6.1 Purpose & Intent of the Design Guidelines
Good urban design is a key objective of the City, with policies designed to “create attractive and liveable communities, to build in harmony with nature, to allow for ease of movement, and to meet diverse needs.” The Official Plan notes that “urban design is not only concerned with buildings, but equally important, the spaces between them, including green and open spaces, courtyards, parking areas, and all the elements of public infrastructure, including sidewalks and streets, street-lighting, street trees and street furniture.” [Policy 2.5.6 Official Plan 2003].
Historically, the focus of development in suburban settings has been on the private realm and creating personal refuges for homeowners. The sense of common spaces and the opportunities for human movement and interaction within communities was given less attention.
Today, there is a renewed emphasis on creating a public realm that is inviting, functional and open to everyone. The way in which people move through their neighbourhoods – whether by foot, bicycle or car – should create an impression of the community and “a feel” for the place.
The public focal points of the community should mean something to those who live there. They should create a sense of place, foster a sense of belonging and form a physical setting that actually encourages the community to flourish.
While many of the community design guidelines outlined here are common to all developing communities, they have been interpreted in the context of Barrhaven South, addressing its unique physical context and setting, the range of proposed uses and the opportunities that exist to capitalize broadly on the amenities and features of this new community.
To this end, the design guidelines have been organized in layers that address the broadest aspects of the public realm first:
- The overall community identity,
- Parks and greenspace, and
- The community core.
These broad, community-wide considerations are then followed with design guidelines related to specific land uses:
- The Residential Areas,
- Employment and Retail Areas, and
- Institutional Uses.
6.2 Overall Community Identity
What is the essence of Barrhaven South? What makes this place special? This new community should be more than a collection of individual subdivisions. Collectively, they need to provide a cohesive community while retaining some form of individuality and sense of neighbourhood. While each subdivision will be unique, there should be a series of common, high-level design themes and approaches that permeate through all of the developments. These common strategies can provide a sense of cohesiveness for the overall community, which will identify Barrhaven South for both residents and visitors.
General Guidelines for Overall Community Identity
6.2.1 The two overarching themes for Barrhaven South are:
- Development should capitalize on the abundant natural features of the site – both existing and proposed.
- Development should create a more urban, intimate environment.
These two themes will inform all design decisions whether it’s the placement of buildings, the density of development, the nature and function of parkland, the standards for roads and infrastructure, or the integration of transit.
6.2.2 The Jock River will be a major public focus of the community by such means as orienting local streets with views of the Jock River (and floodplain lands) at the ends of these streets; also by providing easy and extensive public access through a variety of connections, including public roads, pathways and parks.
6.2.3 Existing natural features, such as significant trees and hedgerows, should be incorporated into the new development through such means as street design and individual lotting patterns, grading patterns, and large lot developments such as schools and parks, or tributary corridors. Building setbacks can be adjusted to accommodate tree preservation.
6.2.4 Gateway features should be developed on such lands as municipal parks and stormwater facilities to reinforce the natural theme for the community. The significant woodlands will also be a major gateway feature to the community and will link to other natural amenity areas in the community. Development adjacent to the woodlands will be planned to ensure the features and functions of the woodland are maintained in concert with building and roadway design.
6.2.5 Figure 25 illustrates the key community gateway locations for Barrhaven South, where special design and landscaping attention will be required to reinforce the overarching themes of the community. Where possible, prominent mature trees should be incorporated.
6.2.6 Stormwater ponds and tributaries should be sited and designed to be focal points for neighbourhoods and serve as public linkages through communities to the broader open space network along the Jock River.
6.2.7 Buildings will be designed to address major transportation routes such as arterial and collector roads by fronting onto the street to enhance the streetscape and to create a sense of the community for travellers along these routes.
6.2.8 Neighbourhood and building design should consider and incorporate, where possible, measures that promote accessibility. This can be done through the planning and design of linkages and the parks network, and the design and construction of commercial, industrial, institutional and residential buildings.
Figure 25 - Key Community Gateways
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6.2.9 Cycling will be encouraged through the design of neighbourhoods and buildings, by providing pathway alternatives to reach schools, parks, shopping and transitway stations and by providing safe and convenient storage for bicycles at places of employment, commercial areas, institutions and places of worship.
6.2.10 While not restricting the creativity of individual landowners and subdivision designers, but having regard to city policies for same, a common palette of materials and options should be used for key design elements of the community, including:
- Fencing and landscaping standards for arterial roads,
- Neighbourhood gateway features,
- Street lighting,
- Landscaping and street tree planting,
- Wayfinding signage.
6.2.11 The placement of all utilities to service development will be arranged to support the built form and urban design objectives of the CDP. Larger utility infrastructure such as trunk lines should be underground, particularly along Greenbank Road. The City will work with Hydro Ottawa regarding the delivery of underground servicing and the required main utility infrastructure, to determine such elements as costing and utility location space requirements.
6.2.12 The City will encourage, wherever possible, utility coordination and location within an initial common trench to avoid unnecessary over digging and disruption of the municipal right-of-way.
