013 No. 4988.

PURPOSE:

The purpose of this report is to bring forward the Langley Annual Rates and Tax Collection Bylaw 2013 No. 4993 for the first three readings.

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2013 LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW FOR UNIVERSAL SERVICES Page 2 . . .

DISCUSSION/ANALYSIS:

The Langley Annual Rates and Tax Collection Bylaw 2013 No. 4988 provides for a 2.79% general property tax and levy increase. The property tax and levy impact to a typical household with property assessed at $485,500 is an increase of $41 per year consisting of the following:

The 2013 Budget includes a 2.79% property tax increase; comprised of the following.

Major cost drivers for 2013 include the following: $1.28 million increase in policing contract; $500 thousand for Capital Infrastructure Renewal and Replacement Reserve contribution and $500 thousand increase to the pavement asset maintenance. In accordance with the Community Charter, Council is responsible for establishing 2013 tax rates in the following areas:

General Municipal Services (general property taxes); Parks Service Levy; Transportation Service Levy (roads); Stormwater Service Levy; Fraser Valley Regional Library Levy; and Greater Vancouver Regional District Levy;

Columns "A", "B", “C”, “D”, “E” and "F" of Schedule "A" attached, identify the tax rates which are required to generate the revenue reflected in the 2013 component of the Langley 2013 – 2017 Five Year Financial Plan Bylaw 2013 No. 4988.

General Municipal Property Taxes

Based on the Revised Assessment Roll, the recommended 2013 general tax rates will generate $65,641,684 in General Revenue. Schedule "A" to Bylaw No. 4993 summarizes the tax rates by class. The calculation of these rates is consistent with prior years' calculations and reflects a 2.79% tax increase. For a typical household with property assessed at $485,500 the property tax equates to approximately $1,039 for the year or $87 per month. The general property tax of

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2013 LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW FOR UNIVERSAL SERVICES Page 3 . . . $1,039 is comprised of $241 for Fire services, $444 for Policing services and $354 for all other services which include Community Development; Recreation & Culture; Corporate Administration; Finance and Human Resources.

Parks Service Levy

Based on the Revised Assessment Roll, the recommended 2013 Parks Service levy will generate $7,569,096 in Parks Service revenue. Schedule "A" to Bylaw No. 4993 summarizes the tax rates by class. This levy equates to approximately $120 for the year or $10 per month for a typical household assessed at $485,500. The Parks Utility provides funding for the design, development, operation and maintenance of the Township’s parks and open space system.

Transportation Service Levy

Based on the Revised Assessment Roll, the recommended 2013 Transportation levy will generate $17,690,681 in Transportation Utility revenue. Schedule "A" to Bylaw No. 4993 summarizes the tax rates by class. This levy equates to approximately $280 for the year or $23 per month for a typical household assessed at $485,500.

Stormwater Service Levy

Based on the revised assessment roll, the recommended 2013 Stormwater levy rates will generate $5,783,363 in Stormwater Utility revenue. Schedule "A" to Bylaw No. 4993 summarizes the tax rates by class. This levy equates to approximately $92 for the year or $8 per month for a typical household assessed at $485,500.

Regional Library Requisition

The Fraser Valley Regional Library requisition is a category which is a component of the General Tax Levy. The total Fraser Valley Regional Library requisition for 2013 is $3,499,267, an increase of 3.09% over the 2012 requisition of $3,394,240.

Greater Vancouver Regional District Levy – Currently being finalized by Metro Vancouver

The Municipality's tax rates for the Greater Vancouver Regional District levy are calculated by allocating the total amount required to be raised to the various property classes using the Hospital Assessment base, applied to Provincially established tax rate ratios (class multiples). The DRAFT Greater Vancouver Regional District Levy requisition for 2013 is $1,793, 981 an increase of 12.19% over the 2012 requisition of $1,599,013. The final GVRD tax rates will be provided on table on Monday April 8, 2013. Respectfully submitted, Karen Sinclair DEPUTY DIRECTOR OF FINANCE for FINANCE DIVISION ATTACHMENT A Langley Annual Rates and Tax Collection Bylaw 2013 No. 4993

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LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW 2013 NO. 4993

EXPLANATORY NOTE Bylaw No. 4993 provides for the 2013 levying of rates for General Municipal, Parks, Transportation, Stormwater, Regional Library and Greater Vancouver Regional District purposes. The bylaw is a requirement of Section 197 of the Community Charter. The Community Charter states that this bylaw must be adopted after adoption of the Five Year Financial Plan and must be adopted by May 14th of each year.

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LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW 2013 NO. 4993 WHEREAS it is deemed necessary and desirable to provide for the levying of rates for municipal, parks, transportation, stormwater, library and Greater Vancouver Regional District purposes for the year 2013; AND WHEREAS it is deemed desirable to provide for a later due-date for submission of the Home Owner Grant application pursuant to sections 235 and 236 of the Community Charter; NOW THEREFORE, the Municipal Council of the Corporation of the Township of Langley, in Open Meeting Assembled, ENACTS AS FOLLOWS: 1. This bylaw may be cited for all purposes as the “Langley Annual Rates and Tax

Collection Bylaw 2013 No. 4993.”

2. The following rates are hereby imposed and levied for the year 2013: a) For general purposes, on the value of land and improvements taxable for general

municipal purposes, rates appearing in Column “A” of Schedule “A” attached.

b) For purposes of the Transportation Utility, on the value of land and improvements taxable for general municipal purposes, rates appearing in Column “B” of Schedule “A” attached.

c) For purposes of the Stormwater Utility, on the value of land and improvements

taxable for general municipal purposes, rates appearing in Column “C” of Schedule “A” attached.

d) For purposes of the Parks Utility, on the value of land and improvements taxable

for general municipal purposes, rates appearing in Column “D” of Schedule “A” attached.

e) For Fraser Valley Regional Library purposes, on the value of land and improvements

taxable for general municipal purposes, rates appearing in Column “E” of Schedule “A” attached.

f) For the Greater Vancouver Regional District purposes, on the value of land and

improvements taxable for hospital purposes, rates appearing in Column “F” of Schedule “A” attached.

3. The minimum amount of taxation upon a parcel of real property shall be One Dollar ($1.00).

4. The taxes for the current year as shown on the real property tax roll shall be payable on or before the 2nd day of July 2013, and there shall be added to taxes remaining unpaid after the aforementioned date, Ten Percent (10%) of the amount.

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Bylaw No. 4993 Page 2 5. Where a penalty addition would otherwise be applied and a property owner is eligible for

and subsequently claims the current year Home Owner Grant and applies to the Director of Finance for such Grant no later than August 31st, 2013, the penalty above shall not be applied to the portion of the taxes outstanding which is equal to the year’s current Home Owner Grant. Pursuant to sections 235 and 236 of the Community Charter, the municipal tax collection scheme shall apply unless a property owner makes an election under section 236 on or before July 2nd, 2013.

READ A FIRST TIME the day of , 2013

READ A SECOND TIME the day of , 2013

READ A THIRD TIME the day of , 2013

RECONSIDERED AND ADOPTED the day of , 2013

Mayor


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LANGLEY ANNUAL RATES AND TAX COLLECTION BYLAW 2013 NO. 4993

SCHEDULE A

Rates per $1,000 of Assessment Value

A B C D E F

Property Class

Property Class Description

General Purposes

Transportation Purposes

Stormwater Purposes

Parks Purposes

Fraser Valley

Regional Library Levy

Greater

Vancouver Regional

District Levy

1 Residential 2.14530 0.57820 0.18900 0.24740 0.11440 0.06272

2 Utility 18.31340 4.93510 1.61350 2.11150 0.97630 0.21951

3 Supportive Housing

0.00 0.00 0.00 0.00 0.00 0.00

4 Major Industrial 5.78720 1.55980 0.50990 0.66740 0.30850 0.21323

5 Light Industrial 6.49300 1.74950 0.57190 0.74840 0.34610 0.21323

6 Business & Other

6.44060 1.73570 0.56760 0.74260 0.34340 0.15365

7 Managed Forest 0.00 0.00 0.00 0.00 0.00 0.0

8 Seasonal/ Recreational

3.52222 0.94930 0.31040 0.40620 0.18780 0.06272

9 Farm 6.58300 1.77380 0.57990 0.75890 0.35090 0.06272

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TOWNSHIP OF LANGLEY ZONING BYLAW 1987 NO. 2500

AMENDMENT (TARA DEVELOPMENT LTD.) BYLAW 2013 NO. 4976

EXPLANATORY NOTE Bylaw 2013 No. 4976 rezones property located at 20931 and 20981 – 80 Avenue from Suburban Residential Zone SR-2 to Residential Zone R-1A, Residential Compact Lot Zone R-CL(A), Residential Compact Lot Zone R-CL(B), Residential Compact Lot Zone R-CL(RH), a new Residential Compact Lot Zone R-CL(SD) and a new Comprehensive Development Zone CD-91 to accommodate the subdivision of approximately 67 fee simple single family lots, 12 semi-detached lots and 12 rowhouse lots.

