north fairview area redevelopment plan

Chris Bell, Kelsey Braun, Emily Cheng, Peter Dormaar, Rahman Ismail, Sahil Khakhar, Erin Lloyd, Ashley Millar, Kylan Neff, Dominic Ng, Nicholas Perseo, Tarandeep Samra, Samuel Vuong

Community Visioning Exercise

NORTH FAIRVIEW

UBST 591 - Capstone in Urban Studies

April 19, 2016

1.0 Introduction 1.1 Past: Historic Context 1.2 Present: Community Engagement 1.2.1 Continuing Conflict 1.2.2 Community Engagement 1.3 Future 1.3.1 Approach: Systems and Sustainability 1.3.2 Study Area 1.3.3 Vision

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3.0 Land Use 3.1 Context: Municipal Development Plan 3.2 Red District 3.3 Yellow District 3.4 Red-Yellow District Relationship 3.5 Blue District 3.6 Orange District 3.7 Purple District 3.8 Pocket Parks 3.9 Recreation Area

4.0 Mobility 4.1 Fairmount Drive 4.1.1 Overall Walkability with Tram Line 4.1.2 Complete Streets and All-Inclusive Road Use 4.2 Car-Free Corridors 4.3 Farrell Road Woonerf 4.4 Other Modes of Transportation

5.0 Sustainable Design 5.1 Green Roofs 5.1.1 Environmental and Economic Advantages 5.1.2 Social and Community Advantages 5.1.3 Potential Applications in Fairview 5.2 Stormwater Management 5.2.1 Rain Gardens, Bioretention and Bioswales 5.2.2 Permeable Pavement 5.2.3 Potential Applications in Fairview 5.3 District Energy System 5.3.1 What is a District Energy System? 5.3.2 How Could a District Energy System Benefit Fairview?

6.0 Public Realm 6.1 Public Art/Fairview Public Art Initiative 6.2 Community Gardens 6.2.1 Potential Applications in Fairview

7.0 Community Systems / Integration

8.0 Conclusion

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Executive Summ

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Fairview is a small neighbourhood in southern Calgary that was established in 1959. Since its development it has been characterized by ongoing conflict between its industrial area in the north and the residential area that dominates the rest of the neighbourhood. The ineffective integration of these different land uses has divided the community, and hindered the ability for the neighbourhood to develop a strong and cohesive community identity. Despite these issues, Fairview presents immense potential to become a more sustainable and vibrant neighbourhood that prospers in the future, given its prime location within the city. Recognizing Fairview’s potential, the University of Calgary Urban Studies capstone class and the Fairview Community Association collaborated to create a vision for the neighbourhood in 2060.

This document defines one proposed vision of how North Fairview could redevelop into a more sustainable and prosperous neighbourhood. The vision responds to a number of concerns and requests expressed by community members during an engagement session. In addition to the conflict with the industrial areas, these concerns included insufficient public transportation, through-traffic and speeding on Fairmount Drive, lack of housing diversity, absence of different socioeconomic classes, and an ambiguous community identity. To address these issues, the vision proposes mixed-land uses, increased mobility networks with a variety of transportation modes, sustainable infrastructure, and engaging public spaces. The new design strategies will encourage a more cohesive, and sustainable community system that can be enjoyed for future decades.

Land Use:The basis of all land-use changes made for the community of Fairview were derived from the City of Calgary’s Municipal Development Plan (MDP), outlining the general vision the City has for Calgary communities. Recognizing the overarching goals in the MDP, and appropriately applying them to Fairview was crucial to achieving the greater future vision of Fairview. Additional measures were included in the land use planning to go above and beyond the MDP in terms of sustainability. All changes made regarding the land-uses lay the foundation for other changes in Fairview to occur; most greatly relying on increased density and more retail presence.

The main changes to land-use include:

- Increase density (to varying degrees) through northern Fairview

- Provide more housing options and housing diversity in the community (apartment buildings, row houses, live-work buildings)

- Increase retail space through mixed-use land uses

- Enhance and introduce more public and park space including pocket parks and a recreational area with open-air amenities on the east side of northern Fairview

Mobility:A crucial aspect to attaining greater sustainability is through improved mobility; notably through the promotion of active transportation, and collective/public transportation.

Notable changes to mobility include:

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- Implementation of a new East-West road, designated as a woonerf, allowing for all modes of transportation to share the space

- Introduction of a tram line on Fairmount Drive, providing a connection to adjacent communities as well as the greater Calgary transit system

- Reduce traffic speeds and improve active transportation on Fairmount Drive through changes in lane allocation

- Improve and implement new cycling network routes as well as infrastructure

- Increase pedestrian accessibility to amenities including improved walkability to public transit access

Sustainable Design:The vision proposes the improvement of Fairview’s environmental, social, and economic sustainability through the implementation of sustainable infrastructure, including green roofs, stormwater management systems such as permeable pavement, and a district energy system.

These systems can:

- Provide environmental benefits such as improved air quality

- Provide social benefits by improving psychological and mental health among residents

- Provide economic benefits by reducing energy costs through the mitigation of the urban heat island effect

- Collect and reuse stormwater

- Reduce the use of energy-intensive treatment plants

- Increase efficiency of energy for heating and cooling

Public Realm:As the ultimate social environments, urban neighbourhoods must provide adequate public space.

The vision proposes to establish a public realm through public art and community gardens, which can:

- Encourage social interaction by providing attractive places to spend time

- Increase aesthetic quality

- Enhance the engagement an d pride of residents in their community

- Foster strong community identities and relationships

- Provide educational and creative opportunities to residents

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1.0 Introduction

1.1 Past: Historic ContextFairview was one of Calgary’s first privately developed suburbs. Its construction began in 1959 and was led by, what was then Western Canada’s largest developer, Kelwood Corporation (Davis & Gordon, 1958). At its conception, Fairview was envisioned to accommodate approximately 3500 individuals contained in 1100 dwellings (Figure 1.1.1). Fairview’s initial subdivision plan included the placement of industrial land to the community’s north and west. To the west, Fairview’s natural topography and an additional buffer strip separated the residents from the negatively stigmatized industrial area. Though Kelwood Corporation intended to place a similar buffer strip between the northern industrial area and adjacent homes, this never occurred, inspiring decades of community grievances and tension.

