Post on 09-Jul-2020
Downtown Langley Transit Exchange Concept Plan
Presented to TransLink and the City of Langley
September 13, 2013
Prepared by:
In collaboration with:
Golder Associates Ltd. Sustainable Communities Group
DRAFT - July 24, 2013
TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................................. 1
1.1 Background and Project Context .................................................................................................. 1
1.2 Purpose and Objectives ................................................................................................................. 1
1.3 Policy Framework ......................................................................................................................... 2
2 DESIGN PROCESS .............................................................................................................................. 3
3 ISSUES & OPPORTUNITIES SUMMARY ........................................................................................ 3
3.1 Street Network .............................................................................................................................. 4
3.2 Transit Network ............................................................................................................................ 5
3.3 Land Use, Urban Form and Open Space ....................................................................................... 8
4 EXCHANGE CONCEPT OPTIONS & EVALUATION ................................................................... 16
5 EXCHANGE AND AREA CONCEPT PLAN ................................................................................... 19
5.1 Exchange Concept Overview ...................................................................................................... 19
5.2 Transit Operations ....................................................................................................................... 22
5.3 Street Network ............................................................................................................................ 26
5.4 Land Use and Built Form ............................................................................................................ 27
5.5 Industrial Avenue Connection and Access to Cascades Casino ................................................. 32
5.6 Parking ........................................................................................................................................ 32
5.7 Public Realm and Open Space .................................................................................................... 33
5.8 Wayfinding ................................................................................................................................. 41
APPENDIX 1: IMPLEMENTATION & PHASING DETAILS ............................................................... 43
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1 INTRODUCTION
1.1 BACKGROUND AND PROJECT CONTEXT
TransLink, the City of Langley and the Township of Langley are currently planning for future bus
exchange space within the Langley Regional City Centre. This exchange space is intended to support the
future transit expansion outlined in TransLink’s South of Fraser Area Transit Plan (SOFATP).
This report addresses one of the planned exchanges, in Downtown Langley. A second exchange, which is
being planned for the Willowbrook neighbourhood, is described in a companion report, the Willowbrook
Transit Exchange and Conceptual Area Plan.
Additional exchange space in the Langley area is required in both the near and long-term. The current
Langley Exchange on Logan Avenue at Glover Road has been unable to accommodate the area’s existing
transit service for several years. As population grows and the area becomes more transit-oriented, it will
become further strained to support anticipated future service increases. While a future Willowbrook
Exchange will accommodate some of these future services, a larger exchange in Downtown Langley will
also be required to meet capacity.
In addition to meeting capacity needs in the South of Fraser subregion, the two exchanges will be able to
support better transit service within the Langley Regional City Centre, including enabling residents to
more directly access the major activity centres of Willowbrook and Downtown Langley as well other
regional destinations. They will also support the municipalities’ aspirations for transit-oriented
development by providing focal points for this type of neighbourhood.
1.2 PURPOSE AND OBJECTIVES
In addition to supporting future transit service in Langley and the South of Fraser, this project aims to
support the continued enhancement of Downtown Langley, as outlined in City of Langley’s Downtown
Master Plan as a high quality, livable, walkable and transit-oriented downtown.
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Specific design objectives include:
Accommodating transit capacity needs over the near, medium and long-term
Supporting efficient and legible transit service
Fostering the creation of safe, secure, comfortable and accessible passenger and pedestrian
environments within and around the exchange
Encouraging transit-oriented development within Downtown Langley and at other key nodes in
the Langley Regional City Centre
Creating a unique identity and sense of place for Downtown Langley and the Langley Regional
City Centre
Achieving an affordable exchange solution
Minimizing negative environmental impacts
1.3 POLICY FRAMEWORK
The future vision for Downtown Langley has been established through several recent community and
regional planning processes. Planning for the Downtown Langley transit exchange builds upon a number
of existing strategies, policies and guidelines, including:
Metro Vancouver’s Regional Growth Strategy
City of Langley’s Downtown Master Plan
TransLink’s South of Fraser Area Transit Plan
TransLink’s Transit Passenger Facility Design Guidelines
TransLink’s Transit-Oriented Communities Design Guidelines
A detailed summary of these documents and the broader policy framework, along with their implications
for the Downtown Langley Exchange and catchment area, are contained within the previously produced
Downtown Exchange Context, Inventory and Analysis Backgrounder.
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2 DESIGN PROCESS Planning for two transit exchanges, one in Downtown Langley, and one in Willowbrook, is occurring
through two interrelated processes, which are a partnership between TransLink, the City of Langley and
the Township of Langley. Close coordination between the projects is important because of
interdependencies resulting from the two exchanges’ close proximity, and because of their shared role in
supporting local and regional transit services and in realizing the vision for the Langley Regional City
Centre.
The planning process for the Downtown Langley transit exchange is structured around the four key
phases identified below. Information about previous phases of work can be found in two companion
documents to this report: Downtown Langley Exchange Context, Inventory and Analysis Backgrounder
and Downtown Langley Concept Options and Evaluation Report.
1. Background review and context assessment
(see Downtown Langley Exchange Context, Inventory and Analysis Backgrounder)
2. Development of design objectives and evaluation criteria
(see Downtown Langley Concept Options and Evaluation Report)
3. Development and assessment of exchange options
(see Downtown Langley Concept Options and Evaluation Report)
4. Identification and refinement of a preferred option (detailed in this report)
Input from the public and stakeholders, including adjacent landowners and nearby businesses, informed
each stage of the project. Public open houses and a project web page facilitated engagement with the
broader community. More information about consultation on this project can be found in the Downtown
Langley & Willowbrook Exchange Consultation Report.