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AMENDMENT (TARA DEVELOPMENT LTD.) BYLAW 2013 NO. 4976

A Bylaw to amend Township of Langley Zoning Bylaw 1987 No. 2500

WHEREAS it is deemed necessary and desirable to amend “Township of Langley Zoning Bylaw 1987 No. 2500” as amended; NOW THEREFORE, the Municipal Council of the Corporation of the Township of Langley, in Open Meeting Assembled, ENACTS AS FOLLOWS: 1. This Bylaw may be cited for all purposes as “Township of Langley Zoning Bylaw 1987

No. 2500 Amendment (Tara Development Ltd.) Bylaw 2013 No. 4976”. 2. The “Township of Langley Zoning Bylaw 1987 No. 2500” as amended is further

amended:

a. By adding to Section 102 – Definitions the following definition: “Semi-Detached Dwelling” means a two family dwelling with each dwelling unit located on a separate fee simple lot.

b. By adding to Section 104.1 – Zones the words “Residential Compact Lot Zone R-CL(SD)” after the words “Residential Compact Lot Zone R-CL(MH)”;

c. By adding to Section 104.1 – Zones the words “Comprehensive Development Zone CD-91” after the words “Comprehensive Development Zone CD-90”;

d. By adding to Section 110 after the words “R-CL(MH)” the words “R-CL(SD) – In accordance with Section 409.9”;

e. By adding to Section 110 after the words “CD-90” the words “CD-91 – In accordance with Section 991.8”;

f. By adding after Section 408 “Residential Compact Lot Zone R-CL(MH)” the following as Section 409 “Residential Compact Lot Zone R-CL(SD)” and renumbering subsequent sections and references to these sections accordingly; 409. RESIDENTIAL COMPACT LOT ZONE R-CL(SD) Uses Permitted 409.1 In the R-CL(SD) Zone only the following uses are permitted and all

other uses are prohibited: (1) accessory detached garage (2) accessory home occupations subject to Section 104.3 (3) semi-detached dwellings

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Maximum Density 409.2 (1) Notwithstanding sub-section 409.9, the maximum density of a

development shall comply with the density provisions outlined in a Community or Neighbourhood Plan as applicable.

(2) No more than one dwelling unit contained within a semi-detached dwelling is permitted on any one lot.

Definitions 409.3 For the purposes of Section 409 the following definitions shall apply:

(1) Interior lot means a lot other than a corner lot. (2) An accessory detached garage means a building or structure

(accessory to a semi-detached dwelling) used to store a minimum of one motor vehicle provided in accordance with sub-section 409.8

Lot coverage 409.4 (1) Buildings and structures shall not cover more than 55% of the lot

area. Covered verandahs, porches, patios and entranceways located in the front and flanking yards shall not be included for the purpose of calculating lot coverage.

Siting of Buildings and Structures 409.5 Except as provided for in Section 104.4 and 105.1(2) buildings and

structures shall be sited in accordance with the following minimum setbacks:

Buildings and Structures

Minimum Front lot line Setback

Minimum Rear lot line Setback

Minimum Side lot line Setback

Minimum Side lot line Setback (Abutting a Street, or Lane)

Semi-Detached Dwellings

2.5m (2) (6) 13.0m (2) (3)

(average) 0.0m (5) Street-2.5m

Lane-1.2m (2) (3) (6) Accessory Detached Garage

N/A (1) 0.6m (2) (3) 0.0m (4) Street-2.5m Lane-1.5m (2) (3)

(1) Accessory detached garages are not permitted within the front yard. (2) Notwithstanding Sections 104.4(4) and 111.6(2), on a corner lot, no part of

any building, structure or fence greater than 1.0 metre in height shall project into the triangular area created by a line joining two points: a) 6.0 metres from the projected lot lines abutting a local street and/or

lane; and b) 7.5 metres from the projected lot lines abutting an arterial and/or

collector street.

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(3) An accessory detached garage is not permitted within 6.0 metres of the semi-detached dwelling (except for a 1m2 landing and associated stairs, uncovered porches, patios and decks having a maximum height of 0.6 metres above grade, and as provided for in Section 104.4).

(4) The side yard setback of an accessory detached garage shall be increased to a minimum of 2.9 metres on the opposite side of the lot.

(5) The side yard setback of a semi-detached dwelling shall be increased to a minimum of 1.2 metres on the opposite side of the lot.

(6) Where access stairs, porches, verandahs and balconies project beyond the front or flanking façade of a building, the minimum required setback may be reduced to 1.5 metres, providing that such reduction shall apply only to the projecting feature.

Building and Structure Provisions 409.6 (1) External entrance stairs to the basement are permitted from the

rear elevation only. (2) The kitchen, living room and dining areas shall be located on the

first storey. (3) Accessory buildings and structures are not permitted. (4) Each semi-detached dwelling shall be simultaneously designed,

building permits issued and constructed by the same builder utilizing a party wall agreement.

(5) The accessory detached garage shall be constructed in conjunction with the semi-detached dwelling.

(6) Hoop, arch or similar type buildings having a semicircular or similar roof design primarily curving downwards to form walls, or any frame type building covered or partially covered by tarpoline or other fabric like material, are not permitted.

Height of Buildings and Structures 409.7 Except as provided in Section 104.5

(1) The height of a semi-detached dwelling shall not exceed 9.0 metres or 2.5 storeys, whichever is the lesser.

(2) The surface of the first floor shall not be more than 0.8 metres above the average lot grade at any building elevation facing a street, except where the average slope of the lot is 5% or more, a maximum of 80% of a permitted in-ground basement elevation (including attached garages) facing a street or a lane may be exposed, or a walkout basement elevation at the rear of the dwelling may be fully exposed.

(3) The height of an accessory detached garage shall not exceed 3.75 metres.

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Parking 409.8 Parking shall be provided in accordance with Section 107 except as

follows: (1) A minimum of two parking spaces shall be provided (one being

located within a fully enclosed garage) and accessed from a lane plus one space per five units designated as a visitor parking space. (1) (2) (3) (4) (1) No part of a parking space shall project in the triangular area

created by a line joining two points measured at 2.5 metres from the projected lot lines abutting a street and/or a lane.

(2) Each required outdoor parking space shall be a minimum of 5.8 metres deep and 2.9 metres wide.

(3) The required parking spaces within the garage shall have a minimum interior depth of 6.1 metres and minimum interior width of 2.9 metres. No landings and no more than two (2) stairs shall encroach into this required minimum parking area.

(4) The visitor parking requirement may be satisfied by the provision of off-site spaces in locations, other than on-street parallel parking, to the acceptance of the Township.

Subdivision Requirements 409.9 All lots created by subdivision shall comply with Subdivision and

Development Servicing Bylaw 2011 No. 4861 as amended and the following:

Minimum Lot Area

Minimum Lot Frontage

Minimum Lot Depth

Interior Lot (1) 201m2 7.2m (2) 28m Corner lot (1) 254m2 9.1m 28m

(1) Notwithstanding the minimum lot area requirements, the maximum density provisions of Section 409.2 shall apply.

(2) A minimum lot frontage of 7.6 m is required where part of a visitor parking space is provided on the lot.

