Report
to/Rapport au :
Planning
Committee
Comité de l'urbanisme
and Council / et au Conseil
14 February 2012 / le 14 février
2012
Submitted by/Soumis
par : Nancy Schepers, Deputy City
Manager
Directrice municipale
adjointe, Infrastructure Services and Community Sustainability, Services d'infrastructure et Viabilité des collectivités
Contact Person/Personne-ressource : Richard Kilstrom,
Manager/Gestionnaire,
Policy Development
and Urban Design/Élaboration de la politique et conception urbaine, Planning
and Growth Management/Urbanisme et Gestion de la croissance Élaboration de la
politique et conception urbaine
(613) 580-2424 x22653, Richard.Kilstrom@ottawa.ca
REPORT
RECOMMENDATIONS
That the Planning Committee recommends Council approve:
1.
The
Bank Street Community Design Plan (distributed separately and on file with the
City Clerk and shown as Document 5);
2.
An amendment to the Official Plan to add to
Volume 2A the Bank Street Secondary Plan as detailed in Document 2; and
3.
An amendment to Zoning By-law 2008-250 to change
the zoning of properties marked as Areas A to W on Document 3 and detailed in
Document 4.
RECOMMANDATIONS DU RAPPORT
Que le Comité de l’urbanisme recommande au
Conseil d’approuver ce qui suit :
1.
Le Plan de conception communautaire de la rue Bank (distribué
séparément, déposé auprès du greffier et constituant le document 5);
2.
Une modification au Plan officiel afin d’ajouter le Plan secondaire de
la rue Bank au volume 2A, tel qu’exposé en détail dans le document 2; et
3.
Une modification au Règlement de zonage 2008-250 afin de modifier le
zonage des propriétés désignées comme étant les secteurs A à W dans le document
3, propriétés décrites en détail dans le document 4.
EXECUTIVE SUMMARY
Assumptions
and Analysis:
This report
recommends approval of the Bank Street Community Design Plan (CDP), the Bank
Street Secondary Plan, covering the same area as the CDP, and related Zoning
By-law amendments needed to implement the plans.
The Bank Street CDP project
began in November 2010 and, upon its completion, establishes a framework for
change that will see the planning area transform over time according to the 20‑year
vision that was developed by community members and direction in the Official
Plan. The CDP includes information about the existing conditions of the
planning area, overall planning strategy, desired transportation modal splits,
measuring sustainability, design guidelines and implementation and phasing.
The CDP planning area is a 3.2 kilometres portion of Bank Street, extending from Rideau River to the Canadian National Rail tracks located south of Walkley Road, near Ledbury Park. The planning area affects three Wards (16 – River, 17 – Capital and 18 – Alta Vista), has a total area of 101.5 ha and includes properties that abut Bank Street as well as several properties near Heron and Walkley Roads.
The CDP envisions the
study area as vibrant and mixed
use, with nodes of activity and a diverse concentration of housing types,
employment, shops and services. The CDP planning strategy establishes three
nodes, one mixed use area and connecting areas between nodes. The three nodes
accommodate most intensification in the study area, and are strategically
located along the corridor, comprised of numerous underdeveloped properties
that are proximate to future or existing transit stations. The mixed use area
is a former industrial area that is no longer suitable for exclusively industrial
uses and may accommodate moderate intensification, and is close to transit and Bank
Street. The connecting areas are
outside of the nodes and will intensify over time as is currently permitted by
the City’s Zoning By-law. Design guidelines will promote a more cohesive
mainstreet character as these sites gradually redevelop, ultimately bridging
the node areas together into a mainstreet with a distinct community identity
and character.
The CDP study area and nodes, in particular, shall be easily accessible
by all modes of transportation and include an attractive streetscape with
public gathering places and landscaping. Refer to Document 1 for a Location Map
of the planning area. The CDP is a comprehensive document that is augmented by
a more concise Secondary Plan for the same area.
A new Secondary Plan is being introduced to provide the legal framework for the Bank Street CDP. The Secondary Plan shall be read and interpreted as City Council’s policy direction for municipal actions, particularly the undertaking of public works and the review of development proposals, zoning changes and Committee of Adjustment applications. The Secondary Plan supports specific details of the CDP such as: the vision, design principles, and land use, built form, design, parking, circulation and transportation policies.
A Zoning Bylaw
Amendment (ZBA) is being introduced to help implement the strategies outlined
in the Bank Street CDP. Among other things, the ZBA creates two new subzones:
AMX and GMX. AMX applies to properties within nodes, located at Billings
Bridge, and Heron and Walkley Roads. AMX increases the height provisions for
affected properties from 25 metres to 50 metres, and achieves a built form
located close to the street, with step-backs at upper storeys and height
transitions from existing low-scale residential communities. GMX applies to the
mixed use area, Kaladar Avenue Area, and in general ensures land use
compatibility by permitting a wide range of low-impact land uses and height
transitions from existing low-scale residential communities. The ZBA also
establishes lower parking requirements for most of the study area by changing
the current Suburban Area rate to the Inner Urban Area rate, outlined in Section
101 of Zoning By-law 2008-250. The lower parking rates will help facilitate the
redevelopment of smaller lots in the planning area by minimizing the amount of required
parking. Finally, the ZBA identifies areas for future parks and pathways in the
planning area. Details
of the proposed zoning are shown in Document 4, and the Proposed Zoning
Amendment Map is shown in Document 3.
The CDP is consistent
with the policies outlined in the Official Plan, and other supporting documents
such as the Ottawa Pedestrian Plan, Cycling Plan, Greenspace Master
Plan, Transportation Master Plan and various design guidelines.
Legal
Implication:
There are no legal
implications associated with this report.
Risk Management Implications
There are no risk implications.
Technical
Implications:
There are no direct
technical implications associated with this report.
Financial
Implications:
There are no direct financial implications. The capital works outlined in Document 7 will be brought forward through the capital budget process, subject to the availability of funding.
Public
Consultation/Input:
Notice of the Secondary Plan, CDP and Zoning By-law Amendments was carried out in accordance with the City's Public Notification and Consultation Policy. The Ward Councillors are aware of these documents and the staff recommendation. Overall, the City received positive comments about the CDP, with some negative feedback related to traffic congestion, cut-through traffic, slower traffic, the proposed median, tall buildings and connections to Walkley Station.
Detailed responses to the
notification/circulation are provided in Document 6. A summary of the public
consultation approach and general comments is also provided in Document 6.
RÉSUMÉ
Hypothèses et analyse :
Le présent rapport
recommande l'approbation du Plan de conception communautaire (PCC) de la rue
Bank, du Plan secondaire de la rue Bank, qui couvre le même secteur que le PCC,
et des modifications conséquentes du Règlement municipal de zonage, qui
aideront à la mise en œuvre de ces plans.
Le PCC de la rue
Bank, projet lancé en novembre 2010, établit le cadre d'un changement qui
permettra de transformer la zone de planification en fonction de la vision de
20 ans formulée par les membres de la communauté et l'orientation donnée dans
le Plan officiel. Le PCC comprend de l'information sur les conditions actuelles
dans la zone de planification, la stratégie générale de planification, la répartition
souhaitée entre les modes de transport, les mesures de la durabilité, les
lignes directrices de conception, ainsi que sur la mise en œuvre et ses étapes.
La zone de planification du PCC consiste en un
tronçon de 3,2 kilomètres le long de la rue Bank, s'étendant de la rivière
Rideau jusqu'aux voies ferrées du Canadien National situées au sud du chemin
Walkley, près du parc Ledbury. La zone
de planification chevauche trois quartiers, soit les quartiers 16 (Rivière), 17
(Capitale) et 18 (Alta Vista), a une superficie totale de 101,5 ha et
comprend les propriétés attenantes à la rue Bank ainsi que plusieurs propriétés
à proximité des chemins Heron et Walkley.
Dans le PCC, le
secteur concerné est vu comme une communauté dynamique et polyvalente, avec des
nœuds d'activité et une concentration
variable de types de logement, de lieux d'emploi, de magasins et de services.
