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Bayview Station District Secondary Plan

Bayview Station District Secondary Plan

[Amendment #120, June 21, 2013]

Area A - Policies

[Amendment #164, December 31, 2015]

1.1 Introduction

Fueled by the City’s landmark investment in the Confederation Light Rail Transit (LRT) line and the increasing desirability of surrounding neighbourhoods as a place to live and work, the area immediately surrounding Bayview Station is poised to transform from an underutilized industrial/commercial district into a new and vibrant transited-oriented, mixed use community. The Bayview Station District Community Design Plan (CDP) developed the community vision for the CDP area through a collaborative engagement process.  The CDP document is the primary policy reference for future development within the study area.  It provides a detailed overview of the intended planning strategy, its supporting rationale, sustainability measures and implementation.   The Bayview Station District Secondary Plan complements and provides the legal framework that supports the CDP.   The Secondary Plan provides the fundamental policy for the long-term development of these lands, including direction on land use, built form, public space design, circulation parking and affordable housing. 

This Secondary Plan is to be read and interpreted in conjunction with the CDP as City Council’s policy direction for all municipal actions, public works, site plan reviews, Zoning By-law amendments, and Committee of Adjustment applications in the area. 

This Secondary Plan provides direction for significant change within the CDP policy area.  It is the expectation of this plan that lands outside of this area, including those within 600m, will continue to evolve with small-scale infill redevelopment and not be considered for significant change. 

1.2 The Planning Area

The Bayview Station District Secondary Plan applies to specific underutilized properties in the vicinity of Bayview Station, including the existing Bayview Yards (7, 80, 89, 90 and 100 Bayview Road), Laroche Park; the Tom Brown Arena site; 801 Albert Street; 250, 255 and 265 City Centre Avenue; 145 and 158 Spruce Street, 168 Elm Street, and 989 Somerset Street.   The Secondary Plan also applies to the segments of Scott/Albert Street, the Transitway, and the O-Train corridor that lie adjacent to these properties within the CDP area.  A map of the policy area is provided in the Location Plan.  The Secondary Plan affects two City Wards (Ward 15 –Kitchissippi, and Ward 14 - Somerset). 

1.3 Vision and Design Principles

1.3.1 The Vision

The Bayview Station District will evolve to become the new western urban gateway to the city’s downtown.  Focussed on the Bayview LRT Station, strategically located at the intersection of the north-south and east-west transit lines, this new district will take advantage of its importance as an LRT mobility hub by establishing a high-quality, mixed-use urban environment that supports a creative and diverse range of new employment and residential opportunities.  The district comprises four quadrants that today are segregated by rails and transit corridors.  High quality architecture and urban design will provide a unifying element for the four quadrants by providing a superior public realm through the introduction of an urban grid into the current superblocks.  This will establish a range of alternative connections through the area and reduce car dependency. New pathways and corridors will provide enhanced pedestrian and cycling opportunities along and across the transit corridors and through the superblocks linking to pathway systems outside of the area.  Existing parks and local services will be expanded and improved as redevelopment occurs to provide recreational and community supportive uses that will bolster the transformation of the area as envisioned.  The new neighbourhood will integrate and enhance the outstanding natural and built features in the area, particularly the Ottawa River, the vibrant main streets along Wellington and Somerset, and the stable residential neighbourhoods of Mechanicsville, Hintonburg and Dalhousie. 

1.3.2 Planning Principles

This vision is supported by the following planning principles:

  • New development will be mixed use, compact and transit-oriented.
  • Innovative design and investments in the public realm will provide safe, comfortable and accessible connections through the area and to major destinations including Bayview Station and the Ottawa River.
  • New development will be respectful of established, adjacent neighbourhoods.
  • Bayview Station will become a prominent community landmark.
  • Diversity in built form and architecture, combined with distinct and coordinated public realm improvements will establish a street edge with adequate light, sky exposure and public views and help to create a sense of place and identity for the district.
  • New residential developments will offer affordable housing, creating social cohesion and a rich mix of experiences.
  • Investments in affordable, supportive, and accessible housing developments for households below the City’s 30th income percentiles will ensure housing for vulnerable members of the community.
  • New developments will feature the latest in sustainable design to reduce energy use, land consumption and emissions.
  • The existing City-owned pathway, parks and open space network will be enhanced to meet the needs of existing and future residents. 