Landscaping, Screening and Fencing 409.10 (1) Landscaping areas, landscaping screens and fencing shall comply

with Section 111 and with the provisions of a Development Permit. (2) For an interior lot, fencing shall not extend towards the front yard

measured from the corner of the rear building elevation.

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g. By adding after Section 990 “Comprehensive Development Zone CD-90” the following as Section 991 “Comprehensive Development Zone CD-91”; 992. COMPREHENSIVE DEVELOPMENT ZONE CD-91 Uses Permitted

991.1 In the CD-91 Zone only the following uses are permitted and all other uses are prohibited: (1) accessory buildings and structures (2) accessory home occupations subject to Section 104.3 (3) single family dwellings

Maximum Density

991.2 (1) Notwithstanding sub-section 991.8, the maximum density of a development shall comply with the density provisions outlined in a Community or Neighbourhood Plan as applicable.

(2) No more than one single family dwelling is permitted on any one lot.

Lot coverage

991.3 (1) Buildings and structures shall not cover more than 50% of the lot area. Covered verandahs, porches, patios and entranceways located in the front and flanking yards and accessory buildings less than 9.3m2 (100ft2) shall not be included for the purpose of calculating lot coverage.

Siting of Buildings and Structures

991.4 Except as provided for in Section 104.4 and 105.1(2) buildings and structures shall be sited in accordance with the following minimum setbacks:

Buildings and Structures

Minimum Front lot line Setback

Minimum Rear lot line Setback

Minimum Side lot line Setback

Minimum Side lot line Setback (Abutting a Street)

Principal building

2.5m(1) (3)

(4) (5) 6.0m 1.2m (3) (4) 2.5m (3) (4) (5)

Accessory Building or Structure

N/A (2) 0.6m (6) 0.6m (3) (6) 2.5m (3)

(1) The garage door shall be sited a minimum of 4.5 metres from the property

line (2) Accessory buildings and structures are not permitted within the front yard.

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(3) Nothwithstanding Sections 104.4(4) and 111.6(2), on a corner lot, no part of any building, structure or fence greater than 1.0 metre in height shall project into the triangular area created by a line joining two points: a) 6.0 metres from the projected lot lines abutting a local street and/or

lane; and b) 7.5 metres from the projected lot lines abutting an arterial and/or

collector street. (4) The façade of the second storey shall be set back a minimum of 1.2

metres from the entire front and flanking façade of the first storey. For the purpose of measuring this setback, structural supports of the first storey covered verandahs, porches, patios and entranceways on the front and flanking yards shall be considered part of the first storey facade.

(5) Where access stairs, porches, verandahs and balconies project beyond the front or flanking façade of a building, the minimum required setback may be reduced to 1.5 metres, providing that such reduction shall apply only to the projecting feature.

(6) The eave and gutter of the accessory building or structure shall be setback a minimum of 0.3 m from a lot line.

Building and Structure Provisions 991.5 (1) Entrance stairs to the basement are permitted from the rear

elevation only. (2) The kitchen, living room and dining areas shall be located on the

first storey.

(3) Hoop, arch or similar type buildings having a semicircular or similar roof design primarily curving downwards to form walls, or any frame type building covered or partially covered by tarpoline or other fabric like material, are not permitted.

Height of Buildings and Structures

991.6 Except as provided in Section 104.5 (1) The height of single family dwellings shall not exceed 9.0 metres or

2.5 storeys, whichever is the lesser. (2) The surface of the first floor shall not be more than 0.8 metres

above the average lot grade at any building elevation facing a street, except where the average slope of the lot is 5% or more, a maximum of 80% of a permitted in-ground basement elevation (including attached garages) facing a street or a lane may be exposed, or a walkout basement elevation at the rear of the dwelling may be fully exposed.

(3) The height of accessory buildings and structures shall not exceed 3.75 metres.

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Parking

991.7 Parking shall be provided in accordance with Section 107 except as follows: (1) A minimum of two side by side spaces in a fully enclosed garage

plus a minimum of two side by side outdoor spaces on the front driveway shall be provided. (1) (2) (3) (4)

(1) On a corner lot no part of a parking space shall project in the triangular

area created by a line joining two points measured at 7.0 metres from the projected lot lines abutting a street, or a lane.

(2) Each required outdoor parking space shall be a minimum of 5.8 metres deep and 2.9 metres wide.

(3) The two required side by side parking spaces within the garage shall have a minimum interior depth of 6.1 metres and a combined minimum interior width of 5.7 metres. No landings and no more than two (2) stairs shall encroach into this required minimum parking area.

(4) The required outdoor parking space may extend into a municipal road dedication, but not extend beyond the back of the sidewalk.

Subdivision Requirements

991.8 All lots created by subdivision shall comply with Subdivision and Development Servicing Bylaw 2011 No. 4861 as amended and the following:

Minimum Lot Area (1) (2)

260m2

Minimum Corner lot Area (2)

285m2

Minimum Lot Frontage (1) (3)

12.0m

Minimum Corner lot Frontage

13.3m

Minimum Lot Depth 21.5m (4) Panhandle Lot not permitted

(1) Excluding corner lots (2) Notwithstanding the minimum lot area requirements, the maximum density

provisions of Section 991.2 shall apply. (3) Except for lots having frontage on the bulb portion of a permanent urban

residential street or cul-de-sac in which case the frontage may be reduced to 8.0 metres.

(4) On a corner lot the Approving Officer may allow a reduction in minimum lot depth when all other Bylaw requirements are met.

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Landscaping, Screening and Fencing

991.9 (1) Landscaping areas, landscaping screens and fencing shall comply with Section 111 and with the provisions of a Development Permit or approved Exterior Design Control Agreement.

(2) Where two properties share a common interior side lot line, and where the combined side yard width is less than 3.0 metres, fencing along that property line shall not extend towards the front yard measured from the corner of the rear building elevation of either building.

3. The “Township of Langley Zoning Bylaw 1987 No. 2500” as amended is further

amended by rezoning the lands described as: Lot 24 Section 25 Township 8 New Westminster District Plan 1137 Lot 25 Section 25 Township 8 New Westminster District Plan 1137 as shown delineated on Schedule “A” attached to and forming part of this Bylaw to Residential Zone R-1A, Residential Compact Lot Zone R-CL(A), Residential Compact Lot Zone R-CL(B), Residential Compact Lot Zone R-CL(RH), Residential Compact Lot Zone R-CL(SD) and Comprehensive Development Zone CD-91.

READ A FIRST TIME the 28 day of January , 2013.

READ A SECOND TIME the 28 day of January , 2013.

PUBLIC HEARING HELD the 11 day of March , 2013.



Mayor


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REPORT TO MAYOR AND COUNCIL

PRESENTED: JANUARY 28, 2013 - REGULAR EVENING MEETING REPORT: 13-11 FROM: COMMUNITY DEVELOPMENT DIVISION FILE: 08-25-0094 SUBJECT: REZONING APPLICATION NO. 100385

DEVELOPMENT PERMIT NO. 100700 (TARA DEVELOPMENT LTD. / 20931 AND 20981 – 80 AVENUE)

PROPOSAL:

Application to rezone 4.0 ha (10.0 ac) of land in the Southeast Phase of the Yorkson Neighbourhood Plan area to facilitate a mixed residential development consisting of approximately 67 single family lots, 12 semi-detached lots and 12 rowhouse lots.

RECOMMENDATION SUMMARY:

That Council give first and second reading to Rezoning Bylaw No. 4976, subject to completion of 10 development prerequisites and issuance of Development Permit No.100700 noting two (2) conditions; and that staff be authorized to schedule the required Public Hearing.

RATIONALE:

Staff are supportive of the development proposal as it complies with the Willoughby Community Plan and the Yorkson Neighbourhood Plan.

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REZONING APPLICATION NO. 100385 DEVELOPMENT PERMIT NO. 100700 (TARA DEVELOPMENT LTD. / 20931 AND 20981 – 80 AVENUE) Page 2 . . .