La stratégie de planification du PCC prévoit trois nœuds, une zone polyvalente
et des bandes de liaison entre les nœuds. La densification se fera surtout aux
trois nœuds, qui sont stratégiquement situés le long du corridor comprenant de
nombreuses propriétés sous-aménagées à proximité des stations de transport en
commun. La zone polyvalente, qui se trouve non loin de stations de transport en
commun et de la rue Bank, est constituée d'un ancien secteur industriel qui ne
se prête plus exclusivement à des utilisations industrielles et qui
pourra recevoir une densification moyenne. Les bandes de
liaison sont à l'extérieur des nœuds et sont appelées à se densifier dans le
temps, comme le permet d'ailleurs le Règlement municipal de zonage. Les lignes
directrices de conception favoriseront un caractère plus cohérent de rue
principale à mesure que ces terrains seront réaménagés, ce qui permettra à la
longue de relier les nœuds entre eux par une rue principale ayant une identité
et un caractère communautaires distincts. Le secteur visé par le PCC, en
particulier les nœuds, sera facilement accessible à tous les modes de transport
et comprendra un paysage de rue attrayant, agrémenté de lieux de rassemblement
publics et d'éléments paysagers. Le document 1 comprend une carte de
localisation de la zone de planification. Le PCC est un document global,
complété par un plan secondaire plus concis visant le même secteur.
Un nouveau plan
secondaire est introduit afin de donner un cadre juridique au PCC de la rue
Bank. Le Plan secondaire sera compris et interprété comme étant l'orientation
de la politique du Conseil municipal en ce qui concerne les actions
municipales, en particulier la réalisation de travaux publics et l'examen des
propositions d'aménagement, des modifications du zonage et les demandes de
dérogation. Le Plan secondaire vient à l'appui de différents aspects
particuliers du PCC, tels que la vision, les principes conceptuels et les
politiques visant l'utilisation du sol, la forme bâtie, la conception, le
stationnement, la circulation et le transport.
Une modification du
Règlement de zonage (MRZ) est proposée afin de faciliter la mise en œuvre des
stratégies exposées dans le PCC de la rue Bank. Entre autres, la MRZ créerait
deux sous-zones, AMX et GMX. La sous-zone AMX s'applique aux propriétés à
l'intérieur des nœuds situés à Billings Bridge et le long des chemins Heron et
Walkley. Dans la sous-zone AMX, les limites de hauteur pour les propriétés
concernées passeraient de 25 à 50 mètres et la forme bâtie serait près de la
rue, avec recul des étages supérieurs et transition de hauteur à partir des
communautés résidentielles existantes de faible hauteur. La sous-zone GMX
s'applique à la l'aire polyvalente et au secteur de l'avenue Kaladar et, en
général, assure la compatibilité des utilisations du sol en permettant une
vaste gamme d'utilisations à faible impact et en prévoyant la transition de
hauteur à partir des communautés résidentielles existantes de faible hauteur.
La MRZ assouplirait également les exigences de stationnement dans la plus
grande partie du secteur concerné en changeant le taux appliqué actuellement,
soit celui de la zone suburbaine, à celui de la zone urbaine intérieure, tel
qu'il est fixé à l'article 101 du Règlement de zonage 2008-250. La réduction
des taux de stationnement facilitera le réaménagement des petits terrains dans
la zone de planification en diminuant l'espace de stationnement exigé. En
dernier lieu, la MRZ déterminerait les aires des futurs parcs et sentiers dans
la zone de planification. Les détails du zonage proposé sont donnés dans le document 4, et la carte des
modifications proposées du zonage se
trouve dans le document 3.
Le PCC est conforme
aux politiques énoncées dans le Plan officiel de la Ville et dans d'autres
documents de planification, tels que le Plan de la circulation piétonnière, le Plan sur
le cyclisme, le Plan directeur des espaces verts, le Plan directeur des
transports et diverses lignes directrices de conception.
Incidences juridiques / concernant
la gestion des risques :
Il n'y a aucune incidence juridique ou en
matière de gestion des risques.
Incidences techniques :
Il n’y a aucune
répercussion directe associée au présent rapport.
Répercussions financières :
Le présent rapport n'a pas de répercussions
financières directes. Cependant, plusieurs initiatives « à court
terme » (2012-2017) sont recommandées dans le PCC de la rue Bank qui
auraient des répercussions à l'avenir sur le budget des immobilisations, si le
Conseil municipal décidait d'y attribuer un budget. Les estimations des coûts
éventuels figurent dans le document 7.
Consultation publique / commentaires
:
Les avis concernant le Plan secondaire, le PCC
et les modifications du Règlement municipal de zonage ont été donnés
conformément à la politique de la Ville sur les avis et les consultations publics.
Les documents en question et la recommandation du personnel ont été portés à
l'attention des conseillers de quartier. les commentaires reçus par la Ville au
sujet du PCC ont été favorables dans l'ensemble, mais assortis de certains
commentaires défavorables concernant la congestion routière, la circulation de
transit, le ralentissement de la circulation, le terre-plein projeté, les
immeubles en hauteur et les liaisons à la station Walkley.
Les réponses détaillées aux avis et aux
documents distribués sont données dans le document 6, qui contient également un
résumé de l'approche adoptée pour la consultation publique et des observations
générales.
BACKGROUND
The City retained a group of consultants in November 2010, led by MMM Group and MRC in association with Greenberg Consultants Inc. and Jp2G Consultants Inc. to complete a CDP for a 3.2 kilometres portion of Bank Street, extending from the Rideau River to south of Walkley Road, as shown on Document 1. The project commenced shortly thereafter.
The purpose of the CDP is to establish a coordinated growth strategy for the study area to guide its character and future development over the next 20 years. The guidelines, recommendations, and initiatives outlined in the CDP are a result of a thorough public consultation process, needs assessments and technical analyses.
The proposed CDP and complementary Secondary Plan envision the Bank Street corridor as a vibrant mixed use area with a diverse concentration of housing types, employment, shops and services. The CDP foresees hubs of activity concentrated in three nodes along the corridor that are accessible by foot, bicycle, public transit, and automobile. The Plan creates an improved streetscape with landscaping and many public gathering places as well as promotes an appealing sense of place, safety improvements and enhanced connections to greenspace and natural settings. The vision for the CDP is supported by a number of underlying design principles that are grouped by theme: the Street, Redevelopment, and Identity; and divided into several key chapters: Mobility, Land Use and Built Form, Public Realm Improvements and Implementation.
The goal of the Bank Street CDP is to transform the study area from a retail strip into a central spine for a new higher-density mixed-use community focused around three pedestrian and transit-oriented nodes. Retail uses will continue to be present along Bank Street; however, the CDP recommends incentives such as new flexibility in zoning that will make it more likely to attract residential and office use development. In time, the number of people living and working in the area will increase adding social and economic vibrancy. This will transform the corridor into a more active and complete community.
DISCUSSION
Description of Planning Study Area
The planning area is linear and extends
approximately 3.2 kilometres in length. The urban fabric in the planning area
is comprised of larger lots with larger buildings along the west side of the
street, a more fine-grained land use pattern on the east side of the street,
varied setbacks, lower densities and a more automobile-oriented environment.
Existing transportation facilities on Bank Street include a four- to five-lane
roadway, a short segment of bicycle lanes (between Riverside Drive and Ohio
Street only), sidewalks and boulevards with variable widths and conditions, and
street lighting with variable levels of illumination, and varying offsets from
the roadway. Parking lots are often located between the buildings and the
street, and the predominant existing land use is strip-mall, plazas and
single-purpose commercial development. The land use in the general area is
primarily commercial, with some residential, institutional and limited
industrial properties. There are over 230 stores, restaurants and other
businesses located along the Bank Street corridor (not including the 100
located within Billings Bridge Plaza).
The neighbourhoods that surround
the planning area include Billings Bridge (northwest), Alta Vista / Applewood
Acres (northeast), Heron Park (west side of Bank Street), Ridgemont (east side
of Bank Street), Confederation Heights (further northwest), Faircrest Heights
(further northeast), Riverside Park (southwest) and Guildwood Estates
(southeast). The character of these neighbourhoods varies from mature,
well-established residential areas with many single detached houses set back
from the street; to areas with pockets of more dense residential development.
