MONTGOMERY 2050AN URBAN VILLAGE

The Montgomery 2050 Urban Village project is a vision established by a group of University of Calgary student representatives which explores what this Calgary community could potentially look like in the year 2050.

4/23/2012

1 | P a g e

TABLE OF CONTENTS Section 1.0 Executive Summary ..................................................................................... 2 Section 2.0 Introduction ................................................................................................... 4

2.1 Visioning Session ................................................................................................... 4 Section 3.0 Background .................................................................................................. 5

3.1 History .................................................................................................................... 5 3.2 Demographics ........................................................................................................ 6

Section 4.0 Site Map ....................................................................................................... 7 Section 5.0 16th Avenue ................................................................................................. 8

5.1 No Truck Zone ....................................................................................................... 8 5.2 Lane Reduction ...................................................................................................... 9 5.3 Pedestrian Scramble ............................................................................................ 10

Section 6.0 Bowness (Shouldice) Road ........................................................................ 11 6.1 Street Renaming .................................................................................................. 11 6.2 Tram ..................................................................................................................... 11 6.3 Farmers Market .................................................................................................... 13 6.4 Complete Streets ................................................................................................. 14

Section 7.0 Montgomery Park ....................................................................................... 15 7.1 Community Garden .............................................................................................. 15

Section 8.0 Shouldice Park ........................................................................................... 16 8.1 Montgomery Amenity Center (MAC Block) .......................................................... 16 8.2 Festival Space ..................................................................................................... 19 8.3 Movies in the Park ............................................................................................... 19

Section 9.0 LeBaron Plaza ............................................................................................ 20 9.1 Community Plaza ................................................................................................. 20

Section 10.0 Shouldice Terrace .................................................................................... 22 10.1 Affordable Housing............................................................................................. 22

Section 11.0 Bernard Boardwalk ................................................................................... 23 11.1 Boardwalk .......................................................................................................... 23

Section 12.0 Community Wide ...................................................................................... 25 12.1 Transit Oriented Development ........................................................................... 25 12.2 Cycling Network ................................................................................................. 28 12.3 Vehicle Sharing Programs ................................................................................. 29 12.4 Walkability .......................................................................................................... 30 12.5 Accessibility ....................................................................................................... 31 12.6 Heritage Initiatives ............................................................................................. 33 12.7 Public Art ............................................................................................................ 35 12.8 Green Initiatives ................................................................................................. 35 12.9 Zoning and Building Height ................................................................................ 36 12.10 Public Toilets and Water Fountains ................................................................. 37 12.11 Mixed Use Development .................................................................................. 38

Section 13.0 Conclusion ................................................................................................ 39 Section 14.0 References ............................................................................................... 40

2 | P a g e

SECTION 1.0 EXECUTIVE SUMMARY

The Montgomery 2050 Urban Village Project explores what this Calgary community

could potentially look like in the year 2050. A group of University of Calgary student

representatives attended a Visioning Session at the Montgomery Community Association on

February 4, 2012. This Visioning Session was an opportunity for community members and

other City officials to come together and communicate what they would like to see for the

community in the future.

By taking many of the ideas that were brought forth by community members, a vision of

the community, using sustainability as a key design feature, was created. Sustainability, in this

sense, incorporates aspects of the environmental, as well as the social and economic realms. It

is through this mixture of neighborhood design elements that a city can truly be sustainable.

Montgomery is a community with a rich history, and has the benefit of being an

established neighborhood close to the downtown, the University of Calgary, the Foothills

Hospital, the Alberta’s Children’s Hospital and the Rocky Mountains. This neighborhood is

situated in a location that provides a positive feature for the community. Preserving the small

town feel to this section of the City is very important to the residents. It is also recognized that

the neighborhood is connected to the rest of Calgary as a system of systems.

This vision of Montgomery for 2050 pays close attention to different aspects of

environmental, social and economic features of urban redevelopment. The main vision is to

create an Urban Village situated within the greater context of Calgary. The following proposal

outlined in this report contributes to the enhancement of the environmental, social and economic

sustainability of the future of Montgomery. The guiding principles used for this of this vision for

Montgomery in 2050 are: sustainability, identity, accessibility, and diversity.

Six key areas within Montgomery have been identified for redevelopment by 2050.

These primary locations include: 16th Avenue, Bowness (Shouldice) Road, Montgomery Park,

LeBaron Plaza, Shouldice Terrace, and Bernard Boardwalk. Sustainability aspects were taken

into account with attention being paid to improved connectivity problems for pedestrians and

automobile traffic.

3 | P a g e

The primary Redevelopment Plan for Montgomery in 2050 will involve removing large

truck traffic from 16th Avenue and reducing lane sizes in order to be more pedestrian and cycle

friendly. Also, Bowness Road will be renamed to Shouldice Road, creating a more unified

community identity. The introduction of a tramline running down Bowness Road is another

aspect of the redevelopment, increasing the density and allowing for a diverse variety of

commuting options, designation of Farmer’s markets and festivals space to create more social

cohesion among residents, as well as the attraction other Calgarians to the area, increasing

economic benefits. Another positive impact will be the addition of complete streets to the

neighborhood, allowing all forms of commuters to move freely and safely throughout the

community. The community garden in the neighborhood will be enhanced by increasing the size

and by making it more aesthetically pleasing. The redevelopment of Montgomery also allows

for an increase in affordable housing which is important in a city like Calgary that has seen

fewer and fewer affordable housing options being built.

The community is home to many natural elements, such as, Shouldice Park and the Bow

River. These features will undergo some improvements to help foster better options for social

interaction and improved quality of life. Along with this, the redevelopment of Montgomery will

see increased densities without compromising the small town character of the

neighborhood. There will be increased mixed use developments with businesses on the street

level and residential options on the floors above. Increased densities do not mean that the

neighborhood will see large towers constructed, instead the building heights will remain to be

around five or six stories in height through bylaws to be implemented in the area.

This vision pays close attention to the ability of community members to move freely

through the community by using a variety of transit choices. By making the community more

pedestrian accessible, the current small town feel of the neighborhood will be maintained, or

even improved by fostering social aspects which are important to the residents.

Environmental sustainability will be addressed through Green building initiatives, such as

green roofs and solar panels being grandfathered into existing buildings, as well as by

incorporating these elements into newly built structures. Also, the overall enhancement to the

public realm will be benefited by adding free of charge public toilets and drinking fountains in the

area.

4 | P a g e

SECTION 2.0 INTRODUCTION

2.1 VISIONING SESSION

A visioning session was conducted for the community of Montgomery in February 2012,

which included members of; the Montgomery Community Association, other community

residents, The Federation of Calgary Communities, the local Business Revitalization Zone,

along with a variety of other Calgarians with vested interests in the community. These people

were able to voice their opinions on four questions posed to them:

(1) What do you like about Montgomery?

(2) What do you dislike about Montgomery?

(3) What changes would you like to see in the community?

(4) What changes would you not like to see in the community?

FIGURE 1: WORD CLOUD CREATED BY STUDENTS FROM THE VISIONING SESSION WITH THE COMMUNITY

Some common themes were a general appreciation for the geographical location

of the community in terms of the nearby amenities and community pride for its small

town heritage. A main problem brought up was the use of community roads for through

traffic, primarily 16th Avenue, desire for increased connectivity across 16th Avenue and

establishing Montgomery as a destination instead of a pass-through community. These

themes along with many others were combined with contemporary urban planning and

sustainable community initiatives in order to create a vision of what Montgomery could

look like in 2050.

5 | P a g e

SECTION 3.0 BACKGROUND 3.1 HISTORY

The present character of Montgomery stems

partially from its history as an independent municipality

outside the limits of the city of Calgary. Purchased in

1906 by James Shouldice, the community was originally

known as Shouldice Terrace after the landowners and

the benefactor of the space known as Shouldice Park. In

1910 the park was dedicated to the City of Calgary and in

exchange, streetcar service was secured to the proposed

new residential area (Land Use Planning & Policy, 2008).

