UBC Wiki - User contributions [en]

Sandbox:Andresandbox

2011-04-12T22:54:44Z

AndreMalan:

==boo==
==boo2==
==boo3==
==boo4==
====Oh hello there====

[[Andre | Andre]]

Sandbox:Andresandbox

2011-04-12T22:50:31Z

AndreMalan:

==boo==
==boo2==
==boo3==
==boo4==
====Oh hello there====

Sandbox:Andresandbox

2011-04-12T22:50:05Z

AndreMalan:

==boo==
====Oh hello there====

Sandbox:Andresandbox

2011-04-12T22:49:47Z

AndreMalan: Created page with "====Oh hello there===="

====Oh hello there====

Library:WordPress and Wiki Tutorial

2011-04-12T22:28:24Z

AndreMalan: /* Accessing your WordPress Site */

Welcome to the WordPress and Wiki Tutorial! We hope to cover all the basics in just 15 minutes. Please don't hesitate to ask questions or make suggestions either of your moderators (if this applies) or using the [[Library_talk:WordPress_and_Wiki_Tutorial|talk page]].

==TLAC Forum Presentation==

{{#widget:Google Presentation|docid=dhcdt79k_1hmszbtfj}}

==Decisions, Decisions, Decisions==
The first thing you'll need to do is decide whether your information should reside in WordPress or Wiki. Generally, if it has greater library use (such as a tutorial), consider putting it on the wiki for everyone to share.

Not sure? Check out our [[Library:When_to_Use_the_Wiki|When to Use the Wiki page]] to help you decide.

If you decide the information should be on WordPress, you then need to decide between pages and posts. If you're not sure, take a look at a list of [[Documentation:WordPress_Basics/Basics_1_Guide#The_Difference_Between_Pages_and_Posts|differences between pages and posts]].

==Using Wiki==
===Login and Access the Library Namespace===

*Login to the wiki using your CWL
*Visit any library page, such as [[Library:Home]]
*You should see the 'Edit' tab in the top right between 'Read' and 'View History'. If you do not see the 'Edit' tab, please contact LSIT with your UBC Wiki username (it's the name you see next to 'UBC Wiki' on the left of the top gray bar).

===Best Practices===
Before creating (and editing wiki pages), please take a look at the [[Library:Home#Wiki_Guidelines|Library's Wiki Guidelines]].

===Create a Wiki Page===
{{Library:Learn to Use the Wiki/Creating Pages}}

===Editing a Wiki Page===
# Insert the content you want in the edit box.
#* If you have something written up, you can just copy/paste, but the formatting will disappear.
#* If you want to convert an existing webpage, see [[Help:Converting_HTML_to_Wiki_Syntax]].
# Format your text using the toolbar. Click on 'Advanced' for more options. See [[Help:Formatting_Toolbar]] for details (which also provide links to other help articles related to formatting).
#* Note: When inserting links, we recommend to place your cursor where you would like it and use the insert link option (i.e. without selecting any text prior to pressing the button).
# Categorize!
#* Search for existing ones, or browse the [[:Category:Library]] page for library related ones. Add categories at the bottom of your wiki page using the format: <nowiki>[[Category:categoryname]]</nowiki> (case and space sensitive!). See [[Help:Categories]] for more information.
# 'Show Preview' at any time and finally, 'Save page'.
The [[Library:Learn_to_Use_the_Wiki|Library's Learn to Use the Wiki]] also provides a more flushed out tutorial on wiki formatting basics.

{{Help:Wiki_to_WordPress/Wikipage_Tips}}

==Using WordPress==
===Accessing your WordPress Site===
If you do not have it bookmarked, the easiest way to access your WordPress site is to add "wp-admin" to the URL of your site in your browser's address bar.

For this tutorial, the site that we are using is: http://library-training.sites.olt.ubc.ca , so in order to access the WordPress Dashboard, use http://library-training.sites.olt.ubc.ca/wp-admin

You should then be prompted to login using your CWL. Once you have access, you should see the WordPress Dashboard.

====Accessing a WordPress site through another WordPress site?====
If you're already logged into a different WordPress site, here's another way to get to the one you want.
# Click on Dashboard or the arrow to show the submenu.
# Click on 'My Sites.' [[Image:WP_Menu_My_Sites.png|WordPress Dashboard menu showing My Sites]]
# Click on 'Dashboard' underneath the site you wish to change.

===Create a Page===
To add a new page to your WordPress site:
# Click on Pages or the arrow to show the submenu.
# Click on 'Add New'. [[Image:WP_Menu_Pages.png|WordPress Pages menu showing Add New]]
# Add a title and your content using the WYSIWG (what you see is what you get) editor. The [[Documentation:WordPress_Basics/Basics_1_Guide#Formatting_Your_Post_using_the_Kitchen_Sink|'Kitchen Sink']] (last icon on the top row) gives more options/buttons.
#* For library sites, we suggest using headings to organize your page, but not to change the font, color, or size for these to keep pages looking consistent between sites (and what you see in the editing box may be different from how the page will actually look).
# 'Preview' your page to see how it looks, and 'Publish' once you're done to save and make it public.
At any time, you may see your list of pages and edit them by selecting 'Pages' from the WordPress menu.

{{Documentation:WordPress_Basics/Basics_1_Guide/Add_Images_and_Media}}
Note: If the image or media lives on the web, use the 'From URL' option instead. If you uploaded it previously, use the 'Media Library' option.

For more tutorials/help, see [[Documentation:WordPress_Basics|CTLT's WordPress Basics]] or [http://mcbuzz.wordpress.com/wordpress-tutorials-complete-list/ Video WordPress Tutorials].

===Create a Post===
Following the same method as with pages:
# Click on Posts or the arrow to show the submenu.
# Click on 'Add New'.
# Add a title and your content using the WYSIWG (what you see is what you get) editor. The [[Documentation:WordPress_Basics/Basics_1_Guide#Formatting_Your_Post_using_the_Kitchen_Sink|'Kitchen Sink']] (last icon on the top row) gives more options/buttons. Adding images/media is the same as on pages.
# On the right hand side of the page, add categories by checking off the applicable boxes or 'Add New Category' (at the bottom of Categories) to make a new category for your post.
# Below Categories, add tags (either new ones through text box or click on 'Choose from the most used tags').
#* What's the different between categories and tags? Try [[Documentation:WordPress_Basics/Basics_1_Guide#Categories_and_Tags|Elearning's
explanation]] or [http://en.support.wordpress.com/posts/categories-vs-tags/ WordPress' explanation].
# Scroll down and look for 'Discussions' (in the centre area) to allow or disallow comments.
# 'Preview' your page to see how it looks, and 'Publish' once you're done to save and make it public.
At any time, you may see your list of post and edit them by selecting 'Posts' from the WordPress menu.

==Embedding Wiki Pages in WordPress==
{{Help:Wiki_to_WordPress/Insert_Wiki_in_WordPress}}

{{Help:Wiki_to_WordPress/Target_URL}}

==Resources==
* [[Library:When_to_Use_the_Wiki]]

===WordPress===

* [[Documentation:WordPress_Basics|CTLT's WordPress Basics]]
* [http://mcbuzz.wordpress.com/wordpress-tutorials-complete-list/ Video WordPress Tutorials]

===Wiki===
* [[Library:Learn_to_Use_the_Wiki]]
* [[Help:Contents|Wiki Help Articles]]
* [[:Category:Library|Library Categories]]
* [[Library:Home|Library's Space Home page]] including Wiki Guidelines

[[Category:Library_Tutorials]]
[[Category:UBC Library Staff]]

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T07:05:31Z

AndreMalan: /* Sustainability */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures. The physical path dependence could also be a boon to sustainability, as if the undeveloped surrounding green areas of Willoughby can be preserved then city planners will be able to increase density much more easily.

====Cultural Path Dependence and Immigrant motivation====

The simplest way to overcome cultural path dependence is to change the culture of a region. A reliable way of accomplishing this is to increase the number of residents from a different population. Of course, social cohesion issues will need to be managed, but assuming that the city would be able to facilitate cohesion, then moving a large number of immigrants into the neighbourhood would decrease the likelihood of NIMBY attitudes derailing the planning process. Of course, this does introduce a kind of "chicken and egg" scenario in which change is needed to entice more immigrants, however more immigrants are needed to create change.

Transportation may overcome that problem. If enough rapid transit could be provided to other parts of the GVRD, specifically Vancouver and Richmond then immigrants would be much more likely to settle in Willoughby. These regions already contain the necessary pull factors for over 22 000 immigrants a year (Bunting et al., 153) so by connecting Willoughby and Langley to these areas those immigrants could be enticed to flow to the area by lower housing prices.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Fortunately the GVRD and Translink have decided to make improving transit and creating new rapid transit to the area of Langley a priority, as outlined in the "South of Fraser Area Transit Plan" (Translink).

Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

 
 
Translink. Translink / South of Fraser Area Transit Plan. 2011. 03 2011 <http://www.translink.ca/en/Be-Part-of-the-Plan/Plans/Area-Transit-Plans/South-of-Fraser-Area-Transit-Plan.aspx
>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T07:03:28Z

AndreMalan: /* References */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence and Immigrant motivation====

The simplest way to overcome cultural path dependence is to change the culture of a region. A reliable way of accomplishing this is to increase the number of residents from a different population. Of course, social cohesion issues will need to be managed, but assuming that the city would be able to facilitate cohesion, then moving a large number of immigrants into the neighbourhood would decrease the likelihood of NIMBY attitudes derailing the planning process. Of course, this does introduce a kind of "chicken and egg" scenario in which change is needed to entice more immigrants, however more immigrants are needed to create change.