RECOMMENDATIONS:

That Council give first and second reading to Bylaw No. 4976, rezoning 4.0 ha (10.0 ac) of land, located in the Southeast Phase of the Yorkson Neighbourhood Plan to Residential Zone R-1A, Residential Compact Lot Zones R-CL(A), R-CL(B), R-CL(RH), a new Residential Compact Lot Zone R-CL(SD) and a new Comprehensive Development Zone CD-91 to accommodate a mixed residential development consisting of approximately 67 single family lots, 12 semi-detached lots and 12 rowhouse lots, subject to the following development prerequisites being satisfied prior to final reading: 1. A Servicing Agreement being entered into with the Township to secure required road and

utility upgrades and extensions in accordance with the Township’s Subdivision and Development Servicing Bylaw, and Yorkson Engineering Services Plan, to the acceptance of the Township;

2. Completion of an erosion and sediment control plan in accordance with the Erosion and Sediment Control Bylaw, to the acceptance of the Township;

3. Provision of road dedications, widenings, and necessary traffic improvements along 209 Street and 80 Avenue in accordance with the Township’s Master Transportation Plan, Subdivision and Development Servicing Bylaw and the Yorkson Neighbourhood Plan, to the acceptance of the Township;

4. Provision of a 4.5 metre street greenway dedication and construction on the north side of 80 Avenue, to the acceptance of the Township, including final acceptance of greenway design plans, sidewalk/trail alignment, fencing, landscaping details and security;

5. Provision of a final tree management plan incorporating tree retention, replacement, protection details, and security in compliance with the Subdivision and Development Servicing Bylaw (Schedule I – Tree Protection), to the acceptance of the Township;

6. Compliance with the requirements of the DFO Section 35 (HAAD) approval for the Southeast Phase of the Yorkson Neighbourhood with respect to the environmental compensation area (15 m in width and 2,129 m2 in area) adjacent to 81A Avenue, including dedication, design, construction and security to the acceptance of the Township;

7. Registration of restrictive covenants acceptable to the Township: a. Restricting development of any semi-detached and rowhouse lot until a Development

Permit is issued for the semi-detached and rowhouse lots; and, b. Identifying the lots/units (minimum 5%) required to incorporate the Basic Adaptable

Housing Requirements Policy; 8. Registration of an easement securing the required visitor parking stalls over the semi-

detached and rowhouse lots; 9. Compliance with the requirements of the Yorkson Greenway Amenity Zoning Policy

including payment of applicable greenway amenity fee; 10. Payment of applicable Neighbourhood Planning Administration fees, supplemental

Rezoning fees, Site Servicing Review fee, ISDC review fee, Development Works Agreement (DWA) and Latecomer charges, and compliance with the Township’s 5% Neighbourhood Park Land Acquisition Policy;

That Council at the time of final reading of Bylaw No. 4976 authorize the issuance of Development Permit No. 100700, for the proposed single family portions of the development, subject to the following conditions: a. An exterior design control agreement shall be entered into ensuring that building design

and site development standards are high quality, consistent and compatible with other

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lots and development in accordance with Section 4.2.1 of the Yorkson Neighbourhood Plan;

b. Written confirmation from owner and landscape architect or arborist that the tree protection fencing identified in the tree management plan is in place; and further

That Council authorize staff to schedule the required public hearing for Rezoning Bylaw No. 4976 in conjunction with the hearing for proposed Development Permit No. 100700.

EXECUTIVE SUMMARY:

Tara Development Ltd. has proposed to rezone approximately 4.0 ha (10.0 ac) of land in the Southeast Phase of the Yorkson Neighbourhood Plan to Residential Zone R-1A, Residential Compact Lot Zones R-CL(A), R-CL(B), R-CL(RH), a new Residential Compact Lot Zone R-CL(SD) and a new Comprehensive Development Zone CD-91. The rezoning will facilitate a mixed residential development consisting of approximately 67 single family lots, 12 semi-detached lots and 12 rowhouse lots. A Development Permit for the site is being processed in conjunction with the rezoning application to secure an exterior design control agreement for the R-1A, R-CL(A), R-CL(B) and CD-91 zoned lots at the time of subdivision. Future Development Permits (yet to be applied for) will provide Council with the opportunity to review the form, character and siting on the semi-detached and rowhouse sites. The development application complies with the Willoughby Community Plan and the Yorkson Neighbourhood Plan. Final reading of the rezoning bylaw is contingent upon completion of the 10 development prerequisites outlined in this report.

PURPOSE:

This report is to advise and make recommendations with respect to Rezoning Bylaw No. 4976 and Development Permit No. 100700 in the Yorkson Neighbourhood of Willoughby.

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SUBJECT

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SUBJECT

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ZONING BYLAW NO. 2500

SR-2

SUBJECT

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PRELIMINARY SUBDIVISION PLAN – SUBMITTED BY APPLICANT

ENVIRONMENTAL COMPENSATION

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REFERENCE:

Owner/Applicant: Agent:

Tara Development Ltd. 1493 West 32 Avenue Vancouver, BC V6H 2J4 HUB Engineering Mike Kompter 101, 7485 – 130 Street Surrey, BC V3W 1H8

Legal Description:

Lot 24 and Lot 25 Section 25 Township 8 New Westminster District Plan 1137

Location: 20931 and 20981 – 80 Avenue

Area: Lot 24: 2.0 ha (5.0 ac) Lot 25: 2.0 ha (5.0 ac) Total: 4.0 ha (10.0 ac)

Existing Zoning:

Suburban Residential Zone SR-2

Proposed Zoning: Willoughby Community Plan: Yorkson Neighbourhood Plan:

Residential Zone R-1A, Residential Compact Lot Zones R-CL(A), R-CL(B), R-CL(RH), R-CL(SD) and Comprehensive Development Zone CD-91 Mixed Residential Mixed Residential (20 – 25 units per hectare / 8 – 10 units per acre)

BACKGROUND/HISTORY:

The subject site is currently zoned Suburban Residential SR-2 and is designated Mixed Residential (20 – 25 units per hectare / 8 – 10 units per acre) in the Yorkson Neighbourhood Plan. On February 27, 2012 Council gave third reading to Rezoning Bylaw No. 4856 to accommodate a mixed residential development on Lot 24 (20931 – 80 Avenue). The applicant has withdrawn the rezoning application associated with Bylaw No. 4856 and has submitted a new rezoning application (Bylaw No. 4976) to accommodate a mixed residential development on both Lots 24 and 25 (20931 and 20981 – 80 Avenue).


Tara Development Ltd. has applied to rezone 4.0 ha (10.0 ac) of land located in the Southeast Phase of the Yorkson Neighbourhood Plan to Residential Zone R-1A, Residential Compact Lot Zones R-CL(A), R-CL(B), R-CL(RH), a new Residential Compact Lot Zone R-CL(SD) and a new Comprehensive Development Zone CD-91. The rezoning will facilitate a mixed residential development consisting of approximately 67 single family lots, 12 semi-detached lots and 12 rowhouse lots.

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Adjacent Uses: North: 81A Avenue, beyond which is a townhouse development zoned Comprehensive

Development Zone CD-77 and vacant lands under application (Phoenix Homes Ltd.) for a townhouse development;

South: 80 Avenue, beyond which is a townhouse development zoned Comprehensive Development Zone CD-65 and rowhouses zoned Residential Compact Lot Zone R-CL(RH);

East: A mixed residential development zoned Residential Compact Lot Zones R-CL(A), R-CL(B) and R-CL(RH); and

West: 209 Street, beyond which is a townhouse development zoned Comprehensive Development Zone CD-52.

Yorkson Neighbourhood Plan: The Yorkson Neighbourhood Plan designates the site as Mixed Residential. The plan permits a minimum density of 20 units per hectare (8 units per acre) and a maximum density of 25 units per hectare (10 units per acre) for the Mixed Residential land use designation. The proposal satisfies the density requirements of the Yorkson Neighbourhood Plan and results in an overall density of 22.5 units per hectare (9.1 units per acre).

