Rapport final (draft croquis)

Urban Planning and Landscape Architecture
Last Update by: Sandra Vespa | 2013-08-09
Global Design Guidelines and Policies Concerning Mixed-Use
Developmentsacross North America, South America, Africa,
Europe, the Middle-East and China
From: Alameda County in San Francisco Bay Area (2012)
DESIGN GUIDELINES FOR RESIDENTIAL MIXED-USE PROJECTS
San Francisco Bay Area, Alameda County – 2012
By: Albert Lopez, Planning Director in collaboration with Bay Area Planning Council
1.1Projects should be designed to enhance the visual appearance of the street
and district in which they are located.
1.2 Locate and orient buildings to respect the need for privacy, light, and air of
surrounding structures, especially adjoining low and medium density residential
development.
From: Mendocino County, California (2012)
Mixed-Use Zoning District Design Guidelines
Mendocino Count, California – August 16
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, 2012
By: Planning Commission of California
1.3 Uses may be located in separate freestanding buildings or may be combined
in multi-use buildings of single-story or multi-story design.
1.4 Where residential uses are mixed with commercial or office uses, the
residential uses should be located either above the commercial and/or office
components of a street frontage building, located at street level adjacent to the
commercial or office uses, or located behind the commercial or office component
on any floor where there is a distinct separation of uses and access, provided
pedestrian connections are furnished as part of a unified development theme.
1.5 Light industrial uses may be permitted on any floor, but should not be mixed
withresidential uses in the same building.
A Synthesis of Municipal Guidelines and Exemplary Developments That Are
Mixed-Use and/or Transport Oriented Across North America, South America,
Africa, Europe, the Middle-East and China
1. Development Intensity and Orientation

ensure that the ground floor commercial uses create an active pedestrian
realm that is an engaging and well-populated environment with a variety of uses
and activities.
2.1 Locate active commercial uses on the ground floor adjacent to the sidewalk,
including retail, restaurant, and personal service uses.
2.2Ground floor streetfrontage space is to be predominantly for active,
pedestrian-oriented uses.
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2.3 Commercial uses should be designed and operated such that neighboring
residents of residential units on the floors above are not exposed to offensive
noise or odors, especially from traffic, trash collection, routine deliveries or late
night activity.
ensure that the scale of the building is compatible, and tall buildings are not
located so as to overwhelm smaller scale buildings or block access to light and
sun.
3.1Locate the taller portions of residential projects away from adjoining
residential properties, inorder to provide height transitions between taller and
lower buildings, and to maximize light, air, and privacy for units.
3.2 For projects adjacent to low and medium density residential zones, reduce
the visual and shadow impact of upper stories by using one or more of the
following design strategies:
• Locate upper floors in the center of the property at least 30 feet away from
adjacent properties (could achieve this in the form of wrap-around terraces and
rooftop gardens)
• Step back the top one or two stories from the stories below.
3.3Include articulation in the project, such that the bulk as seen from existing
neighbors is reduced.
2. Location of Commercial and Residential Uses
3. Building Height and Form

3.4 Locate buildings close to the sidewalk, to enclose the public realm of the
street and sidewalk, and locate shops and restaurants next to the pedestrian
sidewalk. Wider setbacks are appropriate to allow for the following:
• Wider sidewalks where they are narrow;
• Building entrances and facade articulation;
• Outdoor cafes;
• Plazas or other high activity public areas.
3.5 Minimize the visibility of parking from the street and sidewalk, especially at
corners. Locate parking to the side or rear of buildings, or underground.
3.6 In areas where building frontage is allowed to be set back from the street,
provide a substantial landscape zone between the sidewalk and the parking
area to ensure that the visual definition of the street edge is maintained.
3.7 Arrange buildings located off of the street, such as at the rear edge of the
site, in related groups or organized around plazas or internal circulation
nodes. In addition, the site design needs to indicatea direct response to
adjacent development in order to facilitate pedestrian and vehicular movement
between sites and building.
These guidelines seek to create unified and harmonious building
compositions, promote quality architecture, and visual diversity. No official
architectural style is dictated or preferred.
4.1Projects should be designed with a consistent design integrity, exhibited by
all building components including, but not limited to, building mass and
articulation, roof forms, windows (proportion and design), building materials,
facade details (doors and entrances), fencing, and landscaping.
4.2 Design publicly-visible exterior facades, or building walls to be substantial,
permanent, and integral to the entire building.
4.3 Organize facade areas to provide:
• Horizontal emphasis through recesses, ornamentation and other types of
decorative detail;
• Pedestrian orientation through overhangs, eaves, awnings, display windows
and architectural ornamentation; and
• Harmonious composition through use of complementary combinations of
materials and colors.
4. Building Design

