newton tc plan

DRAFT

December 2009

Newton Town CentreLand Use, Urban Design & Transportation Planning Study

S t a g e 2 P l a n

© AECOM Technical Services 2011

Orlando150 North Orange Avenue, Orlando, FL 32801T: 407 843 6552F: 407 839 1789

This document has been prepared by AECOM on behalf of the City of Surrey and TransLink. Reproduction or distribution of this document and its contents is prohibited without the approval of AECOM.

Project No. 10332150.01

Client City of Surrey and TransLink

AECOM Contact [email protected]

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Issued To:

Date of Issue:

Surrey Newton Town Centre Stage 2 Plan l July 2011 3

Introduction 5

Land Use Plan 6

Urban Design Concept 11

5.5 HA Southern City Property 14

Transit Exchange Concept Plan 16

Transit Exchange Catalyst Site Plan 18

TownShift Concepts 20

DESIGN GUIDELINES Introduction 25

Public Realm Guidelines 26

Streetscape Guidelines 29

Public Open Space Guidelines 37

Private Realm Guidelines 41

Additional Building Guidelines 50

Figure 1 Aerial Photo 4

Figure 2 Land Use Plan 7

Figure 3 Illustrative Master Plan 9

Figure 4 Illustrative Urban Design Concept - View Looking SE 10

Figure 5 Illustrative Urban Design Concept - View Looking NE 12

Figure 6 Indicative Property Land Allocation Plan 14

Figure 7 Proposed Park Illustrative 15

Figure 8 Proposed Transit Exchange Illustrative 17

Figure 9 Transit Exchange Concept Plan 18

Figure 10 Design Guideline Plan 24

Figure 11 Street Framework Plan 30

Figure 12 Public Open Space Framework Plan 36

Figure 13 Private Realm Development Framework 42

Table of Contents

List of Figures

Surrey Newton Town Centre Stage 2 Plan l July 20114

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IntroductionThe Newton Town Centre Land Use, Urban Design and

Transportation Plan is intended to be an update to the City of

Surrey’s 1990 Newton Town Centre Plan. The key goal of this

study is “. . . to produce a land use and transportation plan that will guide the development of a mixed use, high-density, transit-oriented Newton Town Centre, fully integrating new and enhanced transit facilities into a high quality and sustainable urban centre”.

This integrated design effort is intended to guide public policy

and infrastructure through an informed public engagement

process. TransLink seeks to develop its land holding within

the Newton Town Centre into a functional transit exchange

with compatible and integrated land uses. The land uses

recommended will achieve densities that support increased

transit ridership and present an economic return on investment.

Stage 1 Land Use Concept Plan The Stage 1 Plan, adopted by Council on 3 May 2010, includes

recommendations in the following categories:

The Illustrative Urban Design Plan – Outlines the redevelopment

approach, land use recommendations and market study for the

Newton Town Centre.

The Street Framework – Guides the overall connectivity, street

typology and potential ownership of new streets and pedestrian

connections.

The Transit Exchange – Provides a detailed development

scenario and transit operations for the Newton Transit Exchange.

Parks and Open Space – Outlines the proposed parks, plazas,

open spaces and trails for the Newton Town Centre.

Please see Corporate Report R093 for additional details.

Stage 2 Plan OverviewThe plan on the following pages is the Stage 2 Plan. This plan

builds on the adopted Stage 1 Plan and includes additional

guidance on the following issues, which have been identified by

Council for further review during this stage of work:

1. Finalize the detailed land use breakdown for the 5.5

hectare (13.7 acre) City-owned triangular property at

the south end of the Study area, between park/riparian

enhancement, drainage detention, and multi-family

development;

2. Assess opportunities for land use changes for the

cluster of properties along the east side of King George

Boulevard, south of the railway. These lands are

presently severed from the Town Centre by the railway;

therefore they were not identified in the Study area.

However, the introduction of two new road crossings

in this area will mean that these properties are now

connected with the Study area and will become the

southerly gateway to the Town Centre. As a result,

opportunities for land use change will be assessed on

these lands during Stage 2 of the Plan;

3. Development of an operational and conceptual Transit

Exchange design, including integration with the

surrounding network, transit routing, and incorporation

of Bus Rapid transit (BRT);

4. Development of Urban Design Guidelines, with an

emphasis on:

(a) Public gathering and detailed public space plan,

(b) Detailed illustrative concepts for key catalyst sites,

(c) Public realm analysis,

(d) Detailed building height and massing,

(e) Off-street parking requirements related to proposed

land uses,

(f) Microclimate, energy conservation and weather

protection considerations,

(g) Urban landscape and streetscape design,


(h) Incorporation of selected TownShift concepts and

ideas, including, among others, development of a more

prominent central green open space corridor and

creation of a significant landmark at the southeast

corner of 72 Avenue and King George Boulevard, and

(i) Detailed green-street design;

5. Completion of the final servicing plan, financial and

phasing strategy;

6. Determine amenities to serve the area, including

ongoing park acquisition analysis, park development

costs, fire and police protection and library needs. The

establishment of appropriate amenity contributions for

the Study area will also be determined; and

7. Completion of a detailed implementation strategy for

the relocation and development of the Transit Exchange,

which will require City involvement to facilitate a

coordination of property exchanges and land acquisition,

infrastructure phasing and funding, and development

of a comprehensive transit exchange marketing and

relocation plan.

The first four items in the above list are included in this report.

Items five, six, and seven will be referenced as appendices

completed by others under separate contract to the City of

Surrey.

Land Use PlanStage 1 Plan RecommendationsThe Stage 1 Plan included a recommended land use strategy

designed to encourage medium intensity mixed uses within the

vicinity of the proposed transit exchange and foster a transition

to less intense institutional and residential land uses adjacent to

existing neighbourhoods.

The Plan focused on several key land use elements:

• Providing a mixed-use environment along the

proposed 137th “Main Street” extension to create

a vibrant pedestrian environment through active

retail uses on the ground floor and residential uses

on upper floors.

• Encouraging designated institutional land uses to

remain and grow as anchors to the re-urbanized

neighbourhood.

