This case explores how cities can plan for density in established neighbourhoods: by layering varied housing and community amenities near the station to create the connectivity and pedestrian-friendly elements that drive transit use and make livable communities.

Neighbourhood overview

McKernan-Belgravia Station is located on the busiest corridor of the Capital Line, Edmonton’s oldest light rail transit (LRT) route. [1] The line plays a central role in the city’s transit network, connecting major destinations including the University of Alberta and downtown, and is supported by a high-frequency transit network in the city’s core. [2]

The demographics of the McKernan-Belgravia neighbourhood are typical of areas near major universities. It is relatively affluent, has a high share of residents with university degrees, and has a markedly young population, with 44% of residents aged 15-34.

Household composition is an almost even split between family and non-family households. While single-detached homes account for 41% of all dwellings and visually define much of the streetscape, apartment dwellings and duplexes form the majority of the housing stock, at 56%. Over half of all dwellings are rented, and 70% of households are made up of one or two people. Although driving remains the largest commuter mode at about 56% – well below the national average of 81% [3] – this community demonstrates high transit potential: the rate of walking to work is nearly six times the city average, reflecting a preference for active, urban lifestyles.

Despite these strengths, gaps in local services remain. The station area lacks key community-serving amenities within close walking distance, including community centres, libraries, and convenience stores. Access to supermarkets, pharmacies, and restaurants also lags behind projected demand, increasing pressure on the public realm to keep pace with the gentle density that has recently appeared. Realizing the potential of the station area will require strategic infill and carefully planned supportive infrastructure to boost ridership and foster a destination-focused, complete community.

McKernan-Belgravia's current trajectory

In response to rising housing demand, Edmonton introduced a city-wide Zoning Bylaw Renewal Initiative in 2024, which permits eight-plexes as-of-right and eliminates the requirement for neighbour notification or consultation if proposals fall within the guidelines. The bylaw also supports larger developments on corner lots and along designated main corridors. Coupled with the removal of minimum parking requirements in 2020, these progressive and equity-based policies have increased flexibility for incremental development. So far, this has led to a rapid increase in small-scale infill embedded within existing residential streets in the neighbourhood, an effective form of gentle density.

Going forward there is an opportunity to create a vibrant, walkable hub around the transit station that integrates shops and community infrastructure like libraries and community centres into larger buildings with housing above. The City’s vision calls for strategic density: medium-scale, mixed-use buildings – generally mid-rise forms with active ground floors – along major arterials like 114 Street and 76 Avenue, complemented by new amenities and multimodal routes, with more modest infill within the neighbourhood fabric. Achieving this vision will mean encouraging a mix of higher-density construction close to the transit station alongside the small-scale infill that is emerging.

Optimized scenario: Aligning growth and infrastructure to incentivize transit use

Edmonton remains one of Canada’s most affordable cities, and TOD is often competing with single-family homes in more suburban areas at the same price. New developments in the McKernan-Belgravia station area can stand out by showing the best of urban living, with easy access to the two University of Alberta campuses nearby.

Here we explore an alternative scenario that optimizes for what are often called the “3Ds” of transit-oriented development – density, a diverse mix of land uses, and high-quality design – by encouraging mixed-use developments that can bring vitality to the area by co-locating housing with retail, community centres, and public services near transportation. [4] A central piece, therefore, is the creation of a destination-focused station area. Locating development where transit access is strongest allows density to function as a catalyst for amenities, activity, and daily destinations.

Here, infill is paired with supportive infrastructure, amenities, and public realm improvements to create a complete community. Re-aligning development patterns and encouraging active modes and transit use help concentrate activity around the station, foster a sense of place, and support higher transit use.