1.4 Land Use and Design Policies

1.4.1 Land Use

Mixed Use 

The “Mixed Use” designation, as applied to Schedule A - Land Use, requires that new development incorporates a wide range of transit-supportive land uses, including residential, office, institutional, employment, community and open space in a compact environment that employs designs with a priority on the pedestrian environment and connectivity.  This Secondary Plan encourages the creative development of a vibrant, mixed-use community befitting a major transportation hub to establish a new, unique district in the city, while complementing and reinforcing the character of existing surrounding neighbourhoods.   The land use mix, anticipated to be approximately 60% residential and 40% office and retail, will be confirmed at the time of development and through a phasing plan. 

  1. Mixed-use development shall include active frontages with street-related, publicly accessible shops, services and amenities adjacent to areas of high pedestrian circulation.  Refer to the CDP, Figure 45. Active Frontages and Gateway Features.
  2. 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.
  3. Large format retail uses, such as grocery stores, are permitted, provided they are designed to fit within the overall site context and in an urban multi-storey, street-related form.
  4. Land uses shall be transit-supportive and contribute to the positive generation and management of pedestrian and cycling movements associated with Bayview Station. Land uses that provide a negative impact to the pedestrian and cycling environment will not be permitted.
  5. Development fronting onto the Somerset Street bridge shall extend the Somerset Street Traditional Mainstreet west from City Centre Avenue, using the bridge deck as a publicly accessible active frontage.
  6. Public and private open spaces should be integrated and should serve as gateways, entrance features, gathering places, focal points and key connections.
  7. Notwithstanding Official Plan policy 4.11.9.b, high rise development will not be considered within 600m of the Bayview rapid transit station within the General Urban Area unless a CDP allows for it. 

Park Space

The “Park Space” designation, as applied to Schedule A – Land Use, includes City-owned parks, squares and open spaces, will provide high quality active or passive spaces for the residents of the City of Ottawa.  The recreation and open space needs of existing and future residents are paramount to this new city district.  Laroche Park and Tom Brown Arena will be revitalized as the area redevelops to meet the needs of current and future residents in the area. Additional information related to Laroche Park is contained in the Scott Street Community Design Plan.   New parks will be created at the north end of Bayview Yards and within the former Wellington Street right-of-way east of the O-Train.  These parks will be integrated with existing open space along the Ottawa River and the O-Train corridor to enhance linkages in and through the station district and contributes to a functional natural environment.   The placement of municipal park spaces abutting any National Interest Land Mass landscape will not guarantee permeability into abutting federal lands. [Amendment #131, OMB File # PL140303, March 20, 2015]

Further refer to the CDP, Figure 44. Parks and Open Space, for the location of designated Park Space, and also the recommended location for additional open spaces on private lands, usually adjacent to designated Park Space, where efforts will be directed to secure such spaces through the development review process for specific development proposals. 

  1. New public parks shall be provided: 1) at the north end of Bayview Yards and 2) on the east and west ends of the Wellington Street right-of-way linking a new multi-use, pedestrian and cycling bridge crossing of the O-Train corridor to City Centre Avenue – shown on Schedule A – Land Use.
  2. Public squares and plazas shall be designed to accommodate a variety of activities throughout all four seasons, with minimum maintenance.  These spaces should be defined using themed public amenities such as public art, benches, lighting, paving techniques, fixtures, banners, low walls or landscaping.
  3. Public spaces shall be designed with consideration for our aging demographic, including senior accessible seating, appropriate access points, visual cues and signage.  Seating areas should be located at regular intervals and positioned to encourage social engagement.
  4. Shade trees and greenery shall be coordinated with lighting, public art, and required utilities to provide continuous canopy coverage and shade protection in summer, and to frame the public realm and provide wind breaks in winter.
  5. Planting and maintenance of trees and vegetation should consider view corridors and the habitat needs of urban-adapted birds and other animals.

1.4.2 Block Layout

The Bayview Station District currently includes several super-blocks, accessible by few formal pedestrian or cycling connections.  As these superblocks are developed, they shall incorporate a street size and pattern similar to those of the existing communities in the area.  Extending the existing street grid will “break up” the superblocks and create a fine-grained block pattern that allows for greater permeability, movement and connectivity at ground level.  By providing a variety of route choices and destinations, the extended street network will also encourage pedestrian and cycle travel.  As new streets are developed, they shall include infrastructure specifically designed to provide a safe and comfortable environment for walking and cycling. 