Postal delivery problems over the name and its similarity to the town of Shouldice

prompted the need for a name change in the 1940’s. The Shouldice family selected

Montgomery after Bernard Law Montgomery of Alamein, an esteemed military officer from Great

Britain who participated in both WWI and WWII.

In 1955 Montgomery was designated as a Hamlet

and in 1963 the town was annexed to Calgary at its own

request. During that time Montgomery contained 1100

homes and was the largest undeveloped area located in

the easterly 1/3 of the community. In 1995 the Bowness

Area Redevelopment Plan was adopted by Council and in

2000 the planning process was initiated to prepare an

Area Redevelopment Plan for Montgomery. In 2002 the

Shouldice Park Master plan was adopted (Land Use

Planning & Policy, 2008). Montgomery has grown and

matured from numerous development plans and civic

ordinances to what it is today. Residents still believe it

retains much of its small-town feel.

FIGURE 2: THE PASSING OF THE KEY

FIGURE 3: MR. AND MRS. SHOULDICE

6 | P a g e

3.2 DEMOGRAPHICS

Currently Montgomery has a population of 3, 795 (City of Calgary, 2009). There is a

large proportion of residents between the ages of twenty five and fifty four, while senior citizens

account for about ten percent of the total population in the area.

In 2050, the projected population is 6,500 residents and the total proportion of seniors is

expected to grow to about sixteen percent of the population. The community will be home to a

wider range of people of different ages with more diversity. It is projected that the neighborhood

will attract mature students, and young families causing the neighborhood to grow. This will

create the ability to support a variety of locally owned businesses and allow for the schools to

remain open.

FIGURE 4: POPULATION CHARTS OF MONTGOMERY

7 | P a g e

SECTION 4.0 SITE MAP

FIGURE 5: MONTGOMERY SITE MAP HIGHLIGHTING THE KEY AREAS OF DEVELOPMENT

1. 16TH AVENUE 2. BOWNESS (SHOULDICE) ROAD 3. MONTGOMERY PARK 4. SHOULDICE PARK 5. LEBARON PLAZA 6. SHOULDICE TERRACE 7. BERNARD BOARDWALK

8 | P a g e

SECTION 5.0 16TH AVENUE 5.1 NO TRUCK ZONE

The TransCanada highway or better known as 16th Avenue, currently runs across the

southern portion of the community, poses many concerns to the local residents. The highway

accounts for high volumes of heavy truck and automobile traffic that acts as a barrier between

the divided sections on either side of the road in Montgomery. The high volume and speed of

traffic on the road makes for an undesirable and unsafe environment, resulting in a less

desirable landscape.

Due to provincial interest in creating a ring road (Stoney Trail), 16th Avenue has the

ability to become a no truck zone serving mainly light commuter vehicles by the year 2050.

Stoney Trail is planned to be a high capacity provincial freeway to accommodate growth in

Calgary for the next 50+ years that allows heavy truck traffic to pass through Calgary by

rerouting them towards the edges of the city rather than through established communities.

A similar initiative was taken in Cornwall, Ontario where excessive amounts of truck

traffic on Richmond Drive posed safety concerns. After analyzing variables such as speed,

accidents, and volumes, they found that the benefits of a no truck zone and its impact on the

surrounding community outweighed the convenience of shorter travel times for heavy transport

trucks (Levac, 2009).

Through the implementation of a no truck zone, intersections like the one at the junction

of Home road and 16th avenue can look into innovative options to make it a more desirable

crossing. This will also make other intersections along the road safer and decrease the sense of

it being a barrier in the community. Environmentally the traffic demographic change will help

reduce vibrations and lower carbon and noise pollution for the surrounding area. The City of

Calgary also benefits from lower maintenance costs as lighter vehicles cause less degradation

to the asphalt requiring fewer tax dollars for upkeep (Levac, 2009).

9 | P a g e

5.2 LANE REDUCTION Currently, 16th Avenue is seen as a barrier separating the residents on the south edge

of Montgomery from the amenities and business in the neighborhood’s center as well as

separating the bulk of the community from Shouldice Park. Reducing the lane size of the

highway from 4 lanes to 2 will be an implemented by 2050 and will help bring cohesion between

the two sides of Montgomery as well as bringing the traffic on the highway to a community

based level which will reduce the attractiveness of the corridor as a thoroughfare for motorists in

other communities.

What makes the proposed lane reduction a reality for the future is the combination of

high fuel prices which are expected to severely curtail future automobile traffic away from its

current levels and the reinvigoration of public transit throughout the city which will be one of the

most cost effective means of transportation for commuter traffic. Even though 16th Avenue is a

provincially managed highway, mediating its reduction between the different levels of

government will be eased by the existence of Provincial Highway 201, also known as the

Stoney Trail ring-road, which will be able to accommodate regional traffic much for efficiently,

hence lowering traffic volumes on 16th Ave.

These factors pointing to a lowered demand for traffic use along the highway combine

with the maintenance savings for the city to make a lane reduction along 16th Avenue a cost

effective decision for the city that aligns with the goals of designing a more cohesive community

for the residents of Montgomery.

FIGURE 6: LANE REDUCTION AND DIVIDER

10 | P a g e

5.3 PEDESTRIAN SCRAMBLE

A desire for increased pedestrian connectivity, especially across 16th Avenue has

indicated a need for change. Considering the fact that the reduction in road width and traffic

volume, as well as the potential installation of a median similar to that of Memorial Drive in

Calgary will already make 16th Avenue easier and safer to cross, however, pedestrian

accessibility remains an important concern. While a variety of solutions were considered,

including pedestrian overpasses, there are a couple of alternatives which see pedestrian traffic

stay at the street level, including the replacement of the currently signaled pedestrian

crosswalks with traffic lights specifically for pedestrians, much like that of Memorial Drive.

Regardless of other alterations, the intersection of 16th Avenue and Home Road poses

a particular problem. A pedestrian

scramble has been seen as the best

solution and will be implemented in

this location in the near future. The

pedestrian scramble separates

pedestrian and vehicular traffic by

allowing all foot traffic to cross at

once, in any direction and then

allowing vehicular traffic to travel

normally without pedestrians in the

intersection. This will create a safer

and more accessible intersection for both pedestrians and vehicles. It has the added benefit of

slowing down traffic in the area and reducing commuter traffic through the area, while increasing

connectivity.

Another additional positive feature is the at-grade alternative which results in better

accessibility, especially for those with disabilities. Low initial infrastructure costs as well as long

term maintenance costs make it an extremely affordable alternative, allowing funds to be

allocated elsewhere. Though it would not be effective now, as it would require a large amount of

surrounding foot traffic in order to be efficient, it is expected that by 2050, the combination of the

already existing pedestrian volumes along with increased density in the community, the

expanding amenities in the vicinity and the promotion of Montgomery as a destination will allow

this to be a sustainable alternative.

FIGURE 7: PEDESTRIAN SCARAMBLE

11 | P a g e

SECTION 6.0 BOWNESS (SHOULDICE) ROAD 6.1 STREET RENAMING

Following the 2012 Visioning Session held at the Montgomery Community Centre, it

became clear that residents wanted to have a more distinct identity for Montgomery. One way

of achieving this will be to change the name of Bowness Road to Shouldice Road, which

represents Montgomery’s history. The name “Shouldice Road” is available and in 2050 will be

the name of the section of road which runs from the Shouldice Bridge to the 16th Avenue on

and off ramps. Renaming this roadway will strengthen the sense of community and identity

within Montgomery by localizing the name of the community’s main street.

As Shouldice Road NW will run right through the Business Revitalization Zone (BRZ)

and will be host to the community’s tram line, it is important for the name of the roadway to

reflect Montgomery and not neighboring communities as it currently does. The renaming of this

roadway will have no impacts on the environment other than the installation of new street

signs. Costs of renaming the roadway will be minimal, involving the application fee required by

the City of Calgary and the costs associated with the altering of signs along the roadway.