As with any community, its physical layout and design has had significant impacts on the lives of its residents. The community was built as a model suburb with automobile travel in mind (Davis & Gordon, 1958). The community’s design was also heavily influenced by the planning concept of the “neighbourhood unit”. This concept, popularized by American planner Clarence Perry, specifies that most of a community’s necessities are concentrated into a self contained unit (Collison, 1954). The community, according to this strategy, should be surrounded by arterial roads, have a self-contained street network that discourages through traffic, contain local commercial business, and cultivate a population large enough to support an

elementary school (Collison, 1954). Fairview was developed with many of these characteristics, but has departed from the neighbourhood unit concept in some significant ways. Fairmount Drive winds its way through several communities, and was explicitly given a ‘meandering’ route to increase safety, however, this has not effectively deterred through-traffic and speeding. The City of Calgary reports that even in 1963, the average weekday saw up to 10,000 cars pass through Fairmount Drive (City of Calgary, Traffic Volume Flow Maps, n.d.). This heavy traffic has led to many concerns for residents in regards to safety, which have continued into present-day.

1.2 Present: Community Engagement

1.2.1 Continuing Conflict

Fairview’s physical makeup has remained relatively unchanged since its initial development. As the city has grown around the neighbourhood, Fairview has maintained its low density and automobile-oriented foundation. In particular, it has maintained strict control over its R-1 land use designation, which states houses cannot exceed a height of one full storey above their neighbour (City of Calgary, 2008). Because Fairview is almost exclusively bungalows, there has been little opportunity to develop two storey houses and accommodate larger families as a result. In addition to maintaining its original physical character, Fairview has also experienced a continuation of ongoing conflicts including opposition to the nearby industrial land. These conflicts intensified in 2001 because of a harmful industrial fire occurred in the area (660

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News, 2001).

As Fairview becomes consumed by the surrounding city, it is faced with an identity crisis as the community learns to adjust from an outer city suburb to an inner city neighbourhood. This change in Calgary’s urban landscape has led to increased traffic, especially around Fairview due to the neighbourhood’s position between four major roads. Specifically, the neighbourhood has struggled with dangerous through-traffic on Fairmount Drive. This traffic is especially concerning in the north industrial zone where sidewalks are not only narrow, but also few in quantity. The lack of safe pedestrian infrastructure, in addition to the lack of measures to slow down ongoing traffic, creates a dangerous environment that discourages residents from walking in the area and inhibits access to goods and services. Improvements should be administered to include different forms of transportation and more pedestrian friendly design, such as overpasses and pedestrian plazas.

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1.2.2 Community Engagement

In the spring of 2016, the community of Fairview underwent the beginning stages of a transformation towards a more connected and cohesive neighbourhood. The Urban Studies capstone class at the University of Calgary, in collaboration with the Fairview Community Association, has been creating a new vision for the neighbourhood. This vision addresses its current issues regarding transportation, community life, and neighbourhood sustainability. A community engagement event invited all Fairview residents to participate and share their values, opinions, and requests.

At the event, a World Cafe method was used to foster an environment where each participant was able to voice their opinions as well as expand on others’ ideas. In this method, participants move to different tables where they are asked a question and allocated a certain amount of time to respond. The questions asked were open ended in order to stimulate discussion and understand the values of the community. Specifically, the community members were asked three questions concerning the positive aspects of the neighbourhood, what holds the community back, and what they would change about the neighbourhood.

The community engagement event concluded that the residents of Fairview desire a diversified community. They want to introduce a greater variety of housing types, such as multi-family town houses, apartment buildings, and senior homes. The community is also concerned about safety in terms of road traffic, with specific requests to reduce traffic speed on Fairmount Drive, especially

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by the schools. Other desires expressed by the community included a stronger community identity, better connection to the surrounding city, improved public transportation, and better public space and pathways throughout the neighbourhood. The newly established vision proposed for the neighbourhood takes these concerns and desires into account to address both short term and long term goals. The vision proposes changes that will transform Fairview into a leading sustainable community.

1.3 FutureWhile the community of Fairview was once valued for its proximity to the edge of Calgary, it is now desired for its proximity to the city’s core. The neighbourhood has experienced a large population and demographic shift over its lifetime, with the children of the original residents moving to other neighbourhoods, leaving their parents to age in place. This phenomenon aligns the neighbourhood with what Tom Babin has called the “Doughnut of Decline,” or a region of Calgary neighbourhoods surrounding the core that are increasing in price and decreasing in population (Babin, 2015).

1.3.1 Approach: Systems and Sustainability

Fairview’s redevelopment for 2060 will take an approach that prioritizes the need to create sustainable community systems. A sustainable system is one that survives or persists (Costanza, 1995). In regards to an urban community, this means “[meeting] the needs of the present without compromising the ability

of future generations to meet their own needs” (Capra, 2014). It is critical for contemporary communities to progress towards some form of sustainability to ensure an adequate standard of life for future generations. In planning discourse, sustainability takes on three forms: environmental, social, and economic. Like all systems, an environmentally sustainable community is one that is capable of surviving as a relatively closed system. This means that the community can acquire all of its material requirements on site and is able to minimize the amount of waste produced. To achieve this environmental self-sufficiency, neighbourhoods can adopt policies for alternative energy, greywater recycling, and food security (Goodland and Robert, 1995).

Social sustainability is determined by a community’s ability to ensure standards of social equity and justice, in order to bolster ethics and prevent social breakdown. A neighborhood can achieve this by ensuring that there is a mix of different socioeconomic classes and demographics that live within close proximity to one another. All residents should have equal access to public infrastructure, services, and job opportunities. Planning for this ‘social mixing’ can be achieved by providing adequate social housing or introducing rent control in flourishing urban areas (Polèse, 2001).

Finally, a community that is economically sustainable is able to maintain a stable level of economic welfare (often measured in GDP) over time. This issue is related to social sustainability, and normally relates to problems with increasing individual and government debt, wealth

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inequality, and corruption. With respect to neighbourhood planning, progressing towards economic sustainability involves installing efficient and effective public infrastructure while remaining within the budget constraints of the municipal government (Bartelmus & Peter, 1986). All three forms of sustainability play an important role in planning for a completely sustainable community that is capable of lasting multiple generations.

1.3.2 Study Area

North Fairview is located in Calgary’s southeast quadrant, and is bounded by the CPR tracks to the west, Glenmore Trail to the north, Blackfoot Trail to the east, and the community of Fairview to the south (see Figure 1.3.1).