General themes from consultation feedback included:
Integration with community and/or development – to ensure each exchange is part of, and not
separated from, its context
Mixed-use neighbourhoods – to support transit use and walking, and create a more active
exchange area
Personal safety & security – by ensuring the exchange and adjacent buildings and open spaces
are oriented and designed to foster activity (‘eyes on the exchange’)
Bicycle access/storage - to ensure convenient transit connections for cyclists
Improved pedestrian connections, especially across major arterials to improve pedestrian access
and safety
Placemaking (arts/amenities) – to ensure each exchange is a unique and identifiable ‘place’
Further information on stakeholder engagement and feedback can be found in the Downtown Langley &
Willowbrook Exchange Consultation Report. More information about the options and their evaluation can
be found in the Downtown Langley Concept Options and Evaluation Report.
3 ISSUES & OPPORTUNITIES SUMMARY
Conceptual options for the exchange were informed by an analysis of existing and future site conditions,
opportunities and constraints. This review and analysis is contained within the Downtown Exchange
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Context, Inventory and Analysis Backgrounder which represents a key reference document for this report.
The information contained in that report is summarized below.
3.1 STREET NETWORK
The City of Langley’s road network is dominated by its radial nature and by the presence of both the
Roberts Bank Rail Corridor (RBRC) and the Langley Bypass (Highway 10). Both are major barriers in
the City and almost sever the northern areas from the central and southern areas. The wheel and spoke
road network makes navigating the City a challenge. However it does have the advantage of emphasizing
the City Centre as a node.
The road network within the City is well established with little opportunity for expansion. The
establishment of new links to facilitate a grid network is likely to emerge from the Master Transportation
Plan Update. An example of such a link is 203A Street, where a connection to Fraser Highway would
promote a grid network and would also serve the proposed new transit exchange. A grid network enables
shorter travel distances and encourages non-motorized transportation options, although some retrofitting
of the existing road network would be necessary to accommodate walking and cycling facilities.
Expected changes to operations on the Roberts Bank Rail Corridor around Downtown Langley are
anticipated to change traffic patterns and transit routing within the Langley Regional City Centre. As train
volumes increase over time, reliability on Fraser Highway between Willowbrook and Downtown Langley
is expected to decrease. This will likely lead to private vehicles and future transit routes increasingly
utilizing 203 Street via the 204 Street overpass to access Downtown Langley. Accessibility from 203
Street is, therefore, a consideration in siting and configuring the Downtown Langley Exchange. As other
transit routes may also be diverted from Fraser Highway to 56th Avenue, accessibility of the exchange
from the south is also a consideration.
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3.2 TRANSIT NETWORK
3.2.1 EXISTING AND FUTURE TRANSIT NETWORK
The existing transit network in the Langley area connects to Surrey to the west, Maple Ridge to the north
and Abbotsford (via Aldergrove) to the east. In addition to a few major regional routes, such as those
travelling on the Fraser Highway corridor, the Langley network consists of local routes forming several
‘figure of eights’ within the local communities. This prevents easy and efficient connections by bus to
major destinations and transit hubs in the area. In order to increase directness and legibility, the South of
Fraser Area Transit Plan aims to shift the South of Fraser network to a more grid-like system over time.
The siting of the Downtown Langley Exchange can support this shift by providing a location that can be
accessed with minimal detour from identified transit corridors.
Figure 1 below illustrates the locations of the Downtown Langley and Willowbrook exchanges within the
Regional City Centre.
Figure 1 - Regional City Centre Context
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3.2.2 ROLE OF EXCHANGE IN FUTURE TRANSIT NETWORK
The Downtown Langley and Willowbrook transit exchanges are intended to provide exchange capacity
that will accommodate existing needs as well as the future service expansion outlined in TransLink’s
South of Fraser Area Transit Plan. As the South of Fraser Area Transit Plan identified only general
locations for exchange space, additional work has been undertaken to identify more specific exchange
locations within the Langley Regional City Centre.
EXCHANGE LOCATION AND TRANSIT NETWORK
Generally, the following principles guided identification of future transit exchange space and the
development of an associated local transit network within the Langley Regional City Centre:
Connect transit routes to anticipated future rapid transit
Maximize the legibility of the transit network
Improve access to major activity centres
Maximize the directness of trips and minimize transfers within the South of Fraser and the
Langley areas
Support transit-oriented communities and regional and local land use plans
A conceptual future local transit network based on these principles is illustrated below. The planning
horizon is defined to accommodate an expanded bus network prior to the introduction of rapid transit to
Langley via Fraser Highway.
Figure 2 – Transit service between Willowbrook Exchange and Langley Centre Exchange
SPATIAL REQUIREMENTS
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Estimated long-term spatial requirements for pick-up, drop-off and layover functions are based on
anticipated existing and future bus routes identified in the South of Fraser Area Transit Plan. The
requirements include layover for the bus services on Fraser Highway but they do not include pick-up or
drop-off spaces as those will continue to be located on Fraser Highway, in close proximity to the main
exchange area.