• Focusing primarily residential development to areas

adjacent to the proposed Newton Park, a key open

space amenity in the community.

• Facilitating, through land use entitlements, the

transition of existing commercial properties along

72nd Avenue, between King George Boulevard and

138th Street, to mixed-use locations.

• Providing residential-only uses adjacent to existing

institutional land uses.

• Allowing existing commercial uses to continue and

re-orient west of King George Boulevard at 72nd.

King George Boulevard PropertiesIn authorizing Stage 2 of the plan to proceed, Council directed

the planning team to assess opportunities for land use changes

for the cluster of properties along the east side of King George

Boulevard, south of the railway. At the inception of the Study,

these lands were severed from the Town Centre by the railway;

therefore they were not identified in the Study area. However,

as planning for the area has evolved, the planned introduction

of two new road crossings in this area will mean that these

properties may be better connected with the Study area and will

become the southerly gateway to the Town Centre.


INST - Institutional RES - Residential (Max 2.0 FAR)

COM - Commercial (Max. 1.5 FAR) PK - Major Park Space

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Figure 2 Land Use Plan


Recommendations on King George Boulevard PropertiesThe properties along the east side of King George Boulevard,

south of the railway are facing a new set of development

influences, as two new intersections on King George Boulevard

introduce a significantly upgraded connection to the primary

growth area within the Town Centre. Physically and functionally,

these properties are quite similar to those properties found in

the triangle formed by King George Boulevard, 72 Avenue, and

the railway. These parcels, with frontage along King George

Boulevard, continue to have a primary orientation to commercial

development. While a new cross street gives improved vehicular

access, their configurations tend to be less than efficient, which

limits their potential development intensity. However, they have

the benefit of being situated adjacent to the proposed transit

exchange, improving their viability for residential uses in the

future.

For these reasons, these parcels are recommended for a MIXED-

USE land use category, with a maximum FAR of 2.5.

KEY ELEMENTS of the MASTER PLAN

Extended 137 Street as new “green spine” for Town

Centre with lateral public space links to other blocks

New intersections along King George Boulevard to

extend access to Town Centre and Transit Exchange

Relocated Transit Exchange with mixed-use

development

New gateways to announce Town Centre along edges

Public plaza for orientation and passenger exchange

Formal plaza along 72 Avenue to orient development

and link with new gateways

New park south of 70 Avenue - stormwater treatment

wetland with active park elements anchoring southern

end of Town Centre

Formalized and expanded woodlot park adjacent to

Newton Wave Pool

“Fingers of Green” park and pedestrian connections

from south to north

Future dedicated rapid transit along King George

Boulevard

Community garden as green corridor destination

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Figure 3 Illustrative Master Plan


Figure 4 Illustrative Urban Design Concept - View Looking Southeast


Urban Design ConceptThe Illustrative Urban Design PlanThe Illustrative Urban Design Plan included in the Stage 1 Plan

demonstrates how redevelopment within the Newton Town

Centre should occur over time. The large drivers of change

within the Study Area are the existing and proposed institutional

facilities, TransLink’s future Transit Exchange and the addition of

a significant park space. These drivers, largely in public hands,

are seen as catalysts for other private development initiatives in

the Town Centre.


• Providing a mixed-use environment along the

proposed 137 “Main Street” extension to create

a vibrant pedestrian environment through active

retail uses on the ground floor and residential uses

on upper floors.

Redevelopment ApproachThis plan envisions the transformation of the Study Area into a

vibrant mixed-use transit-oriented community to take advantage

of the benefits of increased transit accessibility. The overall scale

of development, as vetted by the community and supported by

the future market assessment included in the Stage 1 Plan, is low

to mid-rise - meaning development generally between 3-stories

and 6-stories in height. The overall density for the Study Area

should not exceed a floor-area-ratio (FAR) of 2.5.


• Creating a “Main Street” along the realigned 137

Street.

• Fronting this new “Main Street” with entrances to

commercial and institutional uses and anchoring

it with the planned Transit Exchange at the

intersection of 71 Avenue and 137 Street.

• Developing a transit plaza to serve both as an

integral element of the on-street exchange and a

high quality public space.

• Creating a site structure that enables efficient

joint public-private investments in buildings at the

Transit Exchange.

• Highlighting existing and proposed institutional

uses by fronting them with new streets.

• Creating a series of “green fingers” connecting

open spaces within the community and including a

proposed pedestrian-only connection to formally

link the Wave Pool and its future expansion to the

Senior Centre, Library and future YWCA facility, and

new park facilities south of 70 Avenue.

• Highlighting and enhancing the existing grove of

trees east of the Wave Pool into a formal public

park and plaza.

• Realigning 70 Avenue and 71 Avenue to effectively

service the future Transit Exchange and the

proposed park space south of 70 Avenue and to

provide additional east-west connectivity for the

community.

• Facilitating the redevelopment of existing

commercial nodes at the intersection of 72 Avenue

and King George, and 72 Avenue and 138 Street into

mixed-use blocks with the provision of additional

street connections to tie into the proposed network.

• Park south of 70 Avenue designed as an amenity

that will also serve as a stormwater retention area.

• Creating “eyes on the park” through the allocation

of a development plot in the park for development

of a scale similar to the adjacent neighbourhoods.