6.2.13 The City will encourage utility providers to consider innovative methods of containing utility services on or within streetscape features (such as lamp posts, transit shelters, or other structures) in consideration of the overall aesthetics of the streetscape.
6.2.14 Developers should consult with utility providers in the early stages of development to determine appropriate locations for large utility equipment, or utility clusters, such as above ground walk in cabinets, to promote a coordinated approach among utility providers, and to locate such facilities in targeted areas.
Streets are the major element of the public realm in communities. Safety is the key consideration; however, the design of streets – in terms of the widths, the landscaping, the relationship with buildings – are fundamental in establishing the character of a community.
The Official Plan directs that new communities should be designed using a modified grid road pattern in order to:
- Maximize the number of access and egress points,
- Increase permeability of the network,
- Increase pedestrian and transit accessibility,
- Enhance way-finding and personal navigation.
Single-loaded roads are used at key areas throughout the community to provide:
- Views to, and along, the Jock River,
- Better public accessibility to the open space network along the Jock River and to the parks network throughout, and
- Buffers between street-oriented housing where the housing fronts onto arterial roads.
There are three (3) street types in the road network hierarchy: arterials, collectors and local roads. The design parameters for each of these roads will flow to a large extent from their function.
Arterials are “the major roads of the City that carry large volumes of traffic over the longest distances... To best provide access to arterials, block lengths and intersections should be spaced and designed to accommodate all controlled to minimize turning movements and to reduce conflicts between travel modes; and arterial road corridors should provide a high degree of connectivity between land uses and places along and across the route.” [Section 1, Annex 1, City of Ottawa Official Plan]
Figure 26 - Arterial Road Network
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The arterial network for Barrhaven South is illustrated in Figure 26 and includes:
- Cambrian Road (37.5 m right-of-way)
- Cedarview Road (37.5 m right-of-way)
- Jockvale Road (37.5 m-42.5 m right-of-way)
- New alignment of Greenbank (41.5 m right-of-way)
- Old alignment of Greenbank, south of Cambrian (32 m-37.5 m right-of-way).
The following diagrams illustrate the cross-sections for each of the proposed rights-of-way widths for the arterials.
Figure 27 - Cross-Section 41.5 m Arterial Right-of-Way
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Figure 28 - Cross-Section 37.5 m Arterial Right-of-Way
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Figure 29 - Cross-Section 32 m Arterial Right-of-Way
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Guidelines for Arterial Roads:
6.3.1 Full-movement intersections along arterials will be signalized and appropriately spaced. Other intersections along arterials will be minimized and limited to right-in/right-out movements only.
6.3.2 On-street parking will be encouraged on new Greenbank Road in off-peak hours as a way of providing traffic calming and contributing to a more intimate, pedestrian setting for the community core.
6.3.3 Sidewalks will be provided on both sides of the street except where a multi-use recreational pathway is provided on one of the sides.
6.3.4 Pedestrian-scale lighting should be provided at all intersections and, where possible, continuously along arterials.
6.3.5 All pedestrian crossings should be clearly marked through the use of lighting and changes in pavement materials, texture and/or colour.
6.3.6 Where the cycling route is on street, the right-of-way should incorporate appropriate bicycle lanes in accordance with City standards.
6.3.7 The arterial road design should consider the construction of 3.0 metre wide multi-use recreational pathways on one side to create a safer environment and to contribute to the overall connectivity being established within the community.
6.3.8 Landscaping along arterials will include tree plantings, planted at 7.0 to 10.0 metres apart on centre, using species that will form a continuous canopy at maturity. The location of trees should be coordinated with the location of utilities and infrastructure that share the right-of-way.
6.3.9 In order to limit the need for noise attenuation fencing along arterial roads, alternatives to rear lotting should be used. This would include single-loaded window streets, cul-de-sacs, flanking side lots, rear-lane townhouses and/or other design solutions acceptable to the City.
6.3.10 Where noise attenuation fencing is required, it should be limited to short stretches of frontage and the impact of it will be mitigated through the use of berming, upgraded fence design and planting.
6.3.11 In order to improve the speed and reliability of transit service, transit priority measures may be provided to lessen delays on transit vehicles caused by other traffic and traffic control signals at opportune locations.
6.3.12 Bus stops, along with waiting amenities, should be provided at designated intersections or as needed with sufficient space to include a concrete waiting area, shelter or bench.
Collector roads “connect communities and distribute traffic between the arterial system and the local road system. These roads tend to be shorter and carry lower volumes of traffic than do the arterials. Direct access to collector roads from adjacent properties will be permitted where such access will not introduce traffic safety or capacity concerns. The design and construction of collector roads will accommodate the safe and efficient operation of transit services.” [Section 1, Annex 1, City of Ottawa Official Plan]
While the arterial network provides the skeletal framework for the overall community, the collector roads provide organizational structure for the internal workings of the community. They establish routes into and between the various neighbourhoods, and provide routes to integrate transit into the community.
Guidelines for Collector Roads
6.3.13 Collector roads in Barrhaven South should be designed using a 24-metre right-of-way, as illustrated in Figure 30.
6.3.14 In addition to the paved road surface, collector road rights-of-way should include a boulevard and sidewalk on both sides of the street, except where the alternative in section 6.3.21 is preferred.