1.3.3 Vision

As mentioned previously, Fairview has been involved with many dichotomous controversial topics. These topics include residential and industrial, the country and the city, the quiet suburban way of life and the bustling urban lifestyle, and the past and future. As the neighbourhood faces new challenges expected over the next fifty years, including Calgary’s tripling population, dramatically changing demographics, and the consequences of global climate change, these once stark dichotomies will begin to blur into one another, leaving Fairview to find its place (ATB, 2015; Babin, 2016; McMichael, 2016). The community must change in order to confront these problems and become economically, socially, and environmentally sustainable. This document shares a projected vision of a sustainable North Fairview in the

year 2060, which has risen to meet the challenges of the 21st century. First, the document will illustrate an effective land use plan that creates a multi-generational and multi-demographic community, which will foster socioeconomic coexistence while stabilizing the population shifts that Fairview has experienced in the past. The land use will comprise of an appropriate mix of living, recreation, office, retail, and industrial. Particular attention will be paid to integrating the industrial areas into the rest of the neighbourhood in a way that enforces a stronger relationship and coexistence. The densities will be organized in a way that accommodates a much higher population, but does so while still respecting the suburban single family housing to the south. Next, the vision will outline various changes in the transportation system, including the creation of a tram system, multiple new streets and corridors that will increase the permeability of the neighbourhood, the expansion of multiple transportation infrastructures like a comprehensive bicycle lane network, and the redevelopment of Farrell Road into a safe and vibrant woonerf. Finally, the document will elaborate on the various systems and technologies that both enhance the public experience of the neighbourhood while also allowing it to achieve optimal sustainability. These systems include but are not limited to: placemaking public art installations, a network of greenspaces and community gardens, the application of an efficient and economical district heating centre, and the management of stormwater systems. In its entirety, the report will comprehensively propose an ambitious, yet realistic, vision for a sustainable North Fairview in the future.

76North Fairview Community Vision North Fairview Community Vision

1.0 Introduction

Figure 1.1.1: Historic Fairview

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Figure 1.3.1: Study Area

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Figure 2.1.1 New Districts of North Fairview

Figure 2.1.2: Fairmount Drive Tram Corridor

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3.0 LAND USE

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Figure 2.1.3: North Fairview Site Section

Figure 2.1.4: North Fairview Site Plan


3.3 Yellow District

The yellow land use district lies directly south of the red district, between the mixed-use housing to the south and high-density residential blocks to the north (Figure 3.3). This placement makes the yellow district an optimal location for commercial activity and retail opportunity. To accommodate this potential, the area will be zoned as ‘Direct Control’, with specific designation for five story residential buildings that contain commercial uses on the ground floor. These buildings will be required to have central courtyards that provide building residents with a large private outdoor green space.

The yellow district also includes a pedestrian-only corridor that creates a diagonal cut through the area. This corridor will feature street level shops and cafes on both the exterior and interior of the block. In doing so, the design will create a visually intriguing space that is sheltered from sun and environmental elements. This strategy has been successfully implemented in Denmark where the diagonal street creates a vibrant pedestrian realm that transects the traditional grid system (Figure 3.3.1).

3.4 Red-Yellow District Relationship

Pedestrians tend to feel more comfortable with a medium-rise mass distribution (Handy et al., 2002). To accommodate this comfort and keep the neighbourhood oriented toward the human-scale, a five-storey height will be employed. The buildings in the red district will have five-storey podiums, while building height within the yellow district will be limited to a total of five-stories. Regulating the height of the buildings within the neighbourhood, especially those with intensifying densities, will minimize the amount of shadow cast on the streetscape. Both the red and yellow land use districts surround a multi-use street that connects directly to a tram stop, which increases the accessibility of transportation to other parts of the city.

3.5 Blue District

The blue district land use (Figure 3.5) will be designated as Direct Control (DC), which is outlined in the City of Calgary Land Use Bylaw (City of Calgary, 2008). Because the area encourages more walking and cycling, its redevelopment into an attractive streetscape is critical. The area will contain a variety of mixed use buildings that integrate commercial and residential suites. The residential suites will be located on the upper floors, while commercial and retail opportunity will exist below. This mixed use area in Fairview will be comparable to ‘The Bridges’ project, with Permitted Uses including small retail stores, offices, apartment buildings, restaurants, outdoor

Additionally, encouraging the provision of social housing will increase the neighbourhoods accessibility for low income residents and renters. Most importantly, by building up, all occupants are given equal access to public transit and other amenities offered nearby.

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3.1 Context: Municipal Development Plan

Calgary’s Municipal Development Plan (MDP) applies a set of high-level land use typologies to all areas under the City of Calgary’s jurisdiction. These typologies reflect a 60-year, city-wide vision. The MDP is one factor in a dynamic system of forces that shape the extent to which any given Calgary neighbourhood is able to achieve true sustainability. Though the MDP does not provide an ideal blueprint for how a community such as Fairview may become truly sustainable, the current policy context must be acknowledged because it will exert significant influence on Fairview’s future development. Presently, the MDP categorizes the north section of Fairview as ‘General Industrial’. Given the historically problematic interface between industrial and residential uses, this vision proposes to redevelop the area as an extension of the Major Activity Centre (MAC, another MDP land use typology) to its north. As an extended MAC, North Fairview will feature a mix of residential and employment uses, while maintaining compatibility for certain light industrial uses. Higher resident and job densities will provide a foundation for a wide variety of sustainability initiatives, and support increased service provision for current and future residents. Increasing the density around North Fairview would allow the neighbourhood to support a tram system, district energy system, as well as local shops and services to encourage active transportation modes.

3.2 Red District

The red land use district (Figure 3.2) includes the northernmost block of the neighbourhood that runs adjacent to Glenmore Trail. The district will be zoned as a unique adaptation of M-H3, or multi-residential high density land use, with tapering height regulations (City of Calgary, 2008). The eastern corner will allow for fifteen storey buildings while the westernmost block will allow up to ten stories. The district can also benefit from density bonusing, which allows for a potential exemption from the building height restriction if they include a five story podium or base that faces the sidewalk at ground level and include at least 30 percent social housing. If this guideline is met, developers are able to include as many floors as desired so long as it does not exceed the height of the building to it’s east. The building furthest east can grow to a maximum of two additional stories because the shadows created by these taller buildings will pass over the highway. Floors two through five on the podiums will overhang the sidewalk, providing shelter from the elements for pedestrians, and the entire podium will help block sound from Glenmore Trail from entering the interior neighbourhood. Because Glenmore Trail defines the edge of Fairview, the building on the eastern edge essentially acts as a bookend for the street and neighbourhood.

This land use configuration will enable a mix of social classes. The top floors will have access to unrestricted mountain views to the west, and therefore, increased property values. For these reasons, the top floors will accommodate more established or wealthy residents.