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Figure 5 Illustrative Urban Design Concept - View Looking Northeast


KEY ELEMENTS of the MASTER PLAN

Extended 137 Street as new “green spine” for Town

Centre with lateral public space links to other blocks

New intersections along King George Boulevard to

extend access to Town Centre and Transit Exchange

Relocated Transit Exchange with mixed-use

development

New gateways to announce Town Centre along edges


Formal plaza along 72 Avenue to orient development

and link with new gateways

New park south of 70 Avenue - stormwater treatment

wetland with active park elements anchoring southern

end of Town Centre

Formalized and expanded woodlot park adjacent to

Newton Wave Pool

“Fingers of Green” park and pedestrian connections

from south to north

Future dedicated rapid transit along King George

Boulevard

Community garden as green corridor destination

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5.5 HA Southern City PropertyFigure 6 Indicative Property Land Allocation Plan

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Figure 7 Proposed Park Illustrative

KEY ELEMENTS of the PARK PLAN

Neighbourhood park elements (e.g. open lawn, courts,

pavilions

Development Plot (see Design Guidelines for more detail

on building disposition

Passive play area

Circumferential trail

Stream area with rock edges (likely dry during summer)

Marshland with varying water levels (grass and shrubs

on slopes)

Open water - approximately __ HA

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Transit Exchange Concept PlanSelected AlternativeDuring the Stage 1 Plan development effort, the project working

team, including the City and TransLink and Consultants,

developed a set of criteria to evaluate the various iterations

of Transit Exchange plans produced as part of the overall

plan. These evaluation criteria, as well as the series of Transit

Exchange design options, are located in the Stage 1 Plan

Appendix.

The plan described on the following pages represents a further

refinement to the preferred option. This option was initially

selected due to its balance between the transit-oriented

development opportunities and efficient transit operation.

The refinements have been subject to in-depth detailed traffic

modeling to fine tune the surrounding streets, intersections, and

transit stops.

Key elements of the plan include:

• Separating the transit layover function and facilities

from the exchange areas.

• Locating the layover facility such that it is less

visible from both 71 Avenue and 137 Street, though

it will be visible from King George Boulevard until

adjacent development materialises.

• Developing a facilities building that is integrated

into the proposed development and which provides

kiosks for ticketing, facilities for the bus operators,

and additional passenger waiting areas.

• Facilitating passenger exchange in a triangular

plaza, adjacent to both 71 Avenue and 137 Street,

creating a major activity node along both streets

that is functional for transit and beneficial for the

street - “active, busy, interesting, streets”.

• Utilizing on-street rather than off-street bus

stops that could have independent shelters or

integrated extended awnings built into the adjacent

architecture.

• Providing the ability to locate northbound Bus

Rapid Transit stops on 71 Avenue across from the

plaza and southbound stops on 137 Avenue adjacent

to the plaza.

• Offering a plan in which the development of the

plot could be phased with the site prepared for

development as soon as access improvements to

King George Boulevard and 137 Street are complete.

• Creating the opportunity for joint development on

the Transit Exchange site and on the north side of

71 Avenue independent of the layover facility.

• Requiring development on these sites to have active

ground floor retail fronting the street, consistent

with requirements for other development plots in

the Study Area.

• Allowing for the future provision of Light Rail

Transit through a reservation adjacent to the

railway for potential platform and auxiliary tracks.

This reservation should preclude development of

permanent vertical structures on the site until the

settlement of future transit plans, but should not

impact plans for the bus layover facility.

• Plan allows for flexibility in future design as the

final rapid transit technology is not known.


Figure 8 Proposed Transit Exchange Illustrative


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Transit Exchange Catalyst Site PlanFigure 9 Transit Exchange Concept Plan


Bus layover facility

Bus stops located on street to improve efficiency and

create active and vibrant street environment

Bus-only ingress/egress point

Bus-only lane on street (see section on page 34)


Potential mixed-use development (see standards on Design

Guideline Plan page 24)

Access to development parking and service (assumed to be

below grade in this scenario)

Reservation for future LRT facility - no permanent vertical

building structures allowed in this area

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BUILDING DATA NORTH SOUTH

Plot Area 9,000 m2 8,155 m2

Gross Floor Area (GFA) 22,504 m2 14,865 m2

Ground Floor 4,736 m2 2,478 m2

Upper Floor 17,768 m2 12,387 m2

Floor Area Ratio (FAR) 2.50 1.82

Parking Spaces Provided (structured) 510 270

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TownShift ConceptsIn late 2009, Council initiated “TownShift: Suburb Into City”,

an international ideas competition seeking innovative ideas

for five of Surrey’s established town centres - Guildford,

Fleetwood, Cloverdale, Newton and Semiahmoo. The aim of the

competition was to “shift” thinking and opportunities for each

of these “town” hubs towards more intense, public-minded and

productive urban futures. This competition was also intended to

generate innovative new thinking about suburbs transforming

towards sustainability in an era of increasingly expensive energy.

TownShift established a number of overarching principles as a

basis for the ideas generated forthe town centres, including:

• Emphasis on arrival and gateways, and development

of architecture and civic realm elements that serve

as means of way-finding-imagining a sense of

‘there’ to be there;

• Creation of unique and shared places that are like

no other;

• Integration of urban and cultural and social

systems;

• Sustainability; and

• Cultural, historical and social continuity.

Key TownShift Ideas for the Newton Town CentreTownShift concluded in March 2010, and culminated in the

selection of two winning entries for the Newton Town Centre, as

follows:

1. “Connecting Density to Transit” - by Alan M James, Philip C

Davis, Colin Weston, and Kim C Barnsley; and

2. “Newton Place” – by Richard Hulbert and Judy Tang.

Based on the two winning submissions, as well as an evaluation

of other key ideas and concepts from other submissions, the

following key concepts and ideas were identified for further

consideration and incorporation into the Newton Town Centre

Plan (Please see Corporate Report R093-Appendix V for further

details):

• The concept of developing “Quadrants” or land use

precincts (commercial, civic, residential, etc.) linked

by an open space spine;

• Development of a vibrant public realm framed by

private developments and connected to the existing

main street (137 Street), north of 72 Avenue;

• Creation of a finer and more detailed road grid

system with clearly defined spaces;

• Linking of the urban forest (undeveloped City-

owned triangle of property at the south) with the

central wooded lot;

• The creation of a strong green pedestrian network

connecting a series of public squares;

• The development of a significant landmark

and entry point at the southeast corner of the

intersection of King George Boulevard and 72

Avenue as a launching point into the Town Centre;

and

• The development of a more substantial and

stronger central green open space corridor.

Many of the concepts and ideas identified in TownShift are

reflected in the proposed Stage 1 Land Use Concept; however,

further evaluation and application of these important concepts

was directed to be undertaken as part of the Stage 2 Plan to

ensure appropriate implementation measures are incorporated.