  1. The spatial arrangement of buildings and open space shall promote a pedestrian-oriented, fine-grained block pattern oriented towards supporting movement to and from Bayview Station and the surrounding community.
  2. Primary active frontages should be oriented along primary movement corridors serving Bayview Station.
  3. New development centred on Bayview Road and City Centre Avenue should provide interior streets, preferably as extensions of the existing grid, to break up the superblocks and provide effective internal circulation for all modes of transportation.  Where these internal streets remain in private ownership, measures will be taken through the development review process such as having public easements established to ensure that they are fully accessible to the public.
  4. To enhance connectivity, an improved grade-to-grade connection to and from City Centre Avenue and Somerset Street is required, on both sides of City Centre Avenue.  This connection shall provide 24-hour accessibility to the public via a visible, well lit, high quality staircase from Somerset Street to City Centre Drive and an enhanced portal underneath Somerset Street bridge that addresses horizontal clearance, and adequate width to address vehicular movements, cycling, and improved sidewalk conditions. 

1.4.3 Height, Bulk and Massing

The height, bulk and massing strategy is intended to promote density in proximity to Bayview Station while ensuring that each new building is of an appropriate scale, respects adjacent buildings, communities and open spaces, and contributes to a safe and vibrant pedestrian realm.  In general, tall buildings will be concentrated around Bayview Station and will transition appropriately towards stable residential neighbourhoods.  While the general height profile will be respected, buildings of varying heights are encouraged, to create a prominent and visually interesting skyline.   Public views towards downtown Ottawa, Bayview Station and the Ottawa River are to be preserved and enhanced, and built form should frame these views where possible.  Care should be taken to avoid excessive shadowing of major pedestrian routes to and from Bayview Station, and of existing residential areas. 

  1. Maximum building heights are illustrated on Schedule B – Building Heights and in the CDP, Figure 40. Height Strategy.
  2. The maximum building height for properties directly adjacent to established residential neighbourhoods may not exceed the maximum height established in the existing zoning for the adjacent residential area.  An increase in height will only be permitted through the use of a commensurate transition zone.
  3. Tall buildings shall feature a podium and point tower arrangement to ensure the desired street edge is created and adequate light, sky exposure and public views are established.  Podium height shall not exceed six storeys throughout the policy area.
  4. For buildings up to and including 12 storeys a minimum stepback should occur after the fourth storey to establish the desired “neighbourhood high” or “traditional mainstreet” built form environment, as is shown in the CDP, Figures: 38. Street Layout.  For buildings taller than 12 storeys a minimum stepback should occur after the sixth storey.  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 and character of development.  Step backs at the upper storeys help achieve a human scale and allow more light on the sidewalks and sky exposure.
  5. Building frontages on Somerset Street, City Centre Avenue, Bayview Road and City parks should include a minimum step back. Where a lot is deemed to be too narrow to allow a reasonable step-back to occur, a change of building material that defines a separation between podium and tower may be acceptable, subject to review and consideration by the Urban Design Review Panel.
  6. Residential tower and office floor plates should not exceed floor areas that will compromise the intended built form vision for the district, as described in the CDP, Section 5.0 Design Policies and Guidelines.
  7. A minimum tower separation distance of 20 m shall be provided to minimize shadowing impacts on public and private realms, ensure liveability and to protect views and privacy.
  8. At least 70% of the building frontage along Somerset Street, City Centre Avenue and Bayview Road is to be occupied by building facades.  Lot width shall be measured at the front yard building setback.  A phasing plan, submitted to the satisfaction of the General Manager, Planning and Growth Management department, will demonstrate how this policy will be achieved over time. 

1.4.4 Architectural Design

Building architecture in the Bayview Station District should be context-sensitive, seek opportunities to create visual landmarks and contribute to city-building on a broader scale.  Architectural treatment should particularly respond to the movement patterns associated with Bayview Station and support these movements through architectural expression, lighting quality and arrangement, and orientation of design features.  Weather and seasonal variation should be a strong consideration.  Morning and evening commutes in winter months will occur before dawn and after dusk, and should be supported by design measures to promote visibility, safety and security.  Wind pattern impacts on the public realm must be considered, as must snow collection, storage, and outfall areas from building structures. 

