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Merivale Road - Secondary Plan

1.0 – Introduction

1.1 Purpose

The Merivale Road Secondary Plan Area is intended to continue as a mixture of commercial office, residential, mixed commercial-residential, institutional, recreational and other public uses. The Merivale Road Secondary Plan Area is not a "greenfield area". For the most part, the general type and overall pattern of development within the area has long been established, including the retail corridor along Merivale Road and the adjacent stable, low density residential neighbourhoods that are built-out.

The general type and pattern of development within the Merivale Road Secondary Plan Area currently works well. It is a successful and popular shopping destination with a variety of services related to the adjacent residential communities. As much as the area is successful, however it does have problems which are generally identified by the public as traffic issues and a lack of visual amenity and character.

While the 1982 Merivale Road Secondary Plan included residential areas abutting the commercial sector, the proposed Plan is focussed entirely within the commercial area. Change will likely involve the development of the few remaining vacant commercial parcels, infill projects on under utilized parcels or the redevelopment of existing properties.

This Plan is based upon goals, objectives, principles, policies and designations which will:

  • create a visual identity and character to the area;
  • provide flexibility in use permissions to allow the area to adapt to the evolving commercial and retail environment and respond to changing market conditions;
  • increase the mix of residential uses within the corridor;
  • improve the relationship of the physical elements between the residential and commercial portions of the community; and
  • balance the needs of transit riders, pedestrians, cyclists and motorized vehicle traffic.

1.2 Background

The original Merivale Secondary Plan was premised on Merivale Road being maintained as a retail and service commercial corridor, nestled between two "Activity Centres" located at the north and south ends of the strip. These Activity Centres were intended to define the northern and southern limit of the Merivale Commercial Sector and were to be comprised of mixed-use development planned on the basis of clusters of uses.

The diversification at these centres was intended to inject further vitality into the area by spreading out the peaks in use caused by the dominance of retail uses and the lack of employment unrelated to the retail trade. The clustering of uses at these locations was also intended to provide a visual and functional focus to the Merivale area and "to avoid the more sterile linear form of development". Recognition of existing commercial uses along the strip between the two Activity Centres and limited expansion where appropriate was encouraged by the Plan. The Plan also encouraged improvements to the visual quality of the area, as well as improvements to the transit, pedestrian, cyclist and vehicular access and connections.

The original Merivale Secondary Plan was approved in 1982. The Plan required updating given that approximately 16 years have passed with significant changes, both internal and external to the planning area having occurred and many of the goals of the Plan have not been realized.

1.3 Focus on Design-Related Goals, Objectives, Principles and Policies

The market for a particular commercial good or service is essentially a function of the relationship between the number of consumers of that good and service and the number of suppliers or the quantity of space dedicated to the provision of that good or service. Two different approaches exist to the land uses policies which affect commercial development.

The first approach places limits or restrictions on the quantity of such markets in order to maintain what is perceived as a healthy balance between supply of a particular good or service and the demand for the same. This approach relies on some objectives or assumptions as to what is a reasonable balance. The second approach lets the market play the primary role determining the appropriate uses. With the second approach, the land use policies focus primarily on the "quality" of such environments, rather than trying to quantify them. This approach relies on the philosophy that markets, if left unhindered, will "sort" themselves out and achieve an appropriate balance over the longer term.

This Secondary Plan follows the second approach, primarily allowing the market to "rule", within the not insignificant constraints of land availability and maximum densities. Similarly, this Secondary Plan does not attempt to introduce significant change to the make-up and location of the existing uses in the area, nor does it attempt to introduce significant change to the make-up and location of the existing uses in the area, nor does it attempt to drastically alter or complicate the policy basis applying to the area. The Plan is intended to improve the area as a place to shop, work and live by providing opportunities to create a more pleasant environment, making pedestrian, cyclist and vehicle access better, improving transit access and efficiency and by improving the relationship between the existing and future residential uses and the commercial components.