6.2 TRAM

Along the major corridor of what will soon be

Shouldice Road, a tram will be integrated into the

current street. The tram will be part of a future tram

network for the City of Calgary and will share the

road with vehicles, facilitating travels through the

community as well as to adjacent communities and

potentially the downtown core. These connections

will not only make it easier for community residents to

travel through the community and externally but will

have the added benefit of bringing other Calgarians

and tourists to the area.

The result is an environmentally friendly form of transit which is minimally invasive to the

currently existing street and will create a more integrated environment. Furthermore, it is a cost

effective mode of transport which promotes social interaction and vibrant street life while

FIGURE 8: PROPOSED TRAM ROUTE

12 | P a g e

bringing back a piece of Montgomery’s history to life. Not only this, but it also bring a great deal

of capital investment into the community, furthering investment into other realms. This effect of

increased investment along the tram corridor was seen in Portland for example, where the

introduction of a tramline encouraged $2.28 billion dollars in new investment in two blocks alone

(Condon, 2010). Condon (2010) argues that the streetcar is the form of transit that “best

achieves ‘complete community’ goals,” (p. 38) by creating a “balance among density, land use,

connectivity, transit vehicles and the public realm” (p. 37) while ensuring that walking is remains

a daily activity and is one of the prime modes of travel. This fits perfectly into the vision of an

urban village, a connected and integrated community which is able to be an isolated and

sustainable system, fulfilling the majority of needs of residents, while interacting with the larger

system of the city.

FIGURE 9: SHOULDICE ROAD TRAM CORRIDOR RENDERING

13 | P a g e

6.3 FARMERS MARKET

By 2050, it is recommended that the Montgomery Community Association host an

annual weekly Farmer’s and Artisan’s Market on Sundays from May to October. The market

shall cover the span of five blocks along Shouldice Road NW, from 43rd Street NW to 48th

Street NW. During market hours, traffic will not permitted along this portion of Shouldice Road

but the tram will continue to run. Vendors will be able to use the parking stalls along Shouldice

Road to set up stands, and pedestrians will be able to walk up and down the street and use the

tram to participate in the market.

Farmer’s markets have been a part of Calgary for quite some time but have not yet

played a role in the community of Montgomery. The Montgomery Cultural Committee along with

the BRZ can work together with the City of Calgary to obtain weekly road closure permission

along Shouldice Road, while still allowing the tram to operate. Some examples of successful

markets exist in large cities around the world such as Hong Kong, Seattle, and Los Angeles.

“Farmers’ markets can revitalize downtown streets and turn sleepy towns into vibrant shopping

hubs and major draws for tourists,” (Chorney, 2010).

The market will provide further opportunity for the community to showcase its cultural

identity. Also, the market will benefit the community economically, as people from around the

city are likely to be drawn in by what the community has to offer. The market will have

environmental guidelines for vendors in order to reduce the carbon footprint of the

community. Montgomery’s farmers market will allow community members to come together on

a weekly basis, promoting stronger community ties, as well as further enhancing the character

of this vibrant community with a lot of potential.

FIGURE 10: FARMERS MARKET

14 | P a g e

6.4 COMPLETE STREETS

Complete streets are streets designed to be used by all forms of transportation, including

cycling, walking, and public transit, instead of being designed solely for automobile traffic. The

complete street design has been growing in popularity as a way to lower automobile

dependency and increase the usage of more sustainable modes of transportation. Places that

have implemented these designs have been successful in not only increasing the safety of

pedestrians and cyclists, but these locations have also seen increases in all non-automobile

forms of transportation.

While many forms of a complete street design are possible, the design philosophy is to

focus on each form of transportation that can be used on the road and include the usage of that

format in the design of the street and street scape as well as influencing the policy options

surrounding how the street is regulated. As implementing complete streets requires many

modes of input, the implementation of the concept in Montgomery will begin with Shouldice

Road since it is a main corridor which will be home to the majority of businesses and higher

density housing in the community. Due to these factors, this is where the increases in

alternative modes of transportation will have the greatest success and largest impact.

FIGURE 11: COMPLETE STREETS SECTION VIEW

15 | P a g e

Designing Shouldice Road to incorporate complete street practices will be done by

moving mass parking lots underground while leaving parallel parking along the street side as it

helps serve as a buffer between the street and the sidewalk. This ensures that businesses and

housing are flush with the sidewalks to increase the attractiveness to human scale

transportation. Designation of bicycle only lanes, as well as giving precedence of the tram over

automobile traffic will encourage their use over personal automobiles.

For Montgomery, implementing the complete street design by 2050 will enhance public

safety, increase the attractiveness of the Shouldice Road BRZ as a commercial hub and foster

designs that bring the street back to the human scale. The complete street model builds upon

the strong community bonds already present in Montgomery.

SECTION 7.0 MONTGOMERY PARK 7.1 COMMUNITY GARDEN

In order to help create a more sustainable future for the community of Montgomery, it is

recommended that the current community garden be expanded and relocated from 48th Street

NW and Montalban Drive to Montgomery Park. A community garden can provide many benefits

for a community which includes:

a way to save money on the food

bill without sacrificing flavor or

nutrition

improved air quality

helps storm water runoff

absorption

reduces the food transportation

footprint

encourages community

involvement and social interaction

a venue for knowledge sharing

and skill building

creates a connection to nature for children, youth and families

FIGURE 12: COMMUNITY GARDEN

16 | P a g e

By expanding the old community garden of Montgomery, the plan is to encourage more

residents to participate in sustainable food practices while also beautifying their community. The

Garden will also provide increased areas for

communal gathering, storage facilities, and

demonstration areas to learn and share gardening

skills. Relocating the community garden to

Montgomery Park will allow residents to utilize the

parks full potential. An example of a successful

community garden is the Scotts Miracle-Grow

Company Community Garden Campus in

Columbus, Ohio which includes demonstration

work areas, storage, garden nooks, spaces for

communal gatherings, a stone fountain, and stone seating areas (Scotts Company LLC, 2002).

SECTION 8.0 SHOULDICE PARK 8.1 MONTGOMERY AMENITY CENTER (MAC BLOCK)

One of Montgomery’s great assets is the active and passionate members of the

Community Association. Recent examples of this passion are seen in the committees’ response

to ensure Terrace Road Elementary School stay open once the city had slated it for closure as

well as the ongoing creation of local youth soccer teams (Montgomery Community Association,

2012). The home of this Community Association, the Montgomery Community Centre is

currently of concern to residents due to its isolated location on the south side of 16th Avenue,

next to Shouldice Athletic Park. Currently, based on its location, the Montgomery Community

Centre is not reaching its full potential of:

The development of groups for educational, social, or neighborhood benefit

The encouragement for community social contact

Efforts to coordinate and extend community services

(Broady et al., 1990)

It is recommended that the Montgomery Community Centre be provided with a more

inclusive location, allowing for easy access to all community members. Due to Montgomery

being a well-established community there is little land available for development within the

geographic center of the community. The current location of the community center has a large

parking lot and an underutilized grass field adjacent to the building. It is therefore more feasible

FIGURE 13: SCOTTS MIRACLE-GROW COMPANY COMMUNITY GARDEN CAMPUS IN COLUMBUS, OHIO

17 | P a g e

to reduce the isolation of the community center in its current location than to move it to a less

isolating land plot. This will be done by bringing other community amenities to the current

community center location to share facilities, resources and attract residents to frequent this

facility. The proposed lane reduction of 16th Avenue and the addition of a pedestrian scramble

at the intersection of 16th Avenue and Home Road will also help make this location more

accessible to the majority of the community. Shouldice Park will also help attract residents to

the south side of 16th Avenue.

FIGURE 14: MAC DEVELOPMENT AERIAL VIEW

The proposed mixed use facility based around the established community center will be

named the Montgomery Amenities Centre (MAC Block). This facility will host:

The Montgomery Community Centre

Montgomery Branch of the Calgary Public Library

Indoor community based recreation space

Having these amenities in one facility will lower the costs of infrastructural heating and

maintenance, while creating a community hub for residents to socialize and participate with

other community members. These affects are seen in a similar establishment in Brooklyn, New

York. Various other Calgary communities also have comparable venues, however, they include

local schools as opposed to community centers and are of a much larger scale than this

proposed project.