Zoning Bylaw: Rezoning Bylaw No. 4976 proposes to amend the Zoning Bylaw by rezoning the lands from Suburban Residential Zone SR-2 to Residential Zone R-1A, Residential Compact Lot Zones R-CL(A), R-CL(B), R-CL(RH), a new Residential Compact Lot Zone R-CL(SD) and a new Comprehensive Development Zone CD-91. A new Residential Compact Lot Zone R-CL(SD) is proposed to accommodate the 12 semi-detached dwelling units. Permitted uses in the new zone are semi-detached dwellings (defined as a two family dwelling with each dwelling unit located on a separate fee simple lot), an accessory detached garage and accessory home occupations. The new semi-detached zone is similar to the existing rowhouse zone (Residential Zone R-CL(RH)), except that the new semi-detached zone allows two (2) side by side dwelling units on separate fee simple lots whereas the existing rowhouse zone allows a minimum of three (3) and a maximum of six (6) side by side dwelling units on separate fee simple lots. The density, lot coverage, siting, height and parking provisions of the new semi-detached zone are consistent with the provisions of the existing rowhouse zone. A new Comprehensive Development Zone CD-91 is proposed to accommodate 16 single family front loaded lots with a minimum lot area of 260 m2 (2,799 ft2), a minimum lot frontage of 12 m (39 ft) and a minimum lot depth of 21.5 m (71 ft). The zone has been developed to ensure consistency with the adjacent proposed single family dwellings while responding to lot depth constraints resulting from the 80 A Avenue alignment and environmental compensation requirements of the subject site. For comparison purposes, front loaded lots in the Residential Compact Lot Zone R-CL(A) require a minimum lot area of 275 m2 (2,960 ft2), a minimum frontage of 11 m (36 ft) and a minimum lot depth of 25 m (82 ft). The proposed CD-91 zoning results in an increase in the mix of lot and housing types in the proposed development. The density, lot coverage, siting, height and parking provisions of the new Comprehensive Development Zone CD-91 are consistent with the provisions of the existing Residential Compact Lot Zone R-CL(A).

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Subdivision: A preliminary subdivision plan has been submitted in support of the rezoning application. Details of the subdivision will be addressed at the subdivision stage pursuant to the requirements of the Subdivision and Development Servicing Bylaw.

Development Permit: All of the Yorkson Neighbourhood Plan area is designated as a mandatory Development Permit area in the Willoughby Community Plan. The subject site is located in “Development Permit Area ‘B’ – Residential” which establishes objectives and guidelines for the form, character and siting of residential development. The primary objective of the development permit area designation is to encourage the development of attractive and safe residential areas and reduce conflict with adjacent land uses. The specific development permit area guidelines outlined in the Plan related to single family residential development are attached to this report (Attachment B). For the single family residential lots, the Development Permit guidelines are implemented by a Development Permit requirement that the proponent enter into an exterior design control agreement at the time of subdivision. The exterior design control agreement typically addresses the form, character and siting of individual single family homes constructed in a development. Future Development Permit applications will be required for the semi-detached and rowhouse components of the development, at which time Council will have an opportunity to review the form, character and siting matters prior to building permits being issued. The Development Permit typically details the form and character of each development including siting, access, parking, landscaping, building materials, colours, building elevations and other site development items. As a condition of final reading the proponent must register a restrictive covenant prohibiting development of the semi-detached and rowhouse lots until such time as a Development Permit has been issued.

Adaptable Housing: In accordance with Section 4.2.1(9) of the Yorkson Neighbourhood Plan a minimum of 5% of the units in any residential development shall provide adaptable housing. Council has chosen to implement this provision through the adoption and implementation of the Basic Adaptable Housing Requirements Policy. The adaptable units are to be identified and secured prior to final reading.

School Sites: School District 35 has provided comments (Attachment C) and anticipates that the proposed development will generate approximately 32 new students for Lynn Fripps Elementary (located approximately 250 m northeast of the site) and 18 new students for RE Mountain Secondary School (located approximately 1.7 km southwest of the site).

Parks: The proposed development falls within the Southeast Phase of the Yorkson Plan, but is part of the Northeast Phase for neighbourhood park purposes. Lynn Fripps Park, which is equipped with playing fields and playground equipment, is located to the northeast of the subject lands (21000 block of 81A Avenue).

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Heritage: The Yorkson Neighbourhood Plan identifies structures within Yorkson having heritage significance. One of the homes identified in the plan as having heritage value was the Nessom house located on Lot 24 (20931– 80 Avenue). The house was demolished in 2008 and no longer exists.

Greenways: As part of the project, the applicant will be required to dedicate and construct a street greenway (including a pathway and landscaping) along 80 Avenue as identified in the Yorkson Neighbourhood Plan. Forming part of the overall neighbourhood greenway network, the proponent will be dedicating approximately 628 m2

(6,760 ft2) of street greenway. Details of the open space improvements will need to be finalized to the acceptance of the Township prior to final reading of the rezoning bylaw. As a condition of final reading the proponent will be required to transfer the greenway lot to the Township and secure its construction as part of a Servicing Agreement. The Yorkson Neighbourhood Plan implements an amenity charge collected on all developments within Yorkson. Prior to final reading details with respect to payment and/or compensation must be finalized.

Environmental Considerations: The Township’s Environmentally Sensitive Areas (E.S.A.) Study outlines general guidelines to promote good environmental management practices. As part of the required Servicing Agreement, the applicant is required to provide full urban services as well as a stormwater management plan and sediment control measures. The provision of these items and compliance with the Township’s Subdivision and Development Servicing Bylaw (Schedule I -Tree Protection) satisfy the guidelines identified in the E.S.A. study. As part of the DFO Section 35 (HAAD) approval for the Southeast Phase of the Yorkson Neighbourhood, the applicant is required to provide an environmental compensation area (15 m in width and 2,129 m2 in area) adjacent to 81A Avenue, including dedication, design, construction and security.

Tree Protection / Replacement: The Integrated Site Design Concept (ISDC) submitted by the applicant indicates that 87 significant trees exist on the subject site with one (1) proposed for retention. In accordance with the Township’s Subdivision and Development Servicing Bylaw (Schedule I – Tree Protection), a total of 297 replacement trees are to be planted. In addition, approximately 75 street trees are required along the road frontages (in compliance with the Township’s Street Trees and Boulevard Plantings Policy). Post development approximately 373 trees will be in place. Final tree retention, protection, and replacement plans are subject to the final acceptance of the Township. This requirement has been included in the list of development prerequisites to be completed prior to final reading of the rezoning bylaw.

Transit: Transit has not yet been extended into the Yorkson Neighbourhood. The road layout of the overall Yorkson development has, however, been designed to accommodate the provision of future transit routes in accordance with TransLink’s operating policy/procedures. Each year TransLink provides Council with the opportunity to input/comment on transit routes in the Township. Initially, transit is expected to utilize the 208 Street corridor, one block to the west.

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Servicing: Prior to final reading, the applicant is required to enter into a Servicing Agreement to secure servicing works such as construction of road works, greenway, tree replacement, environmental compensation, a stormwater management plan, and utility upgrades and/or extensions in accordance with the Subdivision and Development Servicing Bylaw and the Yorkson Engineering Servicing Plan to the acceptance of the Township. Road dedications, widening, and necessary traffic improvements along 80 Avenue and 209 Street will also be required in accordance with the Township’s Master Transportation Plan, the Subdivision and Development Servicing Bylaw and the Yorkson Neighbourhood Plan. The applicant will also be required to provide erosion and sediment control measures in accordance with the Erosion and Sediment Control Bylaw, to the acceptance of the Township.