Table 1: Downtown Langley Exchange Spatial Requirements
DOWNTOWN LANGLEY
Drop-Off* Pick-Up* Layover**
1 artic
2 standard
1 artic
1 standard
4 artic
6 standard
*excludes bus stops on Fraser Highway
**includes layover for services that pick-up and drop-off on Fraser Highway
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3.3 LAND USE, URBAN FORM AND OPEN SPACE
3.3.1 OVERVIEW
Both of the future transit exchanges, Downtown Langley and Willowbrook, are located within the
Langley Regional City Centre. As can be seen in the SWOT Inventory and Analysis (Figure 3, Page 9),
much of the Regional City Centre is characterized by large, contiguous areas of industrial, service
commercial and other low intensity, auto-oriented land uses. The core of Downtown Langley, which is a
more pedestrian-oriented and mixed-use area, represents a significant existing transit market with a
surrounding area that offers additional potential for realizing transit-oriented development.
3.3.2 DOWNTOWN LAND USE, FORM AND CHARACTER
The downtown is surrounded by a diverse set of land uses including industrial to the north, commercial to
the west and north, residential to the east and south and recreation/park uses to the southeast. While the
downtown core has a significant amount of pedestrian-oriented uses and street fronting buildings, areas
outside of the core are characterized by underutilized, lower density, auto-oriented buildings and uses.
Improving pedestrian connectivity and amenities outside the downtown core represents an opportunity for
enhancing the downtown as a whole.
3.3.3 TRIP GENERATORS
The pedestrian-oriented downtown core includes a mix of civic, retail services and apartments and
generally supports the continued transformation of the downtown into a highly walkable transit village.
The industrial uses to the north and the commercial area to the west provide significant medium to long-
term redevelopment opportunity. The four storey residential character surrounding the south, southwest
and southeast of Downtown inform further redevelopment options and character along those edges
(Figure 4, Page 10).
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Figure 3 - Opportunities and Constraints Overview
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Figure 4 - Opportunities and Constraints: Land Use, Built Form and Open Space
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3.3.4 STREET NETWORK AND PEDESTRIAN CONNECTIVITY
The proposed location for the new exchange is within convenient walking distance of important existing
downtown locations including the pedestrian-oriented retail high street along Fraser Highway, between
204 Street and 206 Street, the existing civic node that includes Langley City Hall and a number of
apartments and townhouses principally to the south of the future exchange location (Figure 7, Page 13).
Further, continuous sidewalks, frequent pedestrian crossings with special pavers and narrow carriageways
make pedestrian connections between key activity nodes convenient, comfortable and safe.
However, while the downtown core has a concentration and mix of predominantly pedestrian-oriented
uses and open spaces, areas outside of the core including some immediately adjacent to key activity nodes
are characterized by underutilized, lower density, auto-oriented buildings and open spaces with wider
carriageways. These conditions make pedestrian access to the future exchange more difficult.
Figure 5 - Fraser Highway Pedestrian-Oriented Environment
Pedestrian-oriented uses and open spaces make pedestrian connections between important downtown
activity nodes convenient, comfortable and safe.
Figure 6 - Fraser Highway at 201A Street: Auto Oriented Environment
Auto-oriented uses and open spaces within two blocks of future exchange are not pedestrian friendly.
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The significant amount of pedestrian activity that will be generated by the new exchange presents an
opportunity to embrace the intersections of 203 Street, Fraser Highway and possibly of 203A Street as
major downtown pedestrian nodes. This can be done by encouraging more active, publicly-oriented
pedestrian uses at-grade on sites at and adjacent to this area and, further, by prioritizing this area for
enhanced pedestrian amenities in the form of wider sidewalks, street trees, enhanced pedestrian crossings
and a pedestrian plaza integrated with, or directly connected to, the exchange. There is also a significant
opportunity to link the new pedestrian hub associated with the future transit exchange to the
plaza/pedestrian hub identified for Innes Corner through both public and private investments and
improvements east along Fraser Highway.
3.3.5 BUILDINGS AND OPEN SPACE PATTERNING
The Figure Ground Diagram (Figure 8, Page 13), illustrates the relation of buildings to streets and open
spaces within the exchange catchment area. Specifically, this diagram illustrates the difference between
pedestrian-oriented areas and more auto-oriented parts of the study area. The more pedestrian-oriented
areas have a relatively continuous placement of smaller buildings immediately adjacent to streets and at
the sidewalk edge. In contrast, the more auto-oriented parts of the study area generally have fewer, larger
buildings separated from each other and from adjacent streets and sidewalks by large areas of surface
parking. This results in underutilized land parcels whose buildings and entrances are disconnected from
the public realm network. The more pedestrian-oriented fabric represents a good local precedent for
transformation of the more auto-oriented parts of the study area where the grossly underutilized parcels
represent short, medium and long-term opportunities for infill redevelopment over time.
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Figure 7 - Opportunities and Constraints: Street Network and Block Structure
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Figure 8 - Opportunities and Constraints: Building Footprints and Open Space
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3.3.6 LEGIBILITY, WAYFINDING AND VIEWS
The specific location and orientation of the exchange in relation to important destinations in the
downtown, along with the type of exchange, (i.e. on-street, off-street or hybrid) has implications for
legibility and wayfinding. Specifically, physical and visual barriers will have to be carefully considered to
ensure direct sightlines and pedestrian paths between pick-up/drop-off areas, streets immediately adjacent
to the exchange and important downtown destinations (e.g. the retail high street along Fraser Highway,
City Hall and Innes Corner). Maintaining views of natural landscape features, such as the mountains, is
also an important part of the legibility and wayfinding strategy.
