1.             BANK STREET COMMUNITY DESIGN PLAN, SECONDARY PLAN, OFFICIAL PLAN AMENDMENT AND ZONING BY-LAW AMENDMENT

 

PLAN DE CONCEPTION COMMUNAUTAIRE DE LA RUE BANK, PLAN SECONDAIRE, MODIFICATION AU PLAN OFFICIEL ET MODIFICATION AU RÈGLEMENT DE ZONAGE

 

 

Committee recommendationS

 

 

That Council approve:

 

1.                  The Bank Street Community Design Plan (distributed separately and on file with the City Clerk and shown as Document 5);

 

2.                  An amendment to the Official Plan to add to Volume 2A the Bank Street Secondary Plan as detailed in Document 2; and

 

3.                  An amendment to Zoning By-law 2008-250 to change the zoning of properties marked as Areas A to W on Document 3 and detailed in Document 4.

 

RecommandationS DU Comité

 

Que le Conseil approuve :

 

1.                  Le Plan de conception communautaire de la rue Bank (distribué séparément, déposé auprès du greffier et constituant le document 5);

 

2.                  Une modification au Plan officiel afin d’ajouter le Plan secondaire de la rue Bank au volume 2A, tel qu’exposé en détail dans le document 2; et

 

3.                  Une modification au Règlement de zonage 2008-250 afin de modifier le zonage des propriétés désignées comme étant les secteurs A à W dans le document 3, propriétés décrites en détail dans le document 4.

 

 

Documentation

 

1.                  Deputy City Manager's report, Planning and Infrastructure, dated 14 February 2012 (ACS2012-ICS-PGM-0062).

 

2.                  Extract of Draft Minutes, Planning Committee meeting of 28 February 2012.

 


 

Report to/Rapport au :

 

Planning Committee

Comité de l'urbanisme

 

and Council / et au Conseil

 

14 February 2012 / le 14 février 2012

 

Submitted by/Soumis par : Nancy Schepers, Deputy City Manager

Directrice municipale adjointe, Infrastructure Services and Community Sustainability, Services d'infrastructure et Viabilité des collectivités

 

Contact Person/Personne-ressource : Richard Kilstrom, Manager/Gestionnaire,

Policy Development and Urban Design/Élaboration de la politique et conception urbaine, Planning and Growth Management/Urbanisme et Gestion de la croissance Élaboration de la politique et conception urbaine

(613) 580-2424 x22653, Richard.Kilstrom@ottawa.ca

 

River (16), Capital (17), Alta Vista (18)

Ref N°: ACS2012-ICS-PGM-0062

 

 

SUBJECT:

BANK STREET COMMUNITY DESIGN PLAN (FILE NO. D03-01-10 BANK), SECONDARY PLAN, OFFICIAL PLAN AMENDMENT (FILE NO. D01-01-11-0009) AND ZONING BY-LAW AMENDMENT (FILE NO. D02-02-11-0092)

 

OBJET :

plan de conception communautaire de la rue BANK (dossier no D03-01-10 BANK), plan secondaire, modification au plan officiel (dossier no D01-01-11-0009) et modification au règlement de zonage (dossier no D02-02-11-0092)

 

REPORT RECOMMENDATIONS

 

That the Planning Committee recommends Council approve:

 

1.                  The Bank Street Community Design Plan (distributed separately and on file with the City Clerk and shown as Document 5);

 

2.                  An amendment to the Official Plan to add to Volume 2A the Bank Street Secondary Plan as detailed in Document 2; and

 

3.                  An amendment to Zoning By-law 2008-250 to change the zoning of properties marked as Areas A to W on Document 3 and detailed in Document 4.

 

RECOMMANDATIONS DU RAPPORT

 

Que le Comité de l’urbanisme recommande au Conseil d’approuver ce qui suit :

 

1.                  Le Plan de conception communautaire de la rue Bank (distribué séparément, déposé auprès du greffier et constituant le document 5);

 

2.                  Une modification au Plan officiel afin d’ajouter le Plan secondaire de la rue Bank au volume 2A, tel qu’exposé en détail dans le document 2; et

 

3.                  Une modification au Règlement de zonage 2008-250 afin de modifier le zonage des propriétés désignées comme étant les secteurs A à W dans le document 3, propriétés décrites en détail dans le document 4.

 

 

EXECUTIVE SUMMARY

 

Assumptions and Analysis:

 

This report recommends approval of the Bank Street Community Design Plan (CDP), the Bank Street Secondary Plan, covering the same area as the CDP, and related Zoning By-law amendments needed to implement the plans.

 

The Bank Street CDP project began in November 2010 and, upon its completion, establishes a framework for change that will see the planning area transform over time according to the 20‑year vision that was developed by community members and direction in the Official Plan. The CDP includes information about the existing conditions of the planning area, overall planning strategy, desired transportation modal splits, measuring sustainability, design guidelines and implementation and phasing.

 

The CDP planning area is a 3.2 kilometres portion of Bank Street, extending from Rideau River to the Canadian National Rail tracks located south of Walkley Road, near Ledbury Park. The planning area affects three Wards (16 – River, 17 – Capital and 18 – Alta Vista), has a total area of 101.5 ha and includes properties that abut Bank Street as well as several properties near Heron and Walkley Roads.

 

The CDP envisions the study area as vibrant and mixed use, with nodes of activity and a diverse concentration of housing types, employment, shops and services. The CDP planning strategy establishes three nodes, one mixed use area and connecting areas between nodes. The three nodes accommodate most intensification in the study area, and are strategically located along the corridor, comprised of numerous underdeveloped properties that are proximate to future or existing transit stations. The mixed use area is a former industrial area that is no longer suitable for exclusively industrial uses and may accommodate moderate intensification, and is close to transit and Bank Street. The connecting areas are outside of the nodes and will intensify over time as is currently permitted by the City’s Zoning By-law. Design guidelines will promote a more cohesive mainstreet character as these sites gradually redevelop, ultimately bridging the node areas together into a mainstreet with a distinct community identity and character.

The CDP study area and nodes, in particular, shall be easily accessible by all modes of transportation and include an attractive streetscape with public gathering places and landscaping. Refer to Document 1 for a Location Map of the planning area. The CDP is a comprehensive document that is augmented by a more concise Secondary Plan for the same area.

 

A new Secondary Plan is being introduced to provide the legal framework for the Bank Street CDP. The Secondary Plan shall be read and interpreted as City Council’s policy direction for municipal actions, particularly the undertaking of public works and the review of development proposals, zoning changes and Committee of Adjustment applications. The Secondary Plan supports specific details of the CDP such as: the vision, design principles, and land use, built form, design, parking, circulation and transportation policies.

 

A Zoning Bylaw Amendment (ZBA) is being introduced to help implement the strategies outlined in the Bank Street CDP. Among other things, the ZBA creates two new subzones: AMX and GMX. AMX applies to properties within nodes, located at Billings Bridge, and Heron and Walkley Roads. AMX increases the height provisions for affected properties from 25 metres to 50 metres, and achieves a built form located close to the street, with step-backs at upper storeys and height transitions from existing low-scale residential communities. GMX applies to the mixed use area, Kaladar Avenue Area, and in general ensures land use compatibility by permitting a wide range of low-impact land uses and height transitions from existing low-scale residential communities. The ZBA also establishes lower parking requirements for most of the study area by changing the current Suburban Area rate to the Inner Urban Area rate, outlined in Section 101 of Zoning By-law 2008-250. The lower parking rates will help facilitate the redevelopment of smaller lots in the planning area by minimizing the amount of required parking. Finally, the ZBA identifies areas for future parks and pathways in the planning area. Details of the proposed zoning are shown in Document 4, and the Proposed Zoning Amendment Map is shown in Document 3.

 

The CDP is consistent with the policies outlined in the Official Plan, and other supporting documents such as the Ottawa Pedestrian Plan, Cycling Plan, Greenspace Master Plan, Transportation Master Plan and various design guidelines.

 

Legal Implication:

 

There are no legal implications associated with this report.

 

Risk Management Implications

 

There are no risk implications.

 

Technical Implications:

 

There are no direct technical implications associated with this report.

 

Financial Implications:

 

There are no direct financial implications. The capital works outlined in Document 7 will be brought forward through the capital budget process, subject to the availability of funding.

 

Public Consultation/Input:

 

Notice of the Secondary Plan, CDP and Zoning By-law Amendments was carried out in accordance with the City's Public Notification and Consultation Policy. The Ward Councillors are aware of these documents and the staff recommendation. Overall, the City received positive comments about the CDP, with some negative feedback related to traffic congestion, cut-through traffic, slower traffic, the proposed median, tall buildings and connections to Walkley Station.

 

Detailed responses to the notification/circulation are provided in Document 6. A summary of the public consultation approach and general comments is also provided in Document 6.

 

RÉSUMÉ

 

Hypothèses et analyse :

 

Le présent rapport recommande l'approbation du Plan de conception communautaire (PCC) de la rue Bank, du Plan secondaire de la rue Bank, qui couvre le même secteur que le PCC, et des modifications conséquentes du Règlement municipal de zonage, qui aideront à la mise en œuvre de ces plans.

 

Le PCC de la rue Bank, projet lancé en novembre 2010, établit le cadre d'un changement qui permettra de transformer la zone de planification en fonction de la vision de 20 ans formulée par les membres de la communauté et l'orientation donnée dans le Plan officiel. Le PCC comprend de l'information sur les conditions actuelles dans la zone de planification, la stratégie générale de planification, la répartition souhaitée entre les modes de transport, les mesures de la durabilité, les lignes directrices de conception, ainsi que sur la mise en œuvre et ses étapes.

 

La zone de planification du PCC consiste en un tronçon de 3,2 kilomètres le long de la rue Bank, s'étendant de la rivière Rideau jusqu'aux voies ferrées du Canadien National situées au sud du chemin Walkley, près du parc Ledbury. La zone de planification chevauche trois quartiers, soit les quartiers 16 (Rivière), 17 (Capitale) et 18 (Alta Vista), a une superficie totale de 101,5 ha et comprend les propriétés attenantes à la rue Bank ainsi que plusieurs propriétés à proximité des chemins Heron et Walkley.

 

Dans le PCC, le secteur concerné est vu comme une communauté dynamique et polyvalente, avec des nœuds  d'activité et une concentration variable de types de logement, de lieux d'emploi, de magasins et de services. La stratégie de planification du PCC prévoit trois nœuds, une zone polyvalente et des bandes de liaison entre les nœuds. La densification se fera surtout aux trois nœuds, qui sont stratégiquement situés le long du corridor comprenant de nombreuses propriétés sous-aménagées à proximité des stations de transport en commun. La zone polyvalente, qui se trouve non loin de stations de transport en commun et de la rue Bank, est constituée d'un ancien secteur industriel qui ne se prête plus exclusivement à des utilisations industrielles et qui pourra recevoir une densification moyenne. Les bandes de liaison sont à l'extérieur des nœuds et sont appelées à se densifier dans le temps, comme le permet d'ailleurs le Règlement municipal de zonage. Les lignes directrices de conception favoriseront un caractère plus cohérent de rue principale à mesure que ces terrains seront réaménagés, ce qui permettra à la longue de relier les nœuds entre eux par une rue principale ayant une identité et un caractère communautaires distincts. Le secteur visé par le PCC, en particulier les nœuds, sera facilement accessible à tous les modes de transport et comprendra un paysage de rue attrayant, agrémenté de lieux de rassemblement publics et d'éléments paysagers. Le document 1 comprend une carte de localisation de la zone de planification. Le PCC est un document global, complété par un plan secondaire plus concis visant le même secteur.

 

Un nouveau plan secondaire est introduit afin de donner un cadre juridique au PCC de la rue Bank. Le Plan secondaire sera compris et interprété comme étant l'orientation de la politique du Conseil municipal en ce qui concerne les actions municipales, en particulier la réalisation de travaux publics et l'examen des propositions d'aménagement, des modifications du zonage et les demandes de dérogation. Le Plan secondaire vient à l'appui de différents aspects particuliers du PCC, tels que la vision, les principes conceptuels et les politiques visant l'utilisation du sol, la forme bâtie, la conception, le stationnement, la circulation et le transport.