The neighbourhoods include community-serving uses such as schools, parks and
open space used for recreational uses. There are limited commercial uses within
the neighbourhoods, typically restricted to neighbourhood convenience shopping
services.
Planning Policy Context and Conformity
The proposed CDP has been prepared with regard for the Official Plan (OP) and other City documents such as the Ottawa Pedestrian Plan, Cycling Plan, Greenspace Master Plan, Transportation Master Plan and various design guidelines. The OP designates portions of the study area as Arterial Mainstreet (Bank Street), Mixed Use Centre (Billings Bridge Shopping Centre) and General Urban Area (Kaladar Area). The OP also identifies portions of the CDP as Design Priority Areas and establishes density targets for the above-mentioned designations, and directs transit-oriented development for two near-by transit stations (Billings station and Walkley station).
According to the OP, the minimum density target for this portion of Bank Street is 120 people and jobs per hectare, to be realized post-2031. This is an increase of 52% from the recorded 2006 density. The OP also sets a minimum density target for Billings Bridge Shopping Centre of 160 people and jobs per hectare by 2031, a projected increase of 23% from the 2006 density.
The existing zoning on Bank Street already allows for considerable intensification, since the permitted Floor Space Index would allow several times more development on most sites than exists today. However, to accomplish the OP’s objectives for intensification in arterial mainstreets as well as transit-oriented development, the planning strategy of the CDP targets the sites within walking distance of existing and future higher-order transit service for taller mixed‑use development. These concentrated areas of mixed-use intensification are referred to as nodes.
Although additional flexibility is being
provided for height, the intent is that these areas accomplish additional
planning and urban design objectives. The flexibility provided by the increased
height permissions will make it easier for landowners to deploy the
transit-oriented densities that are intended for these sites. These sites can
then be catalysts for change in the remainder of the corridor.
Intensification will also occur in a mixed-use
area, Kaladar Avenue Area. Similar to a node, the mixed-use area will have a
mix of residential and non-residential uses, but is limited by the range and scale
of uses.
Proposed Built Form
The CDP proposes taller buildings up to 50 metres in height (approximately a 16-storey mixed‑use building) to support intensification in three nodes along Bank Street, which are strategically located near future rapid transit and/or have high redevelopment potential, as shown on Document 1. The nodes in the CDP include: (1) Billings Bridge Shopping Centre and immediate area; (2) Bank Street and Heron Road, western properties; and (3) Bank Street and Walkley Road, most properties excluding those on the southeast side. One exception to height applies to the rear portion of the Billings Bridge Shopping Centre, abutting the transit station; the CDP permits buildings up to 70 metres in height (approximately a 16-storey office building).
To manage the impacts of change, taller buildings will be subject to stricter urban design zoning provisions and design guidelines. These areas are also intended to provide a mix of land uses, and to contribute to improvements in the public realm around the sites to accomplish more attractive pedestrian conditions at the street level. The CDP proposes land use concepts and Zoning By-law amendments to meet these density targets. It is expected for the whole corridor to intensify, but the intensification approach would be to concentrate more intense development (e.g., increased heights) at transit-oriented nodes.
Node 1
Node 1 acts as a northern gateway into the CDP area and should ultimately be developed with mixed-use buildings and a strong pedestrian-oriented, ground-floor retail character. The CDP proposes that the existing ramp on the west side of Bank Street be turned into a local street. This street would maintain its function as a modified ramp, but would also permit alternative vehicular access into the adjacent development block, which struggles to establish long-lasting businesses and is plagued with high traffic volumes that currently impede convenient access to the affected sites. Development in this location may range in height up to 16-storeys (50 metres) mixed-use buildings. Any towers would maintain an upper storey step-back from the street above four storeys and transition away from any existing residential zones.
Redevelopment of the Billings Bridge Shopping Centre is a key component to realizing an intensification node at the north end of the CDP study area. Working with the representatives for the shopping centre, the CDP envisions a transit-oriented neighbourhood with retail streets and residential and office towers, defining a central public amenity space. Taller, higher-density buildings up to 16- to 22-storeys in height, depending on use, would be located at the rear of the site near the transit station. Development along the Bank Street frontage will have a strong street presence and support mixed-use buildings up to 16-storeys, with podiums, in height. Shorter buildings up to eight-storeys in height would be located along Riverside Drive, to create a transition in scale from the front of the site to the rear and to maintain the pastoral riverside setting of Riverside Drive.
An internal street network would allow cars, cyclists and pedestrians to move about the site in many directions, and establish clear and logical connections to the transit station. Parking should be located underground or in parking structures. Redevelopment of this large site would be phased over time.
Node 2
Node 2 will evolve into a pedestrian-oriented main street, with a
continuous streetscape and strong street edge along Bank Street. Mixed-use
buildings up to 16-storeys in height, with retail frontages, are envisioned for
the area. The east side of Bank Street has a smaller parcel fabric than the
west side and will accommodate less-dense development. Pedestrian walkways
between buildings are encouraged to provide greater permeability to Bank Street
from neighbouring residential areas. A linear greenway park, running
north-south, will further increase connectivity by linking Bruce Timmerman Park
with Brookfield Road.
Node 3
Node 3 will evolve
into a medium- to high-density transit-oriented development area with
higher-density buildings being located on the north side and/or the southwest
side of the Walkley Road / Bank Street intersection. A future LRT station is
envisioned at Walkley Road, near the existing O-Train track. Pathways from Bank
Street to this future LRT station are required to enhance the connectivity of
the area and promote the use of the station.
Kaladar Avenue Area
The Kaladar Avenue
area is shaped by its historic industrial uses that were connected to the
operation of a former railway line. Following the removal of the railway, the
Kaladar Avenue area is no longer suitable for exclusively industrial uses and
may accommodate moderate intensification in this well-situated area, close to
transit and an Arterial Mainstreet. The area provides an opportunity to
establish a mix of uses while being sensitive to adjacent residential
communities and providing connectivity between the adjacent residential
neighbourhoods and Bank Street.
In this area, compatibility of new land uses
must be carefully considered and sensitive to nearby residential neighbourhoods
and future residential uses that are permitted on-site. Proposed zoning ensures
land use compatibility between residential and non-residential uses by
excluding land uses that create undue noise, vibrations, odours, dust, air
emissions and/or heavy vehicle traffic, and by limiting outdoor storage. Uses
which are self-contained and have a low probability of external air or noise
emissions will be permitted. Prohibited land uses for the Kaladar Avenue Area include:
outdoor entertainment facilities, crematorium, drive-through facilities,
garden nurseries, heavy equipment and vehicle sales, leaf and yard waste
composting facility, printing plants and waste processing and transfer facility.
It is intended that Kaladar Avenue Area
redevelop as mixed-use, comprised of low to mid-rise buildings, between four
and eight-storeys in height, depending on distance away from existing
residential homes. New developments that are adjacent to the existing
residential area need to be designed so that they transition smoothly and
complement the surrounding neighbourhood.
Connecting Areas
The connecting areas
are outside of the nodes and mixed-use area and will intensify as is currently
permitted by the Zoning By-law. The design guidelines will promote a more
cohesive mainstreet character as the sites gradually redevelop, ultimately
bridging the node areas together into a mainstreet with a distinct community
identity and character. The maximum building height for the connecting areas is
eight-storeys (25 metres), depending on the distance away from residential
uses.
Proposed Design
The OP identifies the CDP study area as a Design Priority Area; as such, all development within the public realm is reviewed by the City for its contribution to an enhanced pedestrian environment and its response to the distinct character and unique opportunities of the area. The CDP proposes land use and built form guidelines to ensure a high-quality environment is realized as development occurs over time. The CDP is also consistent with the policies and guidelines set out in the Urban Design Guidelines for Development along Arterial Mainstreets (2006) and the Transit Oriented Development Guidelines (2007).