  1. Buildings 20 storeys or taller will be subject to a specialized design review process established within the framework of the City’s Urban Design Review Panel (UDRP) process to exercise a rigorous peer review for development located within the District, at the cost of the developer.
  2. Buildings should provide a definitive entrance location, ground-floor, middle, and roof profile. Consideration should be given to treatment of the tower and roof so as to contribute to visual interest.
  3. The ground floor of a mixed-use building should have a high floor-to-ceiling measurement to allow for a range of uses (e.g., 4.5 metre distance from floor to ceiling), and should incorporate direct entrances from the street and high transparency and glazing to promote ground level animation and visibility.
  4. Buildings should create a fine-grained streetscape, with individual units and entrances expressed within modulated, articulated building facades.  No building should have any length greater than 20 metres without some form of articulation that achieves a break in the visual appearance of the length.
  5. No buildings will disrupt the visual opening along the north-south LRT Corridor to the Ottawa River, with the exception of the LRT station which is at the intersection of the north-south and east-west LRT lines. 

1.4.5 Circulation

Bayview Station is a central focus of the area vision and this Secondary Plan, with the primary transportation design objective to provide seamless pedestrian and cycling access to transit, with vehicle movements considered a secondary focus. In particular, pedestrian mobility, clear circulation paths, and allowance for flow volumes consistent with peak transit periods are to be considered in pathway design, sidewalk width, lighting, and through-block/through-building connections.  Formal federal approvals will be required for any pathway linkages or other infrastructure affecting the Sir John A. Macdonald Parkway corridor and the Ottawa River shoreline, including any proposed impacts on the existing Parkway intersection at Slidell Street. 

  1. The recommended street pattern, key pedestrian and cycling connections and off-street multi-use pathway network is conceptually shown in the CDP, Figures: 38. Street Layout; 41. Pedestrian Connections; 42. Cycling Connections; and 43. Pathway Connections.  Phasing plans are required for superblocks and site specific development proposals shall be designed to ensure that the circulation systems conceptually identified in the CDP are achieved.
  2. New streets shall be designed as complete streets and should employ intersection bump-outs where feasible and shared use lanes.  This applies to both new streets that may become public roadways and new streets that may remain in private ownership, but that will be made accessible for public use through easement agreements secured through the development review process.
  3. Existing measures to prevent cut-through traffic on Elm and Spruce Streets should be maintained.
  4. Grade differences shall be handled through a variety of means with the goal of maintaining a continuous, accessible, fine-grained and interconnected pedestrian network.
  5. To enhance pedestrian connectivity, publicly accessible paths should be provided through development blocks and through buildings where block orientation cannot achieve a direct external pedestrian connection.  When providing a direct connection to Bayview Station, through building passages shall be accessible during transit operating hours.
  6. A legible network of off-street multi-use pathways shall provide linkages between adjacent communities, Bayview Station and main activity nodes in the area including Laroche Park, Tom Brown Arena and the Ottawa River.
  7. A new multi-use bridge crossing of the O-Train corridor shall be provided within the former Wellington Street right-of-way.
  8. Off street multi-use pathways shall be a minimum 3.5 metres wide and, when providing direct connections to transit shall be illuminated and maintained year round.
  9. Amenities including wayfinding, seating and drinking water fountains should be provided at the key gateway locations illustrated at the CDP, Figure 45. Active Frontages and Gateway Features.
  10. Development proposals must be supported by a transportation study that will be used to determine the adequacy of parking, transit service (including location, siting and connectivity of transit stops), pedestrian sidewalks and connections, cycling facilities, and any necessary localized improvements to support the intensity of development. 

1.4.6 Parking

Parking for vehicles and bicycles will support the intense land uses considered for the area, and will be secondary to the creation of a dynamic, pedestrian-oriented, ground-floor environment. Bicycle parking facilities should be well connected to bicycle routes and multi-use pathways. 

On-street vehicle parking will be permitted in all reasonable cases where fire lanes and access can be maintained.  Off-street parking facilities should be enclosed in medium and high-density developments, either in below-ground parking structures or within building podiums. 