 

Une modification du Règlement de zonage (MRZ) est proposée afin de faciliter la mise en œuvre des stratégies exposées dans le PCC de la rue Bank. Entre autres, la MRZ créerait deux sous-zones, AMX et GMX. La sous-zone AMX s'applique aux propriétés à l'intérieur des nœuds situés à Billings Bridge et le long des chemins Heron et Walkley. Dans la sous-zone AMX, les limites de hauteur pour les propriétés concernées passeraient de 25 à 50 mètres et la forme bâtie serait près de la rue, avec recul des étages supérieurs et transition de hauteur à partir des communautés résidentielles existantes de faible hauteur. La sous-zone GMX s'applique à la l'aire polyvalente et au secteur de l'avenue Kaladar et, en général, assure la compatibilité des utilisations du sol en permettant une vaste gamme d'utilisations à faible impact et en prévoyant la transition de hauteur à partir des communautés résidentielles existantes de faible hauteur. La MRZ assouplirait également les exigences de stationnement dans la plus grande partie du secteur concerné en changeant le taux appliqué actuellement, soit celui de la zone suburbaine, à celui de la zone urbaine intérieure, tel qu'il est fixé à l'article 101 du Règlement de zonage 2008-250. La réduction des taux de stationnement facilitera le réaménagement des petits terrains dans la zone de planification en diminuant l'espace de stationnement exigé. En dernier lieu, la MRZ déterminerait les aires des futurs parcs et sentiers dans la zone de planification. Les détails du zonage proposé sont donnés dans le document 4, et la carte des modifications proposées du zonage se trouve dans le document 3.

 

Le PCC est conforme aux politiques énoncées dans le Plan officiel de la Ville et dans d'autres documents de planification, tels que le Plan de la circulation piétonnière, le Plan sur le cyclisme, le Plan directeur des espaces verts, le Plan directeur des transports et diverses lignes directrices de conception.

 

Incidences juridiques / concernant la gestion des risques :

 

Il n'y a aucune incidence juridique ou en matière de gestion des risques.

 

Incidences techniques :

 

Il n’y a aucune répercussion directe associée au présent rapport.

 

Répercussions financières :

 

Le présent rapport n'a pas de répercussions financières directes. Cependant, plusieurs initiatives « à court terme » (2012-2017) sont recommandées dans le PCC de la rue Bank qui auraient des répercussions à l'avenir sur le budget des immobilisations, si le Conseil municipal décidait d'y attribuer un budget. Les estimations des coûts éventuels figurent dans le document 7.

 

Consultation publique / commentaires :

 

Les avis concernant le Plan secondaire, le PCC et les modifications du Règlement municipal de zonage ont été donnés conformément à la politique de la Ville sur les avis et les consultations publics. Les documents en question et la recommandation du personnel ont été portés à l'attention des conseillers de quartier. les commentaires reçus par la Ville au sujet du PCC ont été favorables dans l'ensemble, mais assortis de certains commentaires défavorables concernant la congestion routière, la circulation de transit, le ralentissement de la circulation, le terre-plein projeté, les immeubles en hauteur et les liaisons à la station Walkley.

 

Les réponses détaillées aux avis et aux documents distribués sont données dans le document 6, qui contient également un résumé de l'approche adoptée pour la consultation publique et des observations générales.

 

 

BACKGROUND

 

The City retained a group of consultants in November 2010, led by MMM Group and MRC in association with Greenberg Consultants Inc. and Jp2G Consultants Inc. to complete a CDP for a 3.2 kilometres portion of Bank Street, extending from the Rideau River to south of Walkley Road, as shown on Document 1. The project commenced shortly thereafter.

 

The purpose of the CDP is to establish a coordinated growth strategy for the study area to guide its character and future development over the next 20 years. The guidelines, recommendations, and initiatives outlined in the CDP are a result of a thorough public consultation process, needs assessments and technical analyses.

 

The proposed CDP and complementary Secondary Plan envision the Bank Street corridor as a vibrant mixed use area with a diverse concentration of housing types, employment, shops and services. The CDP foresees hubs of activity concentrated in three nodes along the corridor that are accessible by foot, bicycle, public transit, and automobile. The Plan creates an improved streetscape with landscaping and many public gathering places as well as promotes an appealing sense of place, safety improvements and enhanced connections to greenspace and natural settings. The vision for the CDP is supported by a number of underlying design principles that are grouped by theme: the Street, Redevelopment, and Identity; and divided into several key chapters: Mobility, Land Use and Built Form, Public Realm Improvements and Implementation.

 

The goal of the Bank Street CDP is to transform the study area from a retail strip into a central spine for a new higher-density mixed-use community focused around three pedestrian and transit-oriented nodes. Retail uses will continue to be present along Bank Street; however, the CDP recommends incentives such as new flexibility in zoning that will make it more likely to attract residential and office use development. In time, the number of people living and working in the area will increase adding social and economic vibrancy. This will transform the corridor into a more active and complete community.

 

DISCUSSION

 

Description of Planning Study Area

 

The planning area is linear and extends approximately 3.2 kilometres in length. The urban fabric in the planning area is comprised of larger lots with larger buildings along the west side of the street, a more fine-grained land use pattern on the east side of the street, varied setbacks, lower densities and a more automobile-oriented environment. Existing transportation facilities on Bank Street include a four- to five-lane roadway, a short segment of bicycle lanes (between Riverside Drive and Ohio Street only), sidewalks and boulevards with variable widths and conditions, and street lighting with variable levels of illumination, and varying offsets from the roadway. Parking lots are often located between the buildings and the street, and the predominant existing land use is strip-mall, plazas and single-purpose commercial development. The land use in the general area is primarily commercial, with some residential, institutional and limited industrial properties. There are over 230 stores, restaurants and other businesses located along the Bank Street corridor (not including the 100 located within Billings Bridge Plaza).

 

The neighbourhoods that surround the planning area include Billings Bridge (northwest), Alta Vista / Applewood Acres (northeast), Heron Park (west side of Bank Street), Ridgemont (east side of Bank Street), Confederation Heights (further northwest), Faircrest Heights (further northeast), Riverside Park (southwest) and Guildwood Estates (southeast). The character of these neighbourhoods varies from mature, well-established residential areas with many single detached houses set back from the street; to areas with pockets of more dense residential development. The neighbourhoods include community-serving uses such as schools, parks and open space used for recreational uses. There are limited commercial uses within the neighbourhoods, typically restricted to neighbourhood convenience shopping services.

 

Planning Policy Context and Conformity

 

The proposed CDP has been prepared with regard for the Official Plan (OP) and other City documents such as the Ottawa Pedestrian Plan, Cycling Plan, Greenspace Master Plan, Transportation Master Plan and various design guidelines. The OP designates portions of the study area as Arterial Mainstreet (Bank Street), Mixed Use Centre (Billings Bridge Shopping Centre) and General Urban Area (Kaladar Area). The OP also identifies portions of the CDP as Design Priority Areas and establishes density targets for the above-mentioned designations, and directs transit-oriented development for two near-by transit stations (Billings station and Walkley station).

 

According to the OP, the minimum density target for this portion of Bank Street is 120 people and jobs per hectare, to be realized post-2031. This is an increase of 52% from the recorded 2006 density. The OP also sets a minimum density target for Billings Bridge Shopping Centre of 160 people and jobs per hectare by 2031, a projected increase of 23% from the 2006 density.

 

The existing zoning on Bank Street already allows for considerable intensification, since the permitted Floor Space Index would allow several times more development on most sites than exists today. However, to accomplish the OP’s objectives for intensification in arterial mainstreets as well as transit-oriented development, the planning strategy of the CDP targets the sites within walking distance of existing and future higher-order transit service for taller mixed‑use development. These concentrated areas of mixed-use intensification are referred to as nodes.

 

Although additional flexibility is being provided for height, the intent is that these areas accomplish additional planning and urban design objectives. The flexibility provided by the increased height permissions will make it easier for landowners to deploy the transit-oriented densities that are intended for these sites. These sites can then be catalysts for change in the remainder of the corridor.

 

Intensification will also occur in a mixed-use area, Kaladar Avenue Area. Similar to a node, the mixed-use area will have a mix of residential and non-residential uses, but is limited by the range and scale of uses.

 

Proposed Built Form

 

The CDP proposes taller buildings up to 50 metres in height (approximately a 16-storey mixed‑use building) to support intensification in three nodes along Bank Street, which are strategically located near future rapid transit and/or have high redevelopment potential, as shown on Document 1. The nodes in the CDP include: (1) Billings Bridge Shopping Centre and immediate area; (2) Bank Street and Heron Road, western properties; and (3) Bank Street and Walkley Road, most properties excluding those on the southeast side. One exception to height applies to the rear portion of the Billings Bridge Shopping Centre, abutting the transit station; the CDP permits buildings up to 70 metres in height (approximately a 16-storey office building).

 

To manage the impacts of change, taller buildings will be subject to stricter urban design zoning provisions and design guidelines. These areas are also intended to provide a mix of land uses, and to contribute to improvements in the public realm around the sites to accomplish more attractive pedestrian conditions at the street level. The CDP proposes land use concepts and Zoning By-law amendments to meet these density targets. It is expected for the whole corridor to intensify, but the intensification approach would be to concentrate more intense development (e.g., increased heights) at transit-oriented nodes.

 

Node 1

 

Node 1 acts as a northern gateway into the CDP area and should ultimately be developed with mixed-use buildings and a strong pedestrian-oriented, ground-floor retail character. The CDP proposes that the existing ramp on the west side of Bank Street be turned into a local street.

This street would maintain its function as a modified ramp, but would also permit alternative vehicular access into the adjacent development block, which struggles to establish long-lasting businesses and is plagued with high traffic volumes that currently impede convenient access to the affected sites. Development in this location may range in height up to 16-storeys (50 metres) mixed-use buildings. Any towers would maintain an upper storey step-back from the street above four storeys and transition away from any existing residential zones.

 

Redevelopment of the Billings Bridge Shopping Centre is a key component to realizing an intensification node at the north end of the CDP study area. Working with the representatives for the shopping centre, the CDP envisions a transit-oriented neighbourhood with retail streets and residential and office towers, defining a central public amenity space. Taller, higher-density buildings up to 16- to 22-storeys in height, depending on use, would be located at the rear of the site near the transit station. Development along the Bank Street frontage will have a strong street presence and support mixed-use buildings up to 16-storeys, with podiums, in height. Shorter buildings up to eight-storeys in height would be located along Riverside Drive, to create a transition in scale from the front of the site to the rear and to maintain the pastoral riverside setting of Riverside Drive.

 

An internal street network would allow cars, cyclists and pedestrians to move about the site in many directions, and establish clear and logical connections to the transit station. Parking should be located underground or in parking structures. Redevelopment of this large site would be phased over time.

 

Node 2

 

Node 2 will evolve into a pedestrian-oriented main street, with a continuous streetscape and strong street edge along Bank Street. Mixed-use buildings up to 16-storeys in height, with retail frontages, are envisioned for the area. The east side of Bank Street has a smaller parcel fabric than the west side and will accommodate less-dense development. Pedestrian walkways between buildings are encouraged to provide greater permeability to Bank Street from neighbouring residential areas. A linear greenway park, running north-south, will further increase connectivity by linking Bruce Timmerman Park with Brookfield Road.

 

Node 3

 

Node 3 will evolve into a medium- to high-density transit-oriented development area with higher-density buildings being located on the north side and/or the southwest side of the Walkley Road / Bank Street intersection. A future LRT station is envisioned at Walkley Road, near the existing O-Train track. Pathways from Bank Street to this future LRT station are required to enhance the connectivity of the area and promote the use of the station.

 

Kaladar Avenue Area

 

The Kaladar Avenue area is shaped by its historic industrial uses that were connected to the operation of a former railway line. Following the removal of the railway, the Kaladar Avenue area is no longer suitable for exclusively industrial uses and may accommodate moderate intensification in this well-situated area, close to transit and an Arterial Mainstreet.

The area provides an opportunity to establish a mix of uses while being sensitive to adjacent residential communities and providing connectivity between the adjacent residential neighbourhoods and Bank Street.

 

In this area, compatibility of new land uses must be carefully considered and sensitive to nearby residential neighbourhoods and future residential uses that are permitted on-site. Proposed zoning ensures land use compatibility between residential and non-residential uses by excluding land uses that create undue noise, vibrations, odours, dust, air emissions and/or heavy vehicle traffic, and by limiting outdoor storage. Uses which are self-contained and have a low probability of external air or noise emissions will be permitted. Prohibited land uses for the Kaladar Avenue Area include: outdoor entertainment facilities, crematorium, drive-through facilities, garden nurseries, heavy equipment and vehicle sales, leaf and yard waste composting facility, printing plants and waste processing and transfer facility.