18 | P a g e

Having a library within the community of Montgomery will provide the community with

many benefits. These benefits include:

The financial well-being of community businesses and residents

The facilitation of life-long learning

The provision of community programs, such as employment search assistance and book

clubs

The creation of a community gathering spot for all ages

(McClure et al. 2000)

With the projected increase in Montgomery’s population, especially in the age group of

eight to twenty-two, the two local schools will not be adequate to host all of the indoor

recreational needs of community based sports teams. With the inclusion of indoor recreation

space to the MAC Block these stresses will be alleviated. Since these teams are run by the

Montgomery Community Association, it will be beneficial to have administration and

participation in the same venue, making MAC Block the central community hub. A proposed

fitness center may also be included in this facility for the use of all community residents to

facilitate an active lifestyle year round. This will help promote community health, increase life

expectancy and decrease stress on local health services (Bloom et al. 2005).

FIGURE 15: MIXED USE FACILITY

Through the creation of the proposed Montgomery Amenities Centre, the current

community center, and therefore Montgomery Community Association will become less isolated.

This center will act as a community hub and local gathering space for all residents to interact

and participate in community activities together. This along with other infrastructural changes to

Shouldice Park and 16th Avenue will make the MAC Block even more accessible to the

community.

19 | P a g e

8.2 FESTIVAL SPACE

It is recommended that in 2050, Montgomery be the home to a permanent festival

space, incorporated into Shouldice Park along the Bow River. When the designated space is

not being used for festivals, it should still

be very accommodating to other various

recreational activities. The festival space

should be capable of holding an annual

festival which will allow Montgomery to

develop an identity and reputation

respected by all Calgary residents. The

permanent festival space will remind

Shouldice Park users of the importance of

community space for Montgomery despite

the fact that it has historically been used

by members of other communities for

recreation activities. It has been found that, “festivals and city advertising can make especially

important contributions to the process of changing the image of a city,” (Shin, 2004).

A proposal to the City of Calgary should recommend the construction of a permanent

stage and washroom facilities in Shouldice Park under the condition that it will not prevent

recreation activities when not being used. The result will be the opportunity for Montgomery to

showcase its identity to the rest of the

city, all year round. The festival will

bring in economic activity to the local

businesses of Montgomery without

disrupting the pre-existing park. The

festival will allow members of the

community to work together on a

common project that will benefit the

entire community.

FIGURE 17: FESTIVAL SPACE IN CALGARY, AB

FIGURE 16: PROPOSED LOCATION FOR AMPHITHEATRE IN SHOULDICE PARK

20 | P a g e

8.3 MOVIES IN THE PARK

In 2050, the area of Shouldice Park which is to

be designated for festival space could potentiality host

a variety of other events including outdoor movies.

These will take place weekly throughout the summer,

weather permitting. The stage constructed for festival

use provides an optimal venue, boasting a beautiful

backdrop, adequate space, available parking and bike

racks, as well as proximity to public transit. The

sharing of the facility will result in decreased

infrastructure and production costs. In addition,

outdoor movies are a popular, environmentally friendly alternative to the traditional drive-in

movie, bringing a group of people together to a shared space. This fosters social interaction and

community cohesion while attracting other Calgarians, putting Montgomery on the map. These

proposed alterations will not only further promote Shouldice Park as a regional facility but turn it

into something that is a piece of Montgomery, a place residents can feel connected to and be

proud to call their own.

SECTION 9.0 LEBARON PLAZA 9.1 COMMUNITY PLAZA

With the redevelopment of the Safeway site

into a mixed use complex, the adjacent open space

will be transformed into an urban plaza that

encompasses flexible design to create a destination

and increase the image and identity of Montgomery.

Location is key for it to be a vital part of the

neighborhood, therefore placing the plaza adjacent to

the Safeway, near the intersection of Home Road and

Bowness (Shouldice) Road will allow it to be at the

heart of Montgomery’s commercial corridor. Its location will also allow it to be close to the future

tram line on Bowness (Shouldice) Road.

FIGURE 18: AN EXAMPLE OF MOVIES IN THEPARK

FIGURE 19: LEBARON PLAZA MIXED USE COMPLEX

21 | P a g e

The plaza will provide a public open space rich with nature that can transform with the

seasons. In the summer it can act as an outdoor festival area and market venue while in the

winter months the plaza can be converted into an outdoor ice rink.

The design of the plaza will consider guidelines

pertaining to crime prevention through environmental design

(CPTED) to make for a safe destination with ample lighting and

barrier free design (Schneider, 2005). With the help of

community wide ideas such as public art, public washrooms

and fountains, the LeBaron Plaza will be able to cater to

patrons throughout the year, making it a popular destination in

Montgomery.

Many urban centers are now implementing the idea of a plaza such as Toronto’s Yonge-

Dundas Square, the Rockefeller Center Plaza in New York and the local Olympic Plaza in

Calgary. Plazas offer a wide range of benefits as they are economically stimulating for the area

by attracting investment and raising, as well as sustaining, land values. Environmentally they

preserve natural habitats that the local ecosystems benefit from. They become an escape for

people that would like to get away from the concrete jungle that most have been accustomed to

in an urban setting. It is said that plazas can improve physical and mental health (Woolley &

Rose, 2010). The community plaza’s function as a meeting spot encourages human interaction

and promotes community cohesion. The end result of increased foot traffic in the area is also a

key ingredient in reducing crime and fear of crime. The notion of Jane Jacob’s “eyes on the

street” comes into play as the people in the community become more aware of their

surroundings due to more people on the street (Jacobs, 1961).

FIGURE 21: FROM LEFT TO RIGHT, ROCKEFELLER PLAZA, OLYMPIC PLAZA AND YONGE-DUNDAS SQUARE

FIGURE 20: EXAMPLE OF AN URBAN PLAZA

22 | P a g e

SECTION 10.0 SHOULDICE TERRACE 10.1 AFFORDABLE HOUSING

Gentrification is a problem many communities in Calgary face. Gentrification on one side

has the effect of raising property values and removing blight. However, gentrification also

causes displacement through the speculation of capital gains due to housing improvement.

Gentrification turns a community into a site of capital investment. Amongst the most effective

solutions to gentrification is to maintain a stock of off market housing, along with other housing

policies. If Montgomery and the greater city of Calgary could maintain a ten percent minimum of

off market housing, community residents would have a better chance of keeping Montgomery a

socially inclusive community.

The City of Calgary suggests that “affordable housing adequately suits the needs of low-

and moderate- income households at costs below those generally found in the Calgary market.

It may take a number of forms that exist along a continuum” (City of Calgary, 2002: 18). This

continuum can include a variety of housing stock to accommodate a diversity of lifestyles and

family sizes. The price of this housing is relative to the occupants’ income, typically costing

approximately one third.

The available off market housing in Montgomery will be integrated throughout new

developments, and will even include a number of fully detached and semidetached houses.

These houses will not be identifiable as social housing. Other additional measures to ensure

social justice in response to gentrification include rent controls and fixed property tax rates. Rent

controls prevent abuse from landlords to tenants by mandating the maximum increase of rent

over a certain period of time. Rent controls also prevent landlords from evicting tenants without

fair warning and adequate reasons. People with fixed incomes can apply for a property tax

freeze. It is often difficult for seniors and other residents on fixed incomes to predict and

anticipate changes in property taxes every year. To allow these residents predictability, a fixed

property tax system has been implemented for citizens on fixed incomes.

23 | P a g e

Section 11.0 Bernard Boardwalk 11.1 BOARDWALK

One of Montgomery’s most underutilized assets is the Bow River. The vision for

Montgomery 2050 includes the Bow River reaching its maximum potential as a useful

and attractive recreational space. Currently many cities situated along oceans, lakes or

rivers have a boardwalk or pathway system that helps improve access to, or at the very

least, enjoyment of the waterfront. These cities include Toronto and San Francisco.