6.3.15 Boulevards will be sodded and planted with deciduous trees, using species that will form a canopy at maturity. Trees should be planted on the centerline of the boulevard, at regular intervals along the roadway. The location of trees should be coordinated with the location of utilities and infrastructure that share the right-of-way.
6.3.16 Street lighting, signs and aboveground utilities located in the boulevard should be aligned with the tree plantings to establish coordinated streetscapes.
6.3.17 Street lighting should accommodate the needs of pedestrians.
6.3.18 Community mailboxes, bus stops, newspaper boxes, and municipal waste containers should be consolidated in common areas, preferably adjacent to open spaces.
6.3.19 On-street parking will be permitted on either side of collector roads, although restrictions may be put in place in school zones where warranted.
6.3.20 Collector roads may be designed to accommodate traffic circles at intersections of two collectors.
6.3.21 Collector road design should consider the construction of a 3.0-metre wide, multi-use recreational pathway on one side to create a safer environment and to contribute to the overall connectivity being established within the community.
6.3.22 Bus stops, along with waiting amenities, should be provided at designated intersections or as needed with sufficient space to include a concrete waiting area, shelter or bench.
6.3.23 Rear lotting shall not be permitted along collector roads.
Figure 30 - Cross-Section 24 m Collector Right-of-Way
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Local roads “are found within communities and distribute traffic from arterial and collector streets to individual properties, typically over short distances.” [Section 1, Annex 1, City of Ottawa Official Plan] Local streets are the most intimate type of residential road.
Figure 31 - Cross-Section 16.5 m Local Right-of-Way
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Figure 32 - Cross-Section 14 m Local Single-Loaded Right-of-Way
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Guidelines for Local Roads
6.3.24 Local roads should be designed with a 16.5 to 18-metre right-of-way, as illustrated in the cross-sections below. Single-loaded roads may have rights-of-ways of 14 metres.
6.3.25 Boulevards should be provided on both sides of the street and should be planted with deciduous trees 7.0 to 10.0 metres on centre that will form a canopy at maturity.
6.3.26 Sidewalks will generally be provided on one side of the street and located at the curb.
6.3.27 On-street parking will be permitted on either side of local roads.
6.3.28 The location of trees should be coordinated with the location of utilities and infrastructure that share the right-of-way.
Lanes help to improve neighbourhood streetscapes by eliminating the dominance of garages and paved parking areas in front of residential units and consolidating service areas to the rear of development.
Figure 33 - Cross-Section 8.5 m Lane
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Guidelines for Lanes
6.3.29 Lanes should be designed within an 8.5 m right-of-way.
6.3.30 Private property adjacent to lanes should incorporate landscaping to soften the environment and create an attractive lane-scape.
6.3.31 Where possible, utilities should be located along lanes.
6.4 Parks & Greenspace
As outlined earlier in Section 5.3 of this Plan, the major focus of the parks system in Barrhaven South is the Jock River. The District Park, which extends along the entire south shore, provides extensive opportunities for active recreational, as well as passive leisure pursuits. The Land Use Plan for Barrhaven South ensures continuity throughout this river corridor and establishes linkages into this open space from the rest of the community through a variety of means, including: strategic placement of parks, the use of the stormwater management linear tributaries to provide additional corridors, the road network and multi-use recreational pathways.
The intent is to provide parkland throughout the Barrhaven South community that:
- Capitalizes on the abundant natural resources of this area,
- Is easily accessible to all residents of the community,
- Enhances north-south and east-west pedestrian connectivity,
- Provides active recreational space to fulfill the City’s mandate,
- Creates interesting, well-designed communities.
Guidelines are included for the District Park, community parks, neighbourhood parks, parkettes, linkages and trails, woodlots, and stormwater management facilities.
General Guidelines for Parks
6.4.1 Pedestrian access to parks should be clearly defined using public sidewalks, landscape and/or architectural elements to ensure an appealing park presence from the road.
6.4.2 To provide definition, trees should be planted along the edge of parks, selecting species and planting locations that do not screen views into the parks. Parkland design will incorporate existing healthy trees where compatible.
6.4.3 Community design should encourage ‘eyes on parks’ for both safety and aesthetic reasons. This can be achieved by various means including providing street frontage along parks, and where possible fronting housing – rather than flanking or rear lotting – onto parks. To this end, parks shall provide full frontage on at least two public streets.
6.4.4 Where yard fencing adjacent to parks is required, the design should be consistent for all perimeter fencing. This will be a condition of subdivision approval and a requirement for its installation by the developer.
6.4.5 Parks provide active, public, community spaces and by their nature are areas where activities could disturb neighbouring residents. Privacy for neighbouring properties – both visual and noise-related – should be addressed through park design, landscaping and the placement of active park facilities. As well, there shall be a condition placed in the draft subdivision approval, requiring any prospective purchaser of property abutting parkland to sign-off in the Purchase and Sale Agreement their awareness that their lot is in proximity to a park, which often includes activities that generate noise.