  1. Minimum and maximum parking requirements shall be reduced to reflect downtown urban conditions and ratios that support high transit use.
  2. Surface parking will not be permitted except in special circumstances, and will be subject to design review with respect to landscaping and impact on pedestrian movements.
  3. Parking shall be located underground or inside building podiums and should incorporate measures to provide appropriate screening and integration with the built form of the block.
  4. Parking structures along public rights-of-way shall not include blank walls and should include publicly accessible active uses at the ground floor.
  5. Entrances to parking garages shall be directed to minor roads or private driveways, wherever feasible, to foster a pedestrian-oriented streetscape environment.
  6. Shared parking arrangements between tenants, buildings, and lots shall be encouraged, particularly for uses that operate at different times.
  7. Bicycle parking shall be provided in locations that are easily accessible (preferably at-grade), offer natural surveillance, are protected from weather, and are sized appropriately to the estimated demand.
  8. Bicycle and vehicle parking facilities should be accessible in a manner that minimizes negative interaction with primary pedestrian routes.  This includes provision of landscaping and separated walkways where necessary. 

1.4.7 Streetscaping

Public streets account for a large portion of the built environment in the Bayview District, and should be designed as the most important public spaces.  They include both (1) streets owned and operated by the City and (2) streets introduced through the development review process that may remain as private streets to introduce a grid system into the current superblocks and that will be have public use and be secured through easement agreements.  As such, the policies below will apply as required to both public streets and private streets that will serve as publically accessible streets within superblocks.  Envisioning street right of ways as welcoming spaces for public movement and activity, rather than simply as transportation corridors, is essential for this district’s “place-making” and functionality. 

  1. Albert Street represents an important connection to Bayview Station and through the district.  As the street and bridge is reconstructed/rehabilitated, and as development progresses, it is intended that the pedestrian environment shall be made more hospitable through enhancements to sidewalk widths, pedestrian-scaled lighting, street furniture, street trees and at-grade connections from adjacent development sites.  Buildings, trees and the aforementioned treatments shall be designed and implemented to frame the street, creating a high-quality pedestrian environment.
  2. When alterations to the sidewalk and/or roadway geometry are being considered in the Bayview Station area, whether for private redevelopment or a public works project, the pedestrian sidewalk space shall be given priority.
  3. A 5.0-metre sidewalk width is preferred on Somerset Street, Bayview Road, City Centre Avenue and Albert Street.  If such width cannot be achieved within the public right of way, consideration shall be given to setting back the street façade to provide a more spacious public sidewalk space.
  4. Trees shall be used to improve the aesthetics and unique identity of the area, and should be planted every 7 to 10 metres in the setback of the public right-of-way (ROW) (provided there is sufficient space) to establish an avenue of mature trees that give public streets character.  When site conditions make it impossible to achieve this in the public ROW, private landowners should be encouraged to plant trees in the front yard setback areas to complement public realm plantings.  Generously landscaped alleys are encouraged along local roads connecting Laroche Park to a new public park at the north end of Bayview Yards.  Refer to the CDP, Figure 38. Street Layout.
  5. Street and pedestrian level lighting should be on shared poles where possible and practical, and should incorporate decorative luminaires/assemblies.
  6. Commercial signage shall be designed to promote a pedestrian oriented streetscape while still being visible to automobiles.  Signage should respect the character and scale of the area, and should complement the buildings architectural features.
  7. High-quality street furniture should be selected that is designed for long-term use, maintenance, and aesthetic appeal.  Where possible, street furniture should be coordinated within a broader landscaping plan in context with adjacent developments to promote continuity.
  8. The integrated improvement of streetscape elements (street trees, landscaping and public art) should be considered whenever there is a renovation or upgrade contemplated by a private property owner to improve the aesthetic character of the street and better demarcate ownership edges.
  9. Public art should be installed at key gateway locations and gathering places, and should be undertaken and supported by the City of Ottawa Public Art Program and the Percent for Art Policy. The final location for public art installation should be determined by the artists in collaboration with the City. 

1.4.8 Affordable Housing

New residential developments will offer affordable housing with direct access to transit to afford the creation of social cohesion and a rich mix of experiences for residents and businesses. 