Transportation may overcome that problem. If enough rapid transit could be provided to other parts of the GVRD, specifically Vancouver and Richmond then immigrants would be much more likely to settle in Willoughby. These regions already contain the necessary pull factors for over 22 000 immigrants a year (Bunting et al., 153) so by connecting Willoughby and Langley to these areas those immigrants could be enticed to flow to the area by lower housing prices.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Fortunately the GVRD and Translink have decided to make improving transit and creating new rapid transit to the area of Langley a priority, as outlined in the "South of Fraser Area Transit Plan" (Translink).

Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

 
 
Translink. Translink / South of Fraser Area Transit Plan. 2011. 03 2011 <http://www.translink.ca/en/Be-Part-of-the-Plan/Plans/Area-Transit-Plans/South-of-Fraser-Area-Transit-Plan.aspx
>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T07:01:48Z

AndreMalan: /* Large Capital Expenditure */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence and Immigrant motivation====

The simplest way to overcome cultural path dependence is to change the culture of a region. A reliable way of accomplishing this is to increase the number of residents from a different population. Of course, social cohesion issues will need to be managed, but assuming that the city would be able to facilitate cohesion, then moving a large number of immigrants into the neighbourhood would decrease the likelihood of NIMBY attitudes derailing the planning process. Of course, this does introduce a kind of "chicken and egg" scenario in which change is needed to entice more immigrants, however more immigrants are needed to create change.

Transportation may overcome that problem. If enough rapid transit could be provided to other parts of the GVRD, specifically Vancouver and Richmond then immigrants would be much more likely to settle in Willoughby. These regions already contain the necessary pull factors for over 22 000 immigrants a year (Bunting et al., 153) so by connecting Willoughby and Langley to these areas those immigrants could be enticed to flow to the area by lower housing prices.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Fortunately the GVRD and Translink have decided to make improving transit and creating new rapid transit to the area of Langley a priority, as outlined in the "South of Fraser Area Transit Plan" (Translink).

Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T06:56:47Z

AndreMalan: /* Cultural Path Dependence and Immigrant motivation */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence and Immigrant motivation====

The simplest way to overcome cultural path dependence is to change the culture of a region. A reliable way of accomplishing this is to increase the number of residents from a different population. Of course, social cohesion issues will need to be managed, but assuming that the city would be able to facilitate cohesion, then moving a large number of immigrants into the neighbourhood would decrease the likelihood of NIMBY attitudes derailing the planning process. Of course, this does introduce a kind of "chicken and egg" scenario in which change is needed to entice more immigrants, however more immigrants are needed to create change.

Transportation may overcome that problem. If enough rapid transit could be provided to other parts of the GVRD, specifically Vancouver and Richmond then immigrants would be much more likely to settle in Willoughby. These regions already contain the necessary pull factors for over 22 000 immigrants a year (Bunting et al., 153) so by connecting Willoughby and Langley to these areas those immigrants could be enticed to flow to the area by lower housing prices.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T06:56:27Z

AndreMalan: /* Cultural Path Dependence */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence and Immigrant motivation====

The simplest way to overcome cultural path dependence is to change the culture of a region. A reliable way of accomplishing this is to increase the number of residents from a different population. Of course, social cohesion issues will need to be managed, but assuming that the city would be able to facilitate cohesion, then moving a large number of immigrants into the neighbourhood would decrease the likelihood of NIMBY attitudes derailing the planning process. Of course, this does introduce a kind of "chicken and egg" scenario in which change is needed to entice more immigrants, however more immigrants are needed to create change.
Transportation may overcome that problem. If enough rapid transit could be provided to other parts of the GVRD, specifically Vancouver and Richmond then immigrants would be much more likely to settle in Willoughby. These regions already contain the necessary pull factors for over 22 000 immigrants a year (Bunting et al., 153) so by connecting Willoughby and Langley to these areas those immigrants could be enticed to flow to the area by lower housing prices.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T06:44:37Z

AndreMalan: /* Cultural Path Dependence */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Immigrant Motivation===

As noted in the demographics section, Langley and especially Willoughby has a disproportionally low number of immigrants. In order for the plans to become a reality, there needs to be a change in the balance of push and pull factors for immigrants. Without relevant changes the area may be able to increase its capacity, but will not increase the actual density of the population.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence====

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T06:35:47Z

AndreMalan: /* Resolution */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependence.

====Sustainability====

For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

====Cultural Path Dependence====

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T05:35:06Z

AndreMalan: /* Large Capital Expenditure */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes. These fees should not need to be raised too much, as the municipality should be able to borrow against the expected increase in population. In addition, private companies can also be called on to pay some of the capital expenditures. Although not quite the Business Improvement Area model, businesses and commercial industry in the area can see the obvious fiscal benefits of an increased population and would thus be willing to provide some of the capital needed to create the necessary pull-factors.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T05:29:45Z

AndreMalan: /* Culture */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T05:28:57Z

AndreMalan: /* Physical Path Dependence */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area. In order to increase density in the region, pull-factors are going to be needed that overcome the large distance from the cities of Vancouver and Richmond as well as even the distance (especially for the larger Northern part of Willoughby) from the Langley core.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T05:25:21Z

AndreMalan: /* Sustainability */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do" (Metro Vancouver). The question then becomes, in planning for a large influx of residents into the Willoughby area, how can city planners ensure that they maximize sustainability. This is especially a concern as the Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparably damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T05:22:50Z

AndreMalan: /* References */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do".

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 

Metro Vancouver Action Plan 2011, 2011 <http://www.metrovancouver.org/about/publications/Publications/ActionPlan2011.pdf>
 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:49:17Z

AndreMalan: /* Environmental Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Sustainability===

Any city planning done at this juncture will need to consider the issue of sustainability. This is especially true in the GVRD, with the new metro Vancouver action plan being subtitled "An unshakeable commitment to the well-being of current and future generations and the health of our planet, in everything we do".

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:17:57Z

AndreMalan: /* Investment */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Large Capital Expenditure===

The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:17:20Z

AndreMalan: /* Transit */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
Creating the right transit system will help toward overcoming two of the factors, sustainability and cultural path dependance. For sustainability, a continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.

===Investment===

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:08:03Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

==Resolution==

===Transit===
A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Investment===

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:05:08Z

AndreMalan: /* Resolution */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

------------------------------------------------------
Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

===Transit===
A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

===Investment===

===Culture===

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T04:03:29Z

AndreMalan: /* Physical Boundaries */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

For a more detailed representation of the area (with the ability to pan, zoom and get a sense of the actual built structure) you can visit the following google map: http://goo.gl/maps/COC4

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

------------------------------------------------------
Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-12T03:56:08Z

AndreMalan: /* Cultural Path Dependence */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. This has certainly been the case for changes suggested to the residents of the larger Langley area. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle. In order to fulfill its goal of being an area where new immigrants can move into and fulfill the GVRD's goals of sustainability, city planners are going to have to overcome this "NIMBY" attitude.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

------------------------------------------------------
Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:58:57Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

===Environmental Factors===

The Willoughby area currently contains a large amount of green space. Would increasing the population density of the region do irreparebly damage to the natural ecosystem? Is there any way to to increase density and maintain the current natural ecosystem?

------------------------------------------------------
Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:52:29Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Physical Path Dependence===

Willoughby is a very isolated area. It is bordered by a river to the North and undeveloped land to the East and West. It's only connection to Greater Langley is at the Southern Tip. This disconnectedness perpetuates the Suburban infrastructure and also serves as a push factor for immigrants who could be settling in the area.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

------------------------------------------------------
Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:40:35Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

Factor brainstorm:

At the moment we have some factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

It's interesting that Willoughby's "center" is in the South of the area. Are there any repercussions from this?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:38:04Z

AndreMalan: /* Resolution */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

Factor brainstorm:

At the moment we have 2 factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:32:35Z

AndreMalan: /* Resolution */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

Factor brainstorm:

At the moment we have 2 factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

==Resolution==

<googlemap version="0.9" lat="49.26646" lon="-123.250551" zoom="14">

49.265278, -123.250556, UBC1958 Main MallGreater Vancouver A, British Columbia</googlemap>

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-08T21:08:30Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==
===Large Capital Expenditure===

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

===Cultural Path Dependence===

Current residents of the Willoughby area will probably resist the changes that need to take place in order for this project to be successful. A large majority of the residents are not immigrants and may really value their longstanding suburban lifestyle.

Factor brainstorm:

At the moment we have 2 factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T07:00:37Z

AndreMalan: /* Factors */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

Factor brainstorm:

At the moment we have 2 factors:

Cost.

Path dependence (specifically as related to the auto-dependence of the area. Can we tease this out into many factors? There are cultural dependences, political dependences and physical dependences.

Fact that most of the people in the area are white Canadians... no pull factor for immigrants? How would a large number of immigrants affect the community? Could this be a good thing, as having the new population be from a different population sector could reduce path dependency?

Development of Langley as a satellite city?

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T06:46:59Z

AndreMalan: /* Demography */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 

==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T06:41:29Z

AndreMalan: /* Issue */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans).Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. The main reason that is contributing to the formed changing urban development scheme in Langley is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T06:37:51Z

AndreMalan: /* Introduction */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans). The main reason that is contributing to the formed changing urban development scheme is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T06:36:12Z

AndreMalan: /* Introduction */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

'''How will Willoughby be able to handle the massive growth that is coming its way?'''

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=
==Introduction==

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans). The main reason that is contributing to the formed changing urban development scheme is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Course:GEOG350/Archive/2010WT2/Willoughby Langley

2011-04-07T06:13:08Z

AndreMalan: /* Introduction */

This is the course page for Andre Malan; Olivia Stankovic; Emiljano Daci; Johnny Grewal

=Introduction=

How will Willoughby be able to handle massive growth?