6.4.6 Residential design near or adjacent to parks should be sensitive to the purposes of the park. Park uses should be considered when designing the orientation of both roadways and the residential lots.
6.4.7 Park design should coordinate the location and design of street lighting, community mailboxes, waste and recycling receptacles.
The District Park is located adjacent to the Jock River corridor with connections around Half Moon Bay to the City-owned woodlot at Jockvale Road. This park will provide:
- Extensive, active recreational facilities to the Barrhaven South community, as well as the greater south urban community,
- Linkages and trails throughout its length, connecting the Barrhaven South Community and beyond, and
- Opportunities to preserve and enhance water-related recreational activities, such as fishing docks, canoe launches and picnic areas.
Guidelines for District Parks
6.4.8 The District Park for Barrhaven South will be primarily established on City-owned land adjacent to the Jock River.
6.4.9 Privately owned lands will be dedicated, as part of the parkland dedication, to provide adequate tableland for facilities that cannot be located within the 100-year flood line and to provide public access and views at Half Moon Bay. The lands to be dedicated are shown on the Land Use Plan and generally located at Cedarview, at the new Greenbank bridge, and adjacent to Half Moon Bay.
6.4.10 Residential uses with increased densities should be located near, or with easy access to, the District Park in order to maximize the use of this major City facility provided they are in proximity to the transit corridor.
6.4.11 Rear lotting of ground-oriented residential dwellings onto sports fields in the District Park (such as sports fields) should be avoided.
6.4.12 In the few cases where residential development abuts the park, it will be mitigated by:
- Designing the development to relate to the park, through the clustering of higher density buildings with common spaces linking to the park, or
- For lower density development, the use of additional landscaping and/or berming on private properties to buffer the park.
6.4.13 Public roads alongside the District Park should provide visual sight lines and easy public access to the park. To this end, single-loaded roads will be encouraged through a majority of the park frontage between Jockvale Road and Cedarview Road, with the exception of limited locations where double-loaded roads will be considered, generally as shown on the Demonstration Plan.
6.4.14 Community design, lotting and road patterns should capitalize on views to the Jock River corridor through the use of north-south street orientation, with view or sight lines of the Jock River and District Park lands.
6.4.15 Similarly, District Park design should extend these views by avoiding the placement of parking lots, or community buildings at these junctions, and by providing connections to link with City sidewalks and pathways.
Focal Points for neighbourhoods
Community parks are intended to be the focus of the community in terms of active recreation opportunities and facilities. The majority of the community’s multi-use sports fields will be located in these parks, as will a variety of other recreation opportunities, both active and passive.
Guidelines for Community Parks
6.4.16 The preferred size for Community Parks is approximately 3.25 hectares and they should be square or rectangular in shape. The actual size of each park will be confirmed at the time of plan of subdivision and will be determined in consideration of the specific context of each community where they are situated.
6.4.17 Vehicular parking will be provided in Community Parks. Landscaped areas in parking lots may incorporate features such as bioswales, bioretention areas, and concave medians to capture runoff before it leaves the site.
6.4.18 Community Parks will be designed to provide a focus for the entire community through landscape design and pedestrian meeting areas.
6.4.19 Each park will include at least one sports field, a children’s play area, pathways, park furniture, and a special feature such as a community building, a water play facility, tennis court or other facility to be determined by the City.
6.4.20 Community Parks may be located with community facilities such as community centres, but will not be co-located with school properties.
Neighbourhood parks will be the focus of a neighbourhood and will provide opportunities for active and passive recreation for immediate residents.
Guidelines for Neighbourhood Parks
6.4.21 Neighbourhood Parks will be approximately 0.8 ha and they should be square or rectangular in shape. The actual size of each park will be confirmed at the time of plan of subdivision and will be determined in consideration of the specific context of each Neighbourhood Park.
6.4.22 Each Neighbourhood Park will include elements such as play structures, informal playgrounds, seating, hard surface areas, and will incorporate one intense use facility such as an outdoor rink, basketball court, small skate park, spray pad or other facility to be determined by the City.
6.4.23 The park’s landscaping features should reinforce the urban street edge by such means as coordinating with, or enhancing already approved, street tree planting.
6.4.24 Landscaping within the park should incorporate indigenous species for trees, shrubs, and ground cover planting. The design of the park should include the provision of shaded respite areas, naturally through the use of tree selection and placement, for park benches overlooking a play area, or picnic tables as examples.
6.4.25 Streets abutting Neighbourhood Parks will be used to accommodate parking. In certain cases, the City will provide on-site parking, depending on need.
Parkettes provide an additional element to the open space and parks network of a community. In addition to the recreational opportunities provided within the park, these spaces can improve connectivity through neighbourhoods, provide interesting focal points, enhance the community built form and help to establish the character of neighbourhoods.
Guidelines for Parkettes
6.4.26 Parkettes have a role in the hierarchy of the parks network and play an important function in community building and creating pleasant, human scaled public places within neighbourhoods. However, the extent to which parkettes will be included as dedicated parkland must be balanced with the need to provide larger parks and active recreational spaces.