 

It is intended that Kaladar Avenue Area redevelop as mixed-use, comprised of low to mid-rise buildings, between four and eight-storeys in height, depending on distance away from existing residential homes. New developments that are adjacent to the existing residential area need to be designed so that they transition smoothly and complement the surrounding neighbourhood.

 

Connecting Areas

 

The connecting areas are outside of the nodes and mixed-use area and will intensify as is currently permitted by the Zoning By-law. The design guidelines will promote a more cohesive mainstreet character as the sites gradually redevelop, ultimately bridging the node areas together into a mainstreet with a distinct community identity and character. The maximum building height for the connecting areas is eight-storeys (25 metres), depending on the distance away from residential uses.

 

Proposed Design

 

The OP identifies the CDP study area as a Design Priority Area; as such, all development within the public realm is reviewed by the City for its contribution to an enhanced pedestrian environment and its response to the distinct character and unique opportunities of the area. The CDP proposes land use and built form guidelines to ensure a high-quality environment is realized as development occurs over time. The CDP is also consistent with the policies and guidelines set out in the Urban Design Guidelines for Development along Arterial Mainstreets (2006) and the Transit Oriented Development Guidelines (2007).

 

The CDP establishes design guidelines for the nodes, Kaladar Avenue Area and connecting areas. These guidelines, in general, encourage: retail uses at street-level along the Bank Street frontage; well-designed open spaces along Bank Street; buildings close to the street; height transitions between low to high-rise buildings; upper storey step-backs for mid- to high-rise buildings; buildings with front doors onto the sidewalk; screening of parking areas from existing residential uses; parking at the rear of buildings; a municipal parking lot to provide options for required parking for smaller properties; pathways to transit stations; reducing the number of driveways that access Bank Street; etc.

 

Development proposals along Bank Street and at Billings Bridge Shopping Centre that meet the minimum threshold requirements will also be subject to review by the City’s Urban Design Review Panel as they are in a Design Priority Area.

 

Proposed Parkland and Open Space

 

The CDP area currently lacks open space, uniform landscape treatment and components typical of comfortable outdoor pedestrian environments. The public has also shown a strong desire to have more parkland and better green linkages in the area. The CDP proposes several initiatives that would either bring more parkland to the study area or see enhancements made to existing linkages and open space. Refer to Section 6.0, Public Realm Improvements in the CDP for more information about the public realm initiatives for the study area, including enhanced trails, pathways and gateway / entrance features.

 

The largest new park space proposed by the CDP is a north-south Greenway Linear Park, which would be located along the former CN Rail corridor, from the vicinity of Randall Avenue to Brookfield Road. The park will provide the public with a central corridor of green open space. By enabling multi-use modes of active transportation and passive recreation, the corridor will serve the neighbourhood as a critical recreational and transportation spine. The network of open space will create a direct linkage to local destinations and transportation infrastructure such as bus stations, light rail, future park and pathway developments, and transit-oriented development nodes. Refer to Section 6.2.1 in the CDP for more detail about the proposed linear park.

 

Portions of the future Linear Park are currently under the ownership of various private landholders. The CDP recommends that the City acquire the Greenway Linear Park on an on-going basis through parkland dedications and cash-in-lieu of parkland taken during site plan control applications. The City may also purchase remaining portions needed to complete the Linear Park, if necessary. Document 7, Potential Capital Budget Implications, identifies the acquisition of parkland as important. Any required capital works outlined in Document 7 will be brought forward through the capital budget process over the course of the Plan’s implementation, subject to the availability of funding.

 

The CDP also proposes a community garden and space for recreation located in the hydro corridor that crosses Bank Street south of Walkley Road. The community garden would serve the adjacent neighbourhoods while creating a community destination for Bank Street. According to Hydro One, the primary use of the provincial hydro corridor lands is to operate and maintain the provincial high voltage electricity transmission system. However, secondary land uses, such as community gardens and pathways are still possible, subject to a review and approval by Hydro One and by Infrastructure Ontario, which are conducted on a site specific basis. Document 7 provides an estimate of how much it would cost the City to develop a community garden in this location.


 

Traffic Impact

 

To anticipate the impact of intensification (meeting the OP minimum density targets) a trip generation model was used to assess future automobile conditions in the study area. The results demonstrated that, under current modal splits, future peak period traffic will exceed the existing roadway capacity.

 

Under existing conditions, the intersections of Bank Street / Riverside Drive North and Bank Street / Walkley Road operate at a Level of Service (LOS) ‘E’, with vehicle movement being poor at peak hours and not all queued vehicles getting through the intersection on the first green light.

 

Based on the projected intensification of the CDP over the next 20 years, there are several intersections that are expected to operate at a LOS ‘F’ during the PM peak hour (Bank Street / Riverside Drive North, Bank Street / Heron Road, Bank Street / Walkley Road and Bank Street / Kitchener Avenue).

 

To promote intensification and still maintain a reasonable flow of automobile traffic (LOS ‘E’ at peak hours) along Bank Street, at least 20% of future automobile drivers during the PM peak hour, and 10% during the AM peak hour will need to choose more sustainable modes of transportation. To address this, the CDP identifies opportunities to improve modal splits in the near and long term, and make other modes of transportation more attractive. For example, along Bank Street, the CDP proposes: compressed automobile lanes (3.5 metres to 3.75 metres), dedicated cycling lanes, sidewalks (1.8 metres up to 2.4 metres wide), a 1.5 metres to 5.0 metres wide median to be used for landscaping/pedestrian refuge/lighting/left-turn lane, dedicated connections to transit stations, bus queue jump lanes, transit priority signals and increased frequencies of buses as demand warrants.

 

Approximately 50% of peak period trips within the corridor are through traffic, signifying that the trip’s origin and destination are both outside of the study area. The traffic analysis has assumed the development of future roadway projects identified in the TMP within the area, specifically the widening of the Airport Parkway and Alta Vista Transportation Corridor. These infrastructure projects are expected to alleviate some of the through traffic demand on Bank Street, as development increases in the south end of the City, to free-up more capacity for local traffic.

 

The automobile traffic in the study area, as in the rest of the City, will increase in the future as our population increases. More demands will be put on existing roadway infrastructure both in and around the study area, and this infrastructure will eventually reach its capacity. For the City to move forward with its intensification goals set out in the OP, the CDP promotes intensification where transit, walking and cycling can be made most attractive.

 

Proposed Median

 

Some business owners and community members expressed concerns with the proposed median in the corridor. The CDP recognizes that it may be premature to implement a median in the entire study area in the short term, given the current mix of land uses.

The CDP recommends that more consultation should occur during detailed engineering, since many of the unique conditions at individual sites are better understood with a higher level of engineering detail.

 

A hard median can and will still include left turn pockets. Where some businesses have two to four different locations where vehicles can make left turns, a median will control the lane arrangements and require customers to make the left turn at a single entrance point. The intention of the median is not to reduce access to the local businesses, but to more safely control it.

 

The CDP suggests that where it is impractical to put in a median based on current land uses, the City should consider mountable curbs or shorter versions of the two-way left turn lane. A mountable median is a very likely possibility for many segments of Bank Street where frequent entrances prevent left turn lanes from being provided.

 

Cut-through traffic

 

During the public consultation process members of the public have expressed concerns about cut-through traffic in certain residential areas, specifically Alta Vista and Billings Bridge. The City completed a traffic management study for the Alta Vista Community in 2010, which reviewed and made recommendations for certain speed reduction measures in the area. If traffic calming or neighbourhood cut-through traffic increases, the City may need to undertake a similar study. However, all new mid- to high-rise developments in the corridor will be required to provide a transportation impact assessment study to the City to ensure that the transportation network can accommodate the new traffic and parking demands associated with the development.

 

The Bank Street Reconstruction Project

 

The City of Ottawa, as part of its 2006 infrastructure improvements mandate, initiated the preliminary and detailed design for the complete reconstruction of Bank Street between Riverside Drive South and Walkley Road. The study area of the reconstruction project is almost coincident with the study area for the Bank Street CDP. The reconstruction project was initiated after Bank Street was identified as a high priority road due to poor pavement performance as a result significant traffic volumes and due to an identified need to address capacity issues and the deteriorated condition of the existing municipal underground utilities. The integrated works are to include the reconstruction of the pavement structure, sidewalks, lighting, traffic plant, storm sewers, sanitary sewers and watermain within the study corridor. Due to the nature of the drainage works being completed, this project is to follow the requirements of a Schedule B Class Environmental Assessment.

 

The preliminary engineering drawings completed for the Bank Street Reconstruction Project will need to be updated as a result of the recommendations outlined in the proposed CDP, before the project can proceed to the detailed design phase. Regardless, the reconstruction project offers an excellent opportunity to realize some of the recommendations outlined in the Bank Street CDP, to substantially improve the area and to act as a catalyst to trigger private redevelopment in the corridor.

 

Servicing Issues

 

The Preliminary Design Report for Bank Street Reconstruction (2008), completed by MRC, reviewed the existing and future capacity infrastructure needs of the study area from Riverside Drive North to Walkley Road. It identified basement flooding at several locations along Bank Street including at Alta Vista Drive, Randall Avenue, and between the east and westbound lanes of Riverside Drive. Drainage and flooding complaints were also reported and elsewhere the storm sewers have insufficient capacity to convey the 10-year storm surge.

 

Infrastructure improvements can resolve most of these issues and these improvements can be completed as part of the Bank Street Reconstruction Project.

 

Concurrent Amendments

 

A proposed Zoning Bylaw amendment is being brought forward in conjunction with the Secondary Plan and CDP for Bank Street. The purpose of the Zoning By-law amendment is to help implement the CDP for Bank Street. Among other things, the amendment creates two new subzones, AMX and GMX. AMX applies to properties within nodes, located at Billings Bridge, and Heron and Walkley Roads. AMX increases the height provisions for affected properties from 25 metres to 50 metres, and achieves a built form located close to the street, with step-backs at upper storeys and height transitions from existing low-scale residential communities. GMX applies to the mixed use area, Kaladar Avenue Area, and, in general, ensures land use compatibility by permitting a wide range of low-impact land uses and height transitions from existing low-scale residential communities. The Zoning By-law amendment also establishes lower parking requirements for most of the study area by changing the current Suburban Area rate to the Inner Urban Area rate.  The lower parking rates will help facilitate the redevelopment of smaller lots in the planning area by minimizing the amount of required parking. Finally, the Zoning By-law amendment identifies areas for future parks and pathways in the planning area. Details of the proposed zoning are shown in Document 4, and the Proposed Zoning By-law Amendment Map is shown in Document 3.

 

RURAL IMPLICATIONS

 

There are no rural implications associated with this report.

 

CONSULTATION

 

Notice of the Secondary Plan, CDP and Zoning By-law Amendments was carried out in accordance with the City's Public Notification and Consultation Policy. The Ward Councillors are aware of these documents and the staff recommendation. Overall, the City received positive comments about the CDP, with some negative feedback related to traffic congestion, cut-through traffic, slower traffic, the proposed median, tall buildings and connections to Walkley Station.

 

Detailed responses to the notification/circulation are provided in Document 6.

 

 

COMMENTS BY THE WARD COUNCILLOR(S)

 

All three affected Ward Councillors: (Councillors Maria McRae, 16 – River Ward; David Chernushenko, 17 – Capital Ward; Peter Hume, 18 – Alta Vista Ward) are aware of the Bank Street CDP project.

 

Comments from Councillor Hume for the Bank Street Community Design Plan:

 

I have reviewed the CDP and support the recommendations.

 

Comments from Councillor Chernushenko for the Bank Street Community Design Plan:

 

 

LEGAL IMPLICATIONS:

 

There are no legal implications associated with this report.

 

RISK MANAGEMENT IMPLICATIONS

 

There are no risk management implications associated with this report.

 

FINANCIAL IMPLICATIONS

 

There are no direct financial implications. The capital works outlined in Document 7 will be brought forward through the capital budget process, subject to the availability of funding.

 

ACCESSIBILITY IMPACT

 

The Bank Street Community Design Plan (CDP) will improve conditions in the study area for people with disabilities. The Bank Street CDP envisions an area that is accessible and will create an environment that is well-connected, well-designed and can accommodate multiple modes of transportation. The CDP proposes new pathways that connect parks, areas of intensification and transit stations, providing more options for travel.

New pathways will be designed using principles for universal accessibility and Crime Prevention Through Environmental Design. Proposed sidewalks located in the road right-of-way along Bank Street will be wide, from 1.8 metres to 2.4 metres, and, in time, will have a reduced number of curb cuts. Intersections will incorporate depressed curbs and areas with high volumes of non-automobile traffic will incorporate visible pavement markings at crossings.