The CDP establishes design
guidelines for the nodes, Kaladar Avenue Area and connecting areas. These
guidelines, in general, encourage: retail
uses at street-level along the Bank Street frontage; well-designed open spaces
along Bank Street; buildings close to the street; height transitions between
low to high-rise buildings; upper storey step-backs for mid- to high-rise
buildings; buildings with front doors onto the sidewalk; screening of parking
areas from existing residential uses; parking at the rear of buildings; a
municipal parking lot to provide options for required parking for smaller
properties; pathways to transit stations; reducing the number of driveways that
access Bank Street; etc.
Development proposals along Bank Street and at Billings Bridge Shopping
Centre that meet the minimum threshold requirements will also be subject to
review by the City’s Urban Design Review Panel as they are in a Design Priority
Area.
Proposed Parkland and Open Space
The CDP area currently lacks open space, uniform landscape treatment and components typical of comfortable outdoor pedestrian environments. The public has also shown a strong desire to have more parkland and better green linkages in the area. The CDP proposes several initiatives that would either bring more parkland to the study area or see enhancements made to existing linkages and open space. Refer to Section 6.0, Public Realm Improvements in the CDP for more information about the public realm initiatives for the study area, including enhanced trails, pathways and gateway / entrance features.
The largest new park space proposed by the CDP is a north-south Greenway Linear Park, which would be located along the former CN Rail corridor, from the vicinity of Randall Avenue to Brookfield Road. The park will provide the public with a central corridor of green open space. By enabling multi-use modes of active transportation and passive recreation, the corridor will serve the neighbourhood as a critical recreational and transportation spine. The network of open space will create a direct linkage to local destinations and transportation infrastructure such as bus stations, light rail, future park and pathway developments, and transit-oriented development nodes. Refer to Section 6.2.1 in the CDP for more detail about the proposed linear park.
Portions of the future Linear Park are currently under the ownership of various private landholders. The CDP recommends that the City acquire the Greenway Linear Park on an on-going basis through parkland dedications and cash-in-lieu of parkland taken during site plan control applications. The City may also purchase remaining portions needed to complete the Linear Park, if necessary. Document 7, Potential Capital Budget Implications, identifies the acquisition of parkland as important. Any required capital works outlined in Document 7 will be brought forward through the capital budget process over the course of the Plan’s implementation, subject to the availability of funding.
The CDP also proposes a community garden and space for recreation located in the hydro corridor that crosses Bank Street south of Walkley Road. The community garden would serve the adjacent neighbourhoods while creating a community destination for Bank Street. According to Hydro One, the primary use of the provincial hydro corridor lands is to operate and maintain the provincial high voltage electricity transmission system. However, secondary land uses, such as community gardens and pathways are still possible, subject to a review and approval by Hydro One and by Infrastructure Ontario, which are conducted on a site specific basis. Document 7 provides an estimate of how much it would cost the City to develop a community garden in this location.
Traffic Impact
To anticipate the impact of intensification (meeting the OP minimum density targets) a trip generation model was used to assess future automobile conditions in the study area. The results demonstrated that, under current modal splits, future peak period traffic will exceed the existing roadway capacity.
Under existing conditions, the intersections of Bank Street / Riverside Drive North and Bank Street / Walkley Road operate at a Level of Service (LOS) ‘E’, with vehicle movement being poor at peak hours and not all queued vehicles getting through the intersection on the first green light.
Based on the projected intensification of the CDP over the next 20 years, there are several intersections that are expected to operate at a LOS ‘F’ during the PM peak hour (Bank Street / Riverside Drive North, Bank Street / Heron Road, Bank Street / Walkley Road and Bank Street / Kitchener Avenue).
To promote intensification and still maintain a reasonable flow of automobile traffic (LOS ‘E’ at peak hours) along Bank Street, at least 20% of future automobile drivers during the PM peak hour, and 10% during the AM peak hour will need to choose more sustainable modes of transportation. To address this, the CDP identifies opportunities to improve modal splits in the near and long term, and make other modes of transportation more attractive. For example, along Bank Street, the CDP proposes: compressed automobile lanes (3.5 metres to 3.75 metres), dedicated cycling lanes, sidewalks (1.8 metres up to 2.4 metres wide), a 1.5 metres to 5.0 metres wide median to be used for landscaping/pedestrian refuge/lighting/left-turn lane, dedicated connections to transit stations, bus queue jump lanes, transit priority signals and increased frequencies of buses as demand warrants.
Approximately 50% of peak period trips within the corridor are through traffic, signifying that the trip’s origin and destination are both outside of the study area. The traffic analysis has assumed the development of future roadway projects identified in the TMP within the area, specifically the widening of the Airport Parkway and Alta Vista Transportation Corridor. These infrastructure projects are expected to alleviate some of the through traffic demand on Bank Street, as development increases in the south end of the City, to free-up more capacity for local traffic.
The automobile traffic in the study area, as in the rest of the City, will increase in the future as our population increases. More demands will be put on existing roadway infrastructure both in and around the study area, and this infrastructure will eventually reach its capacity. For the City to move forward with its intensification goals set out in the OP, the CDP promotes intensification where transit, walking and cycling can be made most attractive.
Proposed Median
Some business owners and community members expressed concerns with the proposed median in the corridor. The CDP recognizes that it may be premature to implement a median in the entire study area in the short term, given the current mix of land uses. The CDP recommends that more consultation should occur during detailed engineering, since many of the unique conditions at individual sites are better understood with a higher level of engineering detail.
A hard median can and will still include left turn pockets. Where some businesses have two to four different locations where vehicles can make left turns, a median will control the lane arrangements and require customers to make the left turn at a single entrance point. The intention of the median is not to reduce access to the local businesses, but to more safely control it.
The CDP suggests that where it is impractical to put in a median based on current land uses, the City should consider mountable curbs or shorter versions of the two-way left turn lane. A mountable median is a very likely possibility for many segments of Bank Street where frequent entrances prevent left turn lanes from being provided.
Cut-through traffic
During the public consultation process members of the public have
expressed concerns about cut-through traffic in certain residential areas,
specifically Alta Vista and Billings Bridge. The City completed a traffic
management study for the Alta Vista Community in 2010, which reviewed and made
recommendations for certain speed reduction measures in the area. If traffic
calming or neighbourhood cut-through traffic increases, the City may need to
undertake a similar study. However, all new mid- to high-rise developments in
the corridor will be required to provide a transportation impact assessment
study to the City to ensure that the transportation network can accommodate the
new traffic and parking demands associated with the development.
The Bank Street Reconstruction
Project
The City of Ottawa, as part of its 2006 infrastructure improvements mandate, initiated the preliminary and detailed design for the complete reconstruction of Bank Street between Riverside Drive South and Walkley Road. The study area of the reconstruction project is almost coincident with the study area for the Bank Street CDP. The reconstruction project was initiated after Bank Street was identified as a high priority road due to poor pavement performance as a result significant traffic volumes and due to an identified need to address capacity issues and the deteriorated condition of the existing municipal underground utilities. The integrated works are to include the reconstruction of the pavement structure, sidewalks, lighting, traffic plant, storm sewers, sanitary sewers and watermain within the study corridor. Due to the nature of the drainage works being completed, this project is to follow the requirements of a Schedule B Class Environmental Assessment.
The preliminary engineering drawings completed for the Bank Street Reconstruction Project will need to be updated as a result of the recommendations outlined in the proposed CDP, before the project can proceed to the detailed design phase. Regardless, the reconstruction project offers an excellent opportunity to realize some of the recommendations outlined in the Bank Street CDP, to substantially improve the area and to act as a catalyst to trigger private redevelopment in the corridor.
Servicing Issues
The Preliminary Design Report for Bank Street Reconstruction (2008), completed by MRC, reviewed the existing and future capacity infrastructure needs of the study area from Riverside Drive North to Walkley Road. It identified basement flooding at several locations along Bank Street including at Alta Vista Drive, Randall Avenue, and between the east and westbound lanes of Riverside Drive. Drainage and flooding complaints were also reported and elsewhere the storm sewers have insufficient capacity to convey the 10-year storm surge.
Infrastructure improvements can resolve most of these issues and these improvements can be completed as part of the Bank Street Reconstruction Project.