  1. A range of housing types and tenures are encouraged for residential uses. 25% of all rental and ownership housing shall be affordable, meeting Official Plan policies.
  2. The City shall facilitate partnerships with the non-profit and private sectors to develop affordable rental housing for households below the 30th income percentile as defined in the Official Plan.
  3. Land, as identified within the Bayview District, that is declared surplus to the City’s needs shall be identified for sale or lease for the development of affordable housing consistent with the City’s local housing priorities and the City Housing Strategy, as amended or replaced from time to time, as approved by Council. 

1.4.9 Implementation Strategy

The following policies, based on CDP Section 7 – Implementation, and further described in Part C – Implementation and Interpretation, are important to realise the vision of the Bayview Station District CDP: 

  1. Provision of a master concept plan and phasing plans for the superblocks that reflect the directions set out in the CDP and this Secondary Plan will be a required part of the development review process through Plans of Subdivision and site plan applications.  Any agreements related to subdivision and site plan approvals will include conditions to reflect and achieve the implementation of the master concept and phasing plans to ensure the orderly development of these large sites and to ensure the timely introduction of the public infrastructure necessary to support such development.  The City will use the Subdivision and/or site plan application process to secure required rights of way and open space dedications, along with any key infrastructure improvements.  Developers and the City will use this Secondary Plan and the CDP document to guide the preparation and evaluation of redevelopment proposals in the Bayview Station District.
  2. On lands zoned with the “-h” holding symbol, the symbol will not be removed until the following are submitted, unless otherwise noted in the zoning, to the satisfaction of the General Manager of the Planning and Growth Management Department :
      1. a master concept plan covering the entire land area of the “h” zoned lands depicting major development blocks, roads and public spaces to be dedicated to the City or private access roads that will be publically accessible is submitted and approved;
      2. servicing , site remediation and traffic studies are submitted;
      3. subdivision and/or site plan approval is given that includes conditions to reflect and achieve implementation over time of the master concept and phasing plans  to ensure the orderly development of the site and to ensure the timely introduction of the public infrastructure necessary to support the development proposed.
  3. For large development sites, the block layout, location of open space and the specific spatial deployment of height and massing shown in Schedule B will be subject to an environmental site specific remediation and risk mitigation strategy as well as servicing and traffic impact studies.  If necessary, changes to address major design and brownfield constraints (for example, significant soil contamination or infrastructure issues) will be permitted through an application for a Zoning By-law Amendment or a Minor Variance through the Committee of Adjustment provided that they are consistent with the overall intent and principles of the Secondary Plan.  Any major departures from the concept plan (such as significant changes in the maximum height or overall site density) that are not in keeping with the intent of the plan will be subject to an Official Plan amendment.
  4. 900 Albert Street  [Amendment #220, November 6, 2018]
    Further to the holding provision requirements under MC[1967] S291,S292-h zone, a future revised development scenario and application must also satisfy the following parameters:
      1. Any revised development concept shall be developed with regard to the directions set out in the CDP and the Secondary Plan and shall include demonstration through a master concept plan that the subject site and the site at the 250 City Centre Avenue will integrate with each other with respect to connections, public realm and overall urban design to achieve a unified and seamless overall development program for the superblock that comprises these two sites.
      2. The above master concept plan will serve as the basis for defining the details that will be reflected on any site plan for a revised development concept that will, in particular, provide a strong, well-defined pedestrian and cycle connection through the site to provide access to the Bayview Station and to 250 City Centre Avenue, including the integration of the open space system and public realm to be provided for 250 City Centre Avenue.  This will ensure that the two sites will be seamlessly integrated as one superblock that reflects and implements the circulation and public realm directions of the CDP and Secondary Plan.  Moreover, it will ensure a unified and interconnected public realm experience and a direct and seamless connection to the Bayview Station to support the promotion of transit use by employees and residents who will occupy the future development at 801 Albert Street and 250 City Centre Avenue.
      3. The City in reviewing any revised development concept will also explore the potential to provide for a realignment of the Wellington Street right of way (ROW) to intersect at a right angle with City Centre Avenue to allow access to the superblock.  In this regard, it is acknowledged that the replacement of the high pressure waterline, within the Wellington Street ROW, includes the provision of valves to allow for the relocation of the water main to facilitate a realignment.  This would support achieving the extension of the grid pattern into the superblock and allow for the Wellington Street ROW to be transformed into a key public realm space with active uses and providing a normalized connection through the superblock from Hintonburg.
      4. Any revised development proposal, like the development proposal that was submitted as part of the approved rezoning, shall not be permitted above any of the major pipe infrastructure crossing or adjacent to the site, unless such infrastructure is relocated to the satisfaction of the General Manager, Planning and Growth Management.  The City will not contemplate future redevelopment of this site that requires the build-over of significant piped infrastructure.
      5. The new Bayview Station District seeks a very dense, urban form of development which assumes an 85% modal share (60% transit).  This requires parking rates befitting of densities and parking rates found in an urban core area.  Any rezoning will also include adoption of Central Area parking rates, as per the Secondary Plan and zoning direction of this CDP.
      6. A maximum of three high-rise towers are permitted on the property at 900 Albert Street.  As shown on Schedule 291, one tower is permitted in areas A, B and C respectively.  A 65 storey tower is not permitted in Areas B or C of Schedule 291.  Subject to consultation with the Urban Design Review Panel and Site Plan Control approval, one tower is permitted to be built on each of areas B and C as per Schedule 291.  One tower is permitted at a maximum height of 27 storeys, the second tower is permitted at a maximum height of 56 storeys without further amendment to the Secondary Plan.  The maximum heights permitted in Schedule C may not be increased without further amendment to the Plan. [Amendment #220, November 6, 2018]
      7. A minimum tower separation of 20 metres shall be provided.  A tower is defined as the portion of the building above the podium. [Amendment #220, November 6, 2018]
  5. 250 City Centre Avenue
    The direction of the CDP will see the property at 250 City Centre Avenue (owned by Equity Realty Group Inc.) transform significantly to a dense urban fabric over time.  While much of the needed public realm and mobility improvements to facilitate this transformation of the lands can be captured on-site through the development review process, it is recognized that certain off site works will also be needed to facilitate this transformation.  In particular the construction of the Wellington Street pedestrian/cycle bridge as well as pathway linkages and associated landscape improvements will be needed to connect across City lands to the existing north-south multiuse pathway. 