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3.8 Pocket ParksPocket parks will be incorporated throughout Fairview to create hubs that attract people and encourage connectedness, one of the recommendations made at the community engagement event. Public squares with natural, yet aesthetically pleasing, landscape architecture will be located at the intersections of (1) Franklin Drive/Flint Road and Fairmount Drive; and (2) Farrell Road and Fairmount Drive. They will serve the neighbourhood as place making centres where the community can meet, relax, and enjoy the outdoors. Public art, fountains, and community gardens will be some of the features included in these parks. Additionally, they will be bordered by the tram line, with stations on each side. These parks have been incorporated in numerous urban areas worldwide, and expose urban dwellers to nature in a restricted space. One local example is Poppy Plaza, in Calgary (Figure 3.8.1).

In the area just north of the row houses, and where the pedestrian-only corridor turns toward the northeast, there will be a small triangle-shaped pocket park. This park will include a playground that is sheltered from the noise and activity

3.9 Recreation AreaA 0.6 hectare recreation area will be placed near the far east corner of North Fairview along Blackfoot Trail (Figure 3.9.1). This area will be zoned as a Special Purpose Community District (S-CS), and will be developed as an area to engage in sports and recreation. It will be split into two sections: the west side will have a grass lawn for field games, and the east side will be paved to accommodate hard floor sports, basketball hoops, and ping-pong tables. This will create a focal point away from the Fairview elementary school where children can gather and connect, and adults can get away from their work to relax during their lunch breaks. Two examples of these types of public installations are concrete ping-pong tables in London and a public slackline in Skavanger, Norway (Figure 3.9.2 and Figure 3.9.3).

will provide residents with public activities like a community garden and public art. McArthurGlen Vancouver Airport Outlet Mall exemplifies a similar type of land use (Figure 3.7.3) (Vancity Buzz, 2016). This particularly important intersection at Flint Road and Fairmount Drive is crucial to the connection between Flint Park, the plaza, as well as the light industrial area and outdoor market. For this reason, this area will be one of many important place making pocket parks.

of the surrounding neighbourhood. One example of what this may look like is the Triangle Park in Pittsburg, that creates an attractive natural realm in what would otherwise be an asphalt intersection (Figure 3.8.2).

cafes, live-work units, health amenities, and other commercial services (City of Calgary, 2012). Providing these types of services and ensuring they face the street will make the area welcoming, walkable, and bike friendly. Individuals can both live and work in the area because of the integration of residential apartments and commercial areas, known as live-work units (City of Calgary, 2012). To discourage automobile transportation, parking lots will not be provided in the area. This district is located along major corridors like the woonerf and the shared transportation corridor created on Fairmount Drive to promote more sustainable modes of transportation. Figure 3.5.1 provides an example of how this district will appear, illustrating commercial services located below residential suites in Calgary’s Marda Loop neighbourhood.

3.6 Orange District

Fairview will also provide row-housing south of the blue district. The row-houses will be split into two different areas. One section of row-housing will be car-free and the other will allow vehicles. The car-free row-houses (Figure 3.6.1; Figure 3.6.2) will have incentives, like discounts for Car2Go and cheaper transit passes which will attract homeowners to these residences. The area will be pedestrian and bike friendly and its location in relation to nearby amenities will give residents the ability to meet their daily needs with ease. These row-houses will also be located adjacent to a tram and bus station, which connect the area to other major nodes in the city. The other section of row-houses will allow owners to park vehicles on the

street. Permits and enforcement will be vital to ensure fairness to the residents of Fairview. The Land Use Designation will be Multi-Residential – Medium Profile (M-2). An example of this type of land use can be found in San Francisco where residents’ cars are parked in front of the iconic row-houses (Figure 3.6.3). Row-houses are also great contributors to secondary suites and affordable housing (Government of Ontario, 2015).

3.7 Purple District

While the community of Fairview will undergo many major changes by 2060, it is crucial that the area still promotes industrial land use areas. Light industrial land use areas will be found along the railroad tracks at the west end of the neighborhood (Figure 3.7.1). This area will be designated as Industrial-Commercial (I-C), Industrial-Edge (I-C), or Industrial-Business (I-B). Permitted uses for this area will allow light industrial, office, retail and consumer service, medium-small restaurant and take-out food services, library, specialized industry, and other commercial and health services (The City of Calgary, 2007). Industry that involves the use of heavy manufacturing and production of goods will be discouraged in these areas. The light industrial area will provide residents with light industrial manufacturing of goods on the bottom floor of the buildings. A second storey will be added to these industrial buildings with commercial services in the form of an outdoor market on top (Figure 3.7.2). At the south end of the light industrial area, a plaza will be implemented at ground level. This plaza will join Flint Park with the light industrial area, and outdoor market section on the second storey. The plaza

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1716 North Fairview Community VisionNorth Fairview Community Vision

Mobility and transportation are crucial to the overall functionality of a community. Transportation strategies should consider the connections that can be made within the community but also its ability to connect to the rest of the city. To ensure a cohesive transportation system, all modes of transportation and all corridors/networks should be accommodated. Implementing new infrastructure, and accommodating some of the original road networks will create increasing accessibility for all residents in all parts of Fairview. Much of the future mobility proposals will be feasible because of the increases in density made in the area as part of the land use changes.

The following map in Figure #??? shows an array of road ‘styles’ that will be implemented in Fairview.

Green - Fairmount Drive: pedestrians, cyclists, automobiles, buses, and tram.

Red - Automobile-free corridors: pedestrian and cyclist use only.

Yellow - Farrell Road: woonerf.

Blue - Non-public transit corridors: pedestrian, cyclist and automobiles.

Figure 3.1: Redistricted Site Plan

Figure 3.2: Red District

Figure 3.3: Yellow District

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Figure 3.3.1: Pedestrian Corridor in Denmark Figure 3.5.1: Mixed-use in Marda Loop.

Figure 3.6.1: North Fairview Row Housing 1.

Figure 3.5: Blue District


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Figure 3.6.2: North Fairview Row Housing 2.

Figure 3.6.3: San Francisco row housing w/ street parking.

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Figure 3.7.1: Purple District

Figure 3.7.2: Industrial second storey.