Concurrent Amendments
A proposed Zoning Bylaw amendment is being
brought forward in conjunction with the Secondary Plan and CDP for Bank Street. The purpose of the Zoning By-law
amendment is to help
implement the CDP for Bank Street. Among other things, the amendment creates two
new subzones, AMX and GMX. AMX applies to properties within nodes, located at
Billings Bridge, and Heron and Walkley Roads. AMX increases the height
provisions for affected properties from 25 metres to 50 metres, and achieves a
built form located close to the street, with step-backs at upper storeys and
height transitions from existing low-scale residential communities. GMX applies
to the mixed use area, Kaladar Avenue Area, and, in general, ensures land use
compatibility by permitting a wide range of low-impact land uses and height
transitions from existing low-scale residential communities. The Zoning By-law
amendment also establishes lower parking requirements for most of the study
area by changing the current Suburban Area rate to the Inner Urban Area rate. The lower parking rates will help facilitate
the redevelopment of smaller lots in the planning area by minimizing the amount
of required parking. Finally, the Zoning By-law amendment identifies areas for
future parks and pathways in the planning area. Details of the proposed zoning are shown in
Document 4, and the Proposed Zoning By-law Amendment Map is shown in Document
3.
RURAL IMPLICATIONS
There are no rural implications associated with this report.
CONSULTATION
Notice of the Secondary Plan, CDP and Zoning By-law Amendments was carried out in accordance with the City's Public Notification and Consultation Policy. The Ward Councillors are aware of these documents and the staff recommendation. Overall, the City received positive comments about the CDP, with some negative feedback related to traffic congestion, cut-through traffic, slower traffic, the proposed median, tall buildings and connections to Walkley Station.
Detailed responses to the notification/circulation are provided in Document 6.
COMMENTS BY THE WARD COUNCILLOR(S)
All three affected Ward Councillors: (Councillors Maria McRae, 16 – River Ward; David Chernushenko, 17 – Capital Ward; Peter Hume, 18 – Alta Vista Ward) are aware of the Bank Street CDP project.
Comments from Councillor Hume for
the Bank Street Community Design Plan:
I have reviewed the CDP and support the recommendations.
Comments from Councillor
Chernushenko for the Bank Street Community Design Plan:
- Impressed with the focus on improving alternative modes of transportation throughout the Bank Street corridor.
- Confident the new zoning for the Kaladar area will encourage positive growth in the area.
- Pleased with the recommendation to accommodate bicycle lanes and a gateway design element into the Public Capital project to reconstruct Billings bridge. The approach to the refurbishing of Billings Bridge is of utmost importance. The current layout of the Bank St/Riverside Dr. N intersection is incredibly difficult to navigate for all modes of transportation, and is a safety hazard to both pedestrians and cyclists. We must incorporate pedestrian and cycling friendly components into the design of the new bridge.
- Supportive of the gradual change of commercial parking along Bank St from suburban to urban style parking.
- Support the public use of Wildwood Road as a necessary component for the future maturing of the affected section of Bank St. (Heron Road to Erie).
LEGAL IMPLICATIONS:
There are no legal implications associated with this report.
RISK MANAGEMENT IMPLICATIONS
There are no risk management implications associated with this report.
FINANCIAL IMPLICATIONS
There are no direct financial implications. The capital works outlined in Document 7 will be brought forward through the capital budget process, subject to the availability of funding.
ACCESSIBILITY IMPACT
The Bank Street Community Design Plan (CDP) will improve conditions in the study area for people with disabilities. The Bank Street CDP envisions an area that is accessible and will create an environment that is well-connected, well-designed and can accommodate multiple modes of transportation. The CDP proposes new pathways that connect parks, areas of intensification and transit stations, providing more options for travel. New pathways will be designed using principles for universal accessibility and Crime Prevention Through Environmental Design. Proposed sidewalks located in the road right-of-way along Bank Street will be wide, from 1.8 metres to 2.4 metres, and, in time, will have a reduced number of curb cuts. Intersections will incorporate depressed curbs and areas with high volumes of non-automobile traffic will incorporate visible pavement markings at crossings.
ENVIRONMENTAL IMPLICATIONS
The Bank Street CDP is close to two significant environmental features: the Rideau River and Sawmill Creek. The Rideau River is located at the north end of the study area and Sawmill Creek is located west of the study area, running alongside the Transitway. The Creek crosses the study area twice, once near the Bank Street / Transitway overpass and also near the CN rail line located south of Walkley Road.
The
CDP respects the natural features near the study area and integrates them,
where possible. The Plan proposes that buildings developed near the Rideau
River be subject to review by the National Capital Commission. The Plan also
envisions a gateway / platform feature overlooking the River, at both corners
of the Billings Bridge. The platform would
significantly increase space in this location, which is a natural choke point
for cars, cyclists and pedestrians, and thus lower mobility conflicts between multiple
modes of transportation. The platform would also capitalize on the opportunity
to appreciate views of the Rideau River.
The CDP proposes two crossings of Sawmill Creek to enhance connectivity of the area and invite people to experience the Creek. One crossing is proposed at the north end of the study area to facilitate access to the Billings Bridge Shopping Centre and surrounding area by the community near Rockingham Avenue. The second crossing is at the south end of the study area to connect pedestrians, cyclists and the Ledbury Park community to the proposed Sawmill Creek Corridor Pathway. This proposed pathway could also be modified to provide cycling access to South Keys shopping plaza and, ultimately, the Greenboro transit station.
Any capital infrastructure improvements located near the Rideau River or Sawmill Creek would likely be subject to a municipal class Environmental Assessment, to determine the environmental effects of the proposed development.
The study area is located within a portion of the physiographic region known as the Ottawa Valley Clay Plains. Known sensitive marine clay soils exist to the south end of the study area and are subject to Council-adopted policy that may limit new tree plantings near buildings to low-water demand plantings.
TECHNOLOGY IMPLICATIONS
There are no direct technical implications associated with this report.
CITY STRATEGIC PLAN
The Bank Street CDP directly and indirectly supports a number of Strategic Plan priorities and objectives. The following summarizes the priorities and objectives of the Strategic Plan that are directly affected by the CDP:
Sustainable, Healthy and Active City:
- Objective 3: Expand the amount of City-owned green space in Ottawa; and
- Objective 6: Require walking, transit and cycling oriented communities and employment areas.
Planning and Growth Management:
Objective 1: Manage growth and create sustainable communities by: becoming leading edge in community and urban design; and, ensuring that new growth is integrated seamlessly with established communities.
SUPPORTING DOCUMENTATION
Document 1 Location Map
Document 2 Proposed Official Plan Amendment
Document 3 Proposed Zoning Amendment Map
Document 4 Details of Recommended Zoning
Document 5 Bank Street Community Design Plan (distributed separately and on file with the City Clerk)
Document 6 Consultation
Details
Document 7 Potential
Capital Budget Implications
DISPOSITION
City Clerk and Solicitor Department, Legislative Services to notify the owner, applicant, OttawaScene Canada Signs, 1565 Chatelain Avenue, Ottawa, ON K1Z 8B5, Ghislain Lamarche, Program Manager, Assessment, Financial Services Branch (Mail Code: 26-76) of City Council’s decision.
Planning and Growth Management to prepare the by-law adopting the Official Plan Amendment, forward to
Legal Services, and undertake the statutory notification.
Legal Services to forward the implementing by-law to City Council
LOCATION MAP DOCUMENT 1
PROPOSED OFFICIAL PLAN AMENDMENT DOCUMENT 2
Bank Street Secondary Plan
(from Riverside Drive to Ledbury Park)
PART B – THE AMENDMENT
1.0 The
Introductory Statement
All of this part of
the document entitled Part B – The Amendment, consisting of the following text
and Appendix constitutes Amendment No. 92 to the Official Plan of the City of
Ottawa.
2.0 Details
of the Amendment
Amend the Official
Plan for the City of Ottawa, Volume 2A – Secondary Plans by:
a.