    To that end the landowners agree to an indexed contribution of $450,000 towards the design and construction of the future pedestrian and cycling bridge over the existing O-train corridor along the former Wellington Street right of way.  This payment shall be phased with 50% required at the time of issuance of the building permit for their first highrise building and  the balance upon issuance of a building permit when they have exceeded 120,000 m² of space.

    Further, the owner also agrees to construct pathway connections and provide appropriate landscaping from their site across City lands to connect to the multiuse pathway running parallel to the O-train. 

    The feasibility of relocation and adaptive re-use of the building located at 290 City Centre Avenue should be explored as part of the Site Plan Control application process for the redevelopment of 250 City Centre Avenue.
  6. Buildings greater than 20 storeys will be subject to a specialized design review process established within the framework of the City’s Urban Design Review Panel (UDRP) process.  This review should also include a review of the master concept plans for superblocks, as part of the phasing plan requirements for such parcels.  Design review should pay particular attention to the following design elements:
    • A review of the master concept and phasing plans for superblocks to inform the subsequent review of the specific development proposals for buildings and sites for these large parcels;
    • A smooth height and density transition between larger scale development near transit corridors and the existing low-rise residential neighbourhoods;
    • Effective public open spaces that permit easy pedestrian and cyclist connections to and from Bayview Station;
    • The development of an active and well-defined streetscape along underutilized portions of the north-south and east-west corridors, including across bridges;
    • Architectural treatments that reinforce the position of the station as a neighbourhood landmark, or that highlight the Ottawa River and other unique features of the nearby neighbourhoods. 

Area B – Policies
 

[Amendment #164, December 31, 2015]

  2.0 Introduction

Part B of the Secondary Plan is a supplementary policy section to introduce a new policy framework for segments of Preston Street North and Somerset Street and their flanking residential side streets. This area may soon face pressures for change due to its proximity to Light Rail Transit stations, and requires a clearer direction for how it may fulfill its role and contribution as part of a grid of connected mainstreets while retaining its role and character as a predominately residential area with commercial activity located along the Mainstreets. This part of the Secondary Plan provides more refined policies that are consistent with the parent Official Plan and provides supplementary policy direction to guide future change in the area.