There are a variety of design principles that are fundamental to achieving these goals and objectives. These goals, objectives and principles have been used to develop the land use policies of this Secondary Plan. This Plan and the process by which it was formulated dealt with development issues from a pragmatic design- oriented perspective. This was done with an understanding that within a Secondary Plan there must be a balance between regulation and flexibility to encourage alternative and innovative design solutions and to respond to changes in the mark over time. In turn, the fundamental design principles developed as part of the Urban Design Guidelines are reflected in the general policies of this Plan.

1.4 The Land Use Concept

The primary focus of the land use concept for the Merivale Planning Area will be to support the ongoing retail function and to encourage a stronger movement to mixed uses including the introduction of residential uses. The Plan intends that the area maintain its role in the regional markets, adapting to meet consumer needs and trends, as it has for the past 16 years.

The Secondary Plan adds policies dealing with built form. The Plan will encourage development and redevelopment of the commercial uses by broadening the existing permissions beyond just retail. In addition, residential uses will be allowed throughout the Area as pan of mixed-use development to support the retail and, service functions. Although the area will continue to be primarily automobile-oriented, the Plan also focuses on the improvement of the pedestrian and cyclist environment to encourage more frequent visits to and within the area by those modes.

Transportation improvements will be implemented through land use policy, public infrastructure and public/private co-operation. Site Plan Control will be used as the primary development control mechanism. In addition, zoning regulations and parking standards will continue to practically regulate the quantity of various uses. The Plan anticipates housing for the achievement of certain design related objectives.

1.5 Role of the Public and Private Sectors

For the most part, it is the responsibility of the City of Ottawa to exercise site plan control, zoning permissions and public infrastructure expenditures to achieve the design goals, objectives and principles outlined in this Plan. These goals, objectives and principles are, in part, related to the type and location of "hard" and "soft" public infrastructure, particularly that which is related to the management or improvement of vehicular, cyclist and pedestrian activities.

The other goals, objectives and principles of this Secondary Plan, in particular, those focussed on the development, redevelopment and improvement of the commercial uses, their character and manner in which they relate to the Merivale Road corridor, as well as their residential neighbours and surrounding community, are more the responsibility' of the developers, landowners and commercial establishments.

It is anticipated that such goals, objectives and principles would most likely be implemented when improvement or redevelopment of the properties takes place, Improvements such as the provision of landscaping screening/buffering, signage and street furniture could easily take place now or in advance of development, redevelopment or infilling, particularly if some form of business association or improvement organization was formed. The policies of this Plan encourage such actions.

The City has jurisdiction over Merivale Road, Clyde Avenue and Meadowlands Drive and is therefore responsible for setting right-of-way protection policy and controlling roadway modification, such as widening, new points of access and traffic signal changes.

2.0 - Secondary Plan Goals, Objectives and Principles

2.1 Goals

The approach of this Secondary Plan is based on a continuation of the successful elements of the previous Secondary Plan and improvements to those areas which have been identified through this process as being deficient or undesirable. The goals implemented by the objectives and policies of this Secondary Plan are as follows:

      1. Strengthen the visual character of the area;
      2. Improve the quality and consistency of pedestrian amenities in the public and private realm;
      3. Maintain and build upon the current economic vitality of the commercial sector in the area;
      4. Provide opportunities for residential development and intensification along the Merivale corridor;
      5. Allow landowners and businesses to respond to evolving commercial market trends and conditions;
      6. Provide, to the maximum extent possible, for a safe and efficient environment for all users - transit riders, pedestrians, cyclists and drivers travelling within and through the study area;
      7. Enhance the relationship between the physical elements of residential uses within and adjacent to the area and the commercial component along Merivale Road; and
      8. Provide stability for the adjacent low density residential neighbourhoods as well as for existing residential uses within the Merivale Road Mixed Use Area.