Adding as a new section after the last
approved Secondary Plan in Volume 2A of the City’s Official Plan, the “Bank
Street Secondary Plan” attached as Appendix “A” to this amendment.
3.0 Implementation
and Interpretation
The relevant
policies of Section 5 – Implementation of the City’s Official Plan apply to
this amendment and the attached “Bank Street Secondary Plan”. Where
discrepancies or conflicts exist between the Bank Street Secondary Plan and the
City’s Official Plan, the Secondary Plan takes precedence.
Contents
12.3 Vision and
Design Principles
12.4 General Land
Use and Design Policies
12.5 Land Use and
Design Policies for Node Areas
12.5.1 Node 1:
Riverside Drive and Billings Bridge
12.6 Land Use and
Design Policies for Kaladar Avenue Area
12.1 Introduction
The Bank Street Secondary Plan is a guide to the long term design and
development of the portion of Bank Street between Riverside Drive and Ledbury
Park, and provides direction on land use, built form, design, parking,
circulation and modes of transportation. The Secondary Plan provides a
framework for change that will see the planning area transform over time,
according to the vision developed by the affected community and stakeholders as
well as the Official Plan. This Secondary Plan is to be read and interpreted as
City Council’s policy direction for municipal actions, undertaking of public
works, and the review of development proposals, including zoning changes and
Committee of Adjustment applications.
This Secondary Plan provides the legal framework that supports the Bank
Street Community Design Plan (CDP), a joint stakeholder effort that represents
a vision for the area; an area that will be vibrant and mixed-use, with a
diverse concentration of housing types, employment, shops and services, and that
is accessible, attractive and sustainable. The CDP includes detailed
information on existing conditions, the overall planning strategy, desired
transportation modal splits, measuring sustainability, and implementation and
phasing, which augment this Secondary Plan to ensure a comprehensive growth
strategy for the Bank Street CDP area.
12.2 The Planning Area
The Bank Street Secondary Plan affects the portion of Bank Street that
extends from Riverside Drive to the Canadian National rail line located south of
Walkley Road. The Secondary Plan affects three City Wards (Ward 16 – River,
Ward 17 – Capital, and Ward 18 – Alta Vista) and includes the properties that
abut either side of Bank Street, and several properties nearby at Heron and
Walkley Roads. The area is shown in Document 1.
12.3 Vision and Design Principles
The Bank Street Secondary Plan and CDP are framed by a vision and
design principles that were developed in consultation with advisory committees,
residential communities, business representatives, and the general public.
The Official Plan identifies the Bank Street CDP planning area as a
desirable destination where people will live, work and shop. The area will
transition to a more urban form in the future.
The vision for Bank Street foresees:
1.
A vibrant mixed use area with a diverse
concentration of housing types, employment, shops and services;
2.
An area with hubs of activity that are
accessible by foot, bicycle, public transit, and automobile;
3.
An area with an improved and landscaped
streetscape, and many public gathering places, which enhance the corridor’s
environment and sustainability;
The vision for Bank Street is supported by a
number of key underlying principles:
The Street
1.
As an Arterial Mainstreet, Bank Street
will function as a connection between other parts of the city and as a
destination in itself.
2.
Bank Street will be a place that is safe
and accessible for bicycles and pedestrians. It will be attractive, green and
promote public gathering and community activities with year-round amenities.
3.
All new development and infrastructure
will be planned to be flexible so it can better accommodate future shifts in
transportation choices. Opportunities for a more robust public transit network
and mobility system will be built into the corridor.
4.
The streetscape will be attractive,
comprised of pedestrian and greenspace elements such as street furniture,
trees, and lighting standards.
5.
A long-term area-wide parking strategy
will be developed to respond to changes in automobile usage over time.
Redevelopment
6.
Redevelopment will help make the area
more liveable and will incorporate sustainable design
principles so that in the future, the area will be more environmentally
sensitive than it is today. The area must remain economically viable for businesses
and residents and be more socially vibrant. Every new development and
infrastructure improvement along the street will take these factors into
consideration when being planned and designed.
7.
Development and infrastructure will
respect the existing neighbourhoods that surround the CDP area and help create
a mainstreet that becomes the focus of the community rather than a barrier.
8.
Neighbouring properties should be
encouraged to redevelop within a similar time period, starting at key areas in
the CDP. Private sector phasing strategies could be developed and supported by
public actions and incentives to promote positive change through catalytic
projects.
Identity
9. Distinct and coordinated public realm and streetscape improvements
will help create a sense of place and identity for the CDP area such that, over
time, people refer to this section of Bank Street by name.
10. The diverse range of
shops, services, and employment in the CDP will be encouraged to grow over
time, and will contribute to the Bank Street CDP identity.
12.4 General Land Use and Design Policies
Unless otherwise stated in the area-specific policies for the nodes or
Kaladar Avenue Area outlined in Section 12.5 and 12.6 of this Secondary Plan,
the following provides general policy direction for the entire Bank Street CDP
planning area, as shown within the Plan Boundary, on Document 1.
The Connecting Areas, as shown on Appendix A, are outside of the nodes
and mixed-use area and will have intensification as is currently permitted by
the Zoning By-law.
As the sites gradually redevelop, the nodes will be bridged together
into a mainstreet with a distinct community identity and character.
Land Use
1.
A wide range of land uses, including
residential, office, institutional, employment, community and open space are
permitted.
2.
Mixed-use development with
street-related retail uses on the ground floor is encouraged and preferred
along the Bank Street frontage, not along side streets.
3.
Residential or office uses should be
considered the primary use for all buildings and located on the upper floors of
mixed-use buildings. If mixed-use development cannot be achieved within an
individual building, a mix of uses in a cluster of single-use buildings is a
reasonable alternative approach.
4.
Outdoor commercial patios are
discouraged on side streets.
5.
Single-use buildings for institutions or
community uses are permitted along Bank Street and should contribute to the
pedestrian-friendly environment.
6.
Public and private open spaces are
permitted along Bank Street where a strong design rationale is submitted. These
places may serve as gateways, entrance features, gathering places, focal
points, connections, etc.
7.
A range of housing types and tenures are
encouraged for residential uses.
Built Form
1.
Unless otherwise specified, the maximum
building height for Node areas is 50 metres, approximately a 16-storey
building. The maximum permitted height may be lower depending on the distance
away from residential areas.
2.
The maximum building height for the
properties within the Connecting Areas is 25 metres, approximately an eight-storey
building. The maximum permitted height may be lower depending on the distance
away from residential areas.
3.
A maximum floor space index (FSI) of 2.0
is permitted for properties zoned as Arterial Mainstreet Zone. If 80% of the
required parking is provided below grade, the maximum FSI is 3.5.
4.
A well-defined streetwall of two to four-storeys
is encouraged along Bank Street to create a
visually continuous streetscape and a strong street edge.
5.
Mixed-use buildings should have a high
ground floor-to-ceiling measurements to allow for a range of uses (e.g. 4.5 metres
from floor-to-ceiling).
6.
Height transitions shall be maintained
between high-rise buildings, mid-rise buildings and existing low-rise
buildings. Transitions in heights can be achieved by: locating tall buildings
away from low buildings, having a generous separation space between buildings,
and having upper storeys of building stepped-back away from low buildings.
Design
1.
For Nodes, at least 70% of the lot width
along Bank Street should be occupied by one or more building wall(s). Lot width
should be measured at the front yard building setback. A phasing plan,
submitted to the satisfaction of the Planning and Growth Management Department,
may demonstrate how this policy will be achieved over time. Existing buildings
that expand to a maximum 25% of their existing gross floor area, gas bars and
lots with a Bank Street frontage of 35 metres or less are exempt from this
requirement.
2.
A step back is required at the second,
third or fourth storey of mid- to high-rise buildings to ensure a pedestrian-oriented
environment is upheld. Where possible, the upper-storey step-back should be
designed at the same storey as those established in the immediate area to
create a cohesive visual pattern of development. Step backs at the upper
storeys help achieve a human scale and allow more light on the
sidewalks.
3.
Building setbacks and design shall
respect the overhead hydro wires and other utility wires that exist in the Bank
Street corridor. Overhead hydro wires and other utility wires may influence the
placement and selection of street trees and the separation distance between
buildings and wires.