6.4.27 Parkettes will be approximately 0.2 to 0.4 hectares in size and will be configured to allow for the functional design and placement of neighbourhood-type facilities. The actual size and shape of each Parkette will be confirmed at the time of plan of subdivision and will be determined in consideration of the specific context of each Parkette.
6.4.28 Parkettes should be located as neighbourhood focal points and should terminate view corridors and pedestrian sight lines into the space, by such means as having full street frontage on at least two sides and preferably three or more.
6.4.29 The adjacent street and lotting pattern will provide built form which fronts onto the Parkettes, creating the visual edges to these spaces. Rear lotting will not be permitted. See Figure 34 for example.
6.4.30 The residential built form abutting and adjacent to Small Parks should be sited with their primary façades facing the park and/or with enhanced elevations oriented to the park.
6.4.31 Entry/access points should be conveniently located leading directly off the public sidewalk or walkway and should incorporate community and/or civic design elements.
6.4.32 Parkettes could include such features as a community garden, a lookout point to a stormwater management pond, a quiet respite area, as well as an active play feature such as a small water play area, half court basketball, or small skateboard facility. The City will determine the facilities in parkettes.
6.4.33 Parkette landscaping features should reinforce the urban street edge by such means as coordinating with, or enhancing already approved, street tree planting.
6.4.34 Landscaping within the Parkette should incorporate indigenous species for trees, shrubs, and ground cover planting. The design of the park should include the provision of shaded respite areas, naturally through the use of tree selection and placement, for park benches overlooking a play area, or picnic tables.
Figure 34 - Demonstration of Possible Parkette Design
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Linkages & Trails
Open space linkages are one of the major structuring elements in community building. In a way, they are the skeleton of the community, providing a network to all reaches of the community and providing connectivity from home to amenity spaces, schools and shopping areas, as well as natural features. Trails and walkways will be provided alongside stormwater management ponds and tributaries, along the Jock River, alongside or through woodlots, through all parks and link up with schools, community centres, the community core, and transit stations. Required walkway connections, for example, through mid-block developments, will not be calculated as part of the parkland dedication.
Guidelines for Pathways and Trails
6.4.35 The blocks of land utilized to provide linkages will be dedicated to public ownership, either the municipality or school boards, as appropriate.
6.4.36 Trails will be designed to accommodate a range of users and abilities. Slopes are preferred to be 5% or less. Curb-cuts must be provided at intersections where trails or pathways have street crossings.
6.4.37 Trail design and type will be based on each site’s sensitivity to minimize environmental impacts.
6.4.38 Trails for pedestrians and cyclists are preferred to be 3.0 m wide; trails for pedestrians are preferred to be 2.0 m wide. In both cases, the minimum width of the block will not be less than 6.0 metres.
6.4.39 Wayfinding signage shall be provided throughout the trail network. As well, interpretive signage should be provided at various locations along the trails to promote stewardship initiatives that will protect and enhance the features and functions of the natural environment.
6.4.40 Design of the trail or pathway amenities should coordinate the placement and design of benches, signage, waste/recycling receptacles, and access to drinking water where feasible. They should be clustered and provided at regular intervals along the route.
6.4.41 Where a trail or pathway is considered to be a part of the ‘greenway network’ as illustrated on Figure 19 - The Greenspace Plan, and is included within a City right-of-way, more emphasis will be placed on the pedestrian and cycling facilities to meet the needs of users of all ages through the provision of extra design characteristics. These could include any of the following:
- The provision of one wider boulevard area on one side of the street (unequal centerline of street) to accommodate a 3.0 m wide pathway, that is not necessarily parallel to the curb line;
- The provision of a 2.0 m wide sidewalk on one side of the road, and a 3.0 m pathway on the other side of the road;
- The provision of dedicated on-road cycle lanes rather than signed routes or shared-use lanes;
- Explicit direction for wide boulevard and coordination of services to allow for an avenue of trees;
- Opportunities for other streetscape elements including enhanced bus stop areas, benches, and landscape features;
6.4.42 Where streets are proposed with alternative ROW widths, an alternate street to provide for a greenway pathway or trail should be selected. In this way, ‘green’ streets may be created as a key means to create continuity in the Greenspace Network.
6.4.43 Where the modified grid street network has not provided direct access to a bus stop, a pathway is to be included to provide the necessary pedestrian link to a designated transit route.
Stormwater Ponds & Tributaries
Stormwater ponds and tributaries are designed to serve specific engineering functions; however, they also contribute enormously to the natural environment of a community and the open space network. The location, size and design of such facilities should recognize that they are important natural features of the landscape and should be incorporated as integral components in community building.
Guidelines for Stormwater Ponds and Tributaries
Stormwater facilities contribute to the greenspace system and linkage network
6.4.44 Where possible, ponds should be located to provide green gateways to the community.
6.4.45 Street frontage will be provided along the ponds and tributaries through such means as single-loaded roads to promote public access to these natural areas.
6.4.46 Generally, ponds shall not be fenced. However, when the City requires fencing (i.e., between the pond and a sidewalk abutting an arterial road), it shall be decorative in nature and in keeping with the theme of the streetscape.