2.2 Objectives

The objectives of this Secondary Plan, grouped according to common themes, are as follows:

Aesthetic Quality
  • to improve the visual quality of the Merivale Corridor for all users - transit riders, pedestrians, cyclists and drivers; and
  • to create a sense of identity and general continuity through the use of design and architectural treatments.
Built Form
  • to focus on the built form, not the land use structure, as the prominent design consideration, (regulation of the built form, rather than use)
  • to encourage building forms that:
    1. Are flexible and adaptable to a variety of uses to support growth and change;
    2. Are multiple rather than single storeys;
    3. Are directly connected to the perimeter of blocks;
    4. Vary in style, architectural character and materials while reflecting design sensitivity to adjacent development; and
    5. Are designed as important landmarks with an urban character when located at prominent intersections.
Land Use
  • to ensure that development creates a safe, healthy, sustainable, functional, efficient and visually pleasing environment;
  • to support a community that is compact in urban form, pedestrian oriented, highly accessible by public transit and fosters community and human interaction;
  • to continue the permission for retail and office uses, allowing a natural growth and response to market demand;
  • to provide opportunities for community services and facilities to cater to the needs of residents of adjacent neighbourhoods; and
  • to encourage the provision of additional housing opportunities in the form of mixed-use developments and, where appropriate, stand-alone residential uses.
Employment
  • to maintain the commercial vitality of the area thus preserving current employment; and
  • to increase employment opportunities within the area by providing for greater diversity in permitted uses.
Pedestrian and Cycling Linkages
  • to improve the physical quality of the public pedestrian environment along the Merivale Corridor to improve the pedestrian environment within each developed site and between adjacent sites;
  • to improve the quality and, if possible, the quantity of crosswalks on all arterial and major collector roads within the study area;
  • to improve pedestrian and cycling access and linkages between the neighbouring communities and the retail frontages along Merivale Road; and
  • to expand the current network of cycling path within the areas well as connecting with the Regional Municipality of Ottawa-Carleton network
Transportation
  • to develop a land use pattern and transportation system that supports transit riders, pedestrians, cyclists and vehicular traffic;
  • to optimize traffic flow along the Merivale Corridor by providing the required turning and ancillary lanes as vacant sites develop, by consolidating site driveways as sites redevelop, by improving vehicular links between adjacent sites and by regular review of traffic control signal timing, phasing and progression;
  • to maximize the efficiency of traffic flow within the Merivale Corridor so that undesirable traffic infiltration into adjacent residential neigi1bourhoods is minimized;
  • to ensure that all new developments are designed to facilitate safe and efficient pedestrian movements and to minimize onsite pedestrian/vehicle conflicts;
  • to optimize transit rider ship by improving pedestrian linkages by locating buildings closer to the street and by modifying transit routes as required; and
  • to implement appropriate traffic and site planning measures in order to minimize potential adverse traffic-related impacts on existing residential uses.

3.0 - Land Use Designations and Policies

Land use policies established by this Secondary Plan are intended to implement the combined objectives and urban design principles. In all eases where the word development is used, it should be interpreted as both new development and redevelopment of existing properties. Urban design principles developed as part of this process clarify the municipality's intention with respect to the urban design and streetscape character of the Merivale Road Corridor.

This Secondary Plan includes general policies, which primarily relate to urban design issues and are organized into four categories as follows:

  • Merivale Road Corridor;
  • pedestrian realm;
  • integration with existing residential communities; and
  • inter connected vehicle access.

The land use designation that applies to the lands within the Merivale Corridor is:

  • Merivale Road Mixed Use.

The lands affected by the Merivale Road Mixed Use designation are shown on Schedule I - Land Use.

3.1 General Policies

General policies provide a statement which reflects one of the objectives or urban design principles, followed by one or more policies intended for implementation.

3.1.1 Merivale Road Corridor

3.1.1.1

Key intersections along Merivale Road should be articulated to help define shopping districts.

  1. The intersections of Merivale Road at Viewmount Drive, Meadowlands Drive and Clyde Avenue should be anticipated with special built or landscaped features to help define the extent of the Corridor and discrete districts.

3.1.1.2

Merivale Road should allow the evolution of a built form that contributes to creating a distinct mixed use district.