4.
Buildings with longer street frontages should be
designed with architectural features to break up and enliven the façade.
At a minimum, the building should not have any length greater than 20 metres without
some form of articulation, courtyard or other architectural feature that
achieves a break in the visual appearance of the length.
5.
Buildings along Bank Street should have
front doors that are easily accessible from the sidewalk for pedestrians. Additional
rear or side doors may also be provided.
6.
Large format retail uses should be
designed in an urban multi-storey street-related form.
7.
High-rise towers should be point towers
with floor plates that do not to exceed 750 metres2, with a generous
separation distance between towers. A minimum separation distance of 30 metres
is recommended.
8.
The location and orientation of
upper-storeys of high-rise buildings shall be sensitive to adjacent residential
areas. The perceived intrusion of high-rise buildings onto private amenity
spaces of existing residential neighbours should be minimized or mitigated.
9.
Development proposals within nodes and
under the zoning designation of Arterial Mainstreet are to be reviewed by the
City’s Urban Design Review Panel (UDRP). Pre-application consultation is
required. Exemptions of when the UDRP does not require application review are established
by the City and should be followed.
10.
Screening is required between parking
lots/parking ramps and residential properties to reduce the visual impact of
cars. Trees, shrubs and/or low opaque walls are required to
screen cars from view.
11.
Trees shall be used to improve the
overall aesthetics and unique identity of the study area. Trees should be
planted every 7 to 10 metres along Bank Street and side streets to establish an
avenue of mature trees which gives character, identity and distinction to Bank
Street as an important pedestrian and automobile route. When site conditions
make it impossible to achieve this in the public right-of-way, private
landowners shall plant trees in the front yard setback areas to complement the
public realm plantings.
Parking and Access
1.
Parking is discouraged between any
building and Bank Street. Where they exist, front parking lots will legally
continue to exist, but will be phased out through redevelopment. Parking shall
be located behind buildings that front Bank Street either in surface lots,
structures or underground.
2.
Shared parking arrangements between
buildings are encouraged, especially for land uses that operate at different
times.
3.
Parking lots should be accessed via rear
lanes or local streets. A driveway from Bank Street may be permitted if a rear
lane or local road is not available for access.
4.
Parking may be permitted in side yards
if the subject property is too shallow to allow for rear yard parking or if not
all required parking can be accommodated in the rear yard. Only one drive aisle
is permitted for side yard parking lots.
5.
Municipal, public-private or private
parking lots are encouraged within Nodes. The need and location for these
developments should be demonstrated via a parking study.
6.
Cash-in-lieu of retail parking should be
collected in Nodes (and near Nodes) to support the creation of public parking
facilities in the planning area. Refer to Section 8.2.6 in the CDP for more
information.
7.
Parking structures along public
rights-of-way shall not include blank walls, and will at-grade active uses.
8.
The number of individual driveways onto
the street needs to be minimized to improve the efficiency of traffic moving
along Bank Street and to improve pedestrian and cycling continuity, Shared
driveways are encouraged and will allow access to multiple developments with
less impact to the street and sidewalk.
Traffic
1.
A transportation impact assessment, submitted
to the satisfaction of the City, will be used to determine whether there are
adequate traffic systems, parking and infrastructure in place to support the
proposed height and density. The assessment will also determine the adequacy of
parking arrangements and any necessary localized road improvements to support
the intensity of development.
Public Realm Improvements
1.
A public greenspace is encouraged near
the Ledbury Park area. This greenspace would act as a small pedestrian and
cycling node with multi-use pathways connecting to Sawmill Creek. Refer to
Section 4.3 of the CDP for more information.
2.
A community garden located in the hydro
corridor is encouraged for the Ledbury Park area. The garden would serve the
near-by residents and connect Bank Street to the future east-west pathway,
which is outlined in the City’s Pedestrian Plan.
Right-of-Way
1.
Vehicle lanes are to be at a compressed
standard (between 3.25 to 3.75 metres)
2.
Cycling lanes will be on both sides of
Bank Street at 1.5 to 2 metres wide
3.
Sidewalks are to be at least 1.8 metres
and up to 2.4 metres wide where the City has enough property. The boulevard
(area between sidewalk and curb) and the cycling lane will create a separation
distance between pedestrians and vehicles
4.
A narrow boulevard (can be landscaped
with pavers or with soft landscaping) will accommodate street lighting,
utilities, and utility poles.
5.
Trees will be planted within the
landscaped setback (1.5 to 3.0 metres) on the opposite side of the street where
hydro poles are found. The maximum width for the landscaped area is set at a
width to establish a row of mature trees on one side of the street, and improve
the likelihood of tree survival. There are opportunities for expanded
landscaping on abutting private property.
6.
The median, ranging from 1.5 to 5.0 metres
wide, is to be used for landscaping, pedestrian refuge, community
identification (i.e., banners, signs) and/or lighting. The location of the
median is also where left turn lanes and mountable medians would be
accommodated.
7.
Transit priority signals and/or queue
jump lanes for buses should be used at the Walkley Road, Heron Road and/or Alta
Vista Drive intersections to facilitate the movement of buses along Bank
Street. Consult Section 4.2 of the CDP for more information.
8.
Opportunities to establish on-street
parallel parking may be pursued and implemented in the future to promote the
viability of sidewalk-oriented retail. A parking study should determine whether
on-street parking is viable in the study area.
12.5 Land Use and Design Policies for Node Areas
The following policies provide direction for three nodes in the CDP
planning area, as shown on Appendix A, attached. Nodes are concentrated areas
of mixed-use intensification that accomplish the Official Plan’s objectives for
intensification along arterial mainstreets as well as transit-oriented
development. Nodes are within walking distance of existing and future
higher-order transit service for taller mixed-use development.
Further policy direction for the nodes is found under Section 12.4,
General Land Use and Design Policies. Demonstration
plans for nodes are available in the CDP. A demonstration plan is a concept
showing key building features in a development area and is to be used at the
time of a development application to illustrate the CDP guidelines and policies
for nodes.
12.5.1
Node 1: Riverside Drive and Billings Bridge
Node 1 includes properties on the west and east sides of Bank Street,
between the eastbound and westbound lanes of Riverside Drive, and the Billings
Bridge Shopping Centre site.
The properties on the west and east sides of Bank Street, between the
eastbound and westbound lanes of Riverside Drive, enjoy a prominent location in
the CDP area, close to the Rideau River. The opportunity to substantially redevelop
these properties is currently hindered by their limited vehicular access from
Bank Street. The redevelopment potential of most of these properties would
increase significantly if access could be gained from new local roads, connected
to Riverside Drive instead of Bank Street.
The north end of node 1 is an appropriate location for mid to high-rise
mixed-use buildings that use special design elements and architecture to
communicate their prominent gateway location into the CDP planning area. Any
mid- to high-rise development in node 1 must be rationalized through
appropriate traffic impact assessments, submitted to the satisfaction of the
City.
At the south end of node 1, the redevelopment of the Billings Bridge
Shopping Centre site with higher-density mixed-use development will be a major
contributor to achieving the City’s intensification goals. The Shopping Centre
site should become a transit-oriented neighbourhood, with retail streets and
residential and office towers organized around a system of streets and blocks
centered on an amenity space. The site will be redeveloped in phases over time,
with the rear portion of the site likely changing first.
The first or second phases of redevelopment should create an internal
network of streets with the later phase of redevelopment creating a central
amenity space, a new access point from Data Centre Road and mixed use and
residential intensification.
Land Use
1.
A Master Concept Plan for the entire
Billings Bridge Shopping Centre site shall be submitted with proposed
development when the FSI for the site exceeds 1.0. The Plan shall demonstrate
how the redevelopment will unfold to meet the City’s intensification targets,
to the satisfaction of the Planning and Growth Management Department.
2.
A central amenity space will be
developed for the Billings Bridge Shopping Centre site. This amenity space may
be achieved in later phases of redevelopment, but the timing of its development
should be coordinated with the introduction of any high-rise residential
buildings on site.