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Figure 3.7.2: McArthur Glen Vancouver Airport MallFigure 3.8.2: Triangle Park, Pittsburgh

Figure 3.9.1: North Fairview Recreation AreaFigure 3.8.1: Poppy Plaza, Calgary


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Figure 3.9.2: Public ping-pong in London

Figure 3.9.3: Public slackline in Skavanger, Norway

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4.1 Transit CorridorThe #10 bus route currently runs through Fairview along Fairmount Drive, and is a highly valued north-south connection to the rest of Calgary. For this reason, the 2060 mobility vision proposes to accommodate this existing bus route while also incorporating new modes of transportation, specifically a community tram line. This corridor is defined by the green line in Figure 4.1.1. Because of the interconnected nature of mobility systems, replacing the bus route with a tram could have consequences not only in Fairview but also on the broader mobility system of the city. It is crucial to design not only according to Fairview’s needs, but to also recognize how other communities will be affected by changes in the urban fabric. The vision proposes to accommodate all modes of motor transport by allowing road sharing, where buses, cars, and the tram will be integrated within one street and interact with each other. The goal of this integration is to maximize the overall efficiency of transportation running through the neighbourhood without sacrificing the transportation systems that have already been established within the broader city context. In doing so, residents will be given multiple transportation options, which will increase the accessibility and convenience of Fairview’s mobility network. The vision proposes to reroute bus route #10 south down Flint Road from which it can continue on its regular route. This shift leaves Fairmount Drive open for the tram line, which presents numerous benefits for the neighbourhood of Fairview, as well as Manchester to the north and Acadia to the south.

Implementing a tram line in Fairview would increase accessibility both within the neighbourhood as well as throughout the surrounding city. In terms of local accessibility, the tram would initiate development of commercial services along the corridor and increase access to the Fairview Arena and Fairmount School. With respect to city-wide accessibility, the tram line will provide another form of public transportation for residents that can more effectively connect them to the surrounding city. The tram line will extend past Lord Beaverbrook High School to accommodate the large population of Fairview children that attend this school, which will provide convenient access to the Acadia Recreation Complex. The at grade tram can use existing road infrastructure along Fairmount Drive, making the system more accessible to pedestrians and increases safety by slowing vehicle traffic (Figure 4.1.2). Slowing traffic along Fairmount Drive was among the significant concerns expressed by residents during the community engagement session. While Fairmount Drive will remain accessible to automobiles, it will prioritize the tram, cycling, and pedestrian traffic. Although Flint Road will be a more car-friendly route for buses, trucks that need access to the industrial businesses will be encouraged to use Heritage Drive. If trucks do take Flint Road, the increased activity from the mixed use zoning and variety of other transportation modes enforce slower traffic speeds. Because Fairmount Drive will remain accessible to vehicle traffic, trucks will also have the ability to gain access to the light industrial areas in the northwest. An alley could also be implemented to provide an additional entry to this light industrial area.

At the northern border of the neighbourhood, an underpass under Glenmore Trail extends Fairmount Drive into the community of Manchester. To enhance the walkability along this section of the corridor, the vision proposes the addition of wider sidewalks along Fairmount Drive, as well as improved lighting. Public art in this space would also promote pedestrians along the corridor. For example, a mural on the underpass wall could be introduced.

4.1.1 Overall Walkability with Tram Line

Trams are often associated with more sustainable urban development, especially when compared with the conventional bus system, because they are more cohesive with pedestrian traffic and activity (Aston, Currie, and Pavkova, 2015). The vision proposes to implement a street integrated tram line to improve the connectivity between the broader public transportation system. Doing so will offer users a more ‘permanent’ solution and a more reliable running schedule than that of most bus routes due to the establishment of built in infrastructure and often more frequent stops. In regards to Fairview, resident passengers will benefit from a greater selection of public transportation and thus increased convenience and accessibility. The vision offers both the service of the #10 bus route as well as the tram line. This increased transportation service will increase the flexibility of time and lead to shorter waiting times. As a result, residents will be more willing to use public transportation because they are not discouraged by long wait times or delayed schedules,

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especially in the winter months. The street-level platforms will increase accessibility by improving the ability of pedestrians to quickly enter and exit the tram. Due to the overall projected ridership and favorability of trams, transit oriented development nodes are more likely to be established in favor of bus stops.

4.1.2 Complete Streets and All-Inclusive Road Use

Calgary’s Complete Streets Policy promotes more sustainable transportation networks such as walking, cycling and transit (City of Calgary, 2016). The vision for North Fairview will comply to this policy by establishing Fairmount Drive as a corridor that accommodates all modes of transportation with equal priority. By implementing shared-road corridor for automobiles and the tram line, space-use will be more efficient and enable the inclusion of separated cycling infrastructure, as well as street parking. Small indents or ‘dips’ in the sidewalk will be utilized for this street parking. Where there is no street parking, sidewalks will be widened to offer both cars and pedestrians equal space.

4.2 Car-Free CorridorsDuring the engagement exercise, Fairview residents expressed their appreciation for the paths that currently cut-through the neighbourhood. These cut-through paths allow pedestrians to more easily navigate through the neighbourhood. To enhance this walkable characteristic, corridors exclusive to pedestrians and cyclists will be added in North Fairview. Figure 4.2.1 illustrates where these car-free corridors will be located, defined as red lines.


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These car-free corridors will have a width of approximately ten meters, and will be strictly dedicated to walking and cycling. This design will increase the sense of safety and help to promote active modes of transportation, which further enhances the sustainability of the mobility system. The corridor will also increase connectivity for pedestrians and cyclists to make these methods more efficient and convenient than using an automobile. The vision’s incorporation of higher density in North Fairview, specifically by lining the corridor with a mix of retail and residential, will additionally encourage the use of sustainable modes of transportation to access amenities or commute to work, as exemplified in Figure #4.2B. Nodes of green space, bike infrastructure, and public art will be provided along the corridor to increase vibrancy and use. Bike infrastructure, such as repair stations and bike pumps (Figure #4.2C) will make the streets user-friendly, and green space will provide an enjoyable place to sit, meet, or gather. These amenities will enhance the attraction of the streets to encourage extended use. An increased usage will initiate greater social interaction, and thus a stronger sense of community (Jacobs, 1961).

4.3 Farrell Road WoonerfA woonerf is a pedestrian and cyclist-oriented road that allows cars to move in when necessary. Literally meaning ‘living yard’ in Dutch, this road is commonly found in residential areas in Germany and Holland. The main focus of a woonerf is not to prioritize efficient movement, but instead, facilitate social interactions (Guttenberg, 1982). Cyclists and

pedestrians have priority and can easily walk between each end of the street without issues, which is evident by the woonerf in Copenhagen in Figure 4.3.1). This prioritization reduces vehicle speeds and ensures the safety of pedestrians and cyclists, which further encourages the sharing of the space. The woonerf addresses concerns identified by residents in Fairview in regards to high speed traffic cutting through the neighbourhood and discouraging active transportation as a result. With the proposed change in land use zoning, Farrell Road presents itself as an ideal street to convert into a woonerf in Fairview (Figure 4.3.2).