 

ENVIRONMENTAL IMPLICATIONS

 

The Bank Street CDP is close to two significant environmental features: the Rideau River and Sawmill Creek. The Rideau River is located at the north end of the study area and Sawmill Creek is located west of the study area, running alongside the Transitway. The Creek crosses the study area twice, once near the Bank Street / Transitway overpass and also near the CN rail line located south of Walkley Road.

 

The CDP respects the natural features near the study area and integrates them, where possible. The Plan proposes that buildings developed near the Rideau River be subject to review by the National Capital Commission. The Plan also envisions a gateway / platform feature overlooking the River, at both corners of the Billings Bridge. The platform would significantly increase space in this location, which is a natural choke point for cars, cyclists and pedestrians, and thus lower mobility conflicts between multiple modes of transportation. The platform would also capitalize on the opportunity to appreciate views of the Rideau River.

 

The CDP proposes two crossings of Sawmill Creek to enhance connectivity of the area and invite people to experience the Creek. One crossing is proposed at the north end of the study area to facilitate access to the Billings Bridge Shopping Centre and surrounding area by the community near Rockingham Avenue. The second crossing is at the south end of the study area to connect pedestrians, cyclists and the Ledbury Park community to the proposed Sawmill Creek Corridor Pathway. This proposed pathway could also be modified to provide cycling access to South Keys shopping plaza and, ultimately, the Greenboro transit station.

 

Any capital infrastructure improvements located near the Rideau River or Sawmill Creek would likely be subject to a municipal class Environmental Assessment, to determine the environmental effects of the proposed development.

 

The study area is located within a portion of the physiographic region known as the Ottawa Valley Clay Plains. Known sensitive marine clay soils exist to the south end of the study area and are subject to Council-adopted policy that may limit new tree plantings near buildings to low-water demand plantings.

 

TECHNOLOGY IMPLICATIONS

 

There are no direct technical implications associated with this report.

 

CITY STRATEGIC PLAN

 

The Bank Street CDP directly and indirectly supports a number of Strategic Plan priorities and objectives. The following summarizes the priorities and objectives of the Strategic Plan that are directly affected by the CDP:

 

Sustainable, Healthy and Active City:

 

-          Objective 3: Expand the amount of City-owned green space in Ottawa; and

-          Objective 6: Require walking, transit and cycling oriented communities and employment areas.

 

Planning and Growth Management:

 

Objective 1: Manage growth and create sustainable communities by: becoming leading edge in community and urban design; and, ensuring that new growth is integrated seamlessly with established communities.

 

SUPPORTING DOCUMENTATION

 

Document 1    Location Map

Document 2    Proposed Official Plan Amendment

Document 3    Proposed Zoning Amendment Map

Document 4    Details of Recommended Zoning

Document 5    Bank Street Community Design Plan (distributed separately and on file with the City Clerk)

Document 6    Consultation Details

Document 7    Potential Capital Budget Implications

 

DISPOSITION

 

City Clerk and Solicitor Department, Legislative Services to notify the owner, applicant, OttawaScene Canada Signs, 1565 Chatelain Avenue, Ottawa, ON  K1Z 8B5, Ghislain Lamarche, Program Manager, Assessment, Financial Services Branch (Mail Code:  26-76) of City Council’s decision.

 

Planning and Growth Management to prepare the by-law adopting the Official Plan Amendment, forward to Legal Services, and undertake the statutory notification.

 

Legal Services to forward the implementing by-law to City Council

 


LOCATION MAP                                                                                                   DOCUMENT 1

 

 


PROPOSED OFFICIAL PLAN AMENDMENT                                                DOCUMENT 2

 

 

 

 

 

 

 

Bank Street Secondary Plan

(from Riverside Drive to Ledbury Park)


 

PART B – THE AMENDMENT

 

1.0       The Introductory Statement

 

All of this part of the document entitled Part B – The Amendment, consisting of the following text and Appendix constitutes Amendment No. 92 to the Official Plan of the City of Ottawa.

 

2.0       Details of the Amendment

 

Amend the Official Plan for the City of Ottawa, Volume 2A – Secondary Plans by:

 

a.       Adding as a new section after the last approved Secondary Plan in Volume 2A of the City’s Official Plan, the “Bank Street Secondary Plan” attached as Appendix “A” to this amendment.

 

3.0       Implementation and Interpretation

 

The relevant policies of Section 5 – Implementation of the City’s Official Plan apply to this amendment and the attached “Bank Street Secondary Plan”. Where discrepancies or conflicts exist between the Bank Street Secondary Plan and the City’s Official Plan, the Secondary Plan takes precedence.


 

Contents

12.1        Introduction. 3

12.2        The Planning Area. 3

12.3        Vision and Design Principles. 3

12.4        General Land Use and Design Policies. 3

12.5        Land Use and Design Policies for Node Areas. 3

12.5.1        Node 1: Riverside Drive and Billings Bridge. 3

12.5.2        Node 2: Heron Road. 3

12.5.3        Node 3: Walkley Road. 3

12.6        Land Use and Design Policies for Kaladar Avenue Area. 3

 


 

12.1     Introduction

 

The Bank Street Secondary Plan is a guide to the long term design and development of the portion of Bank Street between Riverside Drive and Ledbury Park, and provides direction on land use, built form, design, parking, circulation and modes of transportation. The Secondary Plan provides a framework for change that will see the planning area transform over time, according to the vision developed by the affected community and stakeholders as well as the Official Plan. This Secondary Plan is to be read and interpreted as City Council’s policy direction for municipal actions, undertaking of public works, and the review of development proposals, including zoning changes and Committee of Adjustment applications.

 

This Secondary Plan provides the legal framework that supports the Bank Street Community Design Plan (CDP), a joint stakeholder effort that represents a vision for the area; an area that will be vibrant and mixed-use, with a diverse concentration of housing types, employment, shops and services, and that is accessible, attractive and sustainable. The CDP includes detailed information on existing conditions, the overall planning strategy, desired transportation modal splits, measuring sustainability, and implementation and phasing, which augment this Secondary Plan to ensure a comprehensive growth strategy for the Bank Street CDP area.

 

12.2     The Planning Area

 

The Bank Street Secondary Plan affects the portion of Bank Street that extends from Riverside Drive to the Canadian National rail line located south of Walkley Road. The Secondary Plan affects three City Wards (Ward 16 – River, Ward 17 – Capital, and Ward 18 – Alta Vista) and includes the properties that abut either side of Bank Street, and several properties nearby at Heron and Walkley Roads. The area is shown in Document 1.

 

12.3     Vision and Design Principles

 

The Bank Street Secondary Plan and CDP are framed by a vision and design principles that were developed in consultation with advisory committees, residential communities, business representatives, and the general public.

 

The Official Plan identifies the Bank Street CDP planning area as a desirable destination where people will live, work and shop. The area will transition to a more urban form in the future.

 

The vision for Bank Street foresees:

 

1.      A vibrant mixed use area with a diverse concentration of housing types, employment, shops and services;

2.      An area with hubs of activity that are accessible by foot, bicycle, public transit, and automobile;

3.      An area with an improved and landscaped streetscape, and many public gathering places, which enhance the corridor’s environment and sustainability;

 

The vision for Bank Street is supported by a number of key underlying principles:

 

The Street

1.      As an Arterial Mainstreet, Bank Street will function as a connection between other parts of the city and as a destination in itself.

2.      Bank Street will be a place that is safe and accessible for bicycles and pedestrians. It will be attractive, green and promote public gathering and community activities with year-round amenities.

3.      All new development and infrastructure will be planned to be flexible so it can better accommodate future shifts in transportation choices. Opportunities for a more robust public transit network and mobility system will be built into the corridor.

4.      The streetscape will be attractive, comprised of pedestrian and greenspace elements such as street furniture, trees, and lighting standards.

5.      A long-term area-wide parking strategy will be developed to respond to changes in automobile usage over time.

 

Redevelopment

6.      Redevelopment will help make the area more liveable and will incorporate sustainable design principles so that in the future, the area will be more environmentally sensitive than it is today. The area must remain economically viable for businesses and residents and be more socially vibrant. Every new development and infrastructure improvement along the street will take these factors into consideration when being planned and designed.

7.      Development and infrastructure will respect the existing neighbourhoods that surround the CDP area and help create a mainstreet that becomes the focus of the community rather than a barrier.

8.      Neighbouring properties should be encouraged to redevelop within a similar time period, starting at key areas in the CDP. Private sector phasing strategies could be developed and supported by public actions and incentives to promote positive change through catalytic projects.

 

Identity

9.    Distinct and coordinated public realm and streetscape improvements will help create a sense of place and identity for the CDP area such that, over time, people refer to this section of Bank Street by name.

10. The diverse range of shops, services, and employment in the CDP will be encouraged to grow over time, and will contribute to the Bank Street CDP identity.

 

12.4     General Land Use and Design Policies

 

Unless otherwise stated in the area-specific policies for the nodes or Kaladar Avenue Area outlined in Section 12.5 and 12.6 of this Secondary Plan, the following provides general policy direction for the entire Bank Street CDP planning area, as shown within the Plan Boundary, on Document 1.

 

The Connecting Areas, as shown on Appendix A, are outside of the nodes and mixed-use area and will have intensification as is currently permitted by the Zoning By-law.

As the sites gradually redevelop, the nodes will be bridged together into a mainstreet with a distinct community identity and character. 

 

Land Use

           1.            A wide range of land uses, including residential, office, institutional, employment, community and open space are permitted.

           2.            Mixed-use development with street-related retail uses on the ground floor is encouraged and preferred along the Bank Street frontage, not along side streets.

           3.            Residential or office uses should be considered the primary use for all buildings and located on the upper floors of mixed-use buildings. If mixed-use development cannot be achieved within an individual building, a mix of uses in a cluster of single-use buildings is a reasonable alternative approach.

           4.            Outdoor commercial patios are discouraged on side streets.

           5.            Single-use buildings for institutions or community uses are permitted along Bank Street and should contribute to the pedestrian-friendly environment.

           6.            Public and private open spaces are permitted along Bank Street where a strong design rationale is submitted. These places may serve as gateways, entrance features, gathering places, focal points, connections, etc.

           7.            A range of housing types and tenures are encouraged for residential uses.

 

Built Form

           1.            Unless otherwise specified, the maximum building height for Node areas is 50 metres, approximately a 16-storey building. The maximum permitted height may be lower depending on the distance away from residential areas.

           2.            The maximum building height for the properties within the Connecting Areas is 25 metres, approximately an eight-storey building. The maximum permitted height may be lower depending on the distance away from residential areas.

           3.            A maximum floor space index (FSI) of 2.0 is permitted for properties zoned as Arterial Mainstreet Zone. If 80% of the required parking is provided below grade, the maximum FSI is 3.5.

           4.            A well-defined streetwall of two to four-storeys is encouraged along Bank Street to create a visually continuous streetscape and a strong street edge.

           5.            Mixed-use buildings should have a high ground floor-to-ceiling measurements to allow for a range of uses (e.g. 4.5 metres from floor-to-ceiling).

           6.            Height transitions shall be maintained between high-rise buildings, mid-rise buildings and existing low-rise buildings. Transitions in heights can be achieved by: locating tall buildings away from low buildings, having a generous separation space between buildings, and having upper storeys of building stepped-back away from low buildings.

Design

           1.            For Nodes, at least 70% of the lot width along Bank Street should be occupied by one or more building wall(s). Lot width should be measured at the front yard building setback. A phasing plan, submitted to the satisfaction of the Planning and Growth Management Department, may demonstrate how this policy will be achieved over time. Existing buildings that expand to a maximum 25% of their existing gross floor area, gas bars and lots with a Bank Street frontage of 35 metres or less are exempt from this requirement.

           2.            A step back is required at the second, third or fourth storey of mid- to high-rise buildings to ensure a pedestrian-oriented environment is upheld. Where possible, the upper-storey step-back should be designed at the same storey as those established in the immediate area to create a cohesive visual pattern of development. Step backs at the upper storeys help achieve a human scale and allow more light on the sidewalks.

           3.            Building setbacks and design shall respect the overhead hydro wires and other utility wires that exist in the Bank Street corridor. Overhead hydro wires and other utility wires may influence the placement and selection of street trees and the separation distance between buildings and wires.

           4.            Buildings with longer street frontages should be designed with architectural features to break up and enliven the façade.  At a minimum, the building should not have any length greater than 20 metres without some form of articulation, courtyard or other architectural feature that achieves a break in the visual appearance of the length.