4.4 Design commercial building facades fronting on sidewalks to consist of
storefronts that include a preponderance of clear glass display
windowsand entry doorsthat provide visibility into the ground floor lease
space.
• Ground floor office uses are discouraged, per the Land Use Element of the
Specific Plans, but, where present, must be designed and maintained as
storefront spaces.
4.5 Include architectural elements providing shade and weather protection for
pedestrians, such as overhangs and arcades
The purpose of these guidelines is to ensure adequate setbacks for residential
units in the project and ensurethe project respects the residential units in
adjoining buildings.
5.1 Provide adequate light, air, and privacy for residential units in the project,
as well as for residential units on adjoining properties.
5.2Provide distance between buildings on the same project site that is
adequate to ensure light, air and privacy for adjacent residential units and to
minimize shadows on open space.
5.3 Use design strategies to protect privacy, such as: offsetting windows of
adjacent units; locating minor windows above eye level, and using opaque glass
for minor windows.
These guidelines ensure that the visibility of parking is minimized from public
streets and that parking areas will not create a negative visual outlook for the
residential units
6.1 Locate parking to the rear or side of buildings, underneath buildings, or
underground and avoid land intensive surface parking lots. Recommended
parking locations include the following:
• Interior Side Parking
• Rear Yard Parking
• Partial Below-Grade Parking
• Below-Grade Parking
• Tuck-Under Parking
• Parking Wrapped with Living Space
5. Building Set-Backs for Light, Air and Privacy
6. Parking Location and Design

6.2Disperse continuously paved areas throughout the project in smaller
segmented parking areas rather than creating land intensive surface parking lots.
6.3Do not locate parking between buildings and the street.
• Parking areas between the building edge and the sidewalk are not allowed.
• Locate all parking areas behind street frontage buildingsand ground floor
use areas.
• Parking areas should be located on the interior to or at the back of the site -
where it is not visible to the street, and/or by garage space in the building
where no more than one garage door is visible to the street.
6.4Locate garage entrances and driveways to the side of the property
instead of at the center.
6.5Separate parking areas from buildings by at least a raised concrete
walkway or a landscaped area, preferably both.
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, 2012
6.6 Bicycle parking spaces should be provided at the ratio of ten (10) percent of
required off-street parking, with a minimum of eight bicycle parking spaces per
mixed-use development.
6.7 Bicycle parking facilities should be:
6.7.1 Securely anchored to the lot surface so they cannot be easily removed and
should be of sufficient strength to resist theft;
6.7.2 Separated by a physical barrier to protect the bicycle from damage by
motor vehicles if located within a vehicle parking area; and
6.7.3 Separated from normal pedestrian traffic.
7.1 Provide new or repaired improvements in the public right-of-way along the lot
frontage, including sidewalks, street trees, curbs, and gutters.
7. Site Landscaping Orientation

7.2 Provide street trees along the street frontage that enhance the visual
appearance of the street and provide shade for pedestrians, but do not block the
visibility of commercial signs.
7.3 Incorporate landscaping in order to create an attractive visual outlook for
residential units, create usable open space, maximize storm-water infiltration,
and provide privacy for adjacent residential units.
7.4 Design site landscape treatments to be attractive, with consistent design
integrity throughout the project.
7.5 Provide site landscaping in the following priority areas:
• Between commercial and residential buildings
• In areas that are visible from the primary living areas of residential units
• Within common open space areas
• Along the edge of driveways
• Along the property perimeter
• Between buildings and driveways
• Between buildings and parking
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, 2012
7.6 All usable open space, such as pedestrian walkways, separations between
buildings, yard areas, and common recreation areas should be landscaped and
provided with control timer, and underground irrigation systems, or an alternative
equivalent system.
These guidelines ensure that projects provide enjoyable usable outdoor living
areas for residents and lightaccess, privacy, and a sense of openness is
maintained in higher density developments.
8.1 Provide both common open space and private open space for residents‟
recreation and relaxation.
• Design common open space as a space where people can interact, host
guests, and also enjoy some time alone in the fresh air.
• Design private open space for the exclusive useof household members to eat
outside, garden, enjoy the fresh air, and grill outdoors.
8. Usable Open Space