TownShift Concepts


TOWNSHIFT CONCEPT COMMENTARY AND STAGE 2 PLAN / DESIGN GUIDELINE RESPONSE

The concept of developing “Quadrants” or land use precincts (commercial, civic, residential, etc.) linked by an open space spine

The goal of the urban design plan is to create the framework for an integrated development model where uses are mixed to the greatest extent possible. As the plans are made far in advance of any actual land use programming by developers with an intended pro-forma, use allocations in this kind of environment are speculative at best. The Plan has developed a robust open space spine to connect the blocks of land, whatever their future use might be.

Development of a vibrant public realm framed by private developments and connected to the existing main street (137 Street), north of 72 Avenue

The idea of a vibrant public realm is threaded throughout the Plan. Efforts in Stage 2 focus on delineating guidelines to implement the ideas outlined in the Stage 1 Plan.

Creation of a finer and more detailed road grid system with clearly defined spaces

This concept permeates the Plan. Efforts in Stage 2 focus on delineating guidelines to implement the ideas outlined in the Stage 1 Plan through roadway and public realm design parameters.

Linking of the urban forest (undeveloped City-owned triangle of property at the south) with the central wooded lot

Note that the Illustrative Master Plan has incorporated the idea of “green fingers” connecting these significant open spaces.

The creation of a strong green pedestrian network connecting a series of public squares

Note that the Illustrative Master Plan and updated Urban Design Concept have built upon this idea to link a series of plazas within the public realm network to give a series of organizing features at a variety of scales throughout the community.

The development of a significant landmark and entry point at the southeast corner of the intersection of King George Boulevard and 72 Avenue as a launching point into the Town Centre

Note that the Illustrative Master Plan has included a series of gateways at the edges of the Town Centre to link with the major pedestrian connections to the spine of the new “Main Street”.

The development of a more substantial and stronger central green open space corridor

The original TownShift concept of a significant north-south median boulevard in the “Main Street” is untenable because of the impact on developable land, particularly on the Transit Exchange parcel, the impact on intimate pedestrian scale envisioned for the street, and the geometry of the existing buildings and rail crossings. In light of the desire for a stronger corridor, the Plan has augmented landscaping along “Main Street” and focused on the creation of more small green connections more in keeping with the Community’s desire for a more intimate pedestrian-scaled place.

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D e s i g n G u i d e l i n e s


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Figure 10 Design Guideline Plan


IntroductionThese guidelines are intended to lay a regulatory framework

that will foster the development of a vibrant community

integrated with its surrounding neighbourhoods and the natural

environment. Healthy communities, with a full complement of

residential, retail, office, civic, and recreational uses, develop

over the course of decades, not years. Development and re-

development of a healthy community never stops, but remains in

continuous flux, with the mix, amounts, and types of uses never

remaining constant. However, certain community elements do

remain more or less constant over the long term. The design

of these elements - such as the arrangement of streets and

public spaces - has lasting implications on the character of

the community and on its ability to accommodate the changes

that time will inevitably bring. It is the goal of these design

guidelines, then, to more closely regulate the elements most

important to creating a quality public realm - the elements that

are slow-changing and more permanent - while allowing stylistic

freedom for expressive architecture.

The guidelines are broken into two categories. The Public Realm

Design Guidelines lay out parameters and standards governing

the design of streets, parks, and other open spaces accessible

to the entire community. The Private Realm Design Guidelines

guide development of areas outside the public realm, including

individual buildings, service and loading areas, and parking.

Where the Public Realm and Private Realm come together - at

the edge of rights of way, the guidelines link together with a

set of frontage requirements dictating the design of key details

that are key to managing this transition in a way that promotes

thoughtful urban design.

Design Guideline Coverage

Public Realm - Private Realm Integration

Private Frontage

Private Plot

Public Frontage

Public Frontage

Travelway

Public Realm

Private Realm

FrontageZone

InterfaceZone


Public Realm GuidelinesGeneral GuidelinesDesign of the public realm within Newton Town Centre will

be accomplished by both public agencies (City of Surrey and

TransLink) and private developers of various plots within the

community. As such, this is a common set of instructions for

designing the elements accessible to everyone in the Town

Centre. - the streets and parks.

The following general guidelines are applicable to all streets

and public realm areas within Newton Town Centre and set out

a unifying design direction to build a distinct character for the

area.

Pedestrian Circulation NetworkIntent: The existing pedestrian network is a combination of the

sidewalks within road rights-of-way, pedestrian paths through

public open spaces, and shortcuts made available on private

commercial sites. Additional opportunities for pedestrian

movement are desirable amenities to obtain as redevelopment

occurs.

• New pedestrian routes - open to public at all times -

shall be provided as shown on the Plan.

• Overly large block sizes limit pedestrian routing

options. As such, the maximum block sizes

indicated on the Plan shall not be exceeded.

• Sidewalks shall be provided on both sides of all

streets, dimensioned for adequate space for

anticipated pedestrian flows and adequate space

for queuing areas at transit stops.

• All new pedestrian facilities shall be designed for

universal access.

• Street tree and furnishing placement shall be

consistent with City of Surrey standards.

Cycling Network and AmenitiesIntent: The facilitation of cycling in Newton Town Centre is a key

strategy to reduce dependence on vehicles and to encourage

residents of the surrounding residential areas to patronize local

shops and services.

• Clear signage and wayfinding elements shall be

provided to direct cyclists to designated routes (on-

street greenways on 72 Avenue, 70 Avenue, and 138

Street and on-street routes on 136B Street and 68

Avenue)

• Bicycle parking shall be provided at key points

along streetscapes to facilitate use of destinations

by those arriving on bike.

• Consideration should be given to safe and secure

longer-term bike storage in lockers or through a

“bike station” type service centre to encourage

an effective interface between cycling and taking

transit from the Newton Exchange.

Landscape Materials and CharacterIntent: These guidelines are common to all streets in the Town

Centre. The City of Surrey’s standards identify appropriate

species, sizes, and spacing and specify planting methods to

ensure healthy growth and longevity for street trees in the Town

Centre. Additional common standards include:

• Natural colour concrete or exposed aggregate

concrete shall be utilized for all pedestrian areas

and sidewalks unless noted otherwise.