           5.            Buildings along Bank Street should have front doors that are easily accessible from the sidewalk for pedestrians. Additional rear or side doors may also be provided.

           6.            Large format retail uses should be designed in an urban multi-storey street-related form.

           7.            High-rise towers should be point towers with floor plates that do not to exceed 750 metres2, with a generous separation distance between towers. A minimum separation distance of 30 metres is recommended.

           8.            The location and orientation of upper-storeys of high-rise buildings shall be sensitive to adjacent residential areas. The perceived intrusion of high-rise buildings onto private amenity spaces of existing residential neighbours should be minimized or mitigated.

           9.            Development proposals within nodes and under the zoning designation of Arterial Mainstreet are to be reviewed by the City’s Urban Design Review Panel (UDRP). Pre-application consultation is required. Exemptions of when the UDRP does not require application review are established by the City and should be followed.

       10.            Screening is required between parking lots/parking ramps and residential properties to reduce the visual impact of cars. Trees, shrubs and/or low opaque walls are required to screen cars from view.

       11.            Trees shall be used to improve the overall aesthetics and unique identity of the study area. Trees should be planted every 7 to 10 metres along Bank Street and side streets to establish an avenue of mature trees which gives character, identity and distinction to Bank Street as an important pedestrian and automobile route. When site conditions make it impossible to achieve this in the public right-of-way, private landowners shall plant trees in the front yard setback areas to complement the public realm plantings.


 

Parking and Access

           1.            Parking is discouraged between any building and Bank Street. Where they exist, front parking lots will legally continue to exist, but will be phased out through redevelopment. Parking shall be located behind buildings that front Bank Street either in surface lots, structures or underground.

           2.            Shared parking arrangements between buildings are encouraged, especially for land uses that operate at different times.

           3.            Parking lots should be accessed via rear lanes or local streets. A driveway from Bank Street may be permitted if a rear lane or local road is not available for access.

           4.            Parking may be permitted in side yards if the subject property is too shallow to allow for rear yard parking or if not all required parking can be accommodated in the rear yard. Only one drive aisle is permitted for side yard parking lots.

           5.            Municipal, public-private or private parking lots are encouraged within Nodes. The need and location for these developments should be demonstrated via a parking study.

           6.            Cash-in-lieu of retail parking should be collected in Nodes (and near Nodes) to support the creation of public parking facilities in the planning area. Refer to Section 8.2.6 in the CDP for more information.

           7.            Parking structures along public rights-of-way shall not include blank walls, and will at-grade active uses.

           8.            The number of individual driveways onto the street needs to be minimized to improve the efficiency of traffic moving along Bank Street and to improve pedestrian and cycling continuity, Shared driveways are encouraged and will allow access to multiple developments with less impact to the street and sidewalk.

 

Traffic

           1.            A transportation impact assessment, submitted to the satisfaction of the City, will be used to determine whether there are adequate traffic systems, parking and infrastructure in place to support the proposed height and density. The assessment will also determine the adequacy of parking arrangements and any necessary localized road improvements to support the intensity of development.

 

Public Realm Improvements

1.             A public greenspace is encouraged near the Ledbury Park area. This greenspace would act as a small pedestrian and cycling node with multi-use pathways connecting to Sawmill Creek. Refer to Section 4.3 of the CDP for more information.

2.             A community garden located in the hydro corridor is encouraged for the Ledbury Park area. The garden would serve the near-by residents and connect Bank Street to the future east-west pathway, which is outlined in the City’s Pedestrian Plan.

 

Right-of-Way

1.             Vehicle lanes are to be at a compressed standard (between 3.25 to 3.75 metres)

2.             Cycling lanes will be on both sides of Bank Street at 1.5 to 2 metres wide

3.             Sidewalks are to be at least 1.8 metres and up to 2.4 metres wide where the City has enough property. The boulevard (area between sidewalk and curb) and the cycling lane will create a separation distance between pedestrians and vehicles

4.             A narrow boulevard (can be landscaped with pavers or with soft landscaping) will accommodate street lighting, utilities, and utility poles.

5.             Trees will be planted within the landscaped setback (1.5 to 3.0 metres) on the opposite side of the street where hydro poles are found. The maximum width for the landscaped area is set at a width to establish a row of mature trees on one side of the street, and improve the likelihood of tree survival. There are opportunities for expanded landscaping on abutting private property.

6.             The median, ranging from 1.5 to 5.0 metres wide, is to be used for landscaping, pedestrian refuge, community identification (i.e., banners, signs) and/or lighting. The location of the median is also where left turn lanes and mountable medians would be accommodated.

7.             Transit priority signals and/or queue jump lanes for buses should be used at the Walkley Road, Heron Road and/or Alta Vista Drive intersections to facilitate the movement of buses along Bank Street. Consult Section 4.2 of the CDP for more information.

8.             Opportunities to establish on-street parallel parking may be pursued and implemented in the future to promote the viability of sidewalk-oriented retail. A parking study should determine whether on-street parking is viable in the study area.

 

12.5     Land Use and Design Policies for Node Areas

 

The following policies provide direction for three nodes in the CDP planning area, as shown on Appendix A, attached. Nodes are concentrated areas of mixed-use intensification that accomplish the Official Plan’s objectives for intensification along arterial mainstreets as well as transit-oriented development. Nodes are within walking distance of existing and future higher-order transit service for taller mixed-use development.

 

Further policy direction for the nodes is found under Section 12.4, General Land Use and Design Policies. Demonstration plans for nodes are available in the CDP. A demonstration plan is a concept showing key building features in a development area and is to be used at the time of a development application to illustrate the CDP guidelines and policies for nodes.

 

12.5.1 Node 1: Riverside Drive and Billings Bridge

 

Node 1 includes properties on the west and east sides of Bank Street, between the eastbound and westbound lanes of Riverside Drive, and the Billings Bridge Shopping Centre site.

 

The properties on the west and east sides of Bank Street, between the eastbound and westbound lanes of Riverside Drive, enjoy a prominent location in the CDP area, close to the Rideau River. The opportunity to substantially redevelop these properties is currently hindered by their limited vehicular access from Bank Street. The redevelopment potential of most of these properties would increase significantly if access could be gained from new local roads, connected to Riverside Drive instead of Bank Street.

 

The north end of node 1 is an appropriate location for mid to high-rise mixed-use buildings that use special design elements and architecture to communicate their prominent gateway location into the CDP planning area. Any mid- to high-rise development in node 1 must be rationalized through appropriate traffic impact assessments, submitted to the satisfaction of the City.

 

At the south end of node 1, the redevelopment of the Billings Bridge Shopping Centre site with higher-density mixed-use development will be a major contributor to achieving the City’s intensification goals. The Shopping Centre site should become a transit-oriented neighbourhood, with retail streets and residential and office towers organized around a system of streets and blocks centered on an amenity space. The site will be redeveloped in phases over time, with the rear portion of the site likely changing first.

The first or second phases of redevelopment should create an internal network of streets with the later phase of redevelopment creating a central amenity space, a new access point from Data Centre Road and mixed use and residential intensification.

 

Land Use

           1.            A Master Concept Plan for the entire Billings Bridge Shopping Centre site shall be submitted with proposed development when the FSI for the site exceeds 1.0. The Plan shall demonstrate how the redevelopment will unfold to meet the City’s intensification targets, to the satisfaction of the Planning and Growth Management Department.

           2.            A central amenity space will be developed for the Billings Bridge Shopping Centre site. This amenity space may be achieved in later phases of redevelopment, but the timing of its development should be coordinated with the introduction of any high-rise residential buildings on site.

           3.            Mixed-use development with street-related retail uses on the ground floor is encouraged along the new, internal east-west street, around any central amenity space on the Billings Bridge Shopping Centre site, and along Bank Street.

 

Built Form

           1.            The maximum building height is 70 metres for development located at the rear of the Billings Bridge Shopping Centre site, close to the transit station. The preferred development is a 16-storey office building connected to the existing transit station.

           2.            The maximum building height is 50 metres for development along the Bank Street frontage. Fifty metres is approximately a 16-storey mixed-use building.

           3.            The maximum building height is 25 metres for development located along the Riverside Drive frontage of the Billings Bridge Shopping Centre site. Twenty-five metres is approximately an eight-storey mixed-use building.

 

Design

1.             Mid to high-rise buildings located at the north end of node 1 should have a signature architectural design given their visible and important location along the Rideau River.

2.             Proposed development occurring close to the Rideau River will be circulated to the National Capital Commission for comment.

 

Parking

           1.            Public parking for retail uses on the Billings Bridge Shopping Centre site may be provided on surface lots during the initial phases of redevelopment, but should be replaced by underground or structured parking in the later stages of redevelopment (e.g. when residential towers at the front and/or side of the site are developed).

 

 

Circulation

      1.            Primary vehicular access to the properties located between Riverside Drive should be from new local streets, which replace the easterly and westerly ramps. Shared driveways, secured through easements or land dedicated to the City upon redevelopment, should be provided. Development parcels on the east side of Bank Street should use the existing accesses from Riverside Drive. Development parcels on the west side of Bank Street should use a new local one-way street, replacing the westerly ramp. Refer to Section 5.2.1. of the CDP for illustrations of this development concept.

      2.            Direct pedestrian connections located north, east and west of the Billings Bridge transit station must be developed and maintained.

      3.            A north-south pedestrian and cycling link between the Riverside trails and the Billings Bridge transit station should be developed. This link would connect  the community around Rockingham Avenue to Billings Bridge Shopping Centre and should connect to the east-west linkages mentioned above. Refer to Section 4.3 of the CDP for illustrations of this connection.

      4.            A network of new local streets (public or private) should be developed over time on the Billings Bridge Shopping Centre site. This internal roadway network should connect to existing intersections on Bank Street, Riverside Drive and Data Centre Road.

 

12.5.2 Node 2: Heron Road

 

Node 2 includes the northwest and southwest corners of Bank Street and Heron Road, referred to below as “development blocks”. Node 2 will evolve into a pedestrian-oriented main street, with a continuous streetscape and strong street edge along Bank Street. Mixed-use buildings with retail frontages are envisioned for the area. The east side of Bank Street has a smaller parcel fabric than the west side and will accommodate less-dense development. Pedestrian walkways between buildings are encouraged to provide greater permeability to Bank Street from neighbouring residential areas. A linear greenway park, running north-south, will further increase connectivity by linking Bruce Timmerman Park with Brookfield Road (refer to Section 4.3 of the CDP for more information).

 

Design

           1.            Developments near the Alta Vista Drive / Bank Street intersection should be coordinated and provide improved streetscape features to establish an entrance identity for the Alta Vista Community.

           2.            Development along existing or new local roads shall have front doors that are easily accessible from the sidewalk for pedestrians.

 

Parking

1.             A municipal parking lot is envisioned for this area. The need and exact location of this lot is to be demonstrated through a parking study to be undertaken by the City. Refer to Section 8.2.6 of the CDP for more information.

2.             Retail uses on small lots may use cash-in-lieu of parking rather than supplying on-site customer parking. Cash-in-lieu of parking may be used to enhance public parking opportunities in the area.

 

 

Circulation

1.             Primary vehicular access for the northwest development block should be from Cecil Street. A second vehicular access to Heron Road may be permitted, provided traffic studies can prove its functionality.

2.             Primary vehicular access for the southwest development block will be from Wildwood Avenue (either through user agreements, converted to a public road or a private road rebuilt to public standards), which should connect to Bank Street and Heron Road.

3.             The privately-owned section of Wildwood Road should be converted into a public right-of-way or a private road of comparable public standards with an access to Bank Street at Erie Avenue upon major redevelopment of the area. “Major redevelopment” includes a change in land use (e.g. to mixed-use or residential), and/or a significant increase in intensity of uses of the sites (e.g. developed to an FSI of 1.0 or greater). In the short-term, the City should encourage the landowners on both sides of Wildwood Road to enter into user agreements on the private road.

 

12.5.3 Node 3: Walkley Road

 

Node 3 includes the northwest, northeast, and southwest corners of Bank Street and Walkley Road, referred to below as “development blocks”. Node 3 should evolve into a medium- to high-density transit-oriented development area with higher-density buildings being located on the north side and/or the southwest side of the Walkley Road / Bank Street intersection. A future LRT station is envisioned at Walkley Road, near the existing O-Train track. Pathways from Bank Street to this future LRT station are required to enhance the connectivity of the area and promote the use of the station.

 

Land Use and Design

           1.            High-rise buildings are permitted on the north and southwest side of the Bank Street / Walkley Road intersection.