Langley is a part of the Greater Vancouver Regional District (GVRD) that is slated to absorb a large portion of the City’s growth (Langley Advance, 2011). The Willoughby area of Langley, B.C. is one of the few remaining parts of the community designated for, and capable of, accommodating urban development. It has been designated as a major development area in Langley . Willoughby is currently characterized by rural and suburban development including estate homes. More intensive land uses have awaited the gradual absorption of growth in other areas in the community such as Walnut Grove, Murrayville, and Aldergrove (The Corporation of the Township of Langley, 1998). In order for this growth to occur, many factors of life in Willoughby will have to change. Most importantly, the transportation system will require a massive amount of development. Culturally, the community will have to start adapting to completely new lifestyles, specifically ones that rely less on personal motor vehicles and more on public transportation. Also due to its relative effects on the Greater Vancouver Region (GVR), further considerations are required for stable and effective growth methods in the area that are beneficial for the GVR.

=Physical Boundaries=

The Township of Langley covers an enormous amount of land. It is bounded by Surrey to the west, Abbotsford to the east, Pitt Meadows/Maple Ridge to the north, and the USA border to the south. More specifically the Willoughby community is defined by the City of Surrey to the west, by the Trans Canada Highway to the north, 216th Street to the east and by 64th Avenue to the south. Willoughby is designated as a major development area in the Township of Langley Official Community Plan. Willoughby comprises ten (10) separate and defined neighbourhoods that include Carvolth, Yorkson, Routley, Southwest Gordon Estate, Northeast Gordon Estate, Jericho, Williams, Smith and East and West Latimer.
. Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010</ref>.

[[File:Willoughby.png]]

=Background=

==History==

The Township of Langley (ToL) was incorporated in 1873 and has a population of 93,000 (2006 Census). Initial settlement traced back to the First Nations people who are now known as the Sto:lo. The First Nations cultures were based on the wealth of the river and the forest. Salmon, sturgeon and other fish were plentiful in the Fraser River. Fish along with wild berries and tubers, formed the basis of the Sto:lo diet. The area’s river location, proximity to the ocean and its untapped fur resources suggested it as a possible location for a trading hub. This area drew the attention of a London, England based organization known as Hudson’s Bay Company to establish its post in Langley in 1827. This area is now known as Fort Langley and it was a major trading hub for the Hudson’s Bay Company. Fort Langley is also known as the birthplace of British Columbia in 1858. This resulted from the Fraser River Gold Rush in 1858 and Sir James Douglas was sworn in as Governor. However the birthplace of BC was short lived as Queensborough, now New Westminster was chosen as the capital for the new colony in 1859. The influence of Hudson’s Bay Company led to many European and eastern North American settlement. Initial settlement was near the river (the area’s only transportation route). Later settlers were faced with the back-breaking task of clearing the forest lands that lay inland on higher and generally lest fertile ground. This led to settlers expanding to Willoughby, Milner, Murrayville and other neighbourhoods in Langley.

==Demography==

The estimated population of Willoghby is 18,091 people. In 2005 the average income of the area was $77,500 with 11% of the population classed as low income. This is significantly higher than the current average income of ToL ($70,401) and the Greater Vancouver Regional-district ($63,000)#. 78% of the population is younger than 55 Willoughby Statistical Profile and Area Map (MacKinnon, 2010)<ref>MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010.</ref>, also significantly higher than ToL and the GVRD.

The following graphs give us statistics regarding demography of Langley as a whole. These statistics include but not limited to Willoughby. None the less they are important as they provide an indication to Willoughby's statistics in relation to Langley and from this we can use deductive reasoning to draw indicative conclusions on the smaller community.
 

'''Figure 1'''
 
[[File:age.jpg]]
 
By observing figure 1 it is clear that Langley is primarily a family community which is indicated by the larger populations of children and teens (5-19 year old) category as well as the middle age (30-59) category in relations to young adults and senior population(Statistics Canada, 2006 Census of Population).''(Click on image to see numerical statistics)''
 
 

'''Figure 2'''
 
[[File:immigrants.jpg]]
 
Figure 2 gives us statistics regarding immigrants living in Langley, whom according to the statistics accounts for about 17% of the total population. This figure is quite low when compared to the percentage of immigrants in Vancouver whom account for about 40% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 3'''
 
[[File:minorties.jpg]]
 
Figure 3 provides us with statistics regarding visible minorities which is important in determining the population construct of Langley whom according to the graph are predominately from east Asian territories(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
 
'''Figure 4'''
 
[[File:Aboriginal.jpg]]
 
Figure 4 provides us with a comparison aboriginal and none aboriginal population in Langley. The total aboriginal popoulation in Langley is 2,450 which accounts for 2.6 of the total population in Langley which is relatively higher than that of the aborignal pouplation in vancouver whom account for only 1.9% of the total population(Statistics Canada, 2006 Census of Population). ''(Click on image to see numerical statistics)''
 
==Infrastructure==

Majority of the land base in Langley is located in the Agricultural Land Reserve. As a result most of Langley cannot be developed. Since Langley is predominately a rural area the majority of properties are serviced by well and septic tanks. Willoughby on the other hand is designated to accommodate major urban growth and nearly all of Willoughby is serviced with municipal services such as water and sewer. Willoughby is comprised of a mix of rural residential developments, hobby farms, large areas of woodlots and pastures, institutional developments, range of commercial/industrial developments, and recent single family and low density multi-family developments. Willoughby has the advantage of being in close proximity to various levels of schools, Langley Memorial Hospital, Langley Municipal Airport, various parks, and recreation centers to name a few. Willoughby also enjoys easy access to Highway 1 and the newly constructed Golden Ears Bridge. The major thoroughfare in Willoughby is 200th Street which runs north and south. The average daily traffic volume for 200th Street is over30,000 vehicles. <ref>http://www.tol.ca/files/web_files/gis/maps/TRN_TrafficVolume_June2010_11x17.pdf</ref> A recent highlight of the Willoughby area is the construction of the state of the art Langley Events Centre (LEC) facility. The LEC is a multi-use facility which includes an Arena Bowl, 3 FIBA regulation size courts, the largest Gymnastics Centre in Western Canada, the Willoughby Community Centre, Banquet Hall and Meeting Spaces all in one. <ref>http://www.langleyeventscentre.com/facility/our-facilities</ref> The Arena Bowl is a 5,500 seat arena that is home to the Langley Chief’s hockey team, Trinity Western University, Langley Thunder Lacrosse, and BC Titans basketball team. Since Willoughby is an area that is slated for growth, the infrastructure is continually changing and advancing. As development occurs and the population increases the services and city requirements also need to increase. This includes but not limited to schools, parks, medical centers etc.

==Transportation==

Willoughby is located south of the newly constructed Golden Ears Bridge. The Golden Ears Bridge opened on June 16, 2009. It is owned and managed by Translink. The bridge is six (6) lanes, spans 2,410 metres and is tolled. It easily connects the Township of Langley to Pitt Meadows and Maple Ridge. The bridge replaced the Albion Ferry, which transported four million commuters from Pitt Meadows and Maple Ridge to Langley and Surrey annually (Translink, 2011). The major arterial road in Willoughby is 200th Street which runs north-south and crosses the Trans Canada Highway. 200th Street currently accommodates limited bus services. In the medium to long term (up to 2021) Translink has identified that it will function as a “Frequent Bust Network” resulting in higher bus frequencies. In the longer term, 200th Street has been identified as part of a Rapid Transit Network route, involving two dedicated bus lanes running centrally along 200th Street (separated by medians). The remaining four lanes would be designated for general vehicle use. A new Park & Ride is being constructed south of Highway 1 at 202nd Street as part of the Port Mann/Highway 1 (PMH1) Improvement Project. The PMH1 project includes construction of a new Port Mann Bridge, widening the highway, upgrading interchanges and improving access and safety on Highway 1. The project spans a distance of approximately 37 kilometres from the McGill Street Interchange in Vancouver to 216th Street in Langley. The 202nd Street Park & Ridge is due to be completed in the spring of 2012. It will allow for more parking spaces (total of 800) and improved access for buses to Highway 1 and the Golden Ears Bridge (Port Mann Highway 1 Project, 2011).
 

[[File:transportation.jpg]]
 
''(Click image for more detail)''

=Issue=
==Introduction==

The years to come will be characterized by population growth in Langley, from both the influx of new immigrants and the expansion of further suburban growth in the GVR (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Presently, urban change in Canada may be more aligned than it has been since the 1950's, shifting the pattern of development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Urban planners have long called for a reorientation of urban development so as to lessen density, achieve mixed land use and diminish dependence on the automobile as a form of common transportation. This type of urban change has been associated with sustainable development, which concentrates on the need to address the adverse environmental consequences of urbanization; smart growth followed by a focus on the environmental, quality-of-life and expenditure downsides of prevailing urban development (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Langley is an area that is slated as an location that will grow rapidly with an increase of immigration to British Columbia, and with this growth comes the need for a new urban transition of the region (ToL Community plans). The main reason that is contributing to the formed changing urban development scheme is lifestyle. This sort of change derives from the financial aspects of the residents living in a specific area, and the different fluxations of monetary gain and loss. Alongside widespread reaction against environmental, financial and quality-of-life issues related to automobile-oriented urban forms of living, an increasing segment of the population (young adults, empty-nesters and recent immigrants - all of which are accustomed to high-density living), aspire to a more urban lifestyle and are willing to live in high densities (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. Growing numbers of individuals cannot afford single-family houses and the continuous rise in energy prices that would place long-distance car commuting beyond their financial means (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

In 2007, the Township of Langley presented a regional growth strategy that outlined their proposed vision for growth in the region. A critical factor of this strategy was the need for an affordable and efficient transportation system to support economic prosperity, healthy living and community well being. The main obstacle, or issue for sustaining growth in the Langley area is the path dependence generated by multiple features of the typical automobile suburb formation that Langley manifests as. There is a prevailing relationship between low-density land use and car dependence. Important and co-ordinated public transit investments and land-use interventions will be needed to alter this relationship (Bunting et al., 47).