8.2 Provide usable open space that may have a dual function for storm-water
treatment and incorporates strategies such as grassy swales, vegetated swales,
flow through planters, rain gardens, etc.
8.3 Design common open space(s) to be a shared open space for use by all
residents.
8.4 Locate common open space(s) in a central location that serves all the
units, not at an extremeedge of the property. Common open space can be on
the ground, or in courtyards above the ground level.
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, 2012
9.1 Transit stops, if applicable, should be designed as integral elements of a
mixed-use development by co-locating them with pedestrian-oriented amenities,
such as pocket parks, courtyards, plazas, and in retail/commercial centers,
whenever possible.
9.2 When an existing transit stop is located on a sidewalk adjacent to the
location of a new development, a shelter for transit patrons should be
constructed that;
9.2.1 Incorporates an architectural design that meets the transit authority‟s
design criteria; and
9.2.2 Includes a shelter, bench and lighting.
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, 2012
10.1 All trash enclosures should be fully enclosed with self-closing and self-
latching
doors, and each enclosure should accommodate both trash and recycling bins.
9. Transportation and Traffic
10. Waste Management and Loading Docks

10.2. Trash enclosures should be an integral part of the building design
whenever possible.
10.3 Loading areas should be screened from public view to avoid negative noise,
visual, and illumination impacts on the residential portion of a mixed-use
development and may be accomplished by the construction of six-foot high
perimeter walls that are architecturally compatible with the primary structures and
on-site landscaping.
This is the model concept of a development containing various land use that is completely
integrated into a single structure. No parking indications.
Shawn Tubb, Cincinnati, Ohio.University of Cincinnati, Master of Architecture thesis, 2009. URL:
http://archinect.com/shawnpatricktubb/project/re-marketing-modernism-the-revision-of-an-iconic-mid-
century-mixed-use-hotel-2007-2009
General Research Findings and Trends Concerning Mixed-Use
Developments across North America, South America, Africa,
Europe, the Middle-East and China

Many large-scale developments are by a waterfront or make an effort to bring
civilian attention and activity to a nearby waterfront. This is true in all areas
studied.
Most developments have integrated sustainable practices in their infrastructure
i.e. gray-water systems, photovoltaic cellular structures, radiant heating […]
and/or strive to achieve sustainable practices recognition from LEED or
BREEAM. This is mostly true in the United States, Canada and Europe. It is
especially true in The Middle-East and Chine where all projects studied have
integrated sustainable practices in their concepts.
Striving for affordable housing is a common goal for the city council and
developer of mixed-use developments centered on residential communities. This
is especially true in the United States.
- by contrast, projects that are oriented towards accommodating office or
retail spaces will more often than not have middle- to higher-income
housing. This is mostly true in all areas studied.
Mixed-use projects strive to promote knowledge-based industry and stimulate the
economy via the creative class. It is common to see bistros, art galleries and
locally-owned businesses on the ground floor rather than restaurant chains or
department stores. This is not true in the United States wherein mixed-use
developments are marketed differently than elsewhere and often promote chains
and large department stores as an integral part of the site.
Bike paths are heavily encouraged as part of the street scape and street design.
This is especially true for Europe and relatively true for Canada. Though there
are isolated cases; in large part, the mixed-use developments in the United
States do not promote bike paths nor do they support initiatives to encourage
cycling as a means of transportation.
Proximity to amenities and services is used in the marketing scheme
ofdevelopments and included in the design concept and scheme. This is
especially true in all cases including developments wherein different land uses
are integrated in single structures.
Almost all developments were found near a means of transportation and/or street
node; highway, bridge, overpass, train tracks, canal, Laguna, round-about. This
is especially true in all areas studied except for Africa (mainly Marocco).