6.4.47 Ponds should be designed to be naturally shaped and tributaries should be designed to be sinuous.
6.4.48 Grading of stormwater ponds shall ensure natural and variable side slopes; additional planting will be used in areas of steeper slopes.
6.4.49 Where possible, local materials should be used in the construction of stormwater ponds.
6.4.50 Planting should be comprised of indigenous species and flood tolerant water’s edge plants should be used to stabilize banks. Landscaping along the street frontages should complement other park landscaping in the neighbourhood and augment any arterial streetscaping or tree-planting plan.
6.4.51 Walking and cycling trails should be provided around ponds and along the tributaries, where needed, and as determined by the City, to enhance open space linkages through the community. These trails, which are in addition to the constraint lands associated with the tributary, will be included as dedicated parkland.
6.4.52 Tributaries should be restored and enhanced using natural channel principles. Their corridors should be planted with native species along both sides of the creek to enhance aquatic habitat. The corridor width and development setback requirements will be established in the Jock River Reach 1 Subwatershed Study. Trail systems along the tributaries will be encouraged as part of the Greenspace Plan.
Woodlands and Adjacent Development
6.4.53 The provision of trail systems in woodlands will be assessed and determined through the completion of a Community Woodland Management Plan.
6.4.54 Interpretative signage should be provided adjacent to the woodland to promote an understanding of the importance of woodlands and foster stewardship initiatives that will protect and conserve the features and functions of the woodland in an urban setting.
6.4.55 An Environmental Impact Statement will be required for any development within 30 metres of Half Moon Bay Woodland or Cambrian Road Woods. The EIS will identify mitigation measures that will ensure overall integrity of the woods is maintained.
6.4.56 Development near or adjacent to the woodlands should be sensitive to the features and functions of the woodland when designing the orientation and layout of roadways and residential lots.
6.4.57 Street frontage will be encouraged along the woodlands through such means as single-loaded roads to promote a gateway function, as well as to minimize encroachments.
6.4.58 Aerial mapping should be used in the preliminary design of subdivisions, to locate existing features such as hedgerows, and determine the potential for their integration into plans.
6.5 Community Core
Mixed-use buildings close to lot lines and tight to the street
Architecture to address corner lots in Community Core
Active, inviting uses at grade
The Community Core is the heart of the Barrhaven South community – where the key transportation/transit routes of the community intersect and where the people of this community will gather for commercial activities and services. The intent for this area is to meet the commercial and personal service needs of the community in an intimate, human-scale and pedestrian friendly atmosphere.
A mix of residential and commercial uses will be encouraged to create a lively, urban feel to the core. As detailed in Section 5.1.4, permitted commercial uses include retail stores, restaurants, and personal service uses, as well as civic uses and housing.
Development shall reinforce a high quality urban identity, distinct from conventional suburban development. This will be achieved through well-planned spaces, landscape design and enhanced architecture. Site planning, built form and landscaping shall be coordinated within the Community Core to create a vibrant, visually attractive meeting place in the community.
Prior to any development in the Community Core, an overall “Community Core Concept Plan and Design Framework” must be prepared. This document will establish the architectural structure for the core and will provide specific design guidelines for its development. This document will detail:
- The distribution and location of buildings, including building setbacks;
- The arrangement of parking and service areas;
- The strategic location of public spaces;
- The linkages through the site, to the surrounding areas, and to the greenspace network;
- The architectural details of the buildings, including materials and window glazing;
- The palette of common materials for use throughout the development;
- The landscaping requirements along street frontages, within the site and along the perimeter adjacent to neighbouring properties; and
- Coordinated utility requirements.
See Section 7.2.8, with respect to how the Community Core Concept Plan &Design Framework will be implemented at the time of development. The following guidelines provide overall direction for the community core and establish the foundation upon which the detailed design and architectural guidelines in the Community Core Concept Plan and Design Framework will be based.
Buildings and Architecture
6.5.1 Create a strong architectural statement throughout the Community Core, in particular for those buildings framing the intersection of Greenbank Road and Cambrian Road.
6.5.2 Building setbacks are intended to be close to lot lines with direct access from the sidewalk adjacent to the street.
6.5.3 Specific setback requirements will accommodate:
- The provision of active at-grade uses such as outdoor patios;
- Appropriate landscaping along arterial street frontages; and
- Transit and utility requirements.
6.5.4 Ensure that corner buildings have similarly articulated façades on both streets. Increased massing is desirable at corner locations.
6.5.5 Window glazing shall be maximized along street frontages while avoiding spandrel, reflective or tinted glass along arterial roads.
6.5.6 Complementary architectural treatment of buildings within the Core, such as finish/colour/materials should be encouraged.
6.5.7 Development shall be two to six functional storeys in height, particularly along the street edges.
6.5.8 The design of buildings shall be human scale. This will be achieved by animating the ground level - through uses and design - and by avoiding the overpowering effects of upper floors.
6.5.9 Active, inviting uses such as shops and restaurants at-grade are encouraged, with pedestrian friendly amenities such as outdoor seating areas and patios in the front and sides of buildings.