==Factors==

An urban transition will require large expenditures to develop parallel urban forms that would be associated with alternative dynamics (Bunting et al., 47)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>. In recession times, it may not be foreseeable to raise these large sums of capital. It may also be difficult to overcome the attachment of residents to their surroundings. Suburban dwellers place value on the low density of suburbs as well as the open space and greenness of their residential properties. Habits tied to the prevailing environment would need to be changed; mainly the reliance on the car as a form of transportation, as it is highly convenient in a sprawling suburban area, excluding traffic congestion (Bunting et al., 48)<ref>Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010.</ref>.

==Resolution==

A continued increase in transit supply throughout the region and promote walking and cycling is vital to sustaining the growth of the Langley region. This includes the identification of a transit network that provides frequent service on a regional map, provides density guidelines and sets targets for each sub-region for increasing transit ridership, cycling and walking. Transit is one of the most important components of sustainable development in Langley, and provision of an adequate density along transit routes to support this use is essential to an effective and efficient transit system.A focus on advancing a regional network of roads and highways that prioritizes users is another resolution that is important for increased growth, and which is also important for maintaining reliable goods movement and transit to support economic development and transit use by residents.Finally, outlined management of transportation demand, specifically identifying strategies for managing demand on the regional transportation network, is an important characteristic of the resolution needed to overcome a presently inefficient transportation network. Transit priority measures at a local level may include bus lanes and parking supply measures.The issue of capital funding and growth are interrelated. Funding is needed to spearhead development, specifically the issue of Langley’s proposed transit network expansion plans. Growth brings money into municipal accounts, and in Canadian municipal budgeting, the three main sources of revenue for municipalities are: user fees, unconditional or conditional grants; and taxes on the assessed value of property. Therefore, in order to overcome the underlying issue of raising the capital needed to fund this development, the Langley region will need to campaign for grants, and to raise user fees and property taxes.

=Conclusion=

Willoughby has been adopting various mixed use zoning in their neighbourhood plans. As a result there are various property types all within close proximity of each other. This includes residential, commercial and retail, recreational and industrial. The property types are all within a neighbourhood plan. Individuals can use the various walking and bike trails that are made accessible to get around. People can spend less time commuting and spend more time doing the things they love. The goal for Township planners is to have enough density in a specific neighbourhood which would eventually lead to expansion of the sky train from Surrey to Langley. This would be an immense benefit for the Township. This would increase the use of public transit and decrease pollution in our society. The 2010 Winter Olympics proved that our society is willing to use public transit if readily available.

= References =

Advance, Langley. Langley to Absorb Growth. 18 01 2011. 02 2011 <http://www.langleyadvance.com/news/Langley+absorb+plenty+growth/4125261/story.html>. 
 
Bunting, Trudi, Pierre Filion and Ryan Walker. Canadian Cities in Transition: New Directions In The Twenty-First Century. 4th. Ontario: Oxford University Press, 2010. 
 
Devlin, Andrew, Lawrence Frank and Josh VanLoon. Physical Activity and Transportation Benefits of Walkable Approaches to Community Design in British Columbia. Community Plan. Vancouver: BC Recreation and Parks Association, 2009. 
 
Langley, The Corporation of the Township of. Langley Officiel Community Plan By-Law, 1979 NO. 1842 Amendment (Willoughby Community Plan) By-Law 1998 NO. 3800. Community Plan. Langley, Vancouver: The Corporation of the Township of Langley, 1998. 
 
MacKinnon, Gary. Willoughby: Statistical Profile. Statistical Profile. Vancouver: The Township of Langley, 2010. 
 
Marlor, David J. Integrated Transportation Planning in Greater Vancouver: A Policy Framework. PhD Thesis. Vancouver: UBC, 1994. 
 
Port Mann Highway 1 Project. Port Mann Highway 1 Project. 2011. 03 2011 <http://www.pmh1project.com/>. 
 
Statistics Canada. 2007.
Langley, British Columbia. 2006 Community Profiles. 2006 Census.
Statistics Canada Catalogue no. 92-591-XWE. Ottawa. Released March 13, 2007.
http://www12.statcan.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E
(accessed April 6, 2011). 
 
Tomalty, Ray. "Growth Management in the Vancouver Region." University of Waterloo (2002): 1-27. 
 
"Towards Regional Transportation Governance: A Case Study of Greater Vancouver." Transportation (1999): 359-380. 
 
Translink. Translink / Golden Ears Bridge. 2011. 03 2011 <www.translink.ca>.

Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:37:57Z

AndreMalan:

<rss text>http://pipes.yahoo.com/pipes/pipe.run?_id=79caa604d5cd6d92ce380da22718a164&_render=rss</rss>

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:29:04Z

AndreMalan:

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:28:26Z

AndreMalan:

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:26:10Z

AndreMalan:

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:25:24Z

AndreMalan:

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:24:23Z

AndreMalan:

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Learning Commons:Cannacord Learning Commons/Tutoring

2011-04-01T18:23:32Z

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Learning Commons:Content/Resource Highlights for Students

2011-03-28T19:31:12Z

AndreMalan: /* 10 Resources Every Student Should Know About */

== Getting Started With The Learning Commons ==

'''Wondering where to start with the Learning Commons?''' We are your learning hub, bringing together resources and technology to support students with their academics. Connect with us online or in person in the Chapman Learning Commons (Floor 3, Irving K. Barber Learning Centre). We can connect students with writing help, study toolkits, learning skills workshops, academic tutoring, coaching programs, student blogs and much more.

To start, check out our quick links, a collection of our best resources for students to get the most out of our site. It includes links to useful pages on Time Management, Research and Writing, Problem Based Learning, Exam Prep and much more.

== 10 Resources Every Student Should Know About ==

[[File:IMG 0403.JPG|left|100px]]
1. [http://learningcommons.ubc.ca/get-study-help/academic-integrity/ '''Academic Integrity'''] Worried about being penalized on a paper for plagiarism? Find out everything you need to know about creating and expressing your own ideas in course work, acknowledging all sources of information, and completing assignments independently to give you peace of mind that you won't be penalized on an assignment or exam.

[[File:IMG 0740.JPG|left|100px]]2.[http://learningcommons.ubc.ca/get-started/study-toolkits/ '''Study Toolkits'''] Toolkits are available with a wide variety of learning tools to help you succeed.
The [http://learningcommons.ubc.ca/?p=313 '''Time Management'''] toolkit introduces students to techniques for maximizing their time and getting organized, including the McMaster “wedging technique” to help with procrastination. The [http://learningcommons.ubc.ca/?p=318 '''Exam Prep Toolkit'''] links students to resources on managing exam anxiety and preparing for different types of tests (multiple choice, essay etc.) The [http://learningcommons.ubc.ca/?p=319 '''Critical Thinking Toolkit'''] introduces strategies to help students on their path to becoming an excellent thinker, problem solver and scholar. And most importantly, the [http://learningcommons.ubc.ca/get-started/coping-with-stress/ '''Coping with stress'''] page offers tools and advice to help you conquer stress and anxiety.

[[File:Clocktowerzoom.JPG|left|100px]]3. [http://assignmentcalculator.library.ubc.ca '''Assignment Planning''']
The assignment calculator breaks down research assignments into a series of manageable steps, sends email reminders to keep students on track, and provides handy tips for success. Just enter a start and due date to get planning! Also, the [http://learningcommons.ubc.ca/get-study-help/research-and-writing/ '''Web Research and Reading'''] provides an overview of online research, from how to read online sources to gauging their usefulness and credibility.

[[File:IMG 07931.JPG|left|100px]]4. [http://learningcommons.ubc.ca/?p=38 '''Talking with Professors''']
Students may be wondering how to approach their professors. They can find advice on email etiquette, preparing for office hours and more on this page.

[[File:IMG 0323.JPG|left|100px]]5. [http://learningcommons.ubc.ca/?p=290 '''New Technology Tools''']
This page helps students find tech tools that can make their semester a little easier. From time management tools to note taking templates, they can find a list of useful applications here.

[[File:IMG 0416.JPG|left|100px]]6.[http://learningcommons.ubc.ca/?p=293 '''Tips to Stop Wasting Time Online''']
This page has comprehensive advice for students to prevent time-wasting online.

[[File:IMG 0604.JPG|left|100px]]7. [http://learningcommons.ubc.ca/?p=156 '''Learning Skills Workshops''']
Students can register for free workshops on learning skills offered throughout the year. There are also many online workshops offered on the Learning Commons website.

[[File:IMG 0522.JPG|left|100px]]8. [http://learningcommons.ubc.ca/?p=295 '''Mind Mapping''']
Online mind mapping software can help conceptualize connections between information and place things into perspective. It’s a great tool to help simplify big ideas.

[[File:IMG 0338.JPG|left|100px]]9. [http://learningcommons.ubc.ca/get-study-help/tutoring-and-learning-support/ '''Tutoring''']
Free peer tutoring is available for students in subjects including English, Math and Economics and more. The AMS also offers free online tutoring for Math, Physics, Chemistry and Economics. The [http://learningcommons.ubc.ca/?p=422 '''Online Tutoring How-Tos'''] page helps students get set up and started with online tutoring.