FIGURE 22: AERIAL VIEW OF THE PROPOSED BERNARD BOARDWALK

As of 2012, Calgary does have a pathway system along the majority of the Bow

River, including the portion within Montgomery. However, improvement of this system

can have many social and economic benefits to the community. For example, in 2010

Calgary’s East Village started the improvement of the Bow River pathway system east

of Centre Street. Upon the completion of the 2nd phase of this project, usage was

instantly increased while crime and deviance in the area dropped by up to seventy

percent in a few major crime categories (RCMP Centralized Analysis Section, 2012).

This drop in crime was also associated with the addition of new economic activities

taking place within the East Village.

24 | P a g e

The 2012 Visioning Session revealed that

Montgomery residents were concerned with the

transient activity associated with the river and the

crime it brought to the community. With an

improved river system pathway, as well as diverse

economic pursuits in Montgomery this issue can

be resolved. It is recommended that an improved

Bow River Pathway be established along the

Montgomery section of the Bow River. This

pathway system should include:

multiple entrance points to the community

bicycle parking and sharing stations

public bathrooms and water fountains

raft rental and a launch point into the river

The improvement of the river pathway into a boardwalk type atmosphere has the

potential to attract the commuter and recreational populations that use the current

pathway system, showcasing Montgomery as a destination community. The close

proximity to Shouldice Park will help ensure a regional population is frequenting the

area, potentially improving the economy of local Montgomery businesses as well. Being

able to use the river as another form of transportation, whether for commuting or

recreation, helps the sustainability of the community as well as it provides a diversified

range of activities for local residents.

FIGURE 24: NEWLY CONSTRUCTED RIVER WALK IN CALGARY, AB

FIGURE 23: A BOARDWALK WALKWAY

25 | P a g e

Section 12.0 Community Wide 12.1 TRANSIT ORIENTED DEVELOPMENT

One main goal for this redevelopment is to create a vibrant and successful Transit

Oriented Development (TOD) with the implementation and integration of successful design

practices. Bowness (Shouldice) Road is the main focus area that will be developed under TOD

guidelines as it will be the road that the future tram line will pass on. It will also act as a link

between the denser mixed use developments of Shouldice Terrace and LeBaron Plaza. TOD’s

are known to accompany a variety of housing, shopping and employment opportunities

connected through a network of streets and pathways for different mobility options (Belzer &

Autler, 2002). Special focus will be emphasized on walking and bicycling needs coupled by the

close proximity of amenities and services with minimum travel times. With the implementation of

a tram system on Bowness (Shouldice) road, Montgomery can become a vital hub

encompassing a complete, livable center.

Efficient Land Use

The goal of establishing a more

efficient land use pattern is to encourage

transit supportive land designations through

zoning. Offices, educational institutions,

retail, restaurants, civic services and

medium to high density residential are vital

aspects in its creation of an active regional

node. A good mix of uses close to the

transit station, approximately 400 to 600

meters in walking distance is one of TODs

vital elements (City of Calgary, 2006). This

proximity is also required to discourage non

transit supportive uses such as low intensity

development, warehouses, large format

wholesale stores, parking and car dealerships that shifts towards automobile focused

development rivaling the notion of a pedestrian oriented landscape.

FIGURE 25: TOD AREA OF INFLUENCE. 400M – 600M WALKING DISTANCE

26 | P a g e

Density

Density can be defined as a physical description of people in relation to space (Pacione,

2001). It has become a word with varying emotions and its context differs depending on an

individual’s perspective, but undoubtedly is one of the key traits of sustainable urban

developments. In terms of transit

oriented developments density should

be concentrated near the transit

station, lowering in density as it grows

outwards. Its success is dependent on

the initial plan, phasing strategies and

flexibility to meet changing community

needs. It is not to be forgotten that

density still has to pertain to the basic

guidelines of TODs 10 minute walking

radius centered on the town center

or train station through high quality compact developments. This is achieved using a close

cluster building format regulated by various codes and restrictions to maintain a human scale

(Gordon and Richardson, 1997).

Design

Good design is required when dealing with compact area developments such as TODs.

Dense mixed use areas can become lackluster

loathsome places when not designed to the

volume of traffic or appropriate scale. The urban

landscape and architecture has to provide form

and function to the native area. With the

implementation of barrier free designs, it is

possible to create accessibility for all types of

people no matter what their demographic. The

architecture if possible needs to enable for all

season design considering minor details such as

setbacks, attractiveness, and cohesiveness to existing structures in the vicinity (City of Calgary,

2006). Design includes more than the individual components, as every aspect is related to one

another such as the options of transit systems (trolleys, streetcars, light rail and buses) and

FIGURE 26: TOD IN SAN DIEGO, CALIFORNIA

FIGURE 27: AN EXAMPLE OF A STATION PLAZA

27 | P a g e

mobility (bicycles, cars and foot traffic). Each has an effect on one another and must be taken

into consideration when planning and designing.

A key issue in designing TODs is

the ability to manage and balance non

transit supportive development such as

parking. Realistically vehicle use cannot

be eliminated so parking management

becomes crucial in balancing between the

pedestrian and automobile realm. It is

possible to accommodate automobiles by

providing sufficient small parking lots

without making it a priority over pedestrian

friendly development. By orienting the

buildings to the street and locating parking

to the rear and sides, there becomes a

greater emphasis on the pedestrian

domain (City of Calgary, 2006). This can

result in high quality streetscapes with

interesting varying architectural designs

that put pedestrian’s at-grade (The

Canadian Urban Transit Association, 2004). Some cities have accomplished this in what is

called high streets such as Stephen Avenue in downtown Calgary.

Place Making

The last element that helps a TOD thrive and gain a unique identity is its ability to create

a sense of place. The train station or transit hub acts as a gateway to a destination, easily

accessible by foot, bicycle or transit by commuters, residents and visitors. This is made possible

through many ingenious ideas such as landmark buildings, public art, public spaces and

heritage of the area (City of Edmonton, 2007). In Montgomery LeBaron Plaza will be the

gateway and center for the community due to its convenient location to the various amenities in

the neighborhood.

FIGURE 28: TOD INTEGRATION

28 | P a g e

Some examples of successful transit oriented developments include “Collingwood

Village” in Vancouver and “The Bridges” in Calgary. Both cases saw increased benefits in the

economic, environmental and social realm. Economically TOD’s create jobs by increased

private and public investment that leads to higher and more stable property values for the area

(CMHC, 2009). Higher densities and increased ridership also leads to increased foot traffic for

local businesses. The city also gains from the compact developments as it reduces urban

sprawl and wasteful infrastructure. The denser development and lower use of automobiles has

many environmental benefits as it reduces traffic pollution, congestion and environmental

destruction (Parker and Arrington, 2002). Overall these benefits work together to provide the

people with a higher quality of life. It creates an atmosphere where residents can live, work and

play in close proximity through greater mobility options. Through reduced household spending

on transportation, and lowered automobile use, people can distribute their income into other

important needs and lead a healthier walking oriented lifestyle (Transportation Research Board,

2002).

12.2 CYCLING NETWORK

By 2050, Calgary’s Municipal Development Plans stats the current city-wide cycling

network will be expanded. As Montgomery is part of this network, it is recommended that

upgrades take place to the current

infrastructure. The plan is to improve

Montgomery’s cycling pathways by

implementing two types of paths in the

community. One will be a mixture of leisure

pathways which cater to slower cyclists and

leisure purposes. These pathways will

connect to green spaces and leisure

facilities, such as the MAC Block, the

Bernard Boardwalk and a number of parks.

The other will be a faster network of pathways which cater to faster cyclists, providing a sort of

bicycle highway for commuters. These pathways will connect to the downtown, the University of

Calgary and other major employment areas.

FIGURE 29: DESIGNATED BICYLE PATHWAYS

29 | P a g e

This type of system would be modeled off of the Dutch main cycling network which

consists of 3 different types of pathways; one pathway or leisure types of riding, the second type

of pathways that run along residential and inner city roads and lastly the highway pathways

which is meant for long distance commuter riding (Fietsberaad, 2012).