The “re” phenomena: the mixed-use developments have as an objective to
“renew”, “rejuvenate”, “redevelop”, “reinvent” or “re-use” a brownfield zone or
existing structure whereby active use has declined. This is true in all cases.
Mixed-use developments in the United States, with few exceptions (later
demonstrated in the project examples),emphasize horizontal growthrather than
vertical growth as they do in other areas. This is also true for Africa (mainly
Morocco). In other areas, development is encouraged as vertical growth thereby
creating density and opportunity for single-building integration of uses.
Most mixed-use developments have spaces and corridors dedicated to
agriculture and landscaping which more often than not serve ascommon or
private spaces and courtyards. This is true in all cases.
It is not a necessity, by guideline or by-law, for a “mixed-use” development to
have residential units however, the best received projects as well as the most
recognized ones have residential floors or separate residential structures in
proximity to amenities and services. This is true in all areas cases studied.
Commercial space is often concentrated on the ground floor followed by office
space and residential units taking up the top floors. This is mostly true in all
cases.
Some developments mark the entrance of a city or act as the gateway to a
metropolitan area. Often, this integrates with

City North, Phoenix, Arizona (2008)
PROJECTS – United States of America

7.2 Provide street trees along the street frontage that enhance the visual
appearance of the street and provide shade for pedestrians, but do not block the
visibility of commercial signs.

3.3 Include articulation in the project, such that the bulk as seen from existing
neighbors is reduced
4.1 Projects should be designed with a consistent design integrity, exhibited
by all building components including, but not limited to, building mass and

space.
Holiday Neighborhood, Boulder, Colorado (2008)
7.3 Incorporate landscaping in order to create an attractive visual outlook for
residential units, create usable open space, maximize storm-water infiltration,
and provide privacy for adjacent residential units.

City Center Renewal Plan, Washington, District of Columbia
(concept)
1.1 Projects should be designed to enhance the visual appearance of the street
storefronts that include a preponderance of clear glass display windows

2.1 Locate active commercial uses on the ground floor adjacent to the sidewalk,
including retail, restaurant, and personal service uses.
2.2 Ground floor street frontage space is to be predominantly for active,

units, not at an extreme edge of the property. Common open space can be on
Crocker Park, Westlake, Ohio (commercial started in 2003 – in
progress)

The Square 3, Berlin, Germany (concept, master plan in
progress)
space.
1.3 Uses may be located in separate freestanding buildings or may be combined
in multi-use buildings of single-story or multi-story design.
PROJECTS – Europe

3.1 Locate the taller portions of residential projects away from adjoining
residential properties, in order to provide height transitions between taller and
lower buildings, and to maximize light, air, and privacy for units.
• Locate upper floors in the center of the property at least 30 feet away from
adjacent properties (could achieve this in the form of wrap-around terraces and
rooftop gardens)
3.3 Include articulation in the project, such that the bulk as seen from existing
neighbors is reduced.

Bryghusprojektet, Copenhagen, Denmark (started May 2013)
space.

9.1 Transit stops, if applicable, should be designed as integral elements of a
mixed-use development by co-locating them with pedestrian-oriented amenities,
such as pocket parks, courtyards, plazas, and in retail/commercial centers,
whenever possible

the ground, or in courtyards above the ground level
Coolsingel Cube, Rotterdam, The Netherlands (started 2007)

1.5 Light industrial uses may be permitted on any floor, but should not be mixed
withresidential uses in the same building.
5.1 Provide adequate light, air, and privacy for residential units in the project,
as well as for residential units on adjoining properties.
Kuntsevo Center, Moscow , Russia (to be completed in 2014)

1.1 Projects should be designed to enhance the visual appearance of the street

space
PORTICO, Vancouver, British Columbia (2005)
PROJECTS – Canada

3.1 Locate the taller portions of residential projects away from adjoining
residential properties, in order to provide height transitions between taller and
lower buildings, and to maximize light, air, and privacy for units

3.5 Minimize the visibility of parking from the street and sidewalk, especially at
corners. Locate parking to the side or rear of buildings, or underground.
• Interior Side Parking
• Rear Yard Parking
• Partial Below-Grade Parking
• Below-Grade Parking
• Tuck-Under Parking
• Parking Wrapped with Living Space

7.6 All usable open space, such as pedestrian walkways, separations between
buildings, yard areas, and common recreation areas should be landscaped and
provided with control timer, and underground irrigation systems, or an alternative
equivalent system.
• Design private open space for the exclusive use of household members to eat
outside, garden, enjoy the fresh air, and grill outdoors.