• The most pervious material possible shall be used

for raised medians and wet strips along street

edges. However, these areas should be paved

and tree grates used where a significant level of

pedestrian traffic is anticipated across the median

or wet strip, including where on-street parking is

provided.


Sustainable Design PracticesIntent: The development of a compact, walkable, and complete

community in the Newton Town Centre is generally recognized

as a significant move towards sustainability for a number of

interconnected reasons including the reduction in the number

of daily trips that require use of the automobile, increased

opportunities for people to live close to their place of work,

support for more efficient and frequent transit services,

improved health with opportunities for people to walk and cycle

to shopping, entertainment, and recreation, the efficient use of

land, reducing pressures to develop regional green zone lands,

more efficient use of roads and servicing infrastructure with

lower costs per person compared to low density, primarily single-

family development. The following sustainable practices are

recommended in Newton Town Centre:

• Low energy consuming and low water use buildings

are encouraged.

• Provide for intensification of green landscaping,

with its benefits for air quality and temperature

moderation both from street trees in the public

realm and landscaped open spaces, such as upper

level courtyards and roof spaces, in the private

realm.

• Encourage social interaction among people in the

community through the design of engaging and

well-programmed public open spaces and amenities.

• Ensure the provision of a diversity of housing types,

including forms that suit families and that offer

aging residents options to stay in their community

as their need for care and health services change

and for the disabled and low-income people.

• Provide public art and heritage initiatives to

enhance connections between community and

place.

• Integrate transit facilities into the core of the Town

Centre through an effective Transit Exchange

design to maximize convenience, safety, weather

protection, and other factors that will attract users.

Low-Impact Stormwater DesignIntent: The City of Surrey is an advocate of sustainable best

practices. Within the public realm, there is potential for surface

stormwater features to be integrated into the public and publicly

accessible open spaces within Newton Town Centre to feature the

collection, detention, and remediation of stormwater within the

landscape design. Recommended sustainable guidelines for the

public realm include:

• Include areas of porous pavement into parking

spaces, both on-street and off-street, where surface

parking is not built over an underground parking

structure

• Include features to assist in the collection,

percolation, and cleaning of stormwater into the

ground in surface parking lots that are not over

structure.

• The planter/furnishing zones of as many streets as

possible should be pervious wherever the level of

anticipated pedestrian traffic is low enough to allow

lawn or groundcover plantings to grow successfully

• Medians should be planted with shrubs and

groundcovers as well as trees in a manner that

facilitates stormwater infiltration, including from

adjacent paved surfaces

• Landscape in public open spaces and park

should feature a significant component of green

landscaping and minimize paved areas to those

places where the program of activities specifically

requires a hard surface. To the extent possible, all

stormwater in parks and green public open spaces

should be collected and infiltrated on site. Design

features should be considered that make use

of rainwater in surface amenities as a means to

animate and add interest to the space.


Public Art Placement Intent: Public art is an amenity in the public realm that adds

interest and meaning to the experience of a place. Public art is a

benefit that developers of projects can bestow on the community.

Installations that advertise a commercial enterprise should not

qualify as public art for locations within the public realm. Artistic

excellence and high quality durable materials shall be sought.

Multiple locations with potential for significant public art

installations have been shown on the plan.

• Many forms of creative design can qualify as public

art in addition to free standing sculptures including:

water features and decorative fountains, special

paving patterns or inserts, embellishments to

vertical surfaces like planters, stair risers, and walls,

and decorative treatments on street furnishings

like benches and light poles. Pedestrian-oriented

signage, weather protection and lights mounted on

buildings can also have art embellishments.

• While public art embellishment may occur

anywhere that there is an opportunity, larger public

art pieces should be sited to reinforce the urban

design hierarchy of the Town Centre: at important

nodes along key pedestrian movement routes and

within public plazas where space is available for

installations that do not interfere with the flow of

pedestrians.

• Public art shall be commissioned using the City

of Surrey’s arts program process, including public

consultation.


Streetscape GuidelinesThe Plan’s vision for Newton Town Centre’s system of

interconnected streets forming small blocks. The resulting

network manages all traffic in a superior manner by dispersing

traffic and shortening travel distances.

Streets must accommodate many types of users - pedestrians

(including children, the elderly, and the disabled), bicycles,

scooters, etc., transit (including school buses), neighbourhood

electric vehicles (NEV’s), automobiles, service trucks - delivery,

garbage pickup, moving vans, etc., and emergency vehicles.

This means that more travel can be accomplished using these

different modes, in descending priority:

• Walking

• Transit

• Bicycling

• Carpooling

• Single-occupant vehicle

Walking is the fundamental “mode” of transportation. This

principle leads naturally to the most efficient multi-modal

system, and it requires an integrated approach to both land use

and transportation planning. This approach is the heart of the

Newton Town Centre Plan. To promote pedestrian trips streets

must be:

• Designed foremost for pedestrians: shade,

sidewalks, crosswalks, interesting things to see,

meaningful/useful destinations, protection from

automobiles;

• Interconnected, offering meaningful and useful

destinations, and direct route options among all

locations; and

• Designed to promote safety with appropriate traffic

speed, and keep drivers alert to their surroundings

Streets are a multi-faceted civic space shared among many

different types of users, and serving many different functions,

including:

• Transportation

• Community structure, identity, and pride

• Utilities, storm water management

• Landscaping

• Access to private property

• Connection to the open space network

• Social interaction

The streetscape guidelines that follow address all the physical

elements that surround the street that should be designed

considering their influence on pedestrian and driver behaviour:

• Pavement and curbs, parked cars, street trees

and other landscaping, sidewalks and crosswalks,

signage, benches, streetlights, fences, railings,

outdoor dining areas, building frontages and

facades

• An interconnected street network that benefits

automobiles and emergency access by dispersing

traffic and offering more route choices

• Intersection design that promotes driver alertness

and facilitates safe pedestrian crossing

• Design, Target, Operating and Posted speed should

be appropriate for the environment and the same

on any given street

• Emergency, delivery and maintenance vehicles

must be carefully accommodated, but not by way of

wholesale street and intersection widening.