Cycling networks have a variety of benefits spurring from the increased ridership,

including that cycling is a zero emissions mode of transportation. This means that it does not

release greenhouse gases into the environment (City of Calgary, 2009 CTP). In addition, this

mode of transportation is also a cheaper alternative to owning an automobile, as the cost of

owning a bicycling is only a fraction of owning a car. Increased cycling activity has other benefits

as well, for example, people get exercise while traveling, which can result in a decrease in

health problems and hence less spending on health care (City of Calgary, 2011 Cycling

Strategy). Finally, the infrastructure needed for cars such as roads, signals and maintenance of

roads far outweighs the cost of infrastructure needed for cycling (Katzey, 2003).

12.3 VEHICLE SHARING PROGRAMS

In 2050, it is expected that Calgary will have

implemented a citywide bicycle-sharing program as the

result of the creation of Calgary’s cycling network.

Calgary’s bicycle-sharing program would follow the

same format as Montreal’s Bixi bicycle sharing

program. The bicycle-sharing program would work in

the following way: docking stations would be built in

various locations around Calgary, including Montgomery. The public could borrow a bicycle for

period of time for a small fee (Bixi/ DDM Media, 2003). This allows the public to use a bicycle

without needing to own one, making this a convenient and affordable alternative. In 2050,

several docking stations should be located near public transit stations and major plazas or

destinations throughout Montgomery.

Due to the projected rising costs of fuel, in 2050, Calgary’s current car-sharing program

is expected to expand to Montgomery. A fleet of shared vehicles will be scattered throughout

Montgomery, allowing the public to borrow a car for a period of time and return it (TRB, 2005).

Similarly to bike-sharing, this allows individuals to use a car while not having to deal with the

problems and costs of ownership (TRB, 2005).

FIGURE 30: CAR SHARING PROGRAM

30 | P a g e

There are also benefits to having a bicycling sharing program, which includes the

benefits listed for cycling. It also allows the public to borrow a bicycle as necessity arises, for an

inexpensive rate while not having to worry about maintaining it. Another benefit of a car-sharing

program is that it will ultimately decrease the amount of cars on the road (TRB, 2005). This will

decrease our carbon footprint since less cars are on the road releasing greenhouse gases.

12.4 WALKABILITY

Walkability is a reflection of how friendly an area is to walking. Academically it is defined

as:

“The extent to which the built environment

supports and encourages walking by

providing for pedestrian comfort and safety,

connecting people with varied destinations

within a reasonable amount of time and

effort, and offering visual interest in journeys

throughout the network”. (Bernick, 1997)

The goal for the community of Montgomery is to create a walkable community which will

facilitate efficient, safe, and enjoyable travel and universal accessibility through the expansion

and improvement of pedestrian sidewalks, pathways, and crosswalks. Expansion and

improvements include:

eliminating sidewalk gaps to create connectivity,

increasing the width of pathways to increase flow of pedestrian traffic in both directions

removing obstructions such as sign posts and utility poles

adding more light along walkways to increase safety at all hours of the day

implement buffers between the street and sidewalks to safely separate vehicles, cyclists,

and pedestrians

increase connectivity to transit and mix use developments offering goods and services

FIGURE 31: MULTI-USE PATHS IN CALGARY, AB

31 | P a g e

The expansion and improvement of walkability in Montgomery can lead to higher density

streets which can be beneficial for the community in many ways, including:

a reduction in infrastructure costs for automobiles (e.g., traffic lights, larger roads, etc.)

reduces the dependence on automobile transportation, hence reducing congestion

problems

improves air quality

helps increase safety by lowering crime and deviance with the increase of “eyes on the

streets”

leads to social interaction

promotes active communities

In addition, studies have shown that walkable communities can significantly increase

retail sales and property values (Victoria Transport Policy Institute, 2011). According to Joe

Cortright (2009), the President and principal economist for Impresa, a Portland consulting firm

which specializes in regional economic analysis, innovation and industry clusters, “Houses with

the above-average levels of walkability command a premium of about $4,000 to $34,000 over

houses with just average levels of walkability in the typical metropolitan areas studied”. By using

an economic technique called “hedonic regression” and Walk Score algorithm, he was able to

estimate how much market value home buyers implicitly attach to houses with higher Walk

Scores. Walk Score measures the number of typical consumer destinations within walking

distance of a house, with scores ranging from 0 (car dependent) to 100 (most walkable). His

study showed that in the typical market, an additional one point increase in Walk Score was

associated with between a $700 and $3,000 increase in home values. By creating a more

walkable community, we hope to make Montgomery one of the most desirable, unique, and

inviting communities in the City of Calgary.

12.5 ACCESSIBILITY

By 2050, the public realm of Montgomery should be modified to accommodate an aging

population with limited mobility along with differently abled residents in the community through a

community redesign of public spaces, roads and sidewalks to accommodate people with limited

mobility.

32 | P a g e

One such policy of Urban Braille is defined as a system “of tactile information serving the

needs of the visually impaired. By utilizing both color and texture contrast it provides warning

signals and clues related to orientation.” (City of Hamilton, 2012). The sidewalks and crosswalks

in Montgomery can be fitted with a multi-textured walking surface that allows for visually

impaired residents to feel the direction

of the street. A change in texture is

applied to corners and crosswalks to

notify pedestrians of the different

terrain. Larger intersections are fitted

with sirens that when activated

provided an auditory clue to the

direction of the street. Street furniture

and business signs could be relocated

to not obstruct the sidewalk.

Other design details can be implemented to accommodate residents with limited

mobility. All sidewalks could be widened to allow for a minimum of two wheelchairs to move side

by side. Main roads should be wide enough for three or more wheelchairs to move side by side.

Street corners should have a ramp to allow easy wheelchair access. On residential roads the

crosswalk should be built at grade with the sidewalk. A raised crosswalk is both easier for

wheelchair bound residents and residents with limited mobility to cross, and it has a secondary

effect of slowing vehicular traffic similar to a normal speed bump. Additional measures to

accommodate for persons with limited mobility include general traffic calming measures and the

implementation of pedestrian scrambles.

The quality of sidewalk and street scape will extend to the many parks within

Montgomery. Additional paved pathways could be installed to allow easy access for residents

with limited mobility. Additionally, seating and furniture in parks allows residents to rest and

enjoy the green space. Specific tables and furniture can be designed to allow wheelchair

access.

The motivation to cater and accommodate for persons with disabilities reflects the

communities desire to be inclusive, and promote a better quality of life for the entire population.

Through design initiatives, all community members can have better access to the various

FIGURE 32: MULTI-TEXTERED WALKING SURFACE

33 | P a g e

services and businesses available to residents. By accommodating more residents, the

economic base of the community can grow from increased pedestrian traffic. These design

initiatives provide sustainable economic growth to local businesses by accommodating this

often neglected group. The renovations of the public realm will have a secondary effect of

encouraging walking and park use.

12.6 HERITAGE INITIATIVES The Calgary Heritage Strategy, adopted by the City of Calgary in 2008 is aimed at

making the city a leader in the preservation of historic buildings and resources (Calgary

Heritage Strategy, 2008). Even earlier than this, in 2002, Calgary implemented the City’s Open

Space Plan, which included the preservation and promotion of cultural landscapes within the

city (Calgary Heritage Strategy, 2008). These landscapes can include land patterns, roadways,

paths, water features and vegetation. This is important to individual communities, as well as the

city as a whole for the following reasons:

Knowledge of the past helps to foster a community understanding and appreciation of

how the current situation arose

The reuse of buildings significantly reduces the energy costs of demolition and

construction

Provides a unique and attractive street scape that adds a local character and sense of

place

The plan for Montgomery, while adhering to the preservation policies outlined in the

Calgary Heritage Strategy and the Open Space Plan, is to take preservation one step further by

also acknowledging and honoring the past through other measures as well. Unfortunately,

buildings such as the Shouldice Family Mansion, which would now match the criteria for historic

preservation, were destroyed many years ago. As such, the historic initiatives of preservation for

these buildings are impossible.