West Don Lands,Toronto,Ontario (2005 – in progress)
Pointe Nord, Ile-des-Soeurs, Québec (2008 - 2014)

• Design private open space for the exclusive use of household members to eat
outside, garden, enjoy the fresh air, and grill outdoors

Global Design Guidelines and Policies Concerning Transport
Oriented Development across North America, South America,
Overreaching TOD principle: Higher density, walkable, predominantly mixed-
use environments within station areas optimizing use of existing transit
infrastructure, creating greater mobility options and benefiting local communities.
From: City of Vancouver (July 2012)
Transit-Oriented Communities Design Guidelines
Creating more livable places around transit in Metro Vancouver
By: TransLink Vancouver
6 “Ds” of TOD
Destination, Distance, Design, Density, Diversity and Demand
Management
Destination: coordinating land use and transportation
New transit-oriented communities should be located along reasonably direct
corridors so that most destinations are „on the way‟ to other destinations.
When land use and transportation are well coordinated, transit can provide
fast, direct, and cost-effective access to more destinations for more people.
Distance: creating a well-connected street network
A well-connected street network shortens travel distances, making it possible
for people to quickly and conveniently walk or cycle to where they want to go
or to easily connect with transit en route to their destination.
Design: create places for people
Using a mobility device, people of all ages and abilities should be able to
access and enjoy a comfortable, safe, delightful, and inviting public realm.
Density: concentrate and intensify activities near frequent transit
Transit-oriented communities concentrate most growth and development
within a short walk of frequent transit stops and stations. A higher density of

homes, jobs, and other activities creates a market for transit, allowing
frequent service to operate efficiently.
Diversity: encourage a mix of uses
A vibrant mix of land uses helps to create complete, walkable
neighbourhoods around transit stations and stops, and supports a transit
system that is well-utilized throughout the day.
Demand Management: discouraging unnecessary driving
Transit-oriented communities use TDM strategies to discourage unnecessary
driving and to promote walking, cycling, and transit.
General Research Findings and Trends Concerning Transport
Oriented Developments across North America, South America,
There are usually residential towers of 10 stories or more in proximity to a
transportation hub such as a bus station, metro station, train station or a central
station of any of the mentioned means of transportation.
Single family homes or low density buildings are placed further away from
transportation hubs with intermittent buffering by landscaping or walls. This is
done because it is believed that residents likely to live in high density affordable
housing are less likely to own cars and therefore more likely to commute using
public transportation.
Proximity to the transportation hub was used to promote the projects in all cases.
Most developments have direct access to the transportation station or are in
themselves the direct access to the station. This is true is most cases.
The occurrence of TODs were the least frequent in the United States and the
most frequent in Asia and Europe.

CollingWood Village, Vancouver BC:
In order to create and maintain a mixed-income community around a transit hub
or along a corridor, it is crucial that the inclusionary units be constructed within
the pedestrian commute-shed for the transit service as lower-income households
are less likely to own cars and more likely to use transit than higher-income
households.
Shoemaker
Projects are only eligible for HIP if the net density is at least 30 units to the acre
(slightly lower in the less transit-rich parts of the region). Grant amounts go up
based on the density and affordability of development; $1,000 per bedroom at 25
units per acre up to $2,000 per bedroom for 60 units per acre. The HIP program
provides an additional $500 per bedroom for projects that are affordable.
The Housing Incentive Program

Equinox, Toronto ON:
In order to create and maintain a mixed-income community around a transit hub
or along a corridor, it is crucial that the inclusionary units be constructed within
the pedestrian commute-shed for the transit service as lower-income households
are less likely to own cars and more likely to use transit than higher-income
households.
Shoemaker
Projects are only eligible for HIP if the net density is at least 30 units to the acre
(slightly lower in the less transit-rich parts of the region). Grant amounts go up
based on the density and affordability of development; $1,000 per bedroom at 25
units per acre up to $2,000 per bedroom for 60 units per acre. The HIP program
provides an additional $500 per bedroom for projects that are affordable.
The Housing Incentive Program