      1. Developing street-edge buildings or "court" buildings;
      2. Street-edge building should ring or be directly connected to the perimeter of blocks in order to reattach buildings to the public streets;
      3. "Court" buildings should be organized to frame parking areas in a "U" shape, creating "shopping courts" and articulating the Merivale Corridor into definable areas versus a linear character;
      4. On large development sites, street-related and "court" building forms could be combined;
      5. Buildings should have landscaped areas, organized signage and co-ordinated access to defined discreet shopping areas;
      6. Parking on sites with multiple retail and commercial uses should be directed to the interior of the block with access between frontage buildings or at the rear;
      7. Wherever the building edge is adjacent to a street or pedestrian route, facades should be anticipated and designed to display windows and entrances to enliven pedestrian routes; and
      8. Lands within the triangle formed by Merivale Road, Clyde Avenue and Baseline Road are subject to a number of development constraints arising from the existing development pattern and the complexity of the land ownership. As a result, proposals to develop this area may be considered on a staged basis to accommodate a transition to a more coordinated and integrated built room.

3.1.1.3

The streets cape treatment along Merivale Road should be consistent with an environment that supports and encourages pedestrian activity.

      1. Council shall ensure that consistent streetscape treatment (landscape materials such as trees, shrubs and ground covers, street and pedestrian lights, flags and banners, information kiosks, transit shelters. newspaper boxes, waste receptacles and benches) are provided along Merivale Road to enhance the visual cohesiveness of the corridor.
      2. Where possible, the streetscape along Merivale Road should incorporate a 7 metre zone at the street edge, comprised of: a 2 metre zone for snow storage, traffic signs or lighting; a 2 metre-wide pedestrian sidewalk; and, a 3 metre zone for planting and amenities such as benches and transit shelters
      3. In particular, the design and function of the proposed east-west roadway located north of Viewmount Drive as shown on Schedule 2 is of importance given that this road will be developed adjacent to existing residential and institutional Uses. The road shall be designed to ensure an attractive and active streets cape and a strong pedestrian environment. The design of the road shall include the following key elements:
      4. The roadway shall contain a maximum of 2 lanes (not to individually exceed 3.5 metres) for the movement of vehicular traffic and a right-of-way width of 20.0 metres. Additional turn lane(s) may be required at the Merivale Road intersection.
      5. The roadway sha11 incorporate a number of design features to ensure traffic calming and will include on-street parking (where appropriate), bump-outs, platform pedestrian crossings, special pedestrian pavements, and landscaped entrance islands.
      6. The pedestrian realm shall be enhanced by way of wide sidewalks (2.0 metres initially, increased to 4.0 metres as the street evolves) on both sides of the street, well articulated pedestrian crossings, and an urban cross section. The sidewalk on the south side of the new road, in the vicinity of the Westpark Condominium, shall not exceed 2.0 metres unless the Westpark sire is redeveloped
      7. Landscape elements within the streetscape shall include a tight spacing of street trees, landscaped entrance features, and additional landscape buffering to include berms and additional planting in the area north of the Westpark Condominium. Lighting shall be pedestrian scale, white source, comprised of fixtures of architectural interest.
      8. The built from1 adjacent to the new roadway shall to the extent possible address the street, both functionally (i.e. entrances, display windows, canopies, etc.) and visually. All signage shall be architecturally integrated with and into new built forms.
      9. Site access (private approaches) to the new roadway shall be limited. In particular, any access located in close proximity to the Westpark Condominium shall not provide a continuous or unobstructed north-south link between Viewmount Drive and the new east-west roadway
      10. In the case where it is not possible to provide for a 3 metre or adequate Zone for planning and amenities, landscaped planters in the adjacent parking area shall be permitted in order to accommodate the planting of street trees, provided that the safe operation, normal flow and parking of transit vehicles, pedestrians, cyclists and private motor vehicles is not compromised.