[[File:2701339109 2288802361 z.jpg|left|100px]]10. [http://learningcommons.ubc.ca/get-study-help/research-and-writing/chat-with-a-librarian/ '''Chat With A Librarian''']

Librarians are trained research professionals who know their way around your subject area or topics and can direct you to reference resources, databases, indexes, online material and journals (and contrary to popular belief, they don’t expect you to know how to use the library when you first get there)… so do yourself big favour and save yourself time, energy, and frustration. [http://toby.library.ubc.ca/libstaff/subjectlibrarians.cfm/ '''Email'''], [http://toby.library.ubc.ca/libstaff/subjectlibrarians.cfm/ '''phone'''], [http://www.library.ubc.ca/home/im.html/ '''chat online'''], or [http://www.library.ubc.ca/home/branches.html/ '''Visit a librarian in person'''].

==Resources for Science Classes==

[http://learningcommons.ubc.ca/?p=5648 '''Problem-Based Learning for Science Classes''']

This resource breaks down the problem solving process into 3 simple steps, and offers tips on planning good study sessions, reviewing, and more.

[http://science.ubc.ca/students/spac '''Coaches Corner''']

Connect one-on-one with a Science Peer Academic Coach for help with time management and study strategies, in Chapman Learning Commons.

Learning Commons:Content/Resource Highlights for Students

2011-03-28T19:25:44Z

AndreMalan: /* 10 Resources Every Student Should Know About */

== Getting Started With The Learning Commons ==

'''Wondering where to start with the Learning Commons?''' We are your learning hub, bringing together resources and technology to support students with their academics. Connect with us online or in person in the Chapman Learning Commons (Floor 3, Irving K. Barber Learning Centre). We can connect students with writing help, study toolkits, learning skills workshops, academic tutoring, coaching programs, student blogs and much more.

To start, check out our quick links, a collection of our best resources for students to get the most out of our site. It includes links to useful pages on Time Management, Research and Writing, Problem Based Learning, Exam Prep and much more.

== 10 Resources Every Student Should Know About ==

[[File:IMG 0403.JPG|left|100px]]
1. [http://learningcommons.ubc.ca/get-study-help/academic-integrity/ '''Academic Integrity''']
:Worried about being penalized on a paper for plagiarism? Find out everything you need to know about creating and expressing your own ideas in course work, acknowledging all sources of information, and completing assignments independently to give you peace of mind that you won't be penalized on an assignment or exam.

[[File:IMG 0740.JPG|left|100px]]2.[http://learningcommons.ubc.ca/get-started/study-toolkits/ '''Study Toolkits''']
Toolkits are available with a wide variety of learning tools to help you succeed.
The [http://learningcommons.ubc.ca/?p=313 '''Time Management'''] toolkit introduces students to techniques for maximizing their time and getting organized, including the McMaster “wedging technique” to help with procrastination. The [http://learningcommons.ubc.ca/?p=318 '''Exam Prep Toolkit'''] links students to resources on managing exam anxiety and preparing for different types of tests (multiple choice, essay etc.) The [http://learningcommons.ubc.ca/?p=319 '''Critical Thinking Toolkit'''] introduces strategies to help students on their path to becoming an excellent thinker, problem solver and scholar. And most importantly, the [http://learningcommons.ubc.ca/get-started/coping-with-stress/ '''Coping with stress'''] page offers tools and advice to help you conquer stress and anxiety.

[[File:Clocktowerzoom.JPG|left|100px]]3. [http://assignmentcalculator.library.ubc.ca '''Assignment Planning''']
The assignment calculator breaks down research assignments into a series of manageable steps, sends email reminders to keep students on track, and provides handy tips for success. Just enter a start and due date to get planning! Also, the [http://learningcommons.ubc.ca/get-study-help/research-and-writing/ '''Web Research and Reading'''] provides an overview of online research, from how to read online sources to gauging their usefulness and credibility.

[[File:IMG 07931.JPG|left|100px]]4. [http://learningcommons.ubc.ca/?p=38 '''Talking with Professors''']
Students may be wondering how to approach their professors. They can find advice on email etiquette, preparing for office hours and more on this page.

[[File:IMG 0323.JPG|left|100px]]5. [http://learningcommons.ubc.ca/?p=290 '''New Technology Tools''']
This page helps students find tech tools that can make their semester a little easier. From time management tools to note taking templates, they can find a list of useful applications here.

[[File:IMG 0416.JPG|left|100px]]6.[http://learningcommons.ubc.ca/?p=293 '''Tips to Stop Wasting Time Online''']
This page has comprehensive advice for students to prevent time-wasting online.

[[File:IMG 0604.JPG|left|100px]]7. [http://learningcommons.ubc.ca/?p=156 '''Learning Skills Workshops''']
Students can register for free workshops on learning skills offered throughout the year. There are also many online workshops offered on the Learning Commons website.

[[File:IMG 0522.JPG|left|100px]]8. [http://learningcommons.ubc.ca/?p=295 '''Mind Mapping''']
Online mind mapping software can help conceptualize connections between information and place things into perspective. It’s a great tool to help simplify big ideas.

[[File:IMG 0338.JPG|left|100px]]9. [http://learningcommons.ubc.ca/get-study-help/tutoring-and-learning-support/ '''Tutoring''']
Free peer tutoring is available for students in subjects including English, Math and Economics and more. The AMS also offers free online tutoring for Math, Physics, Chemistry and Economics. The [http://learningcommons.ubc.ca/?p=422 '''Online Tutoring How-Tos'''] page helps students get set up and started with online tutoring.

[[File:2701339109 2288802361 z.jpg|left|100px]]10. [http://learningcommons.ubc.ca/get-study-help/research-and-writing/chat-with-a-librarian/ '''Chat With A Librarian''']

Librarians are trained research professionals who know their way around your subject area or topics and can direct you to reference resources, databases, indexes, online material and journals (and contrary to popular belief, they don’t expect you to know how to use the library when you first get there)… so do yourself big favour and save yourself time, energy, and frustration. [http://toby.library.ubc.ca/libstaff/subjectlibrarians.cfm/ '''Email'''], [http://toby.library.ubc.ca/libstaff/subjectlibrarians.cfm/ '''phone'''], [http://www.library.ubc.ca/home/im.html/ '''chat online'''], or [http://www.library.ubc.ca/home/branches.html/ '''Visit a librarian in person'''].

==Resources for Science Classes==

[http://learningcommons.ubc.ca/?p=5648 '''Problem-Based Learning for Science Classes''']

This resource breaks down the problem solving process into 3 simple steps, and offers tips on planning good study sessions, reviewing, and more.

[http://science.ubc.ca/students/spac '''Coaches Corner''']

Connect one-on-one with a Science Peer Academic Coach for help with time management and study strategies, in Chapman Learning Commons.

Documentation:Poster Presentations

2011-03-14T20:22:57Z

AndreMalan:

==A PowerPoint presentation on creating poster presentations: ==

[[file:PosterPresentations.pdf]]

==Purpose and Elements of an Effective poster==

===What is a Poster?===

* A poster is a VISUAL representation of your work.
* It is a source of information
* It is an advertisement of your work
* It is a summary of your work
* It engages your colleagues in conversation
* It gets your main point(s) across to as many people as possible

===An Effective Poster …===

* Delivers a clear message
* Is highly visual
* Can be easily read from 1-2 meters away

===Common Mistakes===

* Objective(s) and main point(s) hard to find
* Text too small
* Poor graphics
* Poor organization

==Planing Your Poster, Content and Design==

First . . .

READ THE INSTRUCTIONS supplied by the meeting organizers! Having an idea about these details before you begin will make the whole process much easier.

* For the 2010 Multidisciplinary Undergraduate Research Conference the dimension are 6' by 4'.
* The poster must be a PDF.
* Keep in mind that this is a multidisciplinary conference. Be sure that your presentation is understandable to a wide audience.

===General format===

* Determine the one essential concept you would like to get across to the audience.

* Re-read your abstract once again - are those statements still accurate?

===Words of Wisdom===

* Preparing a poster will take as much time as you let it. Allocate your time wisely.
* There are always things that go wrong, so do not wait until the last minute to do even a simple task.
* This is a public presentation; by planning carefully, striving to be clear in what you say and how you say it, and assuming a professional attitude you will avoid making it a public spectacle.
* If you have little experience making posters, it will take longer (estimate 1 week at the very minimum).
* Too much lead time, however, encourages endless fussing about. Do the poster to the best of your ability, then go do something else.
* Sketch it out - what is going to go where.

===Use of Color===

General Notes on colour:

* Use a colored background to unify your poster:
* Muted colors, or shades of gray, are best for the background. Use more intense colors as borders or for emphasis, but be conservative - overuse of color is distracting.
* Two to three related background colors (Methods, Data, Interpretation) will unify the poster.
* If necessary for emphasis, add a single additional color by mounting the figure on thinner poster board, or outlining the figure in colored tape.

Color can enhance the hues or contrast of photographs:

* Use a light background with darker photos; a dark background with lighter photos.
* Use a neutral background (gray) to emphasize color in photos; a white background to reduce the impact of colored photos.
* Most poster sessions are held in halls lit with harsh fluorescent light. If exact colors are important to the data, balance those colors for use with fluorescent lighting. Also, all colors will be intensified; bright (saturated) colors may become unpleasent to view.

===Sequencing contents===

The poster should use photos, figures, and tables to tell the story of the study. For clarity, it is important to present the information in a sequence which is easy to
follow:

* Determine a logical sequence for the material you will be presenting.
* Organize that material into sections (Methods, Data/Results, Implications, Conclusions, etc.).
* Use numbers (Helvetica boldface, 36 - 48 points) to help sequence sections of the poster.
* Arrange the material into columns.
* The poster should not rely upon your verbal explanation to link together the various portions.

Edit Ruthlessly!

There ALWAYS is too much text in a poster.