6.5.10 Primary building entrances will be oriented to the street, with defining architectural elements such as entrance canopies, lighting and awnings. Building projections such as bay features, patios, and porches are encouraged.
6.5.11 Overall visual interest should be coordinated through the use of plantings, decorative paving, site furniture, signage and lighting.
6.5.12 Expanded hard surface waiting areas, with associated seating and feature planting, will be provided at bus stops. Where appropriate, transit-waiting amenities should be integrated into adjacent building design.
Vehicles and Parking
6.5.13 Parking should be obscured from view from arterial streets, primarily through the placement of building façades, and by locating parking to the rear of the development.
6.5.14 Where limited surface parking adjacent to arterial roads is unavoidable, parking will be visually screened from the public street through parking lot design and through the use of coordinated architectural/landscaped features such as low walls, fencing and vegetation.
6.5.15 Reduced parking standards will be applied by taking into account the proximity of rapid transit, the potential for shared-use parking during off-peak times (i.e. abutting park or school), and the availability of on-street parking during off-peak hours.
Pedestrians and Cyclists
Generous and inviting sidewalks for pedestrians
Convenient and safe bicycle storage
6.5.16 All development at grade will be pedestrian-oriented and barrier-free.
6.5.17 To create an active pedestrian environment along street frontages, main façades and primary doors will face the street and be accessible from the public sidewalk. This requirement should not limit the opportunity for additional entry for upper floors of mixed use buildings on other façades.
6.5.18 Sidewalk depths should be maximized along storefronts to enhance the pedestrian environment and accommodate building projections and amenities.
6.5.19 Create inviting, safe pedestrian walkways and public spaces that:
- link rear parking areas to the public sidewalk and street;
- provide significant connections to the adjoining school site;
- integrate and connect the community park into the community core.
6.5.20 Bicycle parking will be located close to building entrances, linked to internal pedestrian walkways and public sidewalks, and be visible from inside the building through informal observation. Bike fixtures should complement building architecture.
Signage and Lighting
6.5.21 Signage should complement the architectural style, scale and proportions of the building(s).
6.5.22 Lighting should be designed to ensure pedestrian comfort and safety.
6.5.23 Street lighting should be augmented with lighting affixed to the buildings in order to accentuate and animate buildings and spaces.
6.5.24 The height of light standards and intensity of fixtures in the parking areas will be sufficient to light the parking area without intruding or spilling over onto adjacent residential uses.
Servicing and Utilities
6.5.25 Consider the sharing of facilities in order to reduce the number of service and loading areas.
6.5.26 Service and loading areas should be located so that they are not visible from the street and will be screened from the public realm. Waste and recycling receptacle areas ideally should be located within buildings.
6.5.27 Rooftop mechanical equipment should be screened from the street and adjacent residential uses and should complement the building roof design through the use of materials similar to the building.
6.5.28 Conflicts between pedestrians and service vehicles should be minimized through a clear delineation of the pedestrian right-of-way.
6.5.29 All utility, transformers and HVAC equipment should be screened from the street and adjacent properties.
6.6 Residential Neighbourhoods
Various gateway features
Strong architectural & landscape treatment of corner units
Building to address the street and create a strong street edge
Variations in design along streets
Encourage shared driveways to minimize pavement
Dwellings facing parkland require particular attention to perimeter fencing, landscaping and parking arrangements
6.7 Employment Areas
The new City of Ottawa Official Plan identifies a ratio of 1.3 jobs per household for developing communities outside of the Greenbelt. In keeping with the policies of Developing Communities and Mixed-Use Centres, the Barrhaven South Community Design Plan provides a balance of areas for living and working. A total of approximately 11.8 ha of employment lands are proposed adjacent to Highway 416 at the intersection of Cambrian and Cedarview Roads.
General Guidelines for Employment Areas
6.7.1 Employment uses may include a mix of industrial, warehouse, office, retail and institutional uses, excluding ‘sensitive’ land uses as defined by MOE Guidelines D-1 and D-4.
6.7.2 The employment areas should be developed using high quality architecture, with careful attention to building placement and landscaping so as to create visually appealing streets that reflect an identity consistent with the balance of the Barrhaven South community.
6.7.3 Because the Employment Area is adjacent to Highway 416, the “Scenic- Entry Routes” policies of the Official Plan will apply.
6.7.4 Gateway features into Employment Areas should be developed and designed to reinforce the overarching themes of the community. Where possible, prominent mature trees should be incorporated into such features.
6.7.5 Front yards should be landscaped.
6.7.6 Building façades that face the street should display unique and appealing architectural design through the use of high quality building materials, articulation of expansive façades, and a minimum of 50% glazing at grade.
6.7.7 Building lot coverage should not exceed 35% of the total lot area.
6.7.8 Maximum building height should not exceed 20 metres.
6.7.9 Whenever possible, buildings shall be located with minimal setback to adjacent roadways so as to animate and articulate streetscapes, screen parking and loading areas, and facilitate pedestrian connectivity.
6.7.10 Employment sites with frontage along Highway 416 should avoid locating parking and service facilities where they can be viewed from the highway. Where this is not possible, the impacts shall be mitigated through the use of extensive landscaping and screening.