3.1.1.4

Improvements to the quality and quantity of crosswalks in the area will be provided as follows:

      1. Curb radii, crosswalk widths, median and refuge island dimensions, and pedestrian light phases at existing and new controlled intersections should be designed and scaled to be pedestrian-friendly.
      2. Additional signal-controlled pedestrian crosswalks should be considered along Merivale Road to facilitate east west pedestrian movements in co-ordination with "mid-block traffic" intersections and spaced at intervals of between 200 and 300 metres.
      3. Additional signal controlled crosswalks should also be considered, where appropriate, on Grant Carman Drive and Clyde Avenue and the area's east-west arterial roads.
3.1.2 Pedestrian Realm

3.1.2.1

A convenient, comfortable, attractive, safe and fully connected network of sidewalks should be provided to link retail complexes, transit stops and the public sidewalks along Merivale Road.

      1. All public sidewalks should be connected to sidewalks on adjacent private retail and commercial properties.
      2. Wherever possible, driveways should be consolidated to reduce the number of curb cuts across the sidewalks.

3.1.2.2

Well furnished, protected and continuous pedestrian sidewalks should be provided along all frontages in all developments.

      1. All frontages should provide continuous pedestrian sidewalks connected directly to the sidewalks of the adjoining street and separated from the parking and/or service vehicle areas.
      2. A minimum of 25 percent of the length of any frontage shall include significant landscape features and public area.
      3. At a minimum, curbs, speed bumps and other means shall be used to separate pedestrian paths from internal site vehicle access routes and parking aisles. Separation with more aesthetically pleasing materials or landscaping is encouraged.
      4. Pedestrian routes o individual properties shall be co-ordinated with pedestrian routes or people moving to/from their parked cars and people moving to/from the public sidewalks, transit stops and other locations.
3.1.3 Integration With Neighbouring Communities

3.1.3.1

Efficient and safe connections shall be provided between the adjacent residential areas and the Merivale Corridor.

      1. Council shall require that new roads be incorporated in proposals for development and redevelopment along Merivale Road. Conceptual corridors for some of these roads have been identified on Schedule 2 while others, such as in the area of the triangle of lands formed by Merivale Road, Clyde Avenue and Baseline Road will be identified during the review of development applications.
      2. New roads required by Council are not necessarily intended to be in public ownership in all cases, but may be privately-built roads designed to public road standards.
      3. New east-west footpaths and similar forms of pedestrian connections be provided where there are opportunities to punctuate retail plazas.
      4. A north-south pedestrian walkway and Cycle route east and west of Merivale Road shall be established to provide for a continuation or a north-south link in the City's designated cycle network and to facilitate improved connections between neighbourhoods. Where possible, it shall consist of a dedicated, off-road facility. Only where necessary, will the facility consist of a shared, on-road facility. The route should also provide for direct links to the east- west designated cycling routes along Capilano Drive, Meadowlands Drive, Viewmount Drive and Colonnade Road. The general location of this facility is outlined on Schedule 2 - Walkways, Cycle Paths and Proposed Roadway Corridors. More specific direction with respect to potential alignments for this facility are provided in the Urban Design Guidelines. It is intended that the exact location for such a facility will be determined at the time of site development through the Site Plan Approval process.
      5. Cycle routes should only cross major roads at traffic controlled locations (either signals or stop signs).
      6. Off-road recreation paths should be consistent with the dimensions outlined in the former City of Nepean Cycling Network Plan, 1995 and amendment thereto. Typically, the minimum width is 2.7 metres, although a 3.5 metre wide path is preferred.
      7. Regulatory information and warning signs should be provided in accordance with the former City of Nepean Cycling Network Plan.

3.1.3.2

Well-landscaped, comfortable and attractive pedestrian and cyclist connections, with amenities, such as lighting and benches, should be provided to enhance the appeal of walking and bicycling to the Merivale Corridor.

      1. Pedestrian and cyclist connections should be linked to parks and community facilities where possible.
      2. Where possible existing and proposed east-west streets connecting the residential neighbourhoods to Merivale Road should have a 7 metre street-side zone for snow storage (2 metres) and a walkway (2 metres), leaving a 3 metre wide one for planting trees, shrubs and ground cover. This shall be a priority along blank walls or the service and loading flankage of retail buildings.
      3. In the case where it is not possible to provide for a 3 metre or adequate zone for planting and amenities, landscaped planters in the adjacent parking area shall be permitted in order to accommodate the planting of meet trees, provided that the safe operation, normal flow and parking offsite vehicles, pedestrians, cyclists and private motor vehicles is not compromised.