3.0 The Planning Area

Area B of the Secondary Plan applies to the lands south of Albert Street, north of Somerset Street, west of Rochester Street and east of the initially-approved Bayview Station District Secondary Plan boundary, as identified on Schedule A – Location.

4.0 Planning Principles

The following planning principles provide the foundation for the policies set out for Area B. The planning principles recognize that this area is an established residential area, with Preston Street North and Somerset Street being part of an inter-connected network of Mainstreets but also an area that can evolve and change to accommodate more residents and businesses in the future. In order to guide this evolution, the following principles form the basis of this Plan’s policies:

  • New development or changes of use within existing buildings, where permitted, is to be sensitive to the existing built fabric and to the abutting established residential areas;
  • Commercial activity is promoted along the Mainstreets;
  • Preston Street North and Somerset Street are to evolve as part of an interconnected network of mixed-use Mainstreets, providing access to services for local residents;
  • The unique built fabric of Preston Street North, characterized by low-rise, walk-up residential-type buildings from the early 20th century and small land parcels, is to be protected. The buildings can evolve in their use but should be preserved, along with the small-scale properties that give the area its fine grain and walkable character;
  • Infill and sensitive redevelopment is promoted in the area; and
  • Enhancements to existing City-owned parks and pathways are promoted to meet the needs of existing and future residents.

 5.0 Land Use Policies

 i)       Traditional Mainstreet

The Traditional Mainstreet designation, as applied to Area B, Schedule D – Land Use, requires that new development provide a mix of non-residential and residential land uses. This designation applies to lands oriented to Somerset Street and to Albert Street at the north end of Preston Street North and allows for a broad range of low-rise residential land uses as well as sensitive non-residential land uses.

Policy: The parent Official Plan policies for Traditional Mainstreet apply to areas designated Traditional Mainstreet including allowing Mid-rise development up to six storeys.

Policy: In addition to the policies of the parent Official Plan for traditional mainstreets, where non-residential uses are proposed to co-exist above the ground floor with residential uses, the non-residential uses must be sensitive to, and compatible with the residential uses.

ii)      Secondary Traditional Mainstreet

The Secondary Traditional Mainstreet designation, as applied to Area B, Schedule D – Land Use, allows for a mix of low rise residential and commercial uses. This designation applies to lands along Preston Street North and allows for a broad range of permitted low-rise residential land uses as well as sensitive ground oriented non-residential land uses of a scale and type compatible with the established residential uses.

Policy: All low rise residential land uses are permitted, including detached, semi detached, townhouses, stacked townhouses and low-rise apartment buildings throughout the designation.

Policy:  Permitted non-residential uses are to be compatible with the built fabric and residential uses existing along the street and are to be geared primarily to serving the local residential area.

Policy: The existing townhouses that face Preston Street North should be retained. To allow these townhouses to evolve and change over time, small-scale, community-serving and sensitive commercial uses are permitted and lot consolidation for the purpose of demolition and redevelopment is discouraged.

Policy: The permitted height for development is low rise up to four storeys.

iii)    Residential

The Residential designation, as applied to Area B, Schedule D – Land Use, allows for a broad range of housing types and applies to the residential area, which flanks Preston Street North, and that includes a variety of housing types and sizes, from low rise apartment buildings to single family homes. This residential area is characterized as an established community providing affordable housing which is well connected by transit and other services and is to be retained and enhanced.

Policy: All low-rise residential housing types are permitted, including, detached, semi-detached, townhouses, stacked townhouses and low-rise apartment buildings.

Policy: New development in the Residential area must be consistent with the prevailing pattern of development along the street in the immediate vicinity, in terms of front and side yard setbacks and massing, the use of lands in the front yard, and the location and type of parking arrangement (if provided).

Policy: The permitted height for development is low rise up to four storeys.

iv)    Parks

The Parks designation, as applied to Area B, Schedule D – Land Use includes two existing parks, Primrose Park and Chaudière Park.  These spaces are City-owned parks and provide the residents active and passive spaces for recreational activities.  These parks will be protected and enhanced to meet the needs of the community.

Policy: The designated park space, as identified on Schedule D – Land Use will be protected and enhanced for residents use as passive or active park space.

Policy: New park space is permitted throughout the plan area and does not require a parks land use designation to permit such a use.

Schedules

Schedule A
Schedule B
Schedule C
Schedule D