Flexibility within guidelines is required to balance the sometimes

competing needs of different users and functions. These

principles apply to all streets, and require extra care on the

higher-order streets connecting through Newton Town Centre.


Figure 11 Street Framework Plan

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King George Boulevard

Main Street

Transit Main Street

70 Avenue

Festival Street

Standard Street

72 Avenue

71 Avenue

70 Avenue

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King George Boulevard70 Avenue

DESIGN PARAMETERS

Road Classification Collector

Dedication Width (m) 26.0

Standard Width 24.0

Additional Width (each side) 1.0

Pavement Width 12.2

Number of Sidewalks 2

Shoulders or Curbs Barrier Curbs

KEY ELEMENTS

TRAVELWAY

Travel Lanes (each direction) 2

Left Turn Lanes 1

Travel Lane Width (m) 3.7

ON-STREET PARKING

Parallel Parking Lane Width (m) 2.4

BIKE LANES

Bike Lane Width (m) 1.8

MEDIAN

Median Width (m) (interchangeable with center turn lane) 3.8

PUBLIC FRONTAGE

Planter TypeGrass, Intermittent

or Tree Well

Planter Width (m) 2.7

Massing Category Structured

Walkway Width (each side) (m) 2.4

DESIGN PARAMETERS

Road Classification Arterial


Standard Width 27.0


Pavement Width 17.4



KEY ELEMENTS

TRAVELWAY


Left Turn Lanes 1


TRANSITWAY

Width (m) 8.0

BIKE LANES


MEDIAN

Median Width (m) (each side of center transitway) 3.8

PUBLIC FRONTAGE


or Tree Well




Dedication Width Dedication Width


Main Street Transit Main Street

DESIGN PARAMETERS



Standard Width 24.0


Pavement Width 15.4



KEY ELEMENTS

TRAVELWAY


Left Turn Lanes 1


ON-STREET PARKING


BIKE LANES


PUBLIC FRONTAGE

Planter TypeIntermittent or

Tree Well


Massing Category Urban


DESIGN PARAMETERS



Standard Width 24.0


Pavement Width 16.6



KEY ELEMENTS

TRAVELWAY


Left Turn Lanes 1


TRANSITWAY

Width (m) 3.8

ON-STREET PARKING


BIKE LANES


PUBLIC FRONTAGE

Planter TypeIntermittent or

Tree Well




Dedication WidthDedication Width


Standard Street Festival Street

DESIGN PARAMETERS

Road Classification Local


Standard Width 20.0

Additional Width (each side) N/A

Pavement Width 11.8



KEY ELEMENTS

TRAVELWAY


Left Turn Lanes 1


ON-STREET PARKING


BIKE LANES

Bikes share the travel lane because of low volumes and speeds

PUBLIC FRONTAGE


or Tree Well




DESIGN PARAMETERS

Road Classification Limited Local


Standard Width 20.0


Pavement Width 18.8


Shoulders or Curbs Ribbon Curbs

KEY ELEMENTS

TRAVELWAY


Left Turn Lanes 1


ON-STREET PARKING

Head Out Angled Parking Lane Width (m) 5.7

BIKE LANES

Bikes share the travel lane because of low volumes and speeds

MEDIAN

Median Width (m) 9.4

PUBLIC FRONTAGE

Planter TypeIntermittent,

Rain Garden or Tree Well




Dedication WidthDedication Width


Planter TypeGrass includes areas for sod, shrubs, or ground cover and

flowering or canopy trees.

Intermittent planters are raised or flush areas for the planting of

shrubs or ground cover and flowering or canopy trees.

tree Wells are used in more urban conditions where continuous

sidewalks are desired. This may include a tree grate, which may

be less than full planter width.

rain Gardens are landscaped areas intended to facilitate overland

conveyance and infiltration of stormwater parallel to a street

Infiltration wells may be used in all planter types.

Massing CategoriesUrban

Individual tree plantings of the same species on a formal,

regimented spacing layout.

Spacing - 6-12m on center or some fraction thereof. Opposite

tree placement along opposite sides of the right-of-way.

strUctUred

Loosely grouped and/or individual trees of the same species

placed generally on a more formal layout. Loosely grouped tree

Urban strUctUred

(individUal)

strUctUred

(GroUpinGs)

Wood lot natUralistic

General Street Tree Planting Design Standards• Street tree planting shall comply with City

Arborist’s recommended plant palette.

• Trees within 1.2m of a sidewalk or roadway will have

a minimum of 1.8m height clear trunk at the time of

planting and a minimum of 2.4m straight trunk to

accommodate future ‘limbing up’ of trees.

• Canopy trees will be planted no closer than 3.7m

from any light standards, as measured from the

trunk of the tree.

• All trees shall be staked to allow for reasonable

maintenance, pedestrian, and vehicular passage.

• Trees shall be placed outside of vehicular clear

zones.

• Trees may be watered by means of low-volume

bubbler at each tree. Hand-watering as a means

of irrigation is allowable only during a one year

establishment period.

spacing should be reserved for right-of-way/open space interface

zones.

Spacing of individual trees or groupings - 12-18m on center or

some fraction thereof.

Woodlot

Clustered plantings with individual clusters occurring on more

formally spaced pattern and with less species diversity than the

naturalistic category.

Spacing – Two canopy trees and two understory trees each side

of the street per 30 linear meters of right-of-way.

natUralistic

Planted to approximate a natural forest canopy. Plantings occur

in informal clusters varying in quantity, species and spacing.

Spacing – Two canopy trees and two understory trees each side

of the street per 30 linear meters of right-of-way.