Pointe Nord, Ile des Sœurs, QC (Transport OrientedDevelopment
POTENTIAL)
Transit service types include existing and projected metro stations, commuter train
stations, LRT and tramway stations, bus terminals and park-and-ride lots. The
morphological characteristics considered were street patterns, block sizes, building
placement and the presence of major infrastructure (highways, bridges, ports, etc.).
Mitchell Lavoie
The main lessons from this research are summarized below:
Although residential density is important for supporting good public transit service, it
must be considered alongside other measures of land use intensity, such as
employment density
Cervero, Robert, &Kockelman, K. (1997). Travel demand and the 3Ds: Density,
diversity, and design. Transportation Research Part D: Transport and
Environment, 2(3), 199–219

The Bridges, Alberta:
The success of transit-oriented developments depends to some extent on how origins
and destinations are connected. The commonly-used indicators of street network design
draw heavily on the principles of New Urbanism, which suggest that well-connected,
pedestrian friendly streets encourage people to walk as a mode of transportation
(Dunphyet al. 2004).
Dunphy, R., Cervero, R., Dock, F., McAvey, M., & Porter, D. (2004). Developing
around transit:strategies and solutions that work. Washington, DC: Urban Land
Institute.

Thornton Place, Seattle, Washington
Mitchell Lavoie

City Center, Washington, District of Columbia (POTENTIAL for Transport
Oriented Development)
Institute.
Transit-supportive land uses encourage transit use and increased transportation network
efficiency. As such, the pattern of land uses around LRT stations should be
characterized by:
• high employee and/or residential densities
• promoting travel time outside of the am/pm peak periods
• attracting reverse-flow travel on roads and LRT
• encouraging extended hours of activity, throughout the day and week
• attracting pedestrian users / generates pedestrian traffic
Transit Oriented Development Policy Guidelines
The City of Calgary Land Use Planning and Policy

Amended December 2005
The primary user group for transit and associated TOD uses is pedestrians, since all
transit trips begin and end with a pedestrian trip component. The planning area for TOD
around an LRT station should therefore be the distance that a pedestrian is likely to
travel to take transit. This has been determined to typically be a 5 to 10 minute walk, or
approximately 600 m.

Stockholm City Station, Stockholm, Sweden
Mitchell Lavoie
The primary user group for transit and associated TOD uses is pedestrians, since all
transit trips begin and end with a pedestrian trip component. The planning area for TOD
around an LRT station should therefore be the distance that a pedestrian is likely to
travel to take transit. This has been determined to typically be a 5 to 10 minute walk, or
approximately 600 m.

Bryghusprojektet, Copenhagen, Denmark (Transport Oriented
Development POTENTIAL)
Mitchell Lavoie
Roppongi Station - Roppongi Hills, Tokyo, Japan
Mitchell Lavoie

Institute.

Namba Park, Seoul, Korea
Mitchell Lavoie

Institute.

The Opera Quarter, Oslo, Norway (Transport Oriented Development POTENTIAL)
Mitchell Lavoie
The main lessons from this research are summarized below:
Although residential density is important for supporting good public transit service, it
must be considered alongside other measures of land use intensity, such as
employment density
Cervero, Robert, &Kockelman, K. (1997). Travel demand and the 3Ds: Density,
diversity, and design. Transportation Research Part D: Transport and
Environment, 2(3), 199–219

CONCEPTS and what we can take from them! COMPACT CITIES!
SMART GROWTH: It is a term to describe ways of developing more sustainable
cities by supporting economic development initiatives, creating healthy
environments and strengthening communities.
• Create walkable neighbourhoods
• Foster distinctive, attractive communities with a strong sense of place
• Encourage transit use
• Provide a variety of transportation choices
• Mix land uses
• Strengthen and direct development toward existing communities
• Create a range of housing opportunities and choices.

Ecological City of Tianfu, Chengdu, China

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