3.1.3.3

Measures shall be instituted to provide for a greater compatibility between non-residential and residential uses.

      1. Appropriate separations, setbacks and transitions in use, built form and density shall be used to enhance the relationship between existing and future commercial uses along Merivale Road and the residential uses within and adjacent to the Merivale Mixed Use Area. Where new high-rise buildings are proposed, particular regard shall be had to the protection of solar access and sight lines for existing residential uses.
      2. Alternative approaches or locations for service and loading areas associated with new or existing retail buildings located on and oriented to Merivale Road that are typically in conflict with adjacent residential Uses shall be encouraged. Where this is not possible, such loading, service and parking areas should be screened or buffered from adjacent residential uses using fences, planting and/or, where possible or appropriate, berms.
      3. The existing length of Grant Carman Drive should be developed as a "frontage" street, with the front of development oriented to Grant Carman Drive, buildings defining the edge of the right-of-way and parking organized and screened so as not to detract from the appeal and pedestrian use of the street.
      4. Portions of existing and proposed Grant Carman Drive front on or abut residential development. The pattern of new development should be of a compatible nature, by virtue of use and design. In this regard, medium and high density residential uses in mixed-use developments and stand-alone residential buildings shall be encouraged. Stand-alone commercial uses may be permitted, subject to the inclusion of streets cape and site design elements which are compatible with the character of the street.
3.1.4 Interconnected Vehicle Access

3.1.4.1

Common (shared) vehicular routes between sites within large blocks shall be provided to reduce the number of inter-site movements occurring on Merivale Road or other major roads.

      1. Within new developments, and where possible in redevelopment sites, parking aisles, parking bays and pedestrian sidewalks shall be linked with adjoining sites.
      2. Road systems should be introduced within large blocks, particularly those on the east side of Merivale Road and the Clyde Avenue/Merivale Road/Baseline Road "triangle", to increase their permeability and to distribute traffic more evenly while minimizing the number of driveways on Merivale Road and Clyde Avenue. Development fronting on Colonnade Road shall be limited to Colonnade Road for vehicular access/egress.
      3. Existing and new site entrances should be co-ordinated to provide convenient road links between the large blocks.
      4. Landowners are encouraged to co-operatively resolve internal linkages between their separate parking and service facilities,
      5. Changes to the transportation system resulting from development should minimize the potential for cut-through traffic in adjacent neighbourhoods.
      6. Traffic signal-controlled crossings of Merivale Road and other arterials should be co-ordinated to the extent possible.
      7. Council will allow for reduction in parking requirements, particularly in large, mixed-use blocks where opportunities for shared parking can be demonstrated, to encourage co-operation amongst landowners in creating common vehicular and pedestrian routes.

3.2 Land Use Designations

3.2.1 Merivale Road Mixed Use

3.2.1.1 Permitted Uses

The "Merivale Road Mixed Use" designation is intended to permit a broad range of commercial uses, including retail and office uses, entertainment and intensive recreational uses, residential development at medium and high densities, and a range of community and institutional facilities and services.

Single and semi-detached housing forms shall not be permitted within areas designated "Merivale Road Mixed Use" (except for lands fronting on Eleanor Drive), Uses compatible with complementary to and serving the commercial and residential use of the land, such as community centres, libraries, places of worship, schools, day care centres, parks and open space linkages may be permitted within the "Merivale Road Mixed Use" designation.

Commercial uses permitted within areas designated "Merivale Road Mixed Use" in the form of shopping centres or malls, as well as groups of or individual freestanding establishments include:

  • retail and other commercial uses including:
    • department stores;
    • food stores;
    • restaurants;
    • service commercial and personal service uses; and
    • retail stores [Amendment #145, April 2, 2015]
  • financial institutions and services;
  • business, professional and medical offices; and
  • entertainment and recreational uses.