With gentle intensification through small-scale infill on single lots already underway in McKernan-Belgravia, there is now an opportunity to create a vibrant transit-oriented hub along the main avenues near the light rail station. This can be achieved by encouraging larger, mixed-use developments, in line with the City’s plan. Streamlining approvals, enabling as-of-right zoning of mixed-use buildings, incorporating density bonuses, and providing financial incentives for affordable housing are all strategies to encourage transit-oriented development. [5] One councillor has proposed temporary tax abatements for family-friendly mid-rise (six or more storeys) built within 400 metres of LRT stations as a way to encourage this kind of development, a measure supported by local infill advocates. [6] Larger, assembled sites can provide greater design flexibility and create local destinations near transit. [7]

However, zoning alone is not enough: growth also depends on street-level design, including active frontages, pedestrian-friendly streetscapes, and street reconfigurations that prioritize walking, cycling, and transit use. A criticism of permissive zoning is that it prioritizes speed and quantity over coordination with existing infrastructure and public realm improvements. To be effective, zoning must be paired with social infrastructure, retail, and public amenities. [8] Focusing medium-density infill along arterials and prominent corner lots concentrates activity where infrastructure and transit access are strongest.

A greater mix of land uses within developments contributes to increased walkability and has been linked with higher transit use. [9] Smaller station areas benefit most from a mix of land uses, improving quality of life and contributing to more sustainable mode share.

A key element of successful TOD in neighbourhoods like McKernan-Belgravia is ensuring that new development does not result in more car traffic and demand for parking in the neighbourhood, as these reduce the benefits of TOD and generate community opposition. To reinforce a shift toward transit, policies must disincentivize driving.

Edmonton has already taken an important step by eliminating minimum parking requirements for new development. Research shows that minimum parking standards have historically resulted in oversupply, encouraging vehicle ownership and driving while taking space that could be used for green space or infrastructure for active modes. [10] Parking subsidies – particularly free or underpriced off-street parking – have been shown to distort travel behaviour and land use decisions by encouraging driving over more sustainable modes. [11]

Additional parking management tools – such as charging for on-street parking – can further discourage car reliance, thereby improving accessibility to destinations, reducing congestion, and enhancing pedestrian and cyclist safety. Traffic management measures such as reduced vehicle speeds, limited through-movement, and transit priority treatments should be used to discourage cut-through traffic. Together, these measures help ensure that investments in transit and active transportation are supported by policies that meaningfully shift travel behaviour.

Improving pedestrian and cycling connectivity around McKernan-Belgravia can also strengthen access to the LRT station while supporting local trips without a car. Safe, seamless east-west pedestrian and cycling routes could transform 114 Street into a promenade linking the two university campuses, while 76 Avenue connects the neighbourhoods to nearby parks and open space along the North Saskatchewan River.

Transit quality itself is equally important. Research shows that the greatest TOD benefits occur when transit improvements meaningfully reduce travel times near higher-density development and enhanced amenities. [12] Common barriers to positive transit experiences are poor transit service, unaffordable fares, and safety concerns. In Edmonton’s case, safety is the lowest-rated aspect of service, with only 62% of respondents reporting feeling safe during their journey. [13] Among non-users, personal safety remains a significant reason for avoiding transit altogether. Continuing to prioritize safety measures can improve perceptions of reliability and comfort across the system while boosting ridership among new and existing residents alike. [14]

Infill development can be controversial in established neighbourhoods, particularly when changes happen quickly. Planning operates within a political environment, and it is important to balance meaningful community engagement with development policy that allows density where it makes sense. This can help to ensure that infill is not only physically compatible but socially accepted, resilient, and sensitive to changing demographics.

Well-designed public engagement exercises create opportunities to build shared understanding, support behavioural shifts, and strengthen residents’ sense of responsibility for both the process and its outcomes. [15] Capturing input from both existing and possible future residents, who may not be able to move into the neighbourhood yet because of cost and supply constraints, is critical. Effective engagement must happen very early in the process of developing a broader vision and general plan for the city, and requires grounding conversations in resident values rather than abstract growth targets. [16] Framing infill around priorities such as aging in place and enabling families to remain in their communities can build trust, increase local ownership, and improve receptiveness to change. [17]

Moreover, station area development usually happens over decades and community acceptance often grows over time: residents who initially resist change may come to appreciate improvements such as better public spaces, active transportation infrastructure, and nearby amenities once the tangible benefits of development are realized.

The path forward is apparent: policy should incentivize high-quality development near the station, while actively deterring vehicle dependence. Though the direction is simple, implementation is complex – it requires weaving together refinements in parcel availability, traffic management, and streetscape design that ensure the seamless movement of people. Balancing zoning and incentives for mixed-use development with an understanding of market realities is essential to ensure both coordinated growth and sufficient housing supply.