* Posters primarily are visual presentations; the text materials serve to support the graphic materials.
* Look critially at the layout. If there is about 20% text, 40% graphics and 40% empty space, you are doing well.
* When in doubt, rephrase that text or delete it. (Keep chanting this mantra: There always is too much text. Always too much text.)
* Use active voice when writing the text; It can be demonstrated becomes The data demonstrate.
* Delete all redundant references and filler phrases, such as see Figure ...
* Remove all material extraneous to the focal point of the poster.
* Since the abstract is usually published, there is no need to repeat it in the poster. The brief introduction should be sufficient to identify the purpose of the study.
* Since graphs & figures will have explanatory captions, there is no need to label the graphic with Figure 1, Table 2, etc.
* The poster is not a publication of record, so excessive detail about methods, or vast tables of data are not necessary. This material can be discussed with interested persons individually during or after the session, or presented in a handout.

===Illustrations===

The success of a poster directly relates to the clarity of the illustrations and tables.

* Self-explanatory graphics should dominate the poster.
* A minimal amount of text materials should supplement the graphic materials.
* Use regions of empty space between poster elements to differentiate and accentuate these elements.
* Graphic materials should be visible easily from a minimum distance of 6 feet.
* Restrained use of 2 - 3 colors for emphasis is valuable; overuse is not.
* Show no mercy when editing visual materials!

Once again, ruthless editing is very important.

Visual distractions increase fatigue and reduce the probability of viewers giving the poster a thorough read.

* Restrained use of large type and/or colored text are the most effective means of emphasizing particular points.
* Use short sentences, simple words, and bullets to illustrate discrete points.
* Have the left edges of materials in a column aligned; center alignment produces ragged left & right edges. This makes reading the poster more difficult.
* Avoid using jargon, acronyms, or unusual abbreviations.
* Remove all non-essential information from graphs and tables (data curves not discussed by the poster; excess grid lines in tables)
* Label data lines in graphs directly, using large type & color. Eliminate legends and keys.
* Artful illustrations, luminous colors, or exquisite computer-rendered drawings do not substitute for CONTENT.
* Lines in illustrations should be larger than normal. Use contrast and colors for emphasis.
* Use colors to distinguish different data groups in graphs. Avoid using patterns or open bars in histograms.
* Use borders about 0.5 inches all around each figures. Border colors can be used to link related presentations of data.
* Colored transparency overlays are useful in comparing/contrasting graphic results

===Plan ahead!===

You have probably heard this again and again. That is because it is IMPORTANT!

* With an increasing reliance placed upon poster presentations for information transfer at meetings, there comes an increased impatience with poorly presented
* materials.

* Although the poster preparation will expand to fill whatever time you allow it, don't be caught with an unfinished poster!

Planning ahead is particularly important if photographs are to be used.

* Allow time for at least two rounds of photographic processing to take place, just in case.
* Custom photo processing may be more expensive, but offers rapid turn-around and precise color balancing.
* Use sufficient enlargement to allow details to be seen at a distance of 6 feet or more.

===Font Size Guidelines===

* Double-space all text, using left-justification; text with even left sides and jagged right sides is easiest to read.
* The text should be large enough to be read easily from at least 6 feet away.
* Title 72-120 point
* Subtitles (author name, school) 48-80 point
* Section headings (Introduction, Methods, etc.) 36-72 point point
* Body text 24 point (boldface, if appropriate)
* Acknowledgements: 14-18 point
* Options for fonts include Helvetica, Arial, Geneva, Times Roman, Palatino, Century Schoolbook, Courier, and Prestige. Note that these fonts represent a range of letter spacing and letter heights.

Finally, be consistent. Choose one font and size, then use those throughout the poster. Add emphasis by using boldface, underlining, or color; italics are difficult to read.

==Designing in PowerPoint==

* Convert feet to inches
* 6' x 4' = 72'' x 48''
* Power point allows a maximum of 56''
* You may need to create it at half size
* It can be converted to the correct size using CutePDF writer
* In order to convert a half-sized powerpoint to a full-sized PDF:
** Download and install "CutePDF".
** In PowerPoint go "file" then "print".
** Select "CutePDF" as the printer and select "advanced"
** In the size selection drop-down select "Custom PostScrip".
** You should now be able to change the output size to 6'' x 4''

==Closing thoughts==

* Since a poster is essentially a visual presentation, try to find ways to show what was done - use schematic diagrams, arrows, and other strategies to direct the visual attention of the viewer, rather than explaining it all using text alone.
* Design the poster to address one central question. State the question clearly in the poster, then use your discussion time with individuals to expand or expound upon issues surrounding that central theme.
* Provide an explicit take-home message.
* Summarize implications and conclusions briefly, and in user-friendly language.
* Give credit where it is due. Have an acknowledgements section, in smaller size type (14 - 18 point), where you acknowledge contributors and funding organizations.
* Hang poster square and neat
* Vary the size and spacing of the poster sections to add visual interest, but do so in moderation.
* Have a 3-5 presentation on your topic prepared for those who ask you
* Do not wander too far away from your poster during the session; be available for discussion!

==Acknowledgements:==

http://www.kumc.edu/SAH/OTEd/jradel/Poster_Presentations/110.html
http://www.ncsu.edu/project/posters/present.html

[[Category:Undergraduate Research]]

Documentation:Poster Presentations

2011-03-13T20:33:17Z

AndreMalan:

Documentation:Poster Presentations

2011-03-13T19:14:23Z

AndreMalan: /* Illustrations */

==A PowerPoint presentation on creating poster presentations: ==

[[file:PosterPresentations.pdf]]

==Purpose and Elements of an Effective poster==

===What is a Poster?===

* A poster is a VISUAL representation of your work.
* It is a source of information
* It is an advertisement of your work
* It is a summary of your work
* It engages your colleagues in conversation
* It gets your main point(s) across to as many people as possible

===An Effective Poster …===

* Delivers a clear message
* Is highly visual
* Can be easily read from 1-2 meters away

===Common Mistakes===

* Objective(s) and main point(s) hard to find
* Text too small
* Poor graphics
* Poor organization

==Planing Your Poster, Content and Design==

First . . .

READ THE INSTRUCTIONS supplied by the meeting organizers! Having an idea about these details before you begin will make the whole process much easier.

* For the 2010 Multidisciplinary Undergraduate Research Conference the dimension are 6' by 4'.
* The poster must be a PDF.
* Keep in mind that this is a multidisciplinary conference. Be sure that your presentation is understandable to a wide audience.

===General format===

* Determine the one essential concept you would like to get across to the audience.

* Re-read your abstract once again - are those statements still accurate?

===Words of Wisdom===

* Preparing a poster will take as much time as you let it. Allocate your time wisely.
* There are always things that go wrong, so do not wait until the last minute to do even a simple task.
* This is a public presentation; by planning carefully, striving to be clear in what you say and how you say it, and assuming a professional attitude you will avoid making it a public spectacle.
* If you have little experience making posters, it will take longer (estimate 1 week at the very minimum).
* Too much lead time, however, encourages endless fussing about. Do the poster to the best of your ability, then go do something else.
* Sketch it out - what is going to go where.

===Use of Color===

General Notes on colour:

* Use a colored background to unify your poster:
* Muted colors, or shades of gray, are best for the background. Use more intense colors as borders or for emphasis, but be conservative - overuse of color is distracting.
* Two to three related background colors (Methods, Data, Interpretation) will unify the poster.
* If necessary for emphasis, add a single additional color by mounting the figure on thinner poster board, or outlining the figure in colored tape.

Color can enhance the hues or contrast of photographs:

* Use a light background with darker photos; a dark background with lighter photos.
* Use a neutral background (gray) to emphasize color in photos; a white background to reduce the impact of colored photos.
* Most poster sessions are held in halls lit with harsh fluorescent light. If exact colors are important to the data, balance those colors for use with fluorescent lighting. Also, all colors will be intensified; bright (saturated) colors may become unpleasent to view.

===Sequencing contents===

The poster should use photos, figures, and tables to tell the story of the study. For clarity, it is important to present the information in a sequence which is easy to
follow:

* Determine a logical sequence for the material you will be presenting.
* Organize that material into sections (Methods, Data/Results, Implications, Conclusions, etc.).
* Use numbers (Helvetica boldface, 36 - 48 points) to help sequence sections of the poster.
* Arrange the material into columns.
* The poster should not rely upon your verbal explanation to link together the various portions.

Edit Ruthlessly!

There ALWAYS is too much text in a poster.

* Posters primarily are visual presentations; the text materials serve to support the graphic materials.
* Look critially at the layout. If there is about 20% text, 40% graphics and 40% empty space, you are doing well.
* When in doubt, rephrase that text or delete it. (Keep chanting this mantra: There always is too much text. Always too much text.)
* Use active voice when writing the text; It can be demonstrated becomes The data demonstrate.
* Delete all redundant references and filler phrases, such as see Figure ...
* Remove all material extraneous to the focal point of the poster.
* Since the abstract is usually published, there is no need to repeat it in the poster. The brief introduction should be sufficient to identify the purpose of the study.
* Since graphs & figures will have explanatory captions, there is no need to label the graphic with Figure 1, Table 2, etc.
* The poster is not a publication of record, so excessive detail about methods, or vast tables of data are not necessary. This material can be discussed with interested persons individually during or after the session, or presented in a handout.

===Illustrations===

The success of a poster directly relates to the clarity of the illustrations and tables.

* Self-explanatory graphics should dominate the poster.
* A minimal amount of text materials should supplement the graphic materials.
* Use regions of empty space between poster elements to differentiate and accentuate these elements.
* Graphic materials should be visible easily from a minimum distance of 6 feet.
* Restrained use of 2 - 3 colors for emphasis is valuable; overuse is not.
* Show no mercy when editing visual materials!

Once again, ruthless editing is very important.

Visual distractions increase fatigue and reduce the probability of viewers giving the poster a thorough read.