Figure 9 - Views to Golden Ears Over Industrial Buildings Looking North from the Downtown Exchange Site
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4 EXCHANGE CONCEPT OPTIONS & EVALUATION
A design workshop facilitated by the consultant team and attended by representatives from TransLink, the
City of Langley, the Township of Langley and Coast Mountain Bus Company staff resulted in the
identification of a number of alternative conceptual options for the Willowbrook and Downtown
exchanges. The concept options were subsequently revised and refined based on further input and
feedback from workshop participants and on further assessment and analysis by the project team. An
overview of the Downtown Langley concept options is presented below. More information about each
option can be found in the Downtown Langley Exchange Options Evaluation Report.
OPTION 1: ON-STREET
This option locates passenger
pick-up and drop-off areas on 203
Street and on Fraser Highway.
Bus layover is located on nearby
streets.
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OPTION 2: BUS MALL
OPTION 3: OFF-STREET
This option locates passenger pick-up
and drop-off areas on the same site as
bus layover. Passengers wait for buses
on a sheltered island.
This option locates passenger pick-up
and drop-off areas on an extension of
203A Street, which serves only bus
traffic. Layover is mainly located on
the existing, north end of 203A Street.
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OPTION 4: BUS STATION
MULTIPLE ACCOUNT EVALUATION
The concept options were evaluated using a Multiple Account Evaluation (MAE) that assessed
operations, spatial requirements, land use and community integration. Specific evaluation criteria
included economic development, environment, financial, social and community, transportation, land use,
deliverability, and strategic alignment. The accounts utilized in the Downtown Langley MAE are
summarized below:
Economic Development
Environment
Social and Community
Transportation
Land Use
Deliverability
Strategic Alignment
More information about the exchange evaluation can be found in the Downtown Langley Transit
Exchange Concept Option Evaluation Report.
This option locates passenger pick-up
and drop-off areas on the same site as
bus layover. Passengers wait for buses
in an indoor station house.
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5 EXCHANGE AND AREA CONCEPT PLAN
5.1 EXCHANGE CONCEPT OVERVIEW
The preferred Exchange Concept for Downtown Langley (see Figure 10 and Figure 11) locates passenger
pick-up and drop-off areas within a bus mall on a southern extension of 203A Street, which serves only
bus traffic. An extension of Industrial Avenue and a new signalized intersection connect 203 Street to
203A Street, allowing buses to circulate from the north, south and west into and through the exchange and
back onto the surrounding street network. The proposed new streets also enable better pedestrian
connections through the exchange area, and provide an alternate entrance to Cascades Casino. A
significant transit plaza at the northwest corner of the new intersection at Fraser Highway and 203 Street
provides waiting space and amenities for passengers and is framed and activated by adjacent mixed-use,
transit-oriented development with active ground floor uses and upper storey uses designed and oriented to
overlook the transit plaza and other passenger areas.
The proposed exchange allows connections to existing bus services along Fraser Highway, where there
are bus stops located immediately adjacent to passenger areas within the exchange along 203A Street.
Future rapid transit along Fraser Highway can also be integrated with the exchange, either along Fraser
Highway west of 203A Street or mid-block north of Fraser Highway, within a 30 m transit corridor/right-
of-way which would be set aside for this potential future use.
The transit exchange and associated new street connections enhance redevelopment opportunities for
properties immediately adjacent to and fronting onto the exchange. These centrally-located, transit-
adjacent properties are currently vacant or underutilized and represent regionally significant locations for
higher density, mixed-use and transit-oriented development, consistent with the vision for Downtown
Langley identified in the City’s Downtown Master Plan.
The exchange is intended to integrate into the existing urban fabric in a way that respects and enhances
the existing character of and future vision for the downtown as a compact, mixed-use and highly urban
place. The exchange has been designed to maximize its potential as a catalyst for public and private realm
development and to contribute to the downtown’s unique identity and sense of place.
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Design features that support these goals include the:
Creation of new street connections to achieve a finer grained, walkable network structure with
more route choices and direct connections
Provision of high quality pedestrian and passenger spaces that will provide comfortable and safe
connections within the exchange and to adjacent uses
Integration of the exchange with pedestrian pathways that connect to existing and planned
activity nodes
Protection of view corridors to Golden Ears, Mount Baker and other important views
Inclusion of design elements, such as public art, that reflect the City’s natural and human history
and the present community
Figure 10 - Downtown Langley Exchange Concept Overview
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Figure 11 - Birds-Eye View of the Transit Exchange Showing Future Neighbourhood Integration
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5.2 TRANSIT OPERATIONS
SPATIAL REQUIREMENTS
Long-term spatial requirements for pick-up, drop-off and layover functions are based on existing and
future bus routes identified in TransLink’s South of Fraser Area Transit Plan (see South of Fraser Area
Transit Plan 2: Analysis of the Network for 3031/1 Million Residents, Page 25). They also include
existing routes that are in addition to the routes included in the plan, such as the 395. The requirements
include layover for bus services on Fraser Highway. They do not include pick-up or drop-off spaces as
those will continue to be located on Fraser Highway in close proximity to and with strong visual and
physical pedestrian connections to the main exchange area.