Street furniture and open gathering areas with greenery are encouraged in woonerfs, further promoting the social aspect of the street through placemaking. Woonerfs emphasize pedestrian friendly space, and as a result, retail and economic activities often succeed on these streets. Street facing retail is able to thrive due to the abundance of people who have the right of way.

4.4 Other Modes of TransportationWith the introduction of other characteristics to North Fairview, such as increased density, better walkability, and improved transit connectivity, other modes of transportation become more feasible. These other modes include shared mobility systems such as bicycle and car share programs. The Car2Go car share program has had great success and is widely used in the city (Fletcher, 2015). While Glenmore Trail is currently the southern boundary to use this program, an increase in density in North Fairview

would give reason to include Fairview in the Car2Go ‘home area’. Similarly, there would be an adequate demographic to support a bike share program in the area. An additional mode of mobility that could be viable in the next half-century is automated cars. The technology for automated, or self-driving, cars has been rapidly developing (Romen, 2013). These cars are expected to require significantly less parking spaces and therefore reduce the need for stationary land uses in close proximity (Romen, 2013). Cars will no longer need to be parked adjacent to or in close proximity of residences or businesses. This will liberate space currently on high value urban land and make it available for other purposes.

Another potential platform for cyclists is to create a Velo-City. A Velo-City allows riders to have access to major bike paths that connect to important nodes all season while having their own right-of-way (Alter, 2006). The potential network would be pollution free and also provide a source of safety for cyclists while offering the opportunity to lead healthy lifestyles (Alter, 2006). The bike path can be underground (like the London Tube) or upon an elevated express track (+15 system) that can move users quickly and efficiently around the neighbourhood. Another potential approach to low cost mobility would be to convert existing cycling infrastructure into ice paths for skaters to use in the wintertime. It would allow residents to skate around the Woonerf area or skate from home to work (CTV News, 2016). Bike paths and walking trails can be converted into skating paths to increase connectivity and make Fairview a landmark neighbourhood.

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North Fairview Community Vision North Fairview Community Vision

Figure 4.1.1: Fairmount Drive Tram Corridor

Figure 4.1.2: Low-floor tram example in London

Figure 4.2.1: North Fairview Car-Free Corridors

Figure 4.2.2: Mixed residential-retail corridor.

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Figure 4.2.3: Bike infrastructure - free pumping station Figure 4.3.2: Farrell Road Woonerf

Figure 4.3.1: Copenhagen Woonerft

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North Fairview Community Vision North Fairview Community Vision 3534

5.0 SUSTAINABLE DESIGN

The vision of North Fairview’s future development embraces a variety of sustainable design initiatives and innovations to reduce energy consumption and increase environmental longevity. These initiatives include: (1) green roofs and urban parks; (2) stormwater management; (3) and a district energy system.

5.1 Green Roofs and Urban Parks

5.1.1 Environmental and Economic Advantages

Green roofs are a critical initiative in sustainable design, especially as the density in cities increases and the urban environment becomes consumed by impervious surfaces like concrete and roof paving. Green roofs can mitigate this ‘concrete jungle’ phenomenon by reducing energy requirements and collecting water. As a result, they can largely contribute to Fairview’s redevelopment into a more sustainable neighbourhood. Typically, green roofs are layered with vegetation, soil, drainage and water storage, insulation, roof protection membrane and structural support (Villanova, 2016). They can be separated into three sections: (1) green roofs that are vegetated, as in Figure 5.1.1; (2) white roofs used for cooling, seen in Figure 5.1.2; and (3) blue roofs used for water management, pictured in Figure 5.1.3 (Foster, Lowe, & Winkelman, 2011; 5). These application methods can be further categorized within three different systems: (1) complete systems, where all components are integral to

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the whole system; (2) modular systems, which are installed above existing roof systems, or as portable trays of vegetation; (3) and pre-cultivated vegetation blankets, which roll plants as integrated tiles with drainage mats and root barriers onto an existing roof (Ryerson University, 2005).Vegetated green roofs can reduce stormwater run-off by an average of 50-60%, depending on the different types of plants and their water absorption abilities (Foster, Lowe & Winkelman, 2011). A green roof can also be used to improve air quality by filtering out air pollutants (Foster, Lowe & Winkelman, 2011). As the density of Fairview increases, green roofs would help to mitigate the possibility of the urban heat island (UHI), which occurs when the density of population and infrastructure in cities causes an increase in temperatures within cities (Foster, Lowe & Winkelman, 2011). Vegetation drastically reduces temperatures within cities, especially in the summer (Foster, Lowe & Winkelman, 2011).

5.1.2 Social and Community Advantages

In addition to environmental and economic benefits, green roofs and other forms of green space, such as pocket parks, can provide significant social benefits (Chiesura, 2004). Specifically, urban green space can increase social interaction as well as improve psychological and physical health (Chiesura, 2004). They do so by creating attractive public spaces for people to interact as well as escape from the stressful atmosphere of the city. The stimulating environment of cities


due to the intensity of sights, sounds, and activity can lead to increased levels of stress and exhaustion in urban dwellers (Chiesura, 2004). Implementing greenery, such as green roofs and pocket parks, can provide people with the opportunity to escape to more peaceful and natural surroundings to relax, which can significantly reduce stress (Chiesura, 2004). In doing so, they allow the city to embrace its urban vibrancy while also creating more livable environments.Similarly, reducing stress in individuals can enhance social interaction and networks, leading to the development of communities with better collective mentalities (Armstrong, 2000). People are more easily able to develop relationships within their community that strengthen a collective mindset and reduce stress. By creating environments that encourage a collective mentality and inhibit an individualist priority, communities may be more likely to progress towards socially sustainable development.

5.1.3 Potential Applications in Fairview

In Fairview, there are numerous opportunities to increase green space by implementing green roofs and parks, in addition to the pocket parks and recreation areas mentioned in section 3.5. Fairview could incentivise the installation of green roofs on all commercial and industrial buildings.

5.2 Stormwater Management

The primary focus of stormwater management is to reduce energy consumption by harvesting rainwater, as well as to filter water through systems such as bioretentions and bioswales (Spatari, 2010). Rainwater harvesting involves collecting rain and storing that water for other purposes. Some stormwater management techniques include rain gardens, bioretentions, bioswales and permeable pavements.