           2.            Townhouses or low-rise apartments are appropriate for the west side of Bank Street, behind any mixed-use buildings development.

 

Circulation

1.             A direct east-west pedestrian connection should be established from Bank Street to the future LRT station at Walkley Road.

2.             Primary vehicular access for the northwest development block should be from a new local street (public or private) that connects to the intersection of Alta Vista Drive and Bank Street, and to Walkley Road. Through traffic should be discouraged from using this local access.

3.             Any new access to Walkley Road from the northwest or southwest development blocks should be coordinated with the existing intersection at Glenhaven Private. The existing Walkley Road connection to Glenhaven Private, which provides access to the residential subdivision, may need to be reconfigured to accommodate the new local street mentioned above.

4.             Vehicular access to the northeast development block should be from a new local street (public or private) that connects to Walkley Road. This connection should be designed so it is not an attractive cut-through for traffic from Walkley Road to Alta Vista Drive.

5.             Vehicular access to the southwest development block should be from a new local street (public or private) that connects to Bank Street and Walkley Road.

 

12.6     Land Use and Design Policies for Kaladar Avenue Area

 

The following provides the policy direction for the Kaladar  Avenue Area, as shown on Appendix A, attached.

 

The Kaladar Avenue area is shaped by its historic industrial uses that were connected to the operation of a former railway line. Following the removal of the railway, the Kaladar Avenue area is no longer suitable for exclusively industrial uses and may accommodate moderate intensification in this well-situated area, close to transit and an Arterial Mainstreet.

The area provides an opportunity to establish a mix of uses while being sensitive to adjacent residential communities and providing connectivity between the adjacent residential neighbourhoods and Bank Street.

 

Land Use

           1.            Ensure land use compatibility and sensitivity between residential and non-residential uses by excluding new uses that create undue noise, vibrations, odours, dust, air emissions and/or heavy vehicle traffic, and by limiting outdoor storage. Uses which are self-contained and have a low probability of external air or noise emissions will be permitted. Refer to Section 8.2.4 of the CDP for the list of prohibited industrial uses and the permitted land uses in the proposed new zoning.

           2.            Multiple-attached dwellings, walk-up apartments and/or low-rise apartments are suitable forms of residential development.

           3.            Low impact employment and retail land uses are appropriate.

           4.            The former CN Rail corridor abutting the Kaladar Avenue Area will be developed into a linear park to promote active transportation and passive recreation.

 

Built Form

           1.            The maximum building height for residential, non-residential or mixed-use development is 22 metres, approximately a seven- to eight-storey building, depending on their proximity to existing residential development. When adjacent to a low density residential area, the maximum building height permitted is 11 metres, approximately a three- to four-storey building, and can transition into a 22 metres tall building when further away from the residential area. Refer to the GMX Subzone for more details.

           2.            Taller buildings in the Kaladar Avenue Area should be located closer to the eastern property boundary, next to the former CN railway line.

           3.            Adaptive reuse of the buildings in the Kaladar Avenue Area is encouraged.

           4.            Large format retail uses, large format food store, and large format restaurants are not permitted and will be limited to 300 square metres of gross floor area. The cumulative total gross floor area of these uses is up to 2,999 square metres.


 

 

Circulation

           1.            Vehicular access to the Kaladar Avenue redevelopment area will be from Kaladar Avenue and Brookfield Road.

           2.            A new east-west local street or publicly- accessible connection should be established between the Greenway Linear Park to Kaladar Avenue. This will break up the Kaladar Avenue area into smaller blocks that contain buildings that have pedestrian-oriented street frontages.

           3.            Pedestrian and cycling access will be provided from Kaladar Avenue to the railway line, to facilitate access to the future Greenway Linear Park and, ultimately, to Bank Street.

 

 


PROPOSED ZONING AMENDMENT MAP                                                     DOCUMENT 3

 

Bank_St_CDP_version2.tiff

DETAILS OF RECOMMENDED ZONING                                                       DOCUMENT 4

 

The proposed zoning amends Subsection 186(1) of By-law No. 2008-250 to clarify wording. The new wording will read:

 

“No greater than 50% of the maximum permitted floor space index may be used for the non-residential uses; and:

 

LIST OF OTHER PROPOSED ZONING BY-LAW CHANGES FOR BANK STREET CDP

 

 

Address or Location

Existing Zoning

Proposed

Zoning

Area A

2209 Riverside Drive

2213 Riverside Drive

2215 Riverside Drive

2301 Riverside Drive

L1

AMX

 

A new AM subzone will be created including subzone specific provisions that will implement the following principles:

 

-          The provisions for building heights of the AM zone apply except for: more than 30 metres from a property line abutting a R1, R2, R3 or R4 zone: 50 metres, and in all other cases: 50 metres.

-          Requires an upper-storey building step-back of 2.5 metres for all mid- to high-rise buildings at either the 2nd, 3rd or 4th-storey.

-          Requires that no more than 50% of the maximum permitted floor space index may be used for non-residential uses. This does not apply to community centre, community health and resource centre, day care and library.

-          Requires at least 70% of the Bank Street frontage, if applicable, be occupied by one or more building walls. A phasing plan, submitted to the satisfaction of the General Manager, Planning and Growth Management Department, may demonstrate how at least 70% of the Bank Street frontage will be occupied by one or more buildings walls over time.

-          Decreases all minimum front yard setbacks to zero metres.

-          Establishes a maximum front yard setback of 3.0 m.

-          Deletes the minimum lot area requirement and the lot coverage requirement.

 

-          Ensures that all properties in the study area use the same parking space rates to calculate minimum parking requirements. The parking space rates are outlined in Table 101, column III, Area B.

-          Provides flexibility in the location of required parking. Required parking for a use may be located on another lot, but must be in the same city block, or on a lot on the opposite side of the public street on which the use requiring the parking is located.

 

Gas bars, 1636 Bank Street and buildings in existence on the date of passing this bylaw, that increase their floor area by up to 25%, do not have to meet the new regulations for front yard setback or amount of building wall(s) along Bank Street.

 

Lots with a Bank Street frontage of 35 metres or less do not have to meet the new regulations for amount of building wall(s) along Bank Street.

Area B

1330 Bank Street

1335 Bank Street

1339 Bank Street

1340 Bank Street

1346 Bank Street

2193 Riverside Drive, portion of

2197 Riverside Drive

2211 Riverside Drive

1582 Bank Street

1596 Bank Street

1600 Bank Street

1636 Bank Street

2660 Alta Vista Drive

1811 Bank Street

1841 Bank Street

1860 Bank Street

1180 Walkley Road

1217 Walkley Road

1223 Walkley Road

1229 Walkley Road

1245 Walkley Road

AM1

AMX

 

Refer to the details outlined in Area A.

Area C

2193 Riverside Drive, portion of

2195 Riverside Drive

L1

AMX

 

Refer to the details outlined in Area A.

 

Area D

2269 Riverside Drive, portion of

MC[1341] F(1.0) H (25)

MC[1341] F(2.0) H(25)-h3

 

Proposed zoning:

-          Increases the permitted floor area ratio from 1.0 to 2.0.

-          Adds a new provision to require an upper-storey building step-back of 2.5 metres for all mid- to high-rise buildings at either the 2nd, 3rd or 4th-storey.

-          Adds holding provisions that will implement the following principles: all uses that exceed 1.0 floor area ratio are prohibited until: (1) a master concept plan for the entire site is submitted; (2) servicing and traffic studies are submitted; and, (3) for Area D only, a new entrance roadway to the interior of the site from Data Centre Drive is approved and constructed.

 

The master concept plan and servicing and transportation studies must be submitted to the satisfaction of the Planning and Growth Management Department.

 

Area E

2269 Riverside Drive, portion of

MC[1341] F(1.0) H (25)

MC[1341] F(2.0) H(50)-h1

 

In addition to the details outlined for Area D, proposed zoning also: (1) increases the maximum permitted height from 25 metres to 50 metres; (2) increases the amount of Bank Street frontage to be occupied by one or more building walls from 50% to 70%; and (3) decreases the maximum setback from Bank Street from 6.0 metres to 3.0 metres.

 

Area F

1355 Bank Street

1365 Bank Street, large portion of

1301 Riverside Drive, portion of

2185 Riverside Drive, large portion of

2201 Riverside Drive, large portion of

2100 Cabot Street, very small portion of

I1A, AM1

 

AMX

 

Refer to the details outlined in Area A.

Area G

2269 Riverside Drive, portion of

MC[1341] F(1.0) H (25)

MC[1341] F(2.0) H(70)-h2

 

In addition to the details outlined for Area D, proposed zoning also increases the maximum permitted height at the rear of the site, next to the transit station, from 25 metres to 70 metres.

 

Area H

1370 Bank Street

1376 Bank Street

1379 Bank Street

1386 Bank Street

1400 Bank Street

1490 Bank Street

1530 Bank Street

1542 Bank Street

1221 Kilborn Avenue

1218 Rooney’s Lane

1220 Rooney’s Lane

1180 Ohio Street, very small portion of

1177 Belanger Avenue

1172 Evans Avenue

1178 Evans Avenue

1180 Evans Avenue

1182 Evans Avenue

1194 Evans Avenue

1181 Cecil Avenue

1183 Cecil Avenue

1185 Cecil Avenue

Approximately thirteen other properties located on the east side of Bank Street, from Randall Avenue to Heron Road.

AM1

 

AM1[yyyy]

 

A new exception zone will be created to implement the following principles:

-          Proposed zoning ensures that all properties in the study area use the same parking space rates to calculate minimum parking requirements. The parking space rates are outlined in Table 101, column III, Area B.

-          Depending on land use, the rates for calculating parking spaces will likely remain the same or decrease.

-          Proposed zoning also states that required parking for a use may be located on another lot, but must be in the same city block, or on a lot on the opposite side of the public street on which the use requiring the parking is located.

Area I

1406 Bank Street

1408 Bank Street

1180 Rockingham Avenue

1184 Rockingham Avenue

1188 Rockingham Avenue

1192 Rockingham Avenue

AM H(20)

AM[yyyy] H(20)

 

Refer to the details outlined in Area H.

Area J

1385 Bank Street

AM1 H(27)

AM1[yyyy] H(27)

 

Refer to the details outlined in Area H.

 

Area K

1395 Bank Street

AM

AM[yyyy]

 

Refer to the details outlined in Area H.

 

Area L

A linear piece of land that traverses four properties and runs from Bank Street at Bruce Timmerman Park to Heron Road. The land is approximately 28 metres wide and 448 metres long.

AM, AM1, R5B[1291] S231

O1

 

Proposed zoning only permits parks, open space and related and compatible uses such as community garden, environmental preserve and education area park. The proposed zone facilities the development of a linear greenway park in the study area.

 

Area M

1407 Bank Street

AM1[154]

AM1[154]

 

Refer to the details outlined in Area H.

 

Area N

1161 Heron Road

R5B[1291]

AMX

 

Refer to the details outlined in Area A.

 

Area O

Seven properties located south of Heron Road, east of Kaladar Avenue and north of Brookfield Road.

IG1[270]

GMX

 

A new GM subzone will be created including subzone-specific provisions that will implement the following principles:

-          The new subzone will permit all of the uses permitted in the GM parent zone and include the current permitted uses of the IG1[270] zone with the exception of: outdoor entertainment facilities, crematorium, drive-through facilities, garden nurseries, heavy equipment and vehicle sales, leaf and yard waste composting facility, printing plants and waste processing and transfer facility. Land uses such as gas bars, car washes and automobile service stations are only permitted in the property has frontage on Heron Road.

-          The maximum permitted height is: development within 20 metres from a residential zone may be 11 metres in height.

 

-          The maximum permitted height is 22 metres for all development over 20 metres from a residential zone.

-          Decreases minimum interior side yard setback from 15 metres to 5 metres.

 

The minimum parking space rates are now calculated using Table 101, column III, Area B. Depending on land use the rates for calculating parking spaces will likely remain the same or decrease.

 

Area P

A linear piece of land that traverses two properties and runs from Heron Road to Brookfield Road. The land is approximately 28 metres wide and 434 metres long.

AM1, R1O, Ig1[270]

O1

 

Refer to the details outlined in Area L.

Area Q

1716 Bank Street

AM1

O1

 

Proposed zoning only permits parks, open space and related and compatible uses such as community garden, environmental preserve and education area park. The proposed zone preserves the existing pathway.

 

Area R

1800 Bank Street

1818 Bank Street

1822 Bank Street

2629 Alta Vista Drive

AM

AMX

 

Refer to the details outlined in Area A.