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Figure 12 Public Open Space Framework Plan

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Key Public Open Space Streetscape Right-of-Way

72 Avenue

71 Avenue

70 Avenue

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70 Avenue

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Public Open Space GuidelinesThe Public Open Space Guidelines describe the intent and key

elements of the parks proposed to be part of Newton Town

Centre. Open Spaces - parks, squares, plazas, conservation lands,

paths, greenways, and public streets - are essential to a high

quality of life. The benefits of a well-planned system of open

spaces include increased property values, community identity,

improved community aesthetics, opportunity for recreation and

socializing, protection of natural resources, and multi-modal

transportation linkages. Parks and open spaces are used by

residents and the general public for many different functions,

requiring a range of sizes and types.

These spaces should be integrated into the fabric of the

community along with other public infrastructure systems

such as streets, utilities, and stormwater drainage. Therefore,

a multitude of parks of different size and character is more

desirable than a small number of larger parks.

IntentProvide resource-based passive recreation and stormwater

management area along with a small area for as-yet

unprogrammed active recreation along 70 Avenue.

Key Elements• Stormwater infiltration area serving runoff from

Main Street’s extended infiltration trenches

• Stormwater lake of approximately 2.2 HA

• Public Art

• Looping trails

• Significant tree preservation

Newton ParkA


IntentProvide woodlot preservation and passive recreation in

the center of the park, a formal plaza on the south end for

gatherings associated with the “Festival Street” area to the west,

and a square on the north end of the park as a terminus to the

70 Street Plaza.

Key Elements• Significant tree preservation

• Hardscape plaza with public art installation

• Urban square

• Playground associated with Wave Pool expansion

Forest ParkB

IntentProvide linear promenade connecting east and west gateways

along 72 Avenue to the “Main Street”.

Key Elements• Mixed landscape and hardscape plaza

• Significant sidewalk width (> 4.0 m)

• Public Frontage similar to requirements for “Main

Street”

• Link with Forest Park square on east

72 Avenue PlazaC


IntentProvide space for transit passenger exchange and orientation

along Main Street spine.

Key Elements• Primarily hardscape plaza

• Significant sidewalk width (> 4.0 m)

• Public Frontage similar to requirements for “Main

Street”

Main Street PlazaD Mews

IntentProvide north-south pedestrian connection and low-impact

stormwater management area as part of “green fingers” concept.

Key Elements• Stormwater infiltration area serving runoff from

surrounding developments

• Pervious paved or gravel pathway

• Significant landscape

E


Community Gardens Gateways

IntentProvide symbolic reference and beginning of sequence of entry

into Town Centre.

Key Elements• Monumentation or public art

• Primarily hardscape

IntentProvide open space and location for residents to grow and harvest

food.

Key Elements• Located within lower density area to allow longer

duration of sunlight during growing season

• Allowance for small, securable structures for storage

of supplies

• Multiple water sources

• Parking provided by adjacent on-street spaces

• Linked to pedestrian network

F G


Private Realm GuidelinesDevelopment of the Private Realm of Newton Town Centre is

governed by the following set of guidelines. These guidelines

applicable to all new developments and improvements to existing

buildings located within the Newton Town Centre area and are

intended to reinforce the overall design objectives of the Stage

One Plan, creating a vibrant pedestrian environment through

active ground floor uses, an orientation toward streets and

public spaces, and densities that are supportive of transit. This

is envisioned to occur by integrating residential uses into the

redevelopment of sites in close proximity to the transit exchange

along with commercial, institutional, and open space uses.

General Design GuidelinesThe urban design of the Newton Town Centre, meaning the

building placement, massing, and articulation, will be key to

achieving a strong and distinctive sense of place that will attract

residents and visitors to the area.

Recommended overall urban design guidelines include:

• Every building should be designed to contribute

to the interest and enjoyment of the pedestrian

experience along the adjacent public realm.

• Where appropriate, especially in retail and office

uses, a high proportion of glazing at the ground

floor is recommended for this purpose. Blank walls

facing streets are discouraged. Where they are

unavoidable, a combination of spandrel glass and

high quality landscaping is encouraged to mitigate

the visual impact of the wall.

• Buildings, outdoor spaces and landscaping are to be

located and designed to maximize opportunities for

informal surveillance.

• The transitions between the public realm and the

private realm should be designed in a way that

clarifies the locations of public versus private uses.

This can be done through changes in elevation

between private uses and the public realm, low

walls or fences, and small planters and landscaping,

or through other means that achieve a similar

result.

• Parking, including visitor spaces, should be

contained within the building envelope, either at-

Indicative examples of mixed-use buildings that reinforce the overall design objectives of the plan.


72 Avenue

71 Avenue

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Private Realm

Future Transit Reservation

Active Ground Floor Use Required

Figure 13 Private Realm Development Framework


grade, underground, or in a structure. Access to

parking access should be provided along a non-

retail frontage and should be designed to minimize

its visual impact on the adjacent public realm.

• To the greatest extent possible, services such as

garbage collection, telephone, electric, and cable

cabinets, gas metres, and storage or loading areas

should be located to minimize their visibility from

the public realm.

• Design of exterior spaces should consider should

respond to climactic conditions, providing for rain

protection and shade structures, snow collection

and removal needs, and light access in winter.

• Buildings within the Town Centre should be

designed following contemporary architecture

styles and should favor materials that are high-

quality, durable, and easily maintained, such as

concrete, brick, stone, tile, and glass.

• Materials with a high tactile interest, such as brick,

stone, or wood, should be used where people

are likely to come into physical contact with

buildings such as at primary pedestrian facades, on

balconies, and in entry and lobby areas.

• Surface parking within the Town Centre is to

be limited the minimum required by governing

code. Additional parking above code minimum is

permitted provided that it is contained below a

building or in a parking structure.

• Buildings should be sited to maximize the length of

façade along the street.

• Buildings should be located close to the street

frontage, at the minimum setback from property

lines to create a strong architectural edge.

• The massing, setbacks, and orientation of buildings

should reinforce a pedestrian environment.

Guidelines for Residential Over Retail or Office UsesThe Stage One Plan envisons a diversity of housing types

within Newton Town Centre in order to serve a wide range of

households. This housing is to be low to mid-rise construction,

and will include a variety of building forms to create interesting

streetscapes within the Town Centre.