5.2.1 Rain Gardens, Bioretention and Bioswales

Rain gardens, or urban forests, are small plots of land that funnel water towards a central area of depressed soil to contain rainwater (Figure 5.2.1). A bioretention is a strip of land with grasses on the perimeter and shrubs or depressed soil in the centre. Bioswales are visually identical to rain gardens but do not contain water unless precipitation occurs. Rain gardens and bioswales can be implemented in parks and front yard lawns, whereas bioretentions are more appropriate between highway lanes, street lanes, bulb outs, pedestrian safety islands and pedestrian thoroughfares (Spatari, 2010).

5.2.2 Permeable Pavement

Permeable pavement is an additional method of stormwater management (Sansalone, Kuang, & Ranieri, 2008).

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Unlike traditional pavements that drain stormwater into the sewer system to be treated at a plant, permeable pavements (Figure 5.2.2) allow stormwater to percolate through tiny pores and either be collected for further use or returned to the water table (Foster, Lowe & Winkelman, 2011). This collection can lead to a 70 to 90% reduction in runoff volume during periods of intense precipitation (Foster, Lowe & Winkelman, 2011). Permeable pavement not only collects rainwater but also reduces the requirement for road salt by up to 75%, which significantly decreases the amount of treatment necessary (Foster, Lowe & Winkelman, 2011). Additionally, permeable pavements can help mitigate the UHI effect because they are more reflective than traditional dark pavements. This reflective property can decrease the amount of solar heat absorbed from 65 to 90% to only 25% (Foster, Lowe & Winkelman, 2011). Research suggests that this reflective property can lead to a UHI temperature reduction of 0.8 °C in California, which simultaneously reduces energy consumption and has the potential to save up to $90 million per year (Foster, Lowe & Winkelman, 2011). If global permeable pavement application increased to just 35-39%, over $400 billion worth of CO2 could be saved (Foster, Lowe & Winkelman, 2011).


Because it has emerged relatively recently, there is current issues with the cost of production and cleaning built up chemicals and toxins from the pavements (Sansalone, Kuang, &

Ranieri, 2008). Despite this, permeable pavements offer significant benefits and the technology has been rapidly improving, making it likely to be more viable and accessible in future years. Because of this, permeable pavements should be applied to Fairview’s future development as a method of reducing carbon emissions by conserving water and energy. As a community, Fairview would benefit from a reduction in road salts, lower temperatures from the UHI effect, and effective management of heavy rainfall. Additionally, the stormwater collected by the pavements could be used as greywater for outdoor landscape and toilets, which would reduce the water being treated by energy intensive facilities. Specifically, permeable pavements could be implemented on the top of the light industrial area within the proposed purple district. In addition, the plaza and other major walking paths, such as the woonerf and car-free corridor, could incorporate permeable pavements to decrease ponding water on walkable areas. This would increase safety by preventing the formation of ice and slippery surfaces. Additionally permeable pavements could be implemented near the pocket parks to take advantage of their ability to store water for irrigation.

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5.3 District Energy System

5.3.1 What is a District Energy System?

District Energy Systems (DES) centralize the production of energy services such as cooling, heating, and power for medium to high density areas (Hssaine, Ma & Zhang, 2015). DES can increase system efficiency and resilience greatly by integrating renewable energy sources into energy production. Also, since all forms of energy production and distribution are shared by users of a DES, there is significant potential to increase usable building space because the need for water boilers, furnaces and coolers individual buildings is eliminated (Hssaine et al., 2015). Another considerable component of DES is Combined Heat and Power (CHP) (Hssaine et al., 2015). CHP is a single integrated system that generates both electricity and heating (or cooling) simultaneously. CHP systems reuse waste heat from electricity generation to heat for other spaces, water, or industrial applications. The usage of waste energy has the potential to increase the energy conversion efficiency as high as 95% (Hssaine et al., 2015). As well, less fuel is used and less greenhouse gases (GHGs) are produced in the process. Figure 5.3.1 illustrates the DES system.

A third component of DES are microgrids, which distribute the power locally within the DES and can contribute to the reliability of larger regional grids, particularly in the occurrence of natural disasters or power outages (Hssaine

et al., 2015). The electricity loads of the microgrid can be broken down into three loads: sensitive, adjustable, and sheddable. Sensitive loads are the critical components of the system; they require a constant and reliable source of energy. These include servers, thermal storage, server room coolers etc. Adjustable loads can be controlled in power intervals. This can include elements such as air conditioners and heating or anything that involves periodic usage. Sheddable loads can be disconnected if not enough power is generated at a particular moment in time. This can include appliances such as washing and drying machines, dish washer, refrigerator etc. A CHP is often a key component of microgrids because they reduce the net amount of energy needed within the system, however, a microgrid can operate without a CHP and vice versa. As well, additional solar and wind energy sources can be added to the system to alleviate energy demands (Hssaine et al., 2015).

5.3.2 How Could a District Energy System Benefit Fairview?

A DES can offer many economic and environmental advantages, as well as improve reliability and quality of the energy system (Hssaine et al., 2015). While Fairview’s current low density is not adequate to reap the benefits of a DES, CHP and Microgrid, the proposed vision for the redevelopment of Fairview will increase this opportunity. Many residents and commercial users in the future vision can benefit from the system by reducing the net demand for energy and water heating.

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Figure 5.1.1: Vegetative ‘Green Roof’

Figure 5.1.2: Light-reflecting ‘White Roof’

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Figure 5.1.3: Stormwater Retaining ‘Blue Roof’

Figure 5.2.1: Rain Garden / Urban Forest

Figure 5.2.2: Permeable Pavement

Figure 5.3.1: District Energy diagram

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6.0 PUBLIC REALM

6.0 Public Realm

6.1 Public Art / Fairview Public Art Initiative

Public art is “works of visual art, in any media, that have been planned and executed with the specific intention of being sited or staged in the public domain” (City of Calgary, 2016). With Calgary’s aspirations to become internationally recognized for quality of public art, the vision of Fairview’s redevelopment capitalizes on the opportunity to include public art in strategic and engaging ways. (Annual Review, 2012). In a 2014 citizen survey, the majority of Calgarians expressed favourable views towards public art within the city given that it was inclusive, economical, and local. Despite these sentiments, the City’s current public art program often introduces pieces that are complicated, pricey, and restrictive. Additionally, the program often transforms the respectable practice of beautification to a difficult and financially complex undertaking (City of Calgary, 2016). As a result, there is currently no recognized public art in Fairview despite having valuable resources such as the In-Definite Arts Centre.