* Restrained use of large type and/or colored text are the most effective means of emphasizing particular points.
* Use short sentences, simple words, and bullets to illustrate discrete points.
* Have the left edges of materials in a column aligned; center alignment produces ragged left & right edges. This makes reading the poster more difficult.
* Avoid using jargon, acronyms, or unusual abbreviations.
* Remove all non-essential information from graphs and tables (data curves not discussed by the poster; excess grid lines in tables)
* Label data lines in graphs directly, using large type & color. Eliminate legends and keys.
* Artful illustrations, luminous colors, or exquisite computer-rendered drawings do not substitute for CONTENT.
* Lines in illustrations should be larger than normal. Use contrast and colors for emphasis.
* Use colors to distinguish different data groups in graphs. Avoid using patterns or open bars in histograms.
* Use borders about 0.5 inches all around each figures. Border colors can be used to link related presentations of data.
* Colored transparency overlays are useful in comparing/contrasting graphic results

===Plan ahead!===

You have probably heard this again and again. That is because it is IMPORTANT!

* With an increasing reliance placed upon poster presentations for information transfer at meetings, there comes an increased impatience with poorly presented
* materials.

* Although the poster preparation will expand to fill whatever time you allow it, don't be caught with an unfinished poster!

Planning ahead is particularly important if photographs are to be used.

* Allow time for at least two rounds of photographic processing to take place, just in case.
* Custom photo processing may be more expensive, but offers rapid turn-around and precise color balancing.
* Use sufficient enlargement to allow details to be seen at a distance of 6 feet or more.

===Font Size Guidelines===

* Double-space all text, using left-justification; text with even left sides and jagged right sides is easiest to read.
* The text should be large enough to be read easily from at least 6 feet away.
* Title 72-120 point
* Subtitles (author name, school) 48-80 point
* Section headings (Introduction, Methods, etc.) 36-72 point point
* Body text 24 point (boldface, if appropriate)
* Acknowledgements: 14-18 point
* Options for fonts include Helvetica, Arial, Geneva, Times Roman, Palatino, Century Schoolbook, Courier, and Prestige. Note that these fonts represent a range of letter spacing and letter heights.

Finally, be consistent. Choose one font and size, then use those throughout the poster. Add emphasis by using boldface, underlining, or color; italics are difficult to read.

==Designing in PowerPoint==

* Convert feet to inches
* 6' x 4' = 72'' x 48''
* Power point allows a maximum of 56''
* You may need to create it at half size
* It can be converted to the correct size using something like CutePDF writer

==Closing thoughts==

* Since a poster is essentially a visual presentation, try to find ways to show what was done - use schematic diagrams, arrows, and other strategies to direct the visual attention of the viewer, rather than explaining it all using text alone.
* Design the poster to address one central question. State the question clearly in the poster, then use your discussion time with individuals to expand or expound upon issues surrounding that central theme.
* Provide an explicit take-home message.
* Summarize implications and conclusions briefly, and in user-friendly language.
* Give credit where it is due. Have an acknowledgements section, in smaller size type (14 - 18 point), where you acknowledge contributors and funding organizations.
* Hang poster square and neat
* Vary the size and spacing of the poster sections to add visual interest, but do so in moderation.
* Have a 3-5 presentation on your topic prepared for those who ask you
* Do not wander too far away from your poster during the session; be available for discussion!

==Acknowledgements:==

http://www.kumc.edu/SAH/OTEd/jradel/Poster_Presentations/110.html
http://www.ncsu.edu/project/posters/present.html

Documentation:Poster Presentations

2011-03-13T19:12:04Z

AndreMalan:

==A PowerPoint presentation on creating poster presentations: ==

[[file:PosterPresentations.pdf]]

==Purpose and Elements of an Effective poster==

===What is a Poster?===

* A poster is a VISUAL representation of your work.
* It is a source of information
* It is an advertisement of your work
* It is a summary of your work
* It engages your colleagues in conversation
* It gets your main point(s) across to as many people as possible

===An Effective Poster …===

* Delivers a clear message
* Is highly visual
* Can be easily read from 1-2 meters away

===Common Mistakes===

* Objective(s) and main point(s) hard to find
* Text too small
* Poor graphics
* Poor organization

==Planing Your Poster, Content and Design==

First . . .

READ THE INSTRUCTIONS supplied by the meeting organizers! Having an idea about these details before you begin will make the whole process much easier.

* For the 2010 Multidisciplinary Undergraduate Research Conference the dimension are 6' by 4'.
* The poster must be a PDF.
* Keep in mind that this is a multidisciplinary conference. Be sure that your presentation is understandable to a wide audience.

===General format===

* Determine the one essential concept you would like to get across to the audience.

* Re-read your abstract once again - are those statements still accurate?

===Words of Wisdom===

* Preparing a poster will take as much time as you let it. Allocate your time wisely.
* There are always things that go wrong, so do not wait until the last minute to do even a simple task.
* This is a public presentation; by planning carefully, striving to be clear in what you say and how you say it, and assuming a professional attitude you will avoid making it a public spectacle.
* If you have little experience making posters, it will take longer (estimate 1 week at the very minimum).
* Too much lead time, however, encourages endless fussing about. Do the poster to the best of your ability, then go do something else.
* Sketch it out - what is going to go where.

===Use of Color===

General Notes on colour:

* Use a colored background to unify your poster:
* Muted colors, or shades of gray, are best for the background. Use more intense colors as borders or for emphasis, but be conservative - overuse of color is distracting.
* Two to three related background colors (Methods, Data, Interpretation) will unify the poster.
* If necessary for emphasis, add a single additional color by mounting the figure on thinner poster board, or outlining the figure in colored tape.

Color can enhance the hues or contrast of photographs:

* Use a light background with darker photos; a dark background with lighter photos.
* Use a neutral background (gray) to emphasize color in photos; a white background to reduce the impact of colored photos.
* Most poster sessions are held in halls lit with harsh fluorescent light. If exact colors are important to the data, balance those colors for use with fluorescent lighting. Also, all colors will be intensified; bright (saturated) colors may become unpleasent to view.

===Sequencing contents===

The poster should use photos, figures, and tables to tell the story of the study. For clarity, it is important to present the information in a sequence which is easy to
follow:

* Determine a logical sequence for the material you will be presenting.
* Organize that material into sections (Methods, Data/Results, Implications, Conclusions, etc.).
* Use numbers (Helvetica boldface, 36 - 48 points) to help sequence sections of the poster.
* Arrange the material into columns.
* The poster should not rely upon your verbal explanation to link together the various portions.

Edit Ruthlessly!

There ALWAYS is too much text in a poster.

* Posters primarily are visual presentations; the text materials serve to support the graphic materials.
* Look critially at the layout. If there is about 20% text, 40% graphics and 40% empty space, you are doing well.
* When in doubt, rephrase that text or delete it. (Keep chanting this mantra: There always is too much text. Always too much text.)
* Use active voice when writing the text; It can be demonstrated becomes The data demonstrate.
* Delete all redundant references and filler phrases, such as see Figure ...
* Remove all material extraneous to the focal point of the poster.
* Since the abstract is usually published, there is no need to repeat it in the poster. The brief introduction should be sufficient to identify the purpose of the study.
* Since graphs & figures will have explanatory captions, there is no need to label the graphic with Figure 1, Table 2, etc.
* The poster is not a publication of record, so excessive detail about methods, or vast tables of data are not necessary. This material can be discussed with interested persons individually during or after the session, or presented in a handout.

===Illustrations===

The success of a poster directly relates to the clarity of the illustrations and tables.

* Self-explanatory graphics should dominate the poster.
* A minimal amount of text materials should supplement the graphic materials.
* Use regions of empty space between poster elements to differentiate and accentuate these elements.
* Graphic materials should be visible easily from a minimum distance of 6 feet.
* Restrained use of 2 - 3 colors for emphasis is valuable; overuse is not.
* Show no mercy when editing visual materials!

Once again, ruthless editing is very important.

Visual distractions increase fatigue and reduce the probability of viewers giving the poster a thorough read.

* Restrained use of large type and/or colored text are the most effective means of emphasizing particular points.
* Use short sentences, simple words, and bullets to illustrate discrete points.
* Have the left edges of materials in a column aligned; center alignment produces ragged left & right edges. This makes reading the poster more difficult.
* Avoid using jargon, acronyms, or unusual abbreviations.
* Remove all non-essential information from graphs and tables (data curves not discussed by the poster; excess grid lines in tables)
* Label data lines in graphs directly, using large type & color. Eliminate legends and keys.
* Artful illustrations, luminous colors, or exquisite computer-rendered drawings do not substitute for CONTENT.
* Lines in illustrations should be larger than normal. Use contrast and colors for emphasis.
* Use colors to distinguish different data groups in graphs. Avoid using patterns or open bars in histograms.
* Use borders about 0.5 inches all around each figures. Border colors can be used to link related presentations of data.
* Colored transparency overlays are useful in comparing/contrasting graphic results

===Plan ahead!===

You have probably heard this again and again. That is because it is IMPORTANT!

* With an increasing reliance placed upon poster presentations for information transfer at meetings, there comes an increased impatience with poorly presented
* materials.

* Although the poster preparation will expand to fill whatever time you allow it, don't be caught with an unfinished poster!

Planning ahead is particularly important if photographs are to be used.

* Allow time for at least two rounds of photographic processing to take place, just in case.
* Custom photo processing may be more expensive, but offers rapid turn-around and precise color balancing.
* Use sufficient enlargement to allow details to be seen at a distance of 6 feet or more.