Development Prerequisites: Prior to consideration of final reading of the rezoning bylaw, the following prerequisites must be completed: 1. A Servicing Agreement being entered into with the Township to secure required road and

utility upgrades and extensions in accordance with the Township’s Subdivision and Development Servicing Bylaw, and Yorkson Engineering Services Plan, to the acceptance of the Township;

2. Completion of an erosion and sediment control plan in accordance with the Erosion and Sediment Control Bylaw, to the acceptance of the Township;

3. Provision of road dedications, widenings, and necessary traffic improvements along 209 Street and 80 Avenue in accordance with the Township’s Master Transportation Plan, Subdivision and Development Servicing Bylaw and the Yorkson Neighbourhood Plan, to the acceptance of the Township;

4. Provision of a 4.5 metre street greenway dedication and construction on the north side of 80 Avenue, to the acceptance of the Township, including final acceptance of greenway design plans, sidewalk/trail alignment, fencing, landscaping details and security;


6. Compliance with the requirements of the DFO Section 35 (HAAD) approval for the Southeast Phase of the Yorkson Neighbourhood with respect to the environmental compensation area (15 m in width and 2,129 m2 in area) adjacent to 81A Avenue, including dedication, design, construction and security to the acceptance of the Township;

7. Registration of restrictive covenants acceptable to the Township: a. Restricting development of any semi-detached and rowhouse lot until a Development

Permit is issued for the semi-detached and rowhouse lots; and, b. Identifying the lots/units (minimum 5%) required to incorporate the Basic Adaptable

Housing Requirements Policy; 8. Registration of an easement securing the required visitor parking stalls over the semi-

detached and rowhouse lots; 9. Compliance with the requirements of the Yorkson Greenway Amenity Zoning Policy

including payment of applicable greenway amenity fee; 10. Payment of applicable Neighbourhood Planning Administration fees, supplemental

Rezoning fees, Site Servicing Review fee, ISDC review fee, Development Works Agreement (DWA) and Latecomer charges, and compliance with the Township’s 5% Neighbourhood Park Land Acquisition Policy.

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POLICY CONSIDERATIONS:

The proposed development is located in an area designated for Mixed Residential purposes in both the Willoughby Community Plan and the Yorkson Neighbourhood Plan. The proposed development complies with the land use and density provisions of these plans, which allow mixed residential uses at a density between 20 and 25 units per hectare / 8 and 10 units per acre, as well as with the Township’s Zoning Bylaw and the Subdivision and Development Servicing Bylaw. Accordingly, staff recommend that Council give first and second reading to Bylaw No. 4976 (subject to the 10 development prerequisites), authorize issuance of the accompanying Development Permit No. 100700 (to be issued at time of final reading of the rezoning bylaw), and authorize staff to schedule the required Public Hearing. Respectfully submitted, Patrick Ward DEVELOPMENT PLANNER for COMMUNITY DEVELOPMENT DIVISION ATTACHMENT A Development Permit No.100700

ATTACHMENT B ATTACHMENT C

Willoughby Community Plan Development Permit Guidelines School District Comments

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ATTACHMENT A


Development Permit No. 100700 This Permit is issued this __________day of _________________ 2013 to:

1. Name: Tara Development Ltd. Address: 1493 West 32 Avenue

Vancouver, BC V6H 2J4

2. This permit applies to and only to those lands within the Municipality described as follows and to any and all buildings, structures and other development thereon:

LEGAL DESCRIPTION: Lot 24 and Lot 25 Section 25 Township 8 New Westminster

District Plan 1137

CIVIC ADDRESS: 20931 & 20981 – 80 Avenue

3. This Permit is issued subject to compliance with all of the Bylaws of the Municipality of

Langley applicable thereto, except as specifically varied or supplemented by this permit as follows:

a. An exterior design control agreement shall be entered into ensuring that building

design and site development standards are high quality, consistent and compatible with other lots and development in accordance with Section 4.2.1 of the Yorkson Neighbourhood Plan;

b. Written confirmation from owner and landscape architect or arborist that the tree protection fencing identified in the tree management plan is in place.

4. The land described herein shall be developed strictly in accordance with the terms, conditions and provisions of this Permit and any plans and specifications attached as a Schedule to this Permit which shall form a part hereof.

This Permit is not a Building Permit. All developments forming part of this Development Permit shall be substantially commenced within two years after the date the Development Permit is issued. This permit shall have the force and effect of a restrictive covenant running with the land and shall come into force on the date of an authorizing resolution passed by Council. It is understood and agreed that the Municipality has made no representations, covenants, warranties, guarantees, promises or agreement (verbal or otherwise) with the developer other than those in this Permit. This Permit shall enure to the benefit of and be binding upon the parties hereto and their respective heirs, executors, administrators, successors and assigns.

AUTHORIZING RESOLUTION PASSED BY COUNCIL THIS ____ DAY OF ________, 2013.

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ATTACHMENT B

Excerpt from Willoughby Community Plan

4.1.2 Development Permit Area “B” – Residential Lands identified as “Residential” on Map 4, Development Permit Areas are hereby designated as development permit areas under Section 919.1(1)(e) and (f) of the Local Government Act to establish objectives and provide guidelines for the form and character of intensive and multi family residential development. The objective of this development permit area designation is to encourage development of attractive and safe multi family areas. Unless the owner first obtains a development permit, land within this development permit area shall not be subdivided, and construction of, addition to or alteration of a multi family dwelling (including a townhouse, rowhouse, apartment, duplex, triplex or fourplex) must not be started. Development permit guidelines are as follows:

4.1.2.1 General The following general guidelines apply to all development within Development Permit Area “B.”

4.1.2.2 Single Family Development General o Single family developments shall enter into an Exterior Design Control Agreement (to be

registered on title as a restrictive covenant) prior to final subdivision approval and to the acceptance of the Township. The agreement shall incorporate the following single family development permit guidelines.

Architectural Details o No residential units shall back onto a public road or street greenway other than 212 Street

between 76 and 80 Avenues. o All building elevations visible from public land (i.e. parks, roads, greenways and detention

pond sites) shall provide architectural detailing to be consistent with the front of the building.

Parking and Traffic/Pedestrian Circulation o Where single-family lots abut an arterial road or a street greenway vehicular access and

parking shall be provided via a rear lane or any other vehicular access from the rear of the property while retaining the front pedestrian access of the building facing the street.

Landscaping o Fences adjacent to a street greenway shall not exceed 122 cm (48 inches) in height. These

fences shall be designed to complement the building and be an open picket fence design. Fences must permit observation of the public realm and incorporate landscaping to soften their appearance from the road.

Building Form o Pitched roofs are required. Pitched roofs shall have architectural grade roof material,

including ridge caps and shadow lines.

4586 04/02/08

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pward

Typewritten Text

portercj

Typewritten Text

Attachment C



AMENDMENT (BANICEVIC) BYLAW 2013 NO. 4977

EXPLANATORY NOTE Bylaw 2013 No. 4977 rezones property located at 7044 and 7064 – 196B Street from Suburban Residential Zone SR-2 to Residential Zone R-1A to accommodate the subdivision of approximately 15 fee simple single family lots.

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AMENDMENT (BANICEVIC) BYLAW 2013 NO. 4977

A Bylaw to amend Township of Langley Zoning Bylaw 1987 No. 2500 WHEREAS it is deemed necessary and desirable to amend “Township of Langley Zoning Bylaw 1987 No. 2500” as amended; NOW THEREFORE, the Municipal Council of the Corporation of the Township of Langley, in Open Meeting Assembled, ENACTS AS FOLLOWS: 1. This Bylaw may be cited for all purposes as “Township of Langley Zoning Bylaw 1987

No. 2500 Amendment (Banicevic) Bylaw 2013 No. 4977”. 2. The “Township of Langley Zoning Bylaw 1987 No. 2500” as amended is further

amended by rezoning the lands described as: Lot 37 Section 15 Township 8 New Westminster District Plan 33595 Lot 38 Section 15 Township 8 New Westminster District Plan 33595 as shown delineated on Schedule “A” attached to and forming part of this Bylaw to Residential Zone R-1A.

READ A FIRST TIME the 28 day of January , 2013.

READ A SECOND TIME the 28 day of January , 2013.

PUBLIC HEARING HELD the 11 day of March , 2013.



Mayor


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REPORT TO MAYOR AND COUNCIL

PRESENTED: JANUARY 28, 2013 – REGULAR EVENING MEETING REPORT: 13-12 FROM: COMMUNITY DEVELOPMENT DIVISION FILE: 08-15-0165 SUBJECT: REZONING APPLICATION NO. 100382

DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET)

PROPOSAL:

Application to rezone 0.9 ha (2.2 ac) of land in the Routley Neighbourhood Plan area to Residential Zone R-1A to accommodate the subdivision of 15 single family lots.