The proposed redevelopment vision includes multiple sites that serve to create a healthy public realm for residents. To further the impact of these areas, the implementation of a local public art initiative – managed entirely from conception to completion within the community of Fairview, can be considered. A small-scale art program such as this aligns itself with many of the sentiments regarding public art shared by citizens of the city. In addition, local

artists from within Fairview are given a platform to engage in conversation that reflects locals and enables improved interaction and sense of place. These public spaces which identify the “creative and life-enhancing value of diversity” as well as meaningful dialogue are opportune sites for socially sustainable urban communities in the future (Visconti et al., 2010). Figure 6.1.1 provides an example of what public art could include to create engaging public space.The Fairview public art initiative includes a diverse medium of public art consisting primarily of installations and murals within select sites. This allows the community to utilize its local industry and built environment to develop a unique character. Given that Fairview is a mixed-use community containing industrial-commercial district (I-C zoning), artists could benefit directly through the agglomeration of businesses such as artist studios, graphic print shops, and general light industry (including fabrication, processing, assembly/disassembly, and finishing of materials) (City of Calgary, 2008).

Local dependence on both material resources and skilled labourers who can materialize artistic conceptions will drastically reduce the costs associated with art installations. The benefits of this compared to permanent and municipally controlled installations is that the community can afford to either maintain the piece or replace it on a regular basis to bolster diversity and spontaneity within the area. The ideal location for these temporary art installations would be within the pocket parks. As public spaces aimed at becoming attractive nodes of interaction within the neighbourhood, community


6.0 Public Realm

driven art installations can help facilitate public engagement and collaboration throughout all phases of the creative process. Artists and residents are unified through the practice of art in a truly public space.

Near tram stations and the elevated commercial districts, the vision proposes the addition of murals along the otherwise dull frontages. Consumerist society can make citizens feel alienated and isolated by corporations who dominate public spaces with advertisements and other self promoting campaigns. Areas such as bus shelters and train platforms can harbor a sense of distrust and suspicion of others in public settings, which is not conducive to positive social interaction. Public art, such as mural paintings, can mediate this isolation by beautifying spaces as well as providing a piece that locals may share collectively (Visconti, et al., 2010). This low-cost remedy for beautification allows both residents and business owners to decide what aesthetic identity will define the community of Fairview. See Figure 6.1.2 for an example of how simple infrastructure like bus stops can be designed to beautify their surroundings.

6.2 Community Gardens

Numerous studies have revealed the substantial role that natural places play in urban spaces (Frumkin, 2003). Frumkin (2003) identifies instances of lowered blood pressure, reduction of juvenile asthma and of attention deficit disorder, fewer sick calls, and the importance of green walking spaces in the lives of senior citizens. Community gardens, such as the one in Figure 6.2.1, offer an

excellent opportunity to produce these, and other benefits.

Community gardens can promote economic, social, and environmental sustainability as well as encourage healthier lifestyles. Community gardens can provide greater access to food and better nutrition, increase physical activity, improve mental health, and improve security and safety in local communities (Wakefield et al., 2007). Community gardens can also provide opportunities for community development through education/job skills training, increase social capital through the development of social ties and an increased appreciation of social diversity, and improve local ecology and sustainability (Wakefield, et al., 2007, p. 92-93). Each of these benefits leads to improved long-term health of the community (Wakefield et al., 2007). For these reasons, Fairview, would benefit greatly from the implementation of a community garden in the area.


The garden imagined for Fairview would be most beneficial located in a central location like the most southern pocket park along the new tram line. This location would allow both residents to grow and enjoy the produce, and visitors to access and buy the yields as well. The goods could also be purchased by the vendors at the outdoor market for use in their shops and restaurants. While the outdoor market is accessible by all, having the garden on the ground level would allow for easier access and a more separate and defined location.

The garden would present several educational opportunities and could be utilized by the elementary school, or by potential gardening class participants. Small and interactive installations could be used to encourage participation in these areas. One suggestion made by the Fairview community during the community engagement session was to continue the element of community and connectedness that is already present in Fairview and foster this type of environment in the future. This element of connectedness can be achieved through the use of this interactive, accessible, and inviting community garden.

6.0 Public Realm

Figure 6.1.1: Underpass mural in Calgary


7.0 COMMUNITY SYSTEMS / INTEGRATION

Figure 6.1.2: Clever bus shelter design

Figure 6.2.1: Inner-city community garden

6.0 Public Realm

North Fairview Community Vision 4948

7.0 Com

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s / Integration

Vibrant communities are ones that compliment and enhance the neighbourhoods surrounding them rather than compete with them. A truly inclusive and sustainable community should never create an exclusionary sustainable pocket, but rather fuse seamlessly into the urban system. The individual neighbourhood elements that have been proposed in this document would not be possible without the community’s relationship with the city as a whole. As discussed in systems theory, the success of each element in the neighbourhood is dependent on the rest of the elements in the system. Community gardens would not be successful without public transit or safe pedestrian infrastructure, and a variety of socioeconomic classes would not be present without different housing options. These designs could not blossom into their full potential without the influence and connection to the larger city.

The addition of a mobility corridor that connects Fairview to the surrounding neighbourhoods of Manchester and Acadia will improve the ability of residents to move throughout the area more easily, making the city more accessible. This improved mobility will allow niche services to thrive with access to a healthy amount of foot traffic. In addition, the tram line that is proposed will hopefully, eventually become a small part of a complete and extensive Calgary wide transit system, that will allow Calgary residents to access other communities and services with ease. The proposal to improve the public spaces in the community through public art and community gardens makes the community of Fairview a destination

within the city, encouraging visitors from other neighbourhoods to explore. Small elements like interactive art installations have the ability to promote social sustainability not only within the neighbourhood, but also throughout the entire city.

In addition to making city wide connections, Fairview’s new vision encourages other neighbourhoods in Calgary, and perhaps globally, to implement effective design principles that foster social, economic, and environmental sustainability.


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This document depicts a future North Fairview that has boldly faced the challenges of the 21st century. Fairview can be imagined as a community that will have utilized state of the art design principles to create a place greater than the sum of its parts. Its land use typology allows for inhabitants from all socioeconomic backgrounds to connect and foster a vibrant, diverse community. Its streets allow for the flow of multiple forms of urban transportation, which connect it to its surrounding neighbourhoods and the rest of the city. Finally, it allows for the integration of state of the art technologies that minimize its ecological footprint on the environment. This vision illustrates a neighbourhood that has blurred the lines between residential and industrial, country and city, past and future, and, as a result, is able to thrive because of it. Furthermore, this document serves as an experiment of design standards and technologies that can be utilized by similar neighbourhoods in Calgary, allowing the city to more easily develop and adopt sustainable practices in the 21st century.


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References

UBST 591 - Capstone in Urban Studies Winter 2016

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