Table 2: Downtown Langley Exchange Spatial Requirements
DOWNTOWN LANGLEY
Drop-Off* Pick-Up* Layover**
1 artic
2 standard
1 artic
1 standard
4 artic
6 standard
*excludes bus stops on Fraser Highway
**includes layover for services that pick-up and drop-off on Fraser Highway
PICK-UP, DROP-OFF AND LAYOVER
Pick-up, drop-off and layover locations (see Figure 12) have been identified based on the following
considerations:
Providing efficient access and circulation for transit vehicles
Ensuring passenger safety and comfort by focusing passenger areas adjacent to existing and
future transit-oriented land uses and pedestrian activity areas
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PICK-UP AND DROP-OFF LOCATION AND DESIGN
In accordance with these principles, pick-up and drop-off areas
are located close to the proposed new intersection of the
extended 203A Street with Fraser Highway, primarily on the
west side of 203A Street. Bus bays are located along the transit
plaza, adjacent to future active ground floor uses fronting onto
the plaza.
Pick-up and drop-off space on the west side of 203A Street is
composed of sawtooth bus bays which facilitate independent
arrival and departure of buses. A fifth sawtooth bay located north
of these bays is currently anticipated to serve layover but could
be converted to a pick-up/drop-off bay if required. The transit
plaza to the west of these bays provides a significant amount of
queuing space for transit passengers. This is important as many
of the routes served by this exchange serve long trips for which
many passengers prefer to queue up in order to obtain a seat on
the bus.
Additional bus bays are provided on a straight curb on the east
side of 203A Street. These bays could serve drop-off and/or
pick-up for routes arriving from the east, which would eliminate
their need to enter the exchange from the west on Industrial
Avenue, thereby reducing their circulation route through the
exchange. If required, these bays could also be converted to
serve routes from other directions.
LAYOVER LOCATIONS AND DESIGN
In order to minimize impacts on businesses and pedestrian areas, which are concentrated near Fraser
Highway, layover is primarily located further north, adjacent to non-active use areas, such as existing and
planned future parking and industrial areas. Where layover space is located adjacent to active ground
floor uses, a generous sidewalk area incorporating street trees and bus shelters is recommended to buffer
the layover space from adjacent business frontages. Layover will also be located so as to avoid blocking
businesses’ driveway access.
The concept as illustrated accommodates anticipated short to medium-term layover space in the areas
shown in Figure 10 and Figure 12, with the potential to accommodate long-term layover capacity in one
or more of the following locations:
On 203A Street north of the exchange area
On the south side of Logan Avenue between 203 Street and 203A Street
On Logan Avenue at the location of the current Langley Exchange
Other suitable locations on the surrounding street network
Because some of these future layover locations are currently adjacent to small parcels with closely spaced
or ‘open’ driveways which span the entire block frontage, there is insufficient uninterrupted curb space to
accommodate layover. Future redevelopment of uses and properties north of Industrial Avenue fronting
Figure 12 - Pick-Up, Drop-Off and
Layover Locations
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onto 203A Street should ensure off-street parking and access is from the rear to eliminate current off-
street parking fronting onto and accessed from 203A Street, as shown in Figure 13. This will enable:
A more positive orientation of future development to public sidewalks along
203A Street and Industrial Avenue
An on-street/curb-side ‘Kiss and Ride’ facility on Industrial Avenue
The provision of layover space as shown in Figure 10, as well as the potential for future layover
space north along 203A Street towards Logan, if needed
Figure 13 Future Redevelopment, Layover and Parking
As properties redevelop, buildings
are re-oriented to provide access from
the lane
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POTENTIAL CIRCULATION AND ROUTING
The exchange location and configuration is intended to allow safe and efficient bus movements and to
minimize bus circulation on the surrounding street network, although some circulation on surrounding
streets will be required to access and circulate between drop-off, layover and pick-up areas. Potential
routing and circulation patterns for existing and planned transit routes that reflect these principles have
been identified for the exchange, as shown in Figure 14.
Figure 14 – Circulation for Routes Served by the Exchange
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5.3 STREET NETWORK
The Downtown Langley Exchange Concept is premised on a number of changes to the street network
within and adjacent to the exchange, including two important new street connections and associated
intersections. These are necessary to enable bus access to and circulation within the exchange while
allowing routing flexibility and the ability to adapt based on future transit needs. Street network changes
required for the proposed Downtown Langley Exchange include:
The extension of 203A Street to connect with Fraser Highway to the south
The extension of Industrial Avenue between 203 and 203A Street
The closure and construction of a cul-de-sac and ‘pocket plaza’ at the Fraser Highway and 56
Avenue intersections
Traffic signals at these intersections:
o 203 Street and Industrial Avenue
o Fraser Highway and 203A Street
The future configuration and design of the intersection at 203A Street and Logan Avenue will
require further investigation. Initial analysis indicates that a signal at this location is feasible but
is not an essential component of the transit exchange.
Figure 15 – Proposed Street Network Changes
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5.4 LAND USE AND BUILT FORM
The future vision for Downtown Langley has been established through several recent planning processes
at both the community and regional scale, resulting in a comprehensive set of strategies, policies and
guidelines. Most notably, the City’s Downtown Master Plan and associated public realm and wayfinding
strategies represent a vision for a walkable, vibrant and transit-oriented downtown with a high quality of
design and a unique sense of place.
Figure 16 - Urban Design Concept Plan, Downtown Langley Master Plan
The unique identity envisioned for the downtown is to reinforce its status as the civic, commercial,
cultural and entertainment heart of the City, and to enhance the positive aspects of its traditional and
pedestrian oriented urban fabric and the niche retail services that differentiate it from surrounding areas.