3.2.1.2 Policies

It is the intent of this Plan that permitted commercial uses will be developed on the ground or main level of buildings. Office uses are encouraged to locate at and above the ground level. Residential uses located adjacent to Merivale Road shall only be permitted to be located above ground level retail or office uses. Stand alone residential uses may not be permitted at locations fronting onto Merivale Road or Clyde Avenue, however, may be encouraged to locate along other streets such as Grant Carman Drive.

Publicly owned parkland shall be provided at a standard of 1.2 hectares per one thousand persons. In order to implement the Urban Design Guidelines with respect to open space adjacent to Merivale Road, Council shall encourage the provision of parkland associated with development primarily in the form of small urban squares at intersections and between developments. Council may also encourage the provision of parkland in the form of linear landscaped spaces along Merivale Road and the intersecting roads.

Council may consider the reduction or elimination of Development Charges for residential uses in mixed use projects in order to encourage the provision of housing in the Merivale Road Area. All development within the "Merivale Road Mixed Use" designation is subject to Site Plan Control. . [Amendment #145, April 2, 2015]

4.0 - Transportation Policies

4.1 The Road Network

4.1.1 Development and Redevelopment of Merivale Road Sites

As development or redevelopment occurs on sites along Merivale Road and Clyde Avenue, the following shall take place:

      1. the right-of-way along the roads shall be protected in order that required turning and auxiliary lanes can be provided;
      2. opportunities to reduce the number of site driveway connections to Merivale Road and Clyde Avenue shall be investigated; and
      3. opportunities to improve vehicular and pedestrian interconnections with adjacent sites shall be investigated in order to minimize localized travel and turning movements onto and off of the study area's arterial roads.
4.1.2 Design Review of Signalized Intersections

During redevelopment of all or most of the more vacant land parcels, a review of the design of all signalled intersections within the study area shall be undertaken with the view to improving the pedestrian environment while maintaining acceptable levels of service and volume to capacity ratios for vehicular traffic flow. As pan of this review, consideration should be given to the merits of removing channelization and/or right-room lanes with respect to both pedestrian and vehicular traffic.

4.1.3 Grant Carman Drive Corridor

The Grant Carman Drive Corridor shall:

      1. not be protected as a public road right-of-way between the private commercial access road (east of Merivale Road, mid-block between Meadowlands Drive and Capilano Drive) and Merivale Road and shall be used for either public open space (incorporating a multi-use recreational path) or, where appropriate, residential development;
      2. remain protected as "transportation reserve" between the private commercial access road (east of Merivale Road, mid-block between Meadowlands Drive and Capilano Drive) and Meadowlands Drive in order to provide opportunities to increase or maximize the potential for site accessibility in the development or redevelopment of adjacent commercial properties;
      3. remain protected as "transportation reserve" south from Viewmount Drive to approximately mid-way to Colonnade Road and then terminate at Merivale Road in order to provide opportunities to increase or maximize the potential for vehicular and pedestrian site accessibility in the development or redevelopment of adjacent properties; and
      4. remain protected as "transportation resolve for the purposes of a recreation path from approximately mid-way between Colonnade Road and Viewmount Drive south to Colonnade Road.

5.0 - Implementation

This Secondary Plan shall be implemented by the powers conferred upon the municipality by the Planning Act, the Municipal Act and other applicable statutes and in accordance with the applicable policies of the Ottawa Official Plan in addition to the following policies.

5.1 Zoning By-Law

It is the intention of this Plan that the existing zoning provisions remain in effect. In addition, aspects of this Plan may be implemented through applications for rezoning policies.

5.2 Urban Design Guidelines

The Urban Design Guidelines developed as part of the Secondary Plan process are instrumental in the formulation and achievement of the land use and design vision for the Merivale Road Corridor. Although some of the policies of this Plan derived difficulty from the Urban Design Guidelines and are intended to assist in the achievement of this vision, it must be demonstrated to the satisfaction of the City that development proposals comply with their specific direction and general intent.