Area S

1172 Walkley Road

GM1[1404] F(1.3) H(35)

GM1[1404] F(2.0) H(50)-h

 

Proposed zoning increases the permitted floor area ratio and height.

 

 

A new provision will be added to implement the following:

-          The minimum parking space rates are now calculated using Table 101, column III, Area B. Depending on land use the rates for calculating parking spaces will likely remain the same or decrease.

 

Add a holding provision that will implement the following principles:

 

-          The holding zone cannot be removed until servicing and transportation studies in support of proposed development are submitted to the satisfaction of the Planning and Growth Management Department.

 

Area T

1980 Bank Street

AM1[385]

AM1[385]

 

Refer to the details outlined in Area H.

 

Area U

2016 Bank Street, portion of

O1P

O1P[yyyy]

 

Refer to the details outlined in Area H.

 

Area V

2056 Bank Street, portion of

AM1[1329]

AM1[1329]

 

Refer to the details outlined in Area H.

 

Area W

Approximately five properties, or portions of properties, located at the southern-most end of the study area.

AM1, AM1[1329], R4B, DR2

O1

 

New zoning only permits parks, open space and related and compatible uses such as community garden, environmental preserve and education area park. The proposed zone facilities the development of a new greenspace near the Ledbury Park area.

 

 


 

DOCUMENT 6

CONSULTATION DETAILS

 

The planning process for the CDP was carried out in collaboration with affected stakeholders, which were represented by three Ward Councillors, project advisory committees (Public Advisory Committee, Business Advisory Committee, Technical Advisory Committee), community organizations, external advisory committees, and numerous residents, property owners, and businesses. In addition to City staff, the following groups were represented on the advisory committees: Accessibility Advisory Committee; Alta Vista Community Association; Canterbury Community Association; Forest and Greenspace Advisory Committee; Heron Park Community Association; Hydro Ottawa; National Capital Commission; Old Ottawa South Community Association; Pedestrian and Transit Advisory Committee; Roads and Cycling Advisory Committee; Rideau Valley Conservation Authority; Ridgemont Community Association; Riverside Park Community Association; and South Keys Landing Tenants Association.

 

Since the study area is comprised of many businesses, but not served by a Business Improvement Association that could be engaged during the project, a notification letter and questionnaire were sent to the business community at the beginning of the project in early February 2011 to introduce the project, collect feedback and solicit representatives for the Business Advisory Committee (BAC). A total of 753 packages were mailed and 33 questionnaires were completed, which is a response rate of 4.4%. Eight business owners were recruited to the Business Advisory Committee (BAC).

 

The public was engaged and kept up-to-date about the CDP via a project email list (consisting of approximately 200 people), a project website (Ottawa.ca/bank), and public open houses. Notifications for open houses were advertised in local newspapers, on Ward e-newsletters / bulletins, on the project webpage and using the project email list, at least two weeks in advance of the meeting. Public feedback throughout the process was collected using comment sheets, email, telephone, fax and online.

 

In addition to regular advisory committee meetings, and smaller meetings with individual stakeholders or interest groups, the Bank Street CDP process involved three public open houses:

 

        i.            February 16, 2011: Attendees of the open house had the opportunity to review information on the existing conditions in the study area and provide feedback on the types of changes they would like to see along Bank Street. Approximately 72 people attended the open house, and 23 comment submissions were received from February 16, 2011 to March 16, 2011.

 

      ii.            June 9, 2011: Attendees of the open house were asked to confirm the vision and design principles of the CDP, evaluate design concepts, and review streetscape cross-section options. Approximately 61 people attended the open house and 29 comment submissions were received from June 9, 2011 to July 7, 2011.

 

    iii.            October 4, 2011: Attendees of the open house were asked to review and comment on the key recommendations of the CDP. Approximately 46 people attended the open house and 26 comment submissions were received from to October 4, 2011 to October 25, 2011.

 

SUMMARY OF PUBLIC INPUT

The public has expressed support for the CDP and its vision and principles. Moreover, there is a level of anticipation from area stakeholders with regard to implementing the Plan; specifically, for those elements that have capital budget implications. In general, public comments emphasized the importance of:

 

-          Eliminating any bias towards the automobile, and promoting and accommodating all modes of travel within the corridor;

-          Ensuring pedestrian and cycling facilities are well connected with improved safety conditions;

-          Ensuring buildings have a pedestrian-scale, avoid the canyon-effect, and that taller building heights are located away from existing residential housing;

-          Promoting green infrastructure, e.g. the linear greenway along the former rail lines was identified as having significant potential; and

-          Retaining some of the light industrial uses in the Kaladar Avenue area because they provide employment and can be compatible in a mixed use district.

There are a number of outstanding concerns expressed by residents about the proposed CDP and its corresponding Secondary Plan and Zoning By-law Amendments. The following table represents a summary of comments received during the final phase of consultation, as well as consolidated comments received from public circulations to registered community organizations and members of the public who identified an interest in the project. Staff responses to the comments are provided.

 

 

Comment

Planning Response

 

Transportation

1

To make the plan viable, its completion should be tied to essential infrastructure.  That is, the approval should be subject to the provision of the necessary infrastructure. No additional transportation infrastructure, then no intensification. The City would not suggest intensification without the necessary water and sewer infrastructure.  Hence, you should not suggest intensification without the necessary transportation infrastructure.

Unlike with sewer and water infrastructure, the way we evaluate traffic is changing and what is considered ‘unacceptable’ today may be more ‘acceptable’ in the future. These changes will likely be reflected in the Transportation Master Plan update and with the revision of the City’s Transportation Impact Assessment Guidelines. Traffic along Bank Street and in the area will only increase over time. Because roadways will reach their capacities in the near future, the CDP aims to make other modes of travel more viable.

 

For this reason, and due to the ample policy support for intensifying the area today, we will not be connecting the approval of the CDP to future transportation improvements like the Alta Vista Transportation Corridor and the widening of the Airport Parkway. Redevelopment and intensification will occur in this area with or without a Plan; the CDP shapes and directs this growth to strategic areas along the corridor while following a coherent vision that was developed by many stakeholders.

2

If the ramp structure at node 1 is to be changed to a local street structure, this whole intersection and access from Billing Bridge itself needs a re-think.  The Riverside Drive/Bank Street intersection is a major linkage for N-S and E-W travel, yet, there is nothing in this plan that addresses it.

The modified westerly ramp structure envisioned by the CDP still includes the same lane arrangements for traffic. The modified ramps are similar to those recommended in the Bank Street Preliminary Design Report (an engineering study completed by MRC for the City).  Straightening the ramp will improve sight lines and provides longer distances for lane changes to take place between Bank Street.  Straightening of the ramps is not expected to reduce traffic flow; however, they will allow redevelopment proposals to gain access off Riverside Drive instead of Bank Street. This will increase the viability of development located in the existing ‘cloverleaf’ and prevent additional traffic being introduced to Bank Street in this area.

 

The access to/from the Billings Bridge Shopping Centre site has been discussed with representatives for the property owners. The owners are expected to improve their access and site layout to encourage traffic to use Data Centre Road as opposed to the current unsignalized access points at the Riverside Drive ramp.

3

The Plan needs speed reduction measures on side streets to stop cars from cutting through i.e. on Clementine Boulevard, blocking off traffic on Rockingham Avenue and Bank Street and Alta Vista Drive.

The City completed a traffic management study for the Alta Vista Community in 2010, which reviewed and made recommendations for certain speed reduction measures in the area. If traffic calming or neighbourhood cut-through traffic increases the City can undertake a similar study.  All new mid- to high-rise developments in the corridor will be required to provide a transportation impact assessment study to the City to ensure the transportation network can accommodate the new traffic and parking demands associated with the development.

4

Medians are not wanted between Alta Vista Drive and Heron Road. Several businesses have concerns with the recommendation for a continuous median along Bank Street

The study recognizes that it may be premature to implement a median in the entire study area in the short term, given the current mix of land uses. The CDP recommends that more consultation occur during the detailed engineering stage, since many of the unique conditions at individual sites are better understood with a higher level of engineering detail. 

 

A hard median can and will still include left turn pockets. Where some businesses have two to four different locations where vehicles can make left turns, a median will control the lane arrangements and require customers to make the left turn at a single entrance point. The intention of the median is not to reduce access to the local businesses.

 

The CDP suggests that where it is impractical to put in a median based on current land uses, the City should consider mountable curbs or shorter versions of the two-way left turn lane.  A mountable median is a very likely possibility for many segments of Bank Street where frequent entrances prevent left turn lanes from being provided.

5

No one has expressed a desire or understood the reason for elimination of the middle turning lane. Everyone I have spoke with all strongly agreed that a turning lane is both safe and effective for accessing the businesses in the affected region - and it keeps traffic flowing on an essential north south corridor. 

During the consultation process it was made clear that more people would come to the corridor if the streetscape was improved (e.g. better sidewalks, more gathering places, more landscaping, added cycling lanes, etc.).

 

The middle turning lane, which takes up valuable space in the right-of-way and which is anecdotally referred to as the “suicide lane”, is being modified in favour of achieving these important elements.

6

When going northbound on Kaladar Avenue, it would make sense to have a dedicated right turn lane. Traffic which turns left onto Heron Road backs up the RT lane considerably.

Any modifications to the Kaladar Avenue / Heron Road intersection will be completed via upgrades required by redevelopment proposals in the Kaladar Avenue Area. Future transportation impact assessment studies will determine if a dedicated right turn lane is appropriate for that intersection.


7

Wildwood Road should be made public to facilitate better access to the commercial properties in the immediate area along Bank Street.

The CDP and corresponding Secondary Plan encourage the privately-owned section of Wildwood Road to be converted into a public right-of-way with an access to Bank Street at Erie Avenue upon major redevelopment of the area. “Major redevelopment” includes a change in land use (e.g. to mixed-use or residential), and/or a significant increase in intensity of uses of the sites (e.g. developed to an FSI of 1.0 or greater). In the short-term, the City should encourage the landowners on both sides of Wildwood Road to enter into user agreements on the private road.

 

Connections to transit

8

There is not a direct access from local routes to the Transit nodes at Walkley.  In fact both the Transitway and the future LRT transit stations are/will be far removed from the intersection at Bank Street, where the local bus stops are. 

The distance from Bank Street to Walkley Station is approximately 300 metres. According to City policy, an acceptable walking distance to transit is from 600 metres to 800 metres. Therefore, the distance from Bank Street to Walkley Station is considered reasonable.

 

The Route 8 bus already connects Bank Street to the Walkley Station. The CDP promotes the development of wide sidewalks and direct pathways to the future LRT station. The Plan also encourages the increase of bus frequency over time, as passenger demand increases.

9

Recommend a “loop” be implemented for local routes to directly link up with the Transitway/LRT nodes on Walkley Road.  A loop similar to that at Billings Bridge Plaza providing a direct link to Transit. Allowing buses to jump the queue on Bank Street would be fine if traffic was also moving quickly but it's not and I'm not sure how asking the traffic to wait even longer is helping the overall traffic management.

Introducing a bus detour from Bank Street to the Walkley station is not a viable option at this time. The Transit Priority Unit concluded that, under the current conditions for the area, a bus detour from Bank Street to the Walkley station is warranted.

To determine whether a deviation from a transit route is warranted, City transit planners assess items such as: the number of passengers to benefit from the detour; the number of passengers inconvenienced by the detour; how long (in minutes) passengers are either benefitted or inconvenienced by the detour; the increase in operational costs associated with the detour, etc.

 

A full analysis to determine whether route detours are warranted is time-consuming and requires considerable detailed information. This is typically conducted at the request of a Councillor.

 

The Plan does not preclude an analysis being conducted in the future, as passenger demand warrants.

10

Can the existing Walkley bus station be connected to the future LRT station? Is one replacing the other? Is it possible to connect to Walkley LRT station from under Walkley (versus on/over Walkley)?

 

The exact location of the future LRT station at Walkley in unknown at this time. And all pedestrian and transit connections will be designed at the time of the LRT station design.  It is logical to provide simple connections at-grade between the BRT and LRT but this will be reviewed further at the time of detailed design.  

 

In the North-South Corridor LRT Project, completed by MRC in 2005 for the City, Functional Design Exhibits (within the EA), on Drawing C-026 there is a pedestrian connection shown between the LRT and BRT stations as well as from the LRT station into the residential community to the east.