===Font Size Guidelines===

* Double-space all text, using left-justification; text with even left sides and jagged right sides is easiest to read.
* The text should be large enough to be read easily from at least 6 feet away.
* Title 72-120 point
* Subtitles (author name, school) 48-80 point
* Section headings (Introduction, Methods, etc.) 36-72 point point
* Body text 24 point (boldface, if appropriate)
* Acknowledgements: 14-18 point
* Options for fonts include Helvetica, Arial, Geneva, Times Roman, Palatino, Century Schoolbook, Courier, and Prestige. Note that these fonts represent a range of letter spacing and letter heights.

Finally, be consistent. Choose one font and size, then use those throughout the poster. Add emphasis by using boldface, underlining, or color; italics are difficult to read.

==Designing in PowerPoint==

* Convert feet to inches
* 6' x 4' = 72'' x 48''
* Power point allows a maximum of 56''
* You may need to create it at half size
* It can be converted to the correct size using something like CutePDF writer

==Closing thoughts==

* Since a poster is essentially a visual presentation, try to find ways to show what was done - use schematic diagrams, arrows, and other strategies to direct the visual attention of the viewer, rather than explaining it all using text alone.
* Design the poster to address one central question. State the question clearly in the poster, then use your discussion time with individuals to expand or expound upon issues surrounding that central theme.
* Provide an explicit take-home message.
* Summarize implications and conclusions briefly, and in user-friendly language.
* Give credit where it is due. Have an acknowledgements section, in smaller size type (14 - 18 point), where you acknowledge contributors and funding organizations.
* Hang poster square and neat
* Vary the size and spacing of the poster sections to add visual interest, but do so in moderation.
* Have a 3-5 presentation on your topic prepared for those who ask you
* Do not wander too far away from your poster during the session; be available for discussion!

==Acknowledgements:==

http://www.kumc.edu/SAH/OTEd/jradel/Poster_Presentations/110.html
http://www.ncsu.edu/project/posters/present.html

Documentation:Poster Presentations

2011-03-13T19:11:36Z

AndreMalan:

A PowerPoint presentation on creating poster presentations:

[[file:PosterPresentations.pdf]]

==Purpose and Elements of an Effective poster==

===What is a Poster?===

* A poster is a VISUAL representation of your work.
* It is a source of information
* It is an advertisement of your work
* It is a summary of your work
* It engages your colleagues in conversation
* It gets your main point(s) across to as many people as possible

===An Effective Poster …===

* Delivers a clear message
* Is highly visual
* Can be easily read from 1-2 meters away

===Common Mistakes===

* Objective(s) and main point(s) hard to find
* Text too small
* Poor graphics
* Poor organization

==Planing Your Poster, Content and Design==

First . . .

READ THE INSTRUCTIONS supplied by the meeting organizers! Having an idea about these details before you begin will make the whole process much easier.

* For the 2010 Multidisciplinary Undergraduate Research Conference the dimension are 6' by 4'.
* The poster must be a PDF.
* Keep in mind that this is a multidisciplinary conference. Be sure that your presentation is understandable to a wide audience.

===General format===

* Determine the one essential concept you would like to get across to the audience.

* Re-read your abstract once again - are those statements still accurate?

===Words of Wisdom===

* Preparing a poster will take as much time as you let it. Allocate your time wisely.
* There are always things that go wrong, so do not wait until the last minute to do even a simple task.
* This is a public presentation; by planning carefully, striving to be clear in what you say and how you say it, and assuming a professional attitude you will avoid making it a public spectacle.
* If you have little experience making posters, it will take longer (estimate 1 week at the very minimum).
* Too much lead time, however, encourages endless fussing about. Do the poster to the best of your ability, then go do something else.
* Sketch it out - what is going to go where.

===Use of Color===

General Notes on colour:

* Use a colored background to unify your poster:
* Muted colors, or shades of gray, are best for the background. Use more intense colors as borders or for emphasis, but be conservative - overuse of color is distracting.
* Two to three related background colors (Methods, Data, Interpretation) will unify the poster.
* If necessary for emphasis, add a single additional color by mounting the figure on thinner poster board, or outlining the figure in colored tape.

Color can enhance the hues or contrast of photographs:

* Use a light background with darker photos; a dark background with lighter photos.
* Use a neutral background (gray) to emphasize color in photos; a white background to reduce the impact of colored photos.
* Most poster sessions are held in halls lit with harsh fluorescent light. If exact colors are important to the data, balance those colors for use with fluorescent lighting. Also, all colors will be intensified; bright (saturated) colors may become unpleasent to view.

===Sequencing contents===

The poster should use photos, figures, and tables to tell the story of the study. For clarity, it is important to present the information in a sequence which is easy to
follow:

* Determine a logical sequence for the material you will be presenting.
* Organize that material into sections (Methods, Data/Results, Implications, Conclusions, etc.).
* Use numbers (Helvetica boldface, 36 - 48 points) to help sequence sections of the poster.
* Arrange the material into columns.
* The poster should not rely upon your verbal explanation to link together the various portions.

Edit Ruthlessly!

There ALWAYS is too much text in a poster.

* Posters primarily are visual presentations; the text materials serve to support the graphic materials.
* Look critially at the layout. If there is about 20% text, 40% graphics and 40% empty space, you are doing well.
* When in doubt, rephrase that text or delete it. (Keep chanting this mantra: There always is too much text. Always too much text.)
* Use active voice when writing the text; It can be demonstrated becomes The data demonstrate.
* Delete all redundant references and filler phrases, such as see Figure ...
* Remove all material extraneous to the focal point of the poster.
* Since the abstract is usually published, there is no need to repeat it in the poster. The brief introduction should be sufficient to identify the purpose of the study.
* Since graphs & figures will have explanatory captions, there is no need to label the graphic with Figure 1, Table 2, etc.
* The poster is not a publication of record, so excessive detail about methods, or vast tables of data are not necessary. This material can be discussed with interested persons individually during or after the session, or presented in a handout.

===Illustrations===

The success of a poster directly relates to the clarity of the illustrations and tables.

* Self-explanatory graphics should dominate the poster.
* A minimal amount of text materials should supplement the graphic materials.
* Use regions of empty space between poster elements to differentiate and accentuate these elements.
* Graphic materials should be visible easily from a minimum distance of 6 feet.
* Restrained use of 2 - 3 colors for emphasis is valuable; overuse is not.
* Show no mercy when editing visual materials!

Once again, ruthless editing is very important.

Visual distractions increase fatigue and reduce the probability of viewers giving the poster a thorough read.

* Restrained use of large type and/or colored text are the most effective means of emphasizing particular points.
* Use short sentences, simple words, and bullets to illustrate discrete points.
* Have the left edges of materials in a column aligned; center alignment produces ragged left & right edges. This makes reading the poster more difficult.
* Avoid using jargon, acronyms, or unusual abbreviations.
* Remove all non-essential information from graphs and tables (data curves not discussed by the poster; excess grid lines in tables)
* Label data lines in graphs directly, using large type & color. Eliminate legends and keys.
* Artful illustrations, luminous colors, or exquisite computer-rendered drawings do not substitute for CONTENT.
* Lines in illustrations should be larger than normal. Use contrast and colors for emphasis.
* Use colors to distinguish different data groups in graphs. Avoid using patterns or open bars in histograms.
* Use borders about 0.5 inches all around each figures. Border colors can be used to link related presentations of data.
* Colored transparency overlays are useful in comparing/contrasting graphic results

===Plan ahead!===

You have probably heard this again and again. That is because it is IMPORTANT!

* With an increasing reliance placed upon poster presentations for information transfer at meetings, there comes an increased impatience with poorly presented
* materials.

* Although the poster preparation will expand to fill whatever time you allow it, don't be caught with an unfinished poster!

Planning ahead is particularly important if photographs are to be used.

* Allow time for at least two rounds of photographic processing to take place, just in case.
* Custom photo processing may be more expensive, but offers rapid turn-around and precise color balancing.
* Use sufficient enlargement to allow details to be seen at a distance of 6 feet or more.

===Font Size Guidelines===

* Double-space all text, using left-justification; text with even left sides and jagged right sides is easiest to read.
* The text should be large enough to be read easily from at least 6 feet away.
* Title 72-120 point
* Subtitles (author name, school) 48-80 point
* Section headings (Introduction, Methods, etc.) 36-72 point point
* Body text 24 point (boldface, if appropriate)
* Acknowledgements: 14-18 point
* Options for fonts include Helvetica, Arial, Geneva, Times Roman, Palatino, Century Schoolbook, Courier, and Prestige. Note that these fonts represent a range of letter spacing and letter heights.

Finally, be consistent. Choose one font and size, then use those throughout the poster. Add emphasis by using boldface, underlining, or color; italics are difficult to read.

==Designing in PowerPoint==

* Convert feet to inches
* 6' x 4' = 72'' x 48''
* Power point allows a maximum of 56''
* You may need to create it at half size
* It can be converted to the correct size using something like CutePDF writer

==Closing thoughts==

* Since a poster is essentially a visual presentation, try to find ways to show what was done - use schematic diagrams, arrows, and other strategies to direct the visual attention of the viewer, rather than explaining it all using text alone.
* Design the poster to address one central question. State the question clearly in the poster, then use your discussion time with individuals to expand or expound upon issues surrounding that central theme.
* Provide an explicit take-home message.
* Summarize implications and conclusions briefly, and in user-friendly language.
* Give credit where it is due. Have an acknowledgements section, in smaller size type (14 - 18 point), where you acknowledge contributors and funding organizations.
* Hang poster square and neat
* Vary the size and spacing of the poster sections to add visual interest, but do so in moderation.
* Have a 3-5 presentation on your topic prepared for those who ask you
* Do not wander too far away from your poster during the session; be available for discussion!

==Acknowledgements:==

http://www.kumc.edu/SAH/OTEd/jradel/Poster_Presentations/110.html
http://www.ncsu.edu/project/posters/present.html