3.
Mixed-use development with
street-related retail uses on the ground floor is encouraged along the new,
internal east-west street, around any central amenity space on the Billings
Bridge Shopping Centre site, and along Bank Street.
Built Form
1.
The maximum building height is 70 metres
for development located at the rear of the Billings Bridge Shopping Centre
site, close to the transit station. The preferred development is a 16-storey
office building connected to the existing transit station.
2.
The maximum building height is 50 metres
for development along the Bank Street frontage. Fifty metres is approximately a
16-storey mixed-use building.
3.
The maximum building height is 25 metres
for development located along the Riverside Drive frontage of the Billings
Bridge Shopping Centre site. Twenty-five metres is approximately an eight-storey
mixed-use building.
Design
1.
Mid to high-rise buildings located at
the north end of node 1 should have a signature architectural design given
their visible and important location along the Rideau River.
2.
Proposed development occurring close to
the Rideau River will be circulated to the National Capital Commission for
comment.
Parking
1.
Public parking for retail uses on the
Billings Bridge Shopping Centre site may be provided on surface lots during the
initial phases of redevelopment, but should be replaced by underground or
structured parking in the later stages of redevelopment (e.g. when residential
towers at the front and/or side of the site are developed).
Circulation
1.
Primary vehicular access to the
properties located between Riverside Drive should be from new local streets,
which replace the easterly and westerly ramps. Shared driveways, secured through
easements or land dedicated to the City upon redevelopment, should be provided.
Development parcels on the east side of Bank Street should use the existing
accesses from Riverside Drive. Development parcels on the west side of Bank
Street should use a new local one-way street, replacing the westerly ramp.
Refer to Section 5.2.1. of the CDP for illustrations of this development
concept.
2.
Direct pedestrian connections located
north, east and west of the Billings Bridge transit station must be developed
and maintained.
3.
A north-south pedestrian and cycling
link between the Riverside trails and the Billings Bridge transit station
should be developed. This link would connect
the community around Rockingham Avenue to Billings Bridge Shopping
Centre and should connect to the east-west linkages mentioned above. Refer to
Section 4.3 of the CDP for illustrations of this connection.
4.
A network of new local streets (public
or private) should be developed over time on the Billings Bridge Shopping
Centre site. This internal roadway network should connect to existing
intersections on Bank Street, Riverside Drive and Data Centre Road.
12.5.2 Node 2:
Heron Road
Node 2 includes the northwest and southwest corners of Bank Street and
Heron Road, referred to below as “development blocks”. Node 2 will evolve into
a pedestrian-oriented main street, with a continuous streetscape and strong
street edge along Bank Street. Mixed-use buildings with retail frontages are
envisioned for the area. The east side of Bank Street has a smaller parcel
fabric than the west side and will accommodate less-dense development.
Pedestrian walkways between buildings are encouraged to provide greater
permeability to Bank Street from neighbouring residential areas. A linear
greenway park, running north-south, will further increase connectivity by
linking Bruce Timmerman Park with Brookfield Road (refer to Section 4.3 of the
CDP for more information).
Design
1.
Developments near the Alta Vista Drive / Bank Street
intersection should be coordinated and provide improved streetscape features to
establish an entrance identity for the Alta Vista Community.
2.
Development along existing or new local roads shall
have front doors that are easily accessible from the sidewalk for pedestrians.
Parking
1.
A municipal parking lot is envisioned
for this area. The need and exact location of this lot is to be demonstrated
through a parking study to be undertaken by the City. Refer to Section 8.2.6 of
the CDP for more information.
2.
Retail uses on small lots may use
cash-in-lieu of parking rather than supplying on-site customer parking.
Cash-in-lieu of parking may be used to enhance public parking opportunities in
the area.
Circulation
1.
Primary vehicular access for the
northwest development block should be from Cecil Street. A second vehicular
access to Heron Road may be permitted, provided traffic studies can prove its
functionality.
2.
Primary vehicular access for the
southwest development block will be from Wildwood Avenue (either through user
agreements, converted to a public road or a private road rebuilt to public
standards), which should connect to Bank Street and Heron Road.
3.
The privately-owned section of Wildwood
Road should be converted into a public right-of-way or a private road of comparable public
standards
with an access to Bank Street at Erie Avenue upon major redevelopment of the
area. “Major redevelopment” includes a change in land use (e.g. to mixed-use or
residential), and/or a significant increase in intensity of uses of the sites
(e.g. developed to an FSI of 1.0 or greater). In the short-term, the City
should encourage the landowners on both sides of Wildwood Road to enter into
user agreements on the private road.
12.5.3
Node 3: Walkley Road
Node 3 includes the northwest, northeast, and southwest corners of Bank
Street and Walkley Road, referred to below as “development blocks”. Node 3
should evolve into a medium- to high-density transit-oriented development area
with higher-density buildings being located on the north side and/or the
southwest side of the Walkley Road / Bank Street intersection. A future LRT
station is envisioned at Walkley Road, near the existing O-Train track.
Pathways from Bank Street to this future LRT station are required to enhance
the connectivity of the area and promote the use of the station.
Land Use and Design
1.
High-rise buildings are permitted on the
north and southwest side of the Bank Street / Walkley Road intersection.
2.
Townhouses or low-rise apartments are
appropriate for the west side of Bank Street, behind any mixed-use buildings
development.
Circulation
1.
A direct east-west pedestrian connection
should be established from Bank Street to the future LRT station at Walkley
Road.
2.
Primary vehicular access for the
northwest development block should be from a new local street (public or
private) that connects to the intersection of Alta Vista Drive and Bank Street,
and to Walkley Road. Through traffic should be discouraged from using this
local access.
3.
Any new access to Walkley Road from the
northwest or southwest development blocks should be coordinated with the
existing intersection at Glenhaven Private. The existing Walkley Road
connection to Glenhaven Private, which provides access to the residential
subdivision, may need to be reconfigured to accommodate the new local street
mentioned above.
4.
Vehicular access to the northeast
development block should be from a new local street (public or private) that
connects to Walkley Road. This connection should be designed so it is not an
attractive cut-through for traffic from Walkley Road to Alta Vista Drive.
5.
Vehicular access to the southwest
development block should be from a new local street (public or private) that
connects to Bank Street and Walkley Road.
12.6 Land Use and Design Policies for Kaladar Avenue Area
The following provides the policy direction for the Kaladar Avenue Area, as shown on Appendix A, attached.
The Kaladar Avenue area is shaped by its historic industrial uses that
were connected to the operation of a former railway line. Following the removal
of the railway, the Kaladar Avenue area is no longer suitable for exclusively
industrial uses and may accommodate moderate intensification in this
well-situated area, close to transit and an Arterial Mainstreet.
The area provides an opportunity to establish a mix of uses while being
sensitive to adjacent residential communities and providing connectivity
between the adjacent residential neighbourhoods and Bank Street.
Land Use
1.
Ensure land use compatibility and
sensitivity between residential and non-residential uses by excluding new uses
that create undue noise, vibrations, odours, dust, air emissions and/or heavy
vehicle traffic, and by limiting outdoor storage. Uses which are self-contained
and have a low probability of external air or noise emissions will be
permitted. Refer to Section 8.2.4 of the CDP for the list of prohibited
industrial uses and the permitted land uses in the proposed new zoning.
2.
Multiple-attached dwellings, walk-up
apartments and/or low-rise apartments are suitable forms of residential
development.
3.
Low impact employment and retail land
uses are appropriate.
4.
The former CN Rail corridor abutting the
Kaladar Avenue Area will be developed into a linear park to promote active
transportation and passive recreation.
Built Form
1.
The maximum building height for
residential, non-residential or mixed-use development is 22 metres, approximately
a seven- to eight-storey building, depending on their proximity to existing
residential development. When adjacent to a low density residential area, the
maximum building height permitted is 11 metres, approximately a three- to four-storey
building, and can transition into a 22 metres tall building when further away
from the residential area. Refer to the GMX Subzone for more details.
2.
Taller buildings in the Kaladar Avenue Area
should be located closer to the