6.7.11 Surface parking should be located where it is not visible from public streets. Where buildings do not screen parking areas, the impacts should be mitigated with substantial screening and heavily planted landscaped areas at least 4.0 metres in width.
6.7.12 Parking areas should be segmented into small sections with sufficient, site-contained lighting, substantial landscaping, and designated pedestrian walkways.
6.7.13 Walkways should generally be at least 1.5 m in width and be lined on at least one side with a 3-metre area planted with shrubs and trees. These walkways will be designed to provide clear and unencumbered direct access to building entrances for the convenience and safety of users.
6.7.14 Shared parking opportunities and on-street parking shall be considered in calculating required parking.
6.7.15 All development sites shall provide a sufficient number of safe and accessible bicycle parking spaces. These will be located close to building entrances and linked to internal pedestrian walkways and public sidewalks, and be visible from inside the building through informal observation.
Loading and Servicing
6.7.16 Servicing and loading areas will be screened from the street and from other adjacent uses. Screening may include walls and/or coniferous landscape material. Screen walls should be constructed with material consistent with associated buildings.
6.7.17 Trees, shrubs, and groundcover should be planted in wide, continuous planting beds generally 3-metres in width. These will be used to define parking sections, pedestrian pathways and key entrances to the building. A mix of deciduous and coniferous vegetation should be used.
6.7.18 Signage shall be clearly visible and complementary to the associated building architecture.
6.7.19 Wherever possible, the coordination of landscaping across multiple development sites is encouraged to create a unified image within the employment area.
6.7.20 Employment Areas that are adjacent to residential areas are required to provide a landscaped buffer of at least 4 metres in width.
6.7.21 Lighting should be designed to ensure pedestrian comfort and safety.
6.7.22 Street lighting should be augmented with lighting affixed to the buildings in order to accentuate and animate buildings and spaces.
6.7.23 The height of light standards and intensity of fixtures in the parking areas will be sufficient to light the parking area, but should not intrude or spill over onto adjacent residential uses.
6.7.24 Similarly, lighting should not interfere with Highway 416.
6.8 Institutional Uses
General Guidelines for Institutional Uses
6.8.1 Primary entrance doors to institutional uses will face the street and be connected to the public sidewalk.
6.8.2 Institutional buildings should be set back 3.0 to 6.0 metres from the front property line, and from the side property line for corner sites.
6.8.3 Building façades facing public streets will have a minimum of 50% clear glazing at the first floor level. Architectural projections, recesses, arcades, awnings, colour and texture should be used to reduce the visual size of any unglazed walls/wall sections.
6.8.4 All institutional sites will be planted with street trees placed 7-10 metres on centre.
6.8.5 Parking will not dominate the streetscape and will not be located in front of an institutional building. Where surface parking adjacent to the street is unavoidable, all parking must be visually screened from the public street with landscaped features such as walls and/or fences and planted landscaped areas of at least 3 metres in width.
6.8.6 Schools should address the street with primary building entrances oriented to the street.
6.8.7 School sites should have frontage on at least two (2) streets.
6.8.8 Where appropriate, strong pedestrian linkages to public transit will be provided.
6.8.9 On-site bus lay-bys and car drop-offs will be designed to avoid pedestrian/vehicular conflicts and, where appropriate, should be located at the side of the school.
6.8.10 The location and size of school sites are shown conceptually on the Land Use Plan and refined further in the Demonstration Plan. The assignment of sites to the School Boards will be finalized through the Plans of Subdivision, based on their defined needs at that time.
6.8.11 At the time of the preparation of the Community Design Plan, the School Board requirements were identified as set out in Table 7.
6.8.12 Street lay-bys shall be provided for buses and cars. On-site drop off areas should be carefully designed to avoid pedestrian/ vehicular conflicts, and should preferably be located at the side of the building.
Table 7: School Board Requirements
|No. of Schools
||No. of Schools
|Ottawa Carleton District Board
|Ottawa Carleton Catholic Board
|CECLFCE (Conseil des écoles catholiques de langue française du Centre-Est)
|CEPEO (Conseil des écoles publiques de l’Est de l’Ontario)
Places of Worship
6.8.13 Places of worship shall be permitted in all neighbourhoods, but only on arterial roads and/or collector roads at the intersection of an arterial road.
6.8.14 Parking should be screened from view to the greatest extent possible. Where buildings do not screen parking areas, the impacts should be mitigated with substantial screening and heavily planted landscaped areas at least 3.0 metres in width.
6.8.15 Similarly, the impacts of required parking on neighbouring residential areas shall be mitigated through berming and/or landscaping.
6.8.16 Lighting should be designed to ensure pedestrian comfort and safety.
6.8.17 Street lighting should be augmented with lighting affixed to the buildings in order to accentuate and animate buildings and spaces.
6.8.18 The height of light standards and intensity of fixtures in the parking areas will be sufficient to light the parking area without intruding or spilling over onto adjacent residential uses.
6.8.19 Places of worship located in the Community Core shall comply with the guidelines set out in Section 6.5.