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Compact, mixed-use and pedestrian-oriented redevelopment of the downtown that includes active
publicly-oriented uses and services at street level with residential and/or office uses above, along with a
range of civic uses and buildings integrated within a high quality public realm, are envisioned by the plan
to occur gradually over the next twenty to thirty years and beyond. While some low-rise residential and
mixed-use developments (4- 6 storeys) are likely viable over the short to medium-term, medium and high-
rise developments (up to 15 storeys) will likely be viable over the medium to long-term (5 to 20 or more
years). These transit-oriented building types would be appropriate to locate adjacent and near to the transit
exchange.
Figure 17 - Low-rise, Street Fronting Residential Development (Downtown Langley Concept Plan (2008))
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Figure 18 - Compact, Mixed-use Transit-oriented Development (Downtown Langley Concept Plan (2008))
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NEIGHBOURHOOD INTEGRATION AND REDEVELOPMENT OPPORTUNITIES
The Downtown Langley Concept Plan (Figure 10) is premised on an alternate location for the Downtown
Langley transit exchange than that conceived by the Downtown Master Plan. However, consistent with
the Downtown Master Plan, the preferred location and conceptual design presented in this plan is
premised on the incorporation of adjacent mixed-use, pedestrian and transit-oriented development, as
illustrated in Figure 11, Figure 12 and Figure 14.
A bus mall exchange in this area and the associated new street network connections enhance the
redevelopment opportunities for properties immediately adjacent and fronting onto the exchange. These
centrally-located, transit-adjacent properties are currently vacant or underutilized and represent regionally
significant locations for higher density, mixed-use and transit-oriented development, consistent with the
vision for Downtown Langley identified in the Downtown Master Plan.
Suitable development adjacent to passenger-serving areas of the transit exchange will provide:
Publicly-oriented, active ground floor uses that maximize casual surveillance of the adjacent
transit plaza. Uses should include cafes, restaurants and shops whose uses and seating areas spill
out into the adjacent plaza
Appropriate overlook of adjacent open spaces from ground level and upper storey uses
Pedestrian and public realm amenities including weather protection, street trees and street
furniture
High quality design with pedestrian scale design elements
The most suitable uses adjacent to layover areas would be office or institutional, although other uses may
also be compatible.
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Figure 19 - Redevelopment Opportunities and Precedents
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5.5 INDUSTRIAL AVENUE CONNECTION AND ACCESS TO
CASCADES CASINO
The new street connections required for the new exchange create opportunities for access and circulation
to private properties adjacent to the exchange, including the Cascades Casino and its surface and
structured parking areas. Incorporating a new street network connection west from 203 Street along
Industrial Avenue creates direct physical and visual access to the Casino from 203 Street for vehicles and
pedestrians. The transit exchange also provides excellent access to the casino, hotel and convention centre
due to its immediate adjacency.
5.6 PARKING
OFF-STREET PARKING
Off street parking should be accommodated with structured parking incorporated underground and/or into
the base of buildings. Because of soil conditions within the general catchment area of the future Langley
Exchange, only one level of underground parking is likely viable. Therefore, above ground structured
parking will likely be necessary, especially for buildings greater than four storeys in height. Above
ground structured parking, either at-grade or in upper storeys, should not interface with or be visible from
public open spaces within the exchange catchment area. This should be accomplished by locating active
uses at-grade and locating residential or office uses on upper storeys, in between structured parking areas
and public open spaces, as shown in
Figure 20. Access to structured parking should be located in the rear of buildings, with parking entrances
recessed slightly from the main façade.
Off-street surface parking should generally be avoided within the exchange catchment area. If
unavoidable, off-street surface parking should be only be accessed from the rear of buildings, so as to
avoid locating off-street surface parking directly adjacent to public open spaces. Where surface parking
areas interface directly with public open spaces in the exchange area, they should be screened using
landscaping such as street trees, a trellis or shrubs. Landscape screening should still allow views into and
from the surface parking areas from directly adjacent public open spaces to improve safety.
Figure 20 – Conceptual parking strategy for new development
Industrial Avenue
Connecting Industrial
Avenue west from 203
Street through to 203A
Street creates direct
visual and physical links
to the Cascades Casino
for pedestrians and
motorists.
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ON-STREET PARKING
Future on-street parking within the general exchange catchment
area is encouraged to serve future adjacent retail and residential
frontages, and therefore should be provided within the surrounding
street network where possible.
On-street parking will need to be restricted in the curbside areas
within the exchange area that are accessible to general vehicle
traffic, but which have been identified to serve future pick-up,
drop-off, layover or Kiss and Ride functions. Figure 21 identifies
curbside locations within the exchange area where on-street
parking will be restricted to serve these functions.
Future redevelopment of uses and properties north of Industrial
Avenue fronting onto 203A Street should eliminate current off-
street parking which fronts onto and is accessed from 203A
Street. Instead, future parking should be accessed from the rear
of the building. This will enable a more positive orientation of
future development to public sidewalks along 203A Street, as
well as enabling the potential for future layover space if needed
(See Section 5.2, Figure 13).
5.7 PUBLIC REALM AND OPEN SPACE
The transit exchange will be a vital civic resource and is a
significant opportunity to create a community focal point with a
strong identity, and to define a unique character and sense of place
for the area as a whole. This will require making the transit
exchange a community asset that can catalyze redevelopment by creating a vibrant people place that is
connected to the adjacent and surrounding areas. Accomplishing this vision of an exchange will require
high quality plaza and streetscape design, distinctive architecture and public art. This quality of space will
Bus Only
On-street parking restricted
Figure 21 - On-street Parking
Restrictions
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provide comfort, safety and amenity for passengers and pedestrians while also contributing to the
neighbourhood.