RECOMMENDATION SUMMARY:

That Council give first and second reading to Rezoning Bylaw No. 4977, subject to completion of five (5) development prerequisites and issuance of Development Permit No.100694 noting two (2) conditions; and that staff be authorized to schedule the required Public Hearing.

RATIONALE:

Staff are supportive of the development proposal as it complies with the Willoughby Community Plan and the Routley Neighbourhood Plan.

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 2 . . . RECOMMENDATIONS:

That Council give first and second reading to Bylaw No. 4977, rezoning 0.9 ha (2.2 ac) of land in the Routley Neighbourhood Plan area to Residential Zone R-1A to accommodate the subdivision of 15 single family lots, subject to the following development prerequisites being satisfied prior to final reading: 1. Compliance with the requirements of the Department of Fisheries and Oceans (DFO) and

the Ministry of Water, Land and Air Protection as defined in the Routley Neighbourhood Plan;


3. Provision of security for the community amenity (playground equipment and safety surfacing within the Routley neighbourhood park on the northeast corner of 198A Street and 70 Avenue) to the acceptance of the Township;

4. Registration of a restrictive covenant restricting the number of fee simple single family lots to 15 to the acceptance of the Township;

5. Payment of applicable Neighbourhood Planning Administration fees, supplemental Rezoning fees, Site Servicing Review fee, ISDC review fee, Routley Environmental Monitoring fee, Latecomer charges and compliance with the Township’s 5% Neighbourhood Park Land Acquisition Policy;

That Council at the time of final reading of Bylaw No. 4977 authorize the issuance of Development Permit No. 100694 subject to the following conditions: a. An exterior design control agreement shall be entered into ensuring that building design

and site development standards are high quality, consistent and compatible with other lots and development in accordance with the single family development permit guidelines contained in the Willoughby Community Plan;

b. Written confirmation from owner and landscape architect or arborist that the tree protection fencing identified in the tree management plan is in place; and further

That Council authorize staff to schedule the required public hearing for Rezoning Bylaw No. 4977 in conjunction with the hearing for proposed Development Permit No. 100694.

EXECUTIVE SUMMARY:

Peter Banicevic has proposed to rezone 0.9 ha (2.2 ac) of land in the Routley Neighbourhood Plan area to Residential Zone R-1A to accommodate the subdivision of 15 single family lots. Included in the proposal is the provision of a community amenity (playground equipment within the Routley neighbourhood park at the northeast corner of 198A Street and 70 Avenue) to fulfill density bonus requirements. A Development Permit for the site is being processed in conjunction with the rezoning application to secure an exterior design control agreement at the time of subdivision. The development application complies with the Willoughby Community Plan and the Routley Neighbourhood Plan. Final reading of the rezoning bylaw is contingent upon completion of the five (5) development prerequisites outlined in this report.

PURPOSE:

This report is to advise and make recommendations with respect to Rezoning Bylaw No. 4977 and Development Permit No. 100694 in the Routley Neighbourhood of Willoughby.

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 3 . . .

SUBJECT

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ZONING BYLAW NO. 2500

SUBJECT

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PRELIMINARY SUBDIVISION PLAN – SUBMITTED BY APPLICANT

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 7 . . . REFERENCE:

Owner: Applicant: Agent:

Debbie Hackett 7044 – 196B Street Langley, BC V2Y 1R5 Richard Birch 7064 – 196B Street Langley, BC V2Y 1R5 Peter Banicevic 7064 Sierra Drive Burnaby, BC V5A 1A5 HUB Engineering Mike Kompter 101, 7485 – 130 Street Surrey, BC V3W 1H8

Legal Description:

Lot 37 and Lot 38 Section 15 Township 8 New Westminster District Plan 33595

Location: 7044 and 7064 – 196B Street

Area: Lot 37: 0.45 ha (1.1 ac) Lot 38: 0.45 ha (1.1 ac) Total: 0.9 ha (2.2 ac)

Existing Zoning:

Suburban Residential Zone SR-2

Proposed Zoning: Willoughby Community Plan: Routley Neighbourhood Plan:

Residential Zone R-1A Residential Residential Bonus Density 2 (maximum 37 units per hectare / 15 units per acre with density bonus)

BACKGROUND/HISTORY:

The subject site is currently zoned Suburban Residential Zone SR-2 and is designated Residential Bonus Density 2 in the Routley Neighbourhood Plan (37 units per hectare / 15 units per acre with density bonus).


Peter Banicevic has proposed to rezone 0.9 ha (2.2 ac) of land in the Routley Neighbourhood Plan area to Residential Zone R-1A to accommodate the subdivision of 15 single family lots. Included in the proposal is the provision of a community amenity (playground equipment within the Routley neighbourhood park at the northeast corner of 198A Street and 70 Avenue) to fulfill density bonus requirements. Each property involved in the application is currently used for suburban residential purposes. The existing homes and improvements on the properties are proposed to be removed to facilitate the subdivision.

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 8 . . . Adjacent Uses: North: A single family residential subdivision zoned Residential Zone R-1A; South: A single family residential subdivision zoned Residential Zone R-1A; East: A single family residential subdivision zoned Residential Zone R-1D; and West: 196B Street, beyond which is a single family residential subdivision zoned

Residential Compact Lot Zone R-CL.

Routley Neighbourhood Plan: The Routley Neighbourhood Plan designates the site as Residential Bonus Density 2. The plan permits a maximum density of 37 units per hectare (15 units per acre) when land is provided for greenways or other appropriate green space is upgraded or an amenity/facility is provided in a manner acceptable to the Township. The applicant is proposing to install playground equipment and safety surfacing within the Routley neighbourhood park on the northeast corner of 198A Street and 70 Avenue. Provision of this amenity qualifies for a density bonus of two (2) additional units (beyond the permitted base density of 15 units per hectare (6 units per acre) in the Residential Bonus Density 2 designation). In the absence of the amenity, the applicant would only be permitted 13 lots on the subject site as opposed to the 15 lots being proposed. The proposed rezoning complies with the bonus density provisions of the Willoughby Community Plan.

Subdivision: A preliminary subdivision plan has been submitted in support of the rezoning application. To ensure the number of potential lots at the subdivision stage does not exceed 15, as contemplated at time of rezoning, a restrictive covenant restricting the number of lots to 15 has been included in the list of development prerequisites to be completed prior to final reading of the rezoning bylaw. Details of the subdivision will be addressed at the subdivision stage pursuant to the requirements of the Subdivision and Development Servicing Bylaw.

Development Permit: All of the Routley Neighbourhood Plan area is designated as a mandatory Development Permit area in the Willoughby Community Plan. The subject site is located in “Development Permit Area ‘B’ – Residential” which establishes objectives and guidelines for the form, character and siting of residential development. The primary objective of the development permit area designation is to encourage the development of attractive and safe residential areas and reduce conflict with adjacent land uses. The specific development permit area guidelines outlined in the Plan related to single family residential development are attached to this report (Attachment B). For the single family residential lots, the Development Permit guidelines are implemented by a Development Permit requirement that the proponent enter into an exterior design control agreement at the time of subdivision. The exterior design control agreement typically addresses the form, character and siting of individual single family homes constructed in a development.

School Sites: School District 35 has provided comments (Attachment C) and anticipates that the proposed development will generate approximately seven (7) new students for Willoughby Elementary (located approximately 2.8 km northeast of the site) and four (4) new students for RE Mountain Secondary School (located approximately 1.7 km northeast of the site).

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 9 . . . Parks: A 3.6 ha (8.2 ac) undeveloped park site is located at the northeast corner of 198 Street and 70 Avenue (approximately 300 m southeast of the site). Playing fields and playground equipment currently exist at R.C. Garnett Neighbourhood Park (approximately 950 m east of the site).