 

Pedestrians and cyclists

11

Draft plan indicates that cycling lanes cannot be accommodated on the CNR bridge; however, the lanes on this bridge are quite wide and could be narrowed to accommodate bike lanes separated by physical barriers.  This would also slow down the car speed, which is a continual concern on this bridge.

The CDP proposes that ‘Share the road’ signage and/or use of sharrows (shared use lane markings) be installed on the bridge over the CN railray, south of Walkley Road. The bridge cannot be retrofitted to accommodate bike lanes due to width and structural constraints. The CDP also recommends that bike lanes be added when the bridge is slated for reconstruction.

 

A minimum lane width on an arterial road is 3.25metres to 3.5 metres (and typically 3.5 metres and 3.75 metres for a lane next to a raised curb).  The lane widths on the CN railway overpass are not sufficiently wide to accommodate a bike lane. The absolute minimum bike lane width is typically 1.5 metre but reductions to 1.2 metre have been used in some circumstances.

12

Consider adding pedestrian crossings on Bank Street to increase pedestrian mobility and slow traffic

Pedestrian crossing signals are typically installed based on user demand, which requires a minimum volume of pedestrians crossing the street.  However, the CDP recommends a median in some areas of the corridor to make pedestrian crossings much easier; pedestrians can seek refuge on the median and cross the street in two phases.

13

Consider building of a pedestrian bridge across the tracks and ravine to the transit station from the end of Belanger Avenue, making the Billings Bridge station much more accessible to an increasing population on the south side of the ravine. 

The CDP proposes a multi-use pathway that would link Rockingham Avenue (one block south of Belanger Avenue) to the Billings Bridge Shopping Centre. The pathway reflects a current desire line that is evident through the area. Due to prohibitive costs, a pedestrian bridge was not recommended.

 

Building heights and design

14

Proposed density and height are too high at nodes (I would prefer traditional Mainstreet height of 6-8‑storeys).

Height was increased at nodes to promote transit-oriented development (TOD) and to take advantage of strategic areas along the corridor for intensification, close to transit. Generally, sixteen storey buildings are not considered excessively high towards achieving TOD. The Design Guidelines for Arterial Mainstreets and Tall Buildings, in addition to the regulations outlined in the CDP, will ensure that these buildings are sensitive to their surrounding context.

 

For most properties in the corridor the CDP does not increase the overall densities for the study area; it simply adds more flexibility on the deployment of height. The Floor Space Index (FSI) dictates densities, and is not changing for most of the corridor, including at the nodes.

 

 

Traffic impact studies will also be required for all tall buildings and major developments along the corridor, including at Bank Street / Riverside Drive. Development will not be approved in these areas unless traffic analyses can justify it.

15

The buildings will not achieve a “neighbourhood feel”.

The proposed zoning requires a step-back at the upper storeys of mid- to high-rise buildings to ensure human-scale development. The CDP also promotes gathering spaces along Bank Street and introduces more greenspace and pathways to connect different places in the study area.

 

Land Use

16

Having community space at Algonquin Careers building would compete with the development of a community centre in Heron Park

The CDP proposes a community facility located in the heart of the study area to ensure there are adequate community facilities for the growing population.

 

The community facility would be developed in the future as demand warrants; therefore, any future facility would not compete with the Heron Park Community Centre, but recognize that more community services will be needed with intensification.

 

Servicing

17

The two existing office buildings on Riverside Drive (on east and west sides of Bank Street) have a history of being flooded in the lower level so to expose the City to more liability issues is not a good plan. Over the past several years the City has installed considerable sewer monitoring equipment only a short distance away at the corner of Neil Way and Riverside. It is a fact that frequently during heavy rain flow that the water comes straight up out of the manhole covers in that area. This NCC property is at the Flood Plain demarcation point and road widening at that location would reach into that flood plain area.

Excluding the Rideau River Collector (1200 millimetres diameter sanitary sewer), the subject area is slated for infrastructure upgrades.

 

City engineers confirm that the Rideau River Collector has sufficient capacity for the proposed intensification.

 

Flooding can be caused by several factors, i.e. sanitary-storm cross-connections, deficient sewers, etc. and would be reviewed at the Detailed Design phase.

 

Developing in flood plain areas is generally not acceptable. The Plan does not propose any intensification within the floodplain.

 

 

 

 

General questions received during final phase of public consultation

18

Loss of indoor space for seniors when Billings Bridge comes down. What will be provided that is attractive and pleasant to visit?

According to the CDP the proponent for Billings Bridge Shopping Centre will need to submit a master concept plan for the redevelopment of the site. The Development Concept illustrated in the Plan shows a large portion of the existing mall to remain. A public amenity space is also envisioned for the site, providing an opportunity for recreation and community gatherings. 

19

How to ensure trees along sidewalk? Is there an alternative (such as planter boxes) to the hard boulevard? Would like to encourage some greenery as area is already covered by hard surfaces.

 

The Plan envisions street trees and landscaping along the corridor. Where the survival of trees may be questionable, the Plan recommends different techniques to support tree growth, such as root paths, soil trenches, soil vaults and structural cells as well as planting of trees in private rights-of-way if there is insufficient room in the public rights-of-way.

20

How do bike lanes and buses work together? Particularly for queue jump lanes for buses and R-turn lanes.

 

There are several options regarding how cycling lanes and bus queue jump lanes function together. The design is developed on a site-by-site basis, depending on the opportunity and constraints of the area. Exactly how cycling lanes and queue jump lanes function together will be determined at the detailed engineering phase of the Bank Street reconstruction.

21

Where are the overheard wires? Why are they not being buried?

The undergrounding of overhead wires on City right-of-ways will be undertaken only when the full cost of burial is paid for by the requesting party, or as otherwise approved by Council on a case-by-case basis. City Council has no plans to approve the burial of hydro wires within the study area.

 

A staff report to City Council put forward in March 2011 concludes that the undergrounding of overhead wires cannot be justified based on direct financial return on investment, either as a stand-alone project or in combination with other street work.

22

Why not consider on-street parking?

 

The CDP supports the completion of a future parking study to review the provision of municipal parking, including on-street parking. In the interim, parking requirements have been reduced for some land uses, in some areas, and a municipal parking lot will allow drivers to park and walk in the study area without reducing the vehicle travel lanes along Bank Street.

 

During peak periods Bank Street is required to move high volumes of traffic, which require two lanes in each direction. With approximately 50% of peak period trips being through traffic, signifying that the trip’s origin and destination are both outside of the study area, Bank Street is expected to continue to carry high volumes of vehicles.

 

During the off-peak periods, on-street parking may be an option for the study area. However, the introduction of on-street parking for off-peak time periods may mean on-street bicycle lanes cannot be provided unless they are segregated lanes (requiring additional road space and right-of-way).

23

How come the east side properties between the Riverside Drive’s are not included in the nodes?

Properties on the east side of Bank Street were added to the study area.

 


 

POTENTIAL CAPITAL BUDGET IMPLICATIONS                                      DOCUMENT 7

 

The Bank Street CDP is an action-oriented plan that provides direction on how the plan will be implemented. In order for the CDP recommendations to be realized within a 20-year timeframe, a coherent strategy that involves both public action and private redevelopment is required. The implementation approach involves infrastructure improvements, investment in capital projects, zoning by-law amendments, and development incentives from the public sector.

 

The CDP recommends several short-term (2012-2017) City infrastructure projects that are critical to implementation of the Plan. Brief estimates have been provided by relevant City staff and/or MMM Group below, to provide City Council with an understanding of the approximate costs of these projects. Further scoping with internal staff is required for the following short-term initiatives such that, in the future, they may be proposed as potential, accurate budget pressures for City Council.

   i.            Environmental Assessment (EA) for Billings Bridge Reconstruction and Gateway Outlook Project (EA is tentatively planned for 2014 or later). City staff has estimated the cost of the EA and preliminary design for long-term renewal of Billings Bridge at $200,000 to $400,000. The cost of adding the Gateway Outlook Project as part of the Billings Bridge EA would be marginal (additional work would be in the structural design drawings). The capital costs associated with the tender and construction of the outlook platforms may increase, depending on recommendations from the EA.

 ii.            Local Area Parking Study to determine need for municipal parking lot along Wildwood Avenue. The typical cost to determine the need for an off-street parking facility as well as to fully address all public parking issues in a Local Area Parking Study, consistent with the Council-approved Municipal Parking Management Strategy, is approximately $75,000.

iii.            Acquire parkland for Greenway Linear Park. Parkland to create the linear park will be acquired through parkland dedication and cash-in-lieu of parkland during the site plan control approval process. Remaining portions of parkland may need to be purchased by the City if the total amount acquired through redevelopment does meet the objectives of the CDP. Moreover, if the parkland becomes available in the short term, the CDP recommends the City purchase it immediately. The cost of purchasing the applicable land will be at market value, negotiated by the Realty Services Branch.

iv.            Community garden within hydro corridor near Ledbury Park. The cost of developing a community garden typically ranges from $2,000 to $28,000. The cost of developing a community garden depends on: size and number of garden plots, design of plots, how water will be accessed, etc.

 v.            Feasibility Study of cycling connection under Bank Street Bridge (located south of Walkley Road, to cross Sawmill Creek and CNR tracks). The cost of completing a feasibility study to determine whether a cycling connection could be developed under the bridge would be approximately $30,000. Drainage, creek floodplain, grading requirements, and the impact to the natural environment would all be considerations in the study. The capital costs for developing the connection would depend on the result of the study. An estimate for development is $200,000.


BANK STREET COMMUNITY DESIGN PLAN (FILE NO. D03-01-10 BANK),

SECONDARY PLAN, OFFICIAL PLAN AMENDMENT (FILE NO. D01-01-11-0009) AND ZONING BY-LAW AMENDMENT (FILE NO. D02-02-11-0092)

plan de conception communautaire de la rue BANK (dossier no D03-01-10 BANK), plan secondaire, modification au plan officiel (dossier no D01-01-11-0009) et modification au règlement de zonage (dossier no D02-02-11-0092)

ACS2012-ICS-PGM-0062                               RIVER (16), CAPITAL (17), ALTA VISTA

 

 

 

REPORT RECOMMENDATIONS

 

That the Planning Committee recommends Council approve:

 

1.                  The Bank Street Community Design Plan (distributed separately and on file with the City Clerk and shown as Document 5);

 

2.                  An amendment to the Official Plan to add to Volume 2A the Bank Street Secondary Plan as detailed in Document 2; and

 

3.                  An amendment to Zoning By-law 2008-250 to change the zoning of properties marked as Areas A to W on Document 3 and detailed in Document 4.

 

Stephen Willis, lead consultant on the project, provided an overview of the report.  He was supported by City staff Jillian Savage, Planner, and Dana Collings, Program Manager, Community Planning and Urban Design.  A copy of their PowerPoint presentation is held on file with the City Clerk.

 

Committee received the following written submissions, copies of which are held on file with the City Clerk:

·         Memorandum and written submission from the City’s Pedestrian and Transit Advisory Committee (PTAC)dated 27 February 2012

·         Letter from Michel Haddad dated 27 February 2012-02-29

 

Committee heard from the following public delegations:

 

Richard Eade,* PTAC, spoke in general support of the Community Design Plan (CDP.) However, he advised Committee of PTAC’s requested two wording changes as outlined in the submission held on file.  The first called for developers to bear responsibility for providing the land and modifications necessary to facilitate and improve transit and transportation operation for vehicles and pedestrians. The second called for the enhancement of pedestrian links between Bank Street and the transit stations. 

 

Winfried Hillebrand was in support of the CDP. He sought assurances that the section of parkland along the Rideau River east of Billings Bridge was not recommended for development.  He received confirmation that, while this land was included in the study area, no changes were proposed as a result of the CDP.

 

Josh Kardish, on behalf of Rideau Bakery, was in support of the CDP.  However, to resolve the Bakery’s short-term concerns about gaining access to the privately-owned section of Wildwood Road, he proposed wording changes to Section 12.5.2 of the draft Secondary Plan (Node 2: Heron Road) such that the last sentence reads “In the short-term, the City will encourage the landowners on both sides of Wildwood Road to enter into user agreements on the private road, upon receipt of any planning application by the owners of Wildwood.”

                                                                                               

* Comments and/or presentation held on file with the City Clerk. 

 

The report recommendations were put to Committee and CARRIED, with the following direction to staff:

 

DIRECTION TO STAFF:

 

That Staff review the suggested amendments put forward by the Pedestrian and Transit Advisory Committee and the Rideau Bakery to determine which can be incorporated into the plan, and that this review be done before the matter is considered by City Council on 28 March 2012 so that motions can be brought forward at Council to make changes where appropriate.