As the community stands in 2012, it is recommended that preservation techniques be

implemented on the former Montgomery Town Hall, as it was a major institution in the creation,

growth, prosperity and eventually annexation of Montgomery by the City of Calgary. These

techniques, including tax incentives, demolition disincentives, and direct land use designation

should be easy to implement as the property is owned by the City of Calgary.

34 | P a g e

While preservation does not guarantee heritage status to the building, it does help make

the building eligible through the Calgary Heritage Authority, as well as provides the listed

benefits mentioned above (Calgary Heritage Strategy, 2008). Similar preservation techniques

are also recommended for cultural landscapes within Montgomery. These landscapes include

the Bow River basin and the grid patterned street scape.

Montgomery’s Heritage initiatives will go beyond just preservation. Due to the rich history

of Montgomery and the lack of physical spaces left to preserve, an awareness and educational

branch of these heritage initiatives will also take place. This will be implemented mainly through

the strategic naming, or renaming, of roads, public spaces or developments. While the history

and significance of these spaces may not be seen through their physical nature, the names of

these places will provide the same knowledge, understanding and local sense of place as

preservation does. Proposed names are:

Bernard Boardwalk (named after James Bernard Shouldice)

LeBaron Plaza (named after the first mayor of Montgomery)

Shouldice Terrace (named after Montgomery’s original name)

FIGURE 33: HERITAGE CYCLE

35 | P a g e

The renaming of Bowness Road to Shouldice Road (named after James Bernard

Shouldice). Through funding from the Calgary Heritage Authority, based on heritage advocacy

and educational contributions, plaques, monuments or other forms of public art will be erected

at each of these sites to illustrate the historical significance of the name to the present day

community (Calgary Heritage Strategy, 2008).Similar name changes and implementations have

taken place worldwide in successful attempts at preserving history. Red Square in Moscow

provides a good example, as the square’s name was changed several times to reflect different

aspects of Russia’s past. Also, several monuments and plaques currently exist in the square to

educate visitors on the areas heritage. (History of Red Square, 2012) Implementing these

heritage policies will help Montgomery residents appreciate and understand the community they

live in and are a part of. This understanding can lead to value, pride and camaraderie which will

create social bonds that have the potential to help make Montgomery one of the most complete

communities in Calgary.

12.7 PUBLIC ART

An increase in public art throughout the community will help to foster a greater sense of

community, as well as promote Montgomery as a more cultural community. Public art positively

reflects upon the community, as well as offers educational experiences for community residents

and visitors. Public art helps to energize park spaces and is atheistically pleasing. Outdoor art

spaces will create a more welcoming and beautiful environment for the community of

Montgomery. It also provides the potential for the creation and awareness of a unified

Montgomery identity, which will be shared with the City of Calgary and further distinguish it from

surrounding communities, such as Bowness.

12.8 GREEN INITIATIVES

Green infrastructure solutions should exist throughout the entire community of

Montgomery in 2050, ranging from small-scale home improvements to larger green roof

developments. Green initiatives are to be implemented to help protect and restore naturally

occurring ecosystems. Sustainability goals throughout the community strive to maintain and

create a biodiversity of ecological, social and economic benefits.

Benefits to creating a more green-friendly community can include, but are not limited to,

environmental improvements, preservation of the natural surroundings, increased recreational

opportunities, and a greater sense of connection with the neighboring environment and

36 | P a g e

community. Green initiatives can be identified in many forms of environmentally friendly

construction, building, or renovations.

Green roof polices are most effective in areas where a drainage basin contains high

proportion of roof top areas, which often cosines with large areas with impervious surfaces

(Carter and Fowler, 2008). Green

rooftops are a sustainable option to

address concerns regarding excess

storm water runoff, lack of green space,

and urban thermal impacts. The

existence of these three issues is

justification enough to suggest the

need to construct green roofs in

Montgomery, which is an acceptable

location for potential green roofs. Three

major benefits that are associated with

the construction of green roofs are:

energy conservation, storm water

reduction, and air quality improvement (Carter and Fowler, 2008). Additional advantages to

constructing a green roof include; increased aesthetics, new habitat provisions, and an increase

in biodiversity. Green roofs also absorb sound waves; whereas hard urban surfaces normally

reflect and project sound (Getter and Rowe, 2006).

The existence of green roofs in residential neighborhoods, like Montgomery, introduces

a more appealing draw to the outdoors. Green roofs can be viewed as a positive, aesthetically

pleasing feature in communities (Tzoulas et al., 2007). Green roofs and other green

improvements throughout the neighborhood will encourage stronger social cohesion. The

presence of people outdoors creates a greater sense of public security, and helps to preserve a

greater sense of community.

12.9 ZONING AND BUILDING HEIGHT

By 2050, Montgomery should be zoned to accommodate a variety of housing densities

and options throughout the community. Zoning regulations will be in place to allow locals to set

up small businesses while big box developments will be discouraged. Chain stores may be

FIGURE 34: AN EXAMPLE OF A GREEN INITIATIVE - SOLAR PANELROOFS

37 | P a g e

present in the community, but they will remain at a smaller scale rather than a big box type of

development. Building heights will need to be addressed in order to accommodate the

projected increase in density to the neighborhood in 2050. In keeping with the small town

character of Montgomery, buildings will be a maximum of five or six stories in height.

Rezoning the area to allow for mixed use developments and a wider variety of housing

options will have economic, social and environmental benefits. There will be increased space

for a wider variety of business options. This cuts down on the need for community residents to

leave the community to get the things they need. Also, since the development is happening

upward rather than consuming new land, there is a decreased need to provide new

infrastructure. This would also accommodate a wider variety of residents that could afford to

live in the neighborhood.

12.10 PUBLIC TOILETS AND WATER FOUNTAINS

Following the 2012 Visionary Session, it is suggested that planners work to expand an

existing program in Calgary that began in 2005 (City of Calgary, 2008) to construct fully

automated, public washroom and water fountain facilities throughout the city. Some

recommended areas throughout

Montgomery to construct these

structures are:

along Shouldice Road NW

within Shouldice Park

Along with consideration for

other locations, such as

Montalban Park and LeBaron

Plaza.

The facilities will provide the

necessary services for people using public space whether it is in the streets or the park. The

automated facilities have many features including:

They are self-managing; they open themselves in the morning and close themselves in

the evening at pre-set times (or 24 hour operation if so desired) while traditional

bathrooms require personnel to do that.

They have anti-vandalism and anti-loitering features which traditional bathrooms do not.

FIGURE 35: EXAMPLE OF PUBLIC TOILET IN CALGARY, AB

38 | P a g e

They have self-cleaning features to keep the unit clean between manual cleanings,

which in traditional bathrooms would require full time attendants.

They have monitoring systems which provide operational and system performance

metrics including diagnostics for problems.

They can be picked up and moved to another location since they are pre-fabricated

structures.

They are cleaner than traditional restrooms because of the self-cleaning cycle that uses

fresh sanitizer and water to clean, while traditional toilets use mop water.

Automated Public Toilets can also be retrofitted into existing bathrooms to convert that

facility into an automated toilet. (City of Calgary, 2008)

The inclusion of automated toilet and water fountain facilities makes for a clean and

inclusive environment for both residents and visitors of the community.

12.11 MIXED USE DEVELOPMENT

Throughout the community there should be a concentrated focus on mixed-use

developments along the Shouldice road corridor, a small podium style development above the

already existing Safeway, and the potential for the development of off campus housing in

Shouldice Terrace.

The goal of mixed-use development is to encourage medium-density residential

development that is street-friendly, and is designed to integrate well into the pedestrian-street

frontage (Montgomery ARP).The previous Montgomery Area Redevelopment Plan encourages

a sensitive increase in residential density near the Bowness Road/46 Street Commercial Core.

This would extend the range of housing types available in the community and increase the local

customer base for nearby businesses. Policies and design guidelines are proposed to ensure

new buildings are pedestrian orientated and integrate well with nearby low density residential

areas (City of Calgary, 2008).