• Two to four storey buildings where uses at ground

level may be commercial or residential, depending

on the requirements of the plans

• Three to six storey apartment buildings where

floors above the fourth storey are set back from the

adjacent front façade and where ground floor uses

may be retail, office, or residential.

Residential development is encouraged within the Town Centre

area above retail uses in the ground floor of buildings and above

office uses that may occur in the second floors of some buildings.

The urban design considerations for mixed-use developments

must balance the desire for a continuous and animated retail

frontage along designated retail streetscapes with the need to

provide identifiable and usable entries to upper-floor office and

residential uses.

Recommended guidelines include:

• Entries and lobbies for upper floor residential

uses in mixed-use buildings should be located with

a clear residential design expression featuring

such elements as: extensive glazing, high ceilings,

seating for guests, and inviting lighting.

• Entries and lobbies for second-floor uses should be

located on non-retail streets or if located on a retail

street, contain retail merchandise or interesting

displays that relate to the upper-floor uses.

Indicative examples of residential mixed-use buildings


Guidelines for Institutional BuildingsNewton Town Centre contains a significant number of

institutional uses, including the library and various recreational

facilities. These uses play an important part in bringing the

community to the Town Centre. As new institutional uses are

developed in the Town Centre, the following guidelines should

apply:

• Institutional uses should be located in non-retail

fronting locations. If the use is located in a primary

retail corridor, then provision for a “liner” of retail

uses on these streetscapes should be made. If

a retail streetscape frontage is not achievable,

then the program for the institutional use should

be assessed with the intent to locate one of the

most interesting and active components in view of

passing pedestrians (reception, café, children’s play

area, etc.).

Guidelines for King George Boulevard BuildingsDevelopment along King George Boulevard should be designed

to create a walkable environment to the greatest extent possible.

To that end, the following guidelines should apply:

• Strong architectural edges should be created along

King George Boulevard. This can be accomplished

by locating principal buildings at the minimum

required front yard setback and including a high

proportion of glazing as a major component of

facades facing King George Boulevard.

• Corner sites along King George Boulevard are to

be anchored with buildings and a gateway plaza

utilizing a combination of landscape, hardscape,

and architectural elements. These anchor buildings

should provide a visual landmark and be designed

to be pedestrian accessible from abutting streets.

The use of abundant glazing and windows oriented

toward the primary streets is encouraged.

Guidelines for the Transit Exchange BuildingsDesign of buildings at the Transit Exchange will be key to

developing the standard of architecture for the Town Centre and

should reflect the central role they will play in the community.

The following standards should apply:

• Buildings are encouraged to be mixed-use, with

residential or office uses above a retail ground floor.

• At the Transit Exchange, principal buildings

should anchor corners and be designed with due

consideration to the visual prominence of these

buildings as landmarks.

• Site design should reflect the large numbers of

pedestrians anticipated at the site, and prioritize

pedestrian movements to the greatest extent

possible.

Guidelines for Parking Area DesignParking should be designed to be safe and easily accessible and

should not dominate the development of a site. The following

guidelines should be followed in the design of parking areas:

• Surface parking within the Town Centre is to

be limited the minimum required by governing Indicative examples of institutional buildings


code. Additional parking above code minimum is

permitted provided that it is contained below a

building or in a parking structure.

• Pedestrian walkways through parking areas are

strongly encouraged and should be carefully

defined, particularly where pedestrian and vehicle

conflicts are unavoidable.

• Building exposure should be maximized and parking

areas minimized along King George Boulevard,

where parking areas should be located behind

buildings and be screened from direct view from

the street.

• Where parking areas cannot be located behind

buildings and are therefore adjacent to public

streets, parking areas shall be screened using some

combination of landscaping, colonnades, trellises,

pergolas, low transparent fences, low masonry or

concrete walls.

CPTED GuidelinesThe City of Surrey is committed to creating a safe urban

environment. This is particularly important in a highly visible and

active area such as the Newton Town Centre, where the Transit

Exchange attracts large numbers of people throughout the day.

Implementing “Crime Prevention Through Environmental Design”

(CPTED) principles and strategies at the concept and design

stage have proven to be a very effective and proactive means to

prevent crime. CPTED aims to minimize opportunities for crime

by designing the physical environment to reduce opportunities

for crime, the fear of crime, and nuisance behavior such as

loitering, littering, and vandalism.

• All new development within Newton Town Centre

will be required to incorporate CPTED measures

as contained the policies of the Surrey Official

Community Plan.

• CPTED principles should be considered at the

site planning stage to coordinate and maintain

continuity of buffering, landscaped strips, sidewalks

and multi-use pathways from one development site

to another.

Guidelines for Sustainable DevelopmentNew development in the Town Centre is encouraged to

incorporate principles of sustainable development in the site

planning and building design using LEED (Leadership in Energy

and Environmental Design) or similar standards in the following

areas:

• Minimize storm water run-off by increasing green

space and areas planted with shrubs, ground cover,

and trees, and keeping paved impermeable areas to

a minimum.

• Design landscaping to reduce water consumption

and minimize site irrigation.

• Rainwater and stormwater should be harvested for

irrigation and other uses on site.

• Maximize the quantity of native species including

planting material that is drought resistant and

trees that provide shade. Incorporate means of

maximizing water efficiency within buildings.

• Exterior lighting should utilize compact flourescent

or other high-efficiency lights.

• Buildings should be designed to benefit from solar

heat gain by orienting generally north south to

maximize southern exposure.

• Design should consider alternative and renewable

energy production systems such as geothermal

heat pumps, solar heating, biomass, and winds.

• Reused wood or reclaimed lumber and other

materials with recycled content should be used

where possible.

• To the extent possible, construction should use

locally-sourced building products.

• Orient buildings to maximize daylight penetration

and natural ventilation into working areas. Maximize

windows on the exterior walls; incorporate skylights,

interior courtyards or terrace the buildings for

daylight penetration into the interior, etc.

newton tc plan

Documents

land use plan

newton town centre plan

transit exchange concept

illustrative urban design

design guideline plan

illustrative master

street framework plan

land use concept