Environmental Considerations: The Township’s Environmentally Sensitive Areas (E.S.A.) Study outlines general guidelines to promote good environmental management practices. As part of the required Servicing Agreement, the applicant is required to provide full urban services as well as a stormwater management plan and sediment control measures. The provision of these items and compliance with the Township’s Subdivision and Development Servicing Bylaw (Schedule I -Tree Protection) satisfy the guidelines identified in the E.S.A. study. The proponent is also required to address the environmental issues identified in the February 25, 2000 letter (included in the Routley Neighbourhood Plan) from the DFO and the Ministry of Water, Land and Air Protection (MOWLAP currently Ministry of Environment) including the provision of a Raptor Heron Study conducted in accordance with MOWLAP standard methodology and on-site drainage infiltration works. This has been included as a development prerequisite to be satisfied prior to final reading. The Township’s Watercourse Classification Map identifies two (2) unclassified ponds located on the subject lands. In accordance with the Streamside Protection Bylaw, a report prepared by a qualified environmental professional has been submitted indicating that the ponds are not fish habitat and are therefore not subject to any streamside protection setback.

Tree Protection / Replacement: The Integrated Site Design Concept (ISDC) submitted by the applicant indicates that 30 significant trees exist on the subject site. Three (3) significant trees are proposed for retention resulting in the removal of 27 significant trees. In accordance with the Township’s Subdivision and Development Servicing Bylaw (Schedule I – Tree Protection), a total of 58 replacement trees are to be planted on the site. In addition, approximately 15 street trees are required along the road frontages (in compliance with the Township’s Street Trees and Boulevard Plantings Policy). Post development approximately 76 trees will be in place on the overall site. Final tree retention, protection, and replacement plans are subject to the final acceptance of the Township. This requirement has been included in the list of development prerequisites to be completed prior to final reading of the rezoning bylaw.

Transit: Transit has not yet been extended to the Routley area. Current service is provided along 200 Street (approximately 600 m to the east of the site). The road layout of the Routley Neighbourhood, however, has been designed to accommodate the provision of future transit routes in accordance with Translink’s operating policy/procedures which Council each year is given an opportunity to review.

Servicing: Full urban services exist to the subject site. The required road improvements on the east side of 196B Street fronting the site, road and utility extensions for the proposed cul-de-sac and stormwater management plan (including individual lot infiltration facilities) will be addressed at the time of subdivision in accordance with the Subdivision and Development Servicing Bylaw.

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REZONING APPLICATION NO. 100382 DEVELOPMENT PERMIT NO. 100694 (BANICEVIC / 7044 AND 7064 – 196B STREET) Page 10 . . . The applicant will also be required to provide erosion and sediment control measures in accordance with the Erosion and Sediment Control Bylaw at the time of subdivision to the acceptance of the Township.

Development Prerequisites: Prior to consideration of final reading of the rezoning bylaw, the following prerequisites must be completed: 1. Compliance with the requirements of the Department of Fisheries and Oceans (DFO) and

the Ministry of Water, Land and Air Protection as defined in the Routley Neighbourhood Plan;


3. Provision of security for the community amenity (playground equipment and safety surfacing within the Routley neighbourhood park on the northeast corner of 198A Street and 70 Avenue) to the acceptance of the Township;

4. Registration of a restrictive covenant restricting the number of fee simple single family lots to 15 to the acceptance of the Township;

5. Payment of applicable Neighbourhood Planning Administration fees, supplemental Rezoning fees, Site Servicing Review fee, ISDC review fee, Routley Environmental Monitoring fee, Latecomer charges and compliance with the Township’s 5% Neighbourhood Park Land Acquisition Policy.

POLICY CONSIDERATIONS:

The proposed development is located in an area designated Residential Bonus Density 2 in the Routley Neighbourhood Plan. With the provision of a community amenity the proposed development complies with the land use and density provisions of this plan, which allow a maximum bonus density of 37 units per hectare / 15 units per acre, as well as with the Township’s Zoning Bylaw and the Subdivision and Development Servicing Bylaw. Accordingly, staff recommend that Council give first and second reading to Bylaw No. 4977 (subject to the five (5) development prerequisites), authorize issuance of the accompanying Development Permit No. 100694 (to be issued at time of final reading of the rezoning bylaw), and authorize staff to schedule the required Public Hearing. Respectfully submitted, Patrick Ward DEVELOPMENT PLANNER for COMMUNITY DEVELOPMENT DIVISION ATTACHMENT A Development Permit No.100694

ATTACHMENT B ATTACHMENT C

Willoughby Community Plan Development Permit Guidelines School District Comments

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ATTACHMENT A


Development Permit No. 100694 This Permit is issued this __________day of _________________ 2013 to:

1. Name: Peter Banicevic Address: 7064 Sierra Drive

Burnaby, BC V5A 1A5

2. This permit applies to and only to those lands within the Municipality described as follows and to any and all buildings, structures and other development thereon:

LEGAL DESCRIPTION: Lot 37 and Lot 38 Section 15 Township 8 New Westminster

District Plan 33595

CIVIC ADDRESS: 7044 & 7064 – 196B Street

3. This Permit is issued subject to compliance with all of the Bylaws of the Municipality of

Langley applicable thereto, except as specifically varied or supplemented by this permit as follows:

a. An exterior design control agreement shall be entered into ensuring that building

design and site development standards are high quality, consistent and compatible with other lots and development in accordance with the single family development permit guidelines contained in the Willoughby Community Plan;

b. Written confirmation from owner and landscape architect or arborist that the tree protection fencing identified in the tree management plan is in place.

4. The land described herein shall be developed strictly in accordance with the terms, conditions and provisions of this Permit and any plans and specifications attached as a Schedule to this Permit which shall form a part hereof.

This Permit is not a Building Permit. All developments forming part of this Development Permit shall be substantially commenced within two years after the date the Development Permit is issued. This permit shall have the force and effect of a restrictive covenant running with the land and shall come into force on the date of an authorizing resolution passed by Council. It is understood and agreed that the Municipality has made no representations, covenants, warranties, guarantees, promises or agreement (verbal or otherwise) with the developer other than those in this Permit. This Permit shall enure to the benefit of and be binding upon the parties hereto and their respective heirs, executors, administrators, successors and assigns.

AUTHORIZING RESOLUTION PASSED BY COUNCIL THIS ____ DAY OF ________, 2013.

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ATTACHMENT B Excerpt from Willoughby Community Plan

4.1.2 Development Permit Area “B” – Residential Lands identified as “Residential” on Map 4, Development Permit Areas are hereby designated as development permit areas under Section 919.1(1)(e) and (f) of the Local Government Act to establish objectives and provide guidelines for the form and character of intensive and multi family residential development. The objective of this development permit area designation is to encourage development of attractive and safe multi family areas. Unless the owner first obtains a development permit, land within this development permit area shall not be subdivided, and construction of, addition to or alteration of a multi family dwelling (including a townhouse, rowhouse, apartment, duplex, triplex or fourplex) must not be started. Development permit guidelines are as follows:

4.1.2.1 General The following general guidelines apply to all development within Development Permit Area “B.”

4.1.2.2 Single Family Development General o Single family developments shall enter into an Exterior Design Control Agreement (to be

registered on title as a restrictive covenant) prior to final subdivision approval and to the acceptance of the Township. The agreement shall incorporate the following single family development permit guidelines.

Architectural Details o No residential units shall back onto a public road or street greenway other than 212 Street

between 76 and 80 Avenues. o All building elevations visible from public land (i.e. parks, roads, greenways and detention

pond sites) shall provide architectural detailing to be consistent with the front of the building.

Parking and Traffic/Pedestrian Circulation o Where single-family lots abut an arterial road or a street greenway vehicular access and

parking shall be provided via a rear lane or any other vehicular access from the rear of the property while retaining the front pedestrian access of the building facing the street.

Landscaping o Fences adjacent to a street greenway shall not exceed 122 cm (48 inches) in height. These

fences shall be designed to complement the building and be an open picket fence design. Fences must permit observation of the public realm and incorporate landscaping to soften their appearance from the road.

Building Form o Pitched roofs are required. Pitched roofs shall have architectural grade roof material,

including ridge caps and shadow lines.

4586 04/02/08

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pward

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pward

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ATTACHMENT C

carvolth neighbourhood plan

Documents

translinks

greenhouse

authorizing

250mm diameter

revised assessment

open meeting

sediment control

adaptive plant