STREETSCAPE
Streetscapes within exchange and catchment area include:
A continuous planting of street trees along both sides of the street, in and adjacent to the
exchange, that provide comfort and visual interest for passengers and enhance the exchange’s
quality and identity
Zebra crosswalks made of special paving materials at all key pedestrian crossings that increase
driver awareness of pedestrian zones
Public amenities including benches, planters, garbage receptacles, bike racks and distinctive bus
shelters in areas with high pedestrian activity that enhance passenger comfort, convenience and
amenity
Pedestrian-scaled lighting, particularly in high-activity pedestrian areas that enhances passenger
safety and comfort. Pedestrian-scaled lighting is located and spaced to provide sufficient
illumination (approximately 10 m apart).
PUBLIC OPEN SPACE
A series of plazas ranging in scale and function, within and adjacent to the exchange, enhance passenger
comfort and amenity, helps to create a unique sense of place and identity for the exchange and improve
legibility of the exchange and wayfinding within the broader downtown context.
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Figure 22 - Langley Exchange Transit Plaza
A major transit plaza at the northwest corner of the new intersection at Fraser Highway and 203A Street
allows queuing space for transit passengers while providing them with a range of public and private
amenities. It also helps to connect the exchange to the neighbourhood by integrating adjacent private
development with passenger pick-up, drop-off and waiting areas. As such, the plaza is framed by active
ground floor uses, such as cafes, restaurants and shops whose uses and seating areas spill out onto the
plaza. In addition to this private seating, the plaza includes public seating areas, incorporated with trees,
throughout the space. Transit passenger seating and passenger information is provided through distinctive
passenger shelters. These shelters open to the east and west, enabling direct visual and physical
connections through the plaza.
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Other elements of the proposed Downtown Langley exchange transit plaza include:
The placement of windows, balconies and street level uses to allow for casual surveillance of the
transit plaza and ‘eyes on the exchange’
Incorporation of active ‘edge-uses’ such as cafes with weather protected seating areas that spill
out onto the plaza
A continuous tree canopy over the plaza, achieved through large canopied trees in the plaza area
and a maximum tree spacing of 10 m throughout the exchange. Trees should be located adjacent
to transit shelters to create shade and visual interest for passengers:
o Street trees within the exchange and in the surrounding and adjacent street network
should be consistent in their species and spacing to enhance legibility and placemaking.
The plaza concept also proposes large canopied trees for the plaza area
The use of special paving materials unique to the transit plaza and adjacent pocket plazas on
Fraser Highway to help identify the plazas as pedestrian-oriented, special use areas
Incorporation of public art to create a sense of place that will also assist in wayfinding by
identifying the exchange. As such, a public art piece should be located so that it will be visible to
people traveling on the Fraser Highway
A fence with heavy landscaping screening to provide a physical barrier between the exchange
plaza and the adjacent parking access area. This will also enhance the physical definition of the
plaza
On-site infiltration features to help irrigate trees and planting areas and mitigate the impact of
impervious areas
Long-term bike storage incorporated into the plaza design which represents an opportunity for
public art or a mural
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Figure 23 – Transit Exchange Plaza Concept Plan
Landscape screen of
adjacent parking access
area
Long term bicycle
storage
Incorporate public art in a
highly visible location to
create a unique identity
and sense of place and
assist in wayfinding and
legibility of the exchange
Street trees
integrated with
transit shelters
Weather protected café
seating area adjacent to
public plaza
Driver facilities
building fronts
onto plaza
203
-A S
tree
t
T Marker
Large canopy plaza trees
Potential for permeable
paving in plaza area
(slope paved area to
infiltration area/rain
garden)
Depressed
planting area/
rain garden
Short term, covered
bicycle storage
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Figure 24 - Transit Exchange Plaza Concept Section
FRASER HIGHWAY POCKET PLAZAS
Two small plazas are proposed along Fraser Highway immediately adjacent to the exchange area to
provide additional amenity space for passengers and to enhance connectivity of the exchange to sidewalks
and pedestrian areas along Fraser Highway.
Figure 25 - Fraser Highway Pocket Plazas
Two pocket plazas adjacent to the
exchange on Fraser Highway at the
intersection with 203A Street help
identify the exchange along Fraser
Highway. A consistent pavement
treatment within the exchange and these
pocket plazas improves legibility.
Small plaza created by closing
56 Avenue at Fraser Highway
creates an enhanced
pedestrian area around the
existing 502 bus stop.
20
3-A
Str
eet
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INDUSTRIAL AVENUE LINEAR PLAZA
A linear plaza with potential for either residential or commercial frontage at grade creates an enhanced
pedestrian area for passengers traveling to the main exchange area or for passengers waiting at the bus
stop on the south side of Industrial Avenue.