Mixed-use developments have a positive effect on vendor diversity and aid in creating a

more attractive street scape. Accessibility to local shopping helps to minimize the need to travel

further distances to obtain household goods and necessities. In comparison to single-detached

homes, mixed use developments help to lower household expenditures, because the uses are

being shared, making the buildings themselves more sustainable.

39 | P a g e

FIGURE 36: RENDERING OF A MIXED-USE DEVELOPMENT

SECTION 13.0 CONCLUSION

With the help of the community through the visioning process, and in partnership with

the city we were able to create a vision for the future of Montgomery for the year 2050. One of

the key elements to the plan was to incorporate sustainability of environmental, social and

economic aspects. It was also an important factor to preserve the small town feel of

Montgomery with its rich history, heritage and culture. Therefore the main vision was to create

an Urban Village situated within the greater context of Calgary.

“Through the use of smart planning techniques and development, Montgomery will become a

diverse accessible community that is a mix of the past, the success of the present and an

example of the future”.

40 | P a g e

Section 14.0 References

Broady, M., Clarke, R., Marks, H., Mills, R., Sims, E., Smith, M. & White, L. (Ed. Clarke, R.) (1990) Enterprising Neighbours. The development of the community association in Britain, London: National Federation of Community Organisations Calgary Heritage Strategy (2008), Land Use Planning and Policy Planning, Development and Assessment. City of Calgary- http://www.calgary.ca/PDA/LUPP/Documents/Publications/heritage-calg-heritage-strategy.pdf Charles R. McClure, Bruce T. Fraser, Timothy W. Nelson, Jane B. Robbins (2000). ECONOMIC BENEFITS AND IMPACTS FROM PUBLIC LIBRARIES IN THE STATE OF FLORIDA. Information Use Management and Policy Institute School of Information Studies, Florida State University. Chorney, R.. (2010). The Power of Farmers' Markets. Municipal World, 120(12), 5-6. Retrieved April 15, 2012, from CBCA Reference and Current Events. City of Calgary, 2009. Calgary Transportation Plan 2009. http://www.calgary.ca/Transportation/TP/Documents/CTP2009/calgary_transportation_plan_2009.pdf City of Calgary, 2011. Cycling strategy 2011. http://www.calgary.ca/Transportation/TP/Pages/Cycling/Cycling-Strategy/Cycling-Strategy.aspx. City of Calgary 2002. City of Calgary: Corporate Affordable Housing Strategy. Approved 2002 July 17 (CPS2002-57). Calgary: The City of Calgary, Corporate Properties and Community Strategies. 31pp. City of Calgary, 2008. Public Toilets in the Centre City. http://www.calgary.ca/PDA/LUPP/Documents/Publications/centre-city-public-toilets.pdf Cortwright, J. (2009). Walking the walk: How walkability raises home values in U.S. cities. CEOs for Cities. http://www.ceosforcities.org/files/WalkingTheWalk_CEOsforCities1.pdf Condon, P. M. (2010). Seven rules for sustainable communities: Design strategies for the post-carbon world. Washington, DC: Island Press. DDM Media, 2011. Montreal Tourist Guide: BIXI & Bicycles in Montreal.

http://montreal.streetviewtours.com/montreal-tourism-resources/montreal-transportation/montreal-bixi-bicycles-in-montreal

41 | P a g e

Fietsberaad. 2012 Enschede will unbundle. http://www.fietsberaad.nl//index.cfm?lang=nl&repository=Enschede+gaat+ontvlechten History of Red Square (2012). Moscow.Info. Retreived from the internet at: http://www.moscow.info/red-square/history-red-square.aspx Katzey, R. 2003. Car Sharing: A New Approach to Urban Transportation Problems. Analyses of Social Issues and Public Policy. 3:1: 65-83 http://onlinelibrary.wiley.com.ezproxy.lib.ucalgary.ca/doi/10.1111/j.1530-2415.2003.00015.x/full Land Use Planning & Policy. (2008). Montgomery Area Redevelopment Plan, B15-B17. Retrieved from www.calgary.ca/planning/landuse LGC (2001), The Economic Benefits of Walkable Communities, Local Government Commission (www.lgc.org); at www.lgc.org/freepub/docs/community_design/focus/walk_to_money.pdf Shin, H.R.. (2004). Cultural festivals and regional identities in South Korea. Environment and Planning D: Society and Space 2004. 22. 619-632 Southworth, M. (2005). Designing the walkable city. Journal of Urban Planning and Development, 131(4), 246. doi: 10.1061 Transportation Research board of National Academies (TRB). 2005. Car-Sharing: Where and How it Succeeds. Transit Cooperative Research program (TCRP) Report 108. 2-15 Michael Bloom, Michael Grant and Douglas Watt (2005) Strengthening Canada- The Socio-Economic Benefits of Sports Participation in Canada. The Conference Board of Canada Montgomery Community Assosiation. http://www.mcapeople.ca/ Belzer, D., & Autler, G. (2002). Transit Oriented Development: Moving from Rhetoric to Reality. The Brookings Institution and Great American Station Foundation. Bernick, M., & Cervero, R. (1997). Tansit Villages in the 21st century. New York: McGraw-Hill. City of Calgary. (2006). Transit Oriented Development Policy Guidelines. Calgary. City of Edmonton. (2007). Transit Oriented Development Guidelines. Edmonton. CMHC. (2009). Tranist-Oriented Development Case Study: Collingwood Village,

42 | P a g e

Vancover, B.C. Vancouver: Canada Mortgage and Housing Corporation. Design for a livable sustainable future. (n.d.). Retrieved February 21, 2012, from Transit Oriented Development: http://www.transitorienteddevelopment.org/ Gordon, P., & Richardson, H. W. (1997). Are Compact Cities a Desirable Planning Goal? Journal of the American Planning Association , 94-106. Jacobs, J. (1961). The Death and Life of Great American Cities. New York: Vintage Books. Levac, N. (2009). Richmond Drive 'No Truck' Route. Cornwall: Cornwall City Council . Newmann, P., & Kentworthy, J. R. (1999). Sustainability and Cities: Overcoming Automobile Dependence. Washington, DC: Island Press. Pacione, M. (2001). Urban Geography: A global perspective. New York: Routledge. Parker, T., & Arrington, G. (2002). Statewide Transit-Oriented Development: Factors for Success in California's Transit-Oriented Development. California Department of Transportation. Renne, J. L. (2005). Transit-Oriented Development in Western Australia: Attitudes, Obstacles and Opportunities. Planning and Transport Research Centre. Schneider, R. H. (2005). Introduction: Crime Prevention through Envrionmental Design (CPTED): Themes, Theories, Practice, and Conflict. Journal of Architectural and Planning Research Volume 22, Number 4 , 271-283. The Canadian Urban Transit Association. (2004, October). Transit-Oriented Development: Smart Growth in Action. Issue Paper 9. Transportation Research Board. (2002). Transit-Oriented Development and Joint Development in the United States: A Literature Review. TCRP Research Results Digest 52 . Woolley, H., & Rose, S. (2010). The Value of Public Space. CABE . Timothy Carter & Laurie Fowler, “Establishing Green Roof Infrastructure Through Environmental Policy Instruments,” Environmental Management 42 (2008): 151-164 Kristin L. Getter & D. Bradley Rowe, “The Role of Extensive Green Roofs in Sustainable Development,” HortScience 41:5 (2006): 1276-1285 Konstantinos Tzoulas, Kalevi Korpela, Stephen Venn, Vesa Yli-Pelkonen, Aleksandra Kazmiercazak, Jari Niemla, &Philip James, “Promoting ecosystem and human health in

43 | P a g e

urban areas using Green Infrastructure: A literature review,” Landscape and Urban Planning 81 (2007) 167-178

By Group 2

Rayner D’Souza

Nancy Mai Pham

Rebecca Arabsky

Caitlyn Bidochka

Phil Yuk Choi

Bronwyn Culham

Stephen Deglow

Adam Ferris

Fiona Hamilton

Evan Rafuse

Adam Zendel