Figure 26 - Industrial Avenue Linear Park Conceptual Design
Figure 27 - Industrial Avenue Linear Park Conceptual Design
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Figure 28 – Marine Drive Shelter
TRANSIT SHELTERS
Transit shelters in the exchange should be designed and built
to enhance an attractive pedestrian environment and unique
sense of place in the exchange. Design of shelters in the
exchange should follow TransLink’s Bus Infrastructure
Design Guidelines (2012) and the following design
approaches:
Locate shelters at least 0.6 m from the curb and 1.5
m from any vertical object
Provide receptacles for garbage and recycling
within, or adjacent to, the shelter
Integrate appropriate wayfinding and transit
information into transit shelters
(see Section 5.8)
Combined street and pedestrian
lighting
Garbage/recycling receptacle
Seating incorporated into the transit
shelter
Wayfinding incorporated into transit
shelter
Tree canopy overlaps with transit
shelter
Figure 29 – TransLink Shelter Design
Guidelines
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KISS AND RIDE
Due to the bus-only configuration of the exchange along 203A Street south of Industrial Avenue, a kiss-
and-ride facility, to accommodate passenger pick-up and drop -off from private vehicles, will need to be
located outside of the immediate vicinity of the transit passenger pick-up and drop-off areas. However,
the kiss and ride facility should still be located so that it has direct visual and physical connections to
passenger pick-up and drop-off areas while not interfering with transit operations. Potential locations
include:
Curbside along 203A Street north of Industrial Avenue
Within the casino parking lot, immediately adjacent to proposed pocket plaza at Fraser Highway
and 203A Street
Along the northern curbside of Industrial Avenue immediately west of 203A Street
OPERATOR FACILITIES
Bus operator facilities, such as washrooms, are included within the transit exchange in a small building
that fronts onto the plaza (see Figure 23). Ideally, end of trip facilities for operators would be provided by
adjacent buildings and uses to avoid the expense and impact on the public realm from a stand-alone
facility building.
5.8 WAYFINDING
The Downtown Langley Transit Exchange Wayfinding Strategy is aligned with the 2011 TransLink
Wayfinding Standards. TransLink’s wayfinding standards are premised on three broad principles:
1. Encouraging multi-modal journeys
2. Providing information consistently
3. Delivering usable, suitable and manageable information
Information requirements are based on a series of questions that riders subconsciously ask themselves as
they plan and make their journeys. The bus exchange zones associated with these questions are identified
in Figure 30. Signage is located within these zones to facilitate trip planning and orientation. External
signage provides high level orientation by marking the transit exchange with a distinctive T-Marker to
indicate the presence of a transit exchange. Circulation signage provides information on journey planning
and circulatory information while bus stop signage includes route schedules, route diagrams, fare
information and Next Bus service information. Wayfinding signage in these three zones is based on the
principle of progressive disclosure of information, meaning that only the most relevant information is
provided to users at each stage of their journey. This allows users to make decisions more easily without
being overwhelmed by information.
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Figure 30 – Wayfinding Strategy for the Downtown Langley Transit Exchange
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APPENDIX 1: IMPLEMENTATION &
PHASING DETAILS
Implementation of the exchange will require acquisition of land for the new
rights-of-way required for the exchange and for the plazas and other public open space components (see
Figure 31). Specifically, these include:
Industrial Avenue Extension: Approximately 112.4 linear meters of new public right-of-way 20
meters in width is required from 203 Street through to 203A Street. This will require land
assembly and purchase from private land owners of the following parcels:
o Parcel 1 (1,133 m2); Parcel 2 (1,093 m
2) = 2,227 m
2
203A Street Extension: Approximately 91 linear meters of new public
right-of-way 22.75 meters in width is required from Fraser Highway through to 203A Street. This
will require land assembly and purchase from private land owners of the following parcels:
o Parcel 3 (212 m2); Parcel 4 (1,905 m
2); Parcel 5 (113 m
2) = 2,230 m
2
Transit Plaza: Approximately 2,060 square meters of land is required for the transit plaza. This
will require land assembly and purchase from private land owners of the following parcels:
o Parcel 6 (535m2); Parcel 7 (784m
2); Parcel 8 (738m
2) = 2,057m
2
Fraser Highway North Pocket Plaza: Approximately 385 square meters of land will be required
for this plaza, to be purchased from Cascades Casino
Fraser Highway South Pocket Plaza: the termination of 56 Avenue south of Fraser Highway
through the use of a cul-de-sac will result in the land needed to develop the pocket plaza concept
in this location
New signalized intersections will be required to be designed and built in the following locations:
o 203 Street and Industrial Avenue
o 203A Street and Fraser Highway
Implementation of adjacent private realm development will require land assembly and acquisition as part
of or subsequent to the assembly and acquisition of required new public rights-of-way identified above.
Development of these private lands will require development of frontage improvements according to the
elements, approaches and objectives identified in this document and in the City’s development permit
guidelines. It is anticipated that acquisition of the new public rights as well as the transit plaza area would
occur prior to or concurrent with any adjacent private realm development.
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Figure 31 and the associated table below identify required land acquisition for new public rights-of-way
and the new transit plaza.
Table 3: Approximate Land Acquisition Required
New Public Rights-of-Way
Parcel Number Area (sq. m)
1 1,133
2 1,093
3 212
4 1,905
5 113
SUBTOTAL (Public Rights-of-Way) 4,456
Transit Plaza
Parcel Number Area (sq. m)
6 535
7 784
8 738
North Pocket Plaza 385
SUBTOTAL (Transit Plaza) 2,442
TOTAL
(New Public Rights-of-Way and Transit
Plaza)
6,898
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Figure 31 - Phasing for land acquisition
1 2
5
4
6
7 8
North
Plaza
3
Proposed future public rights-of-way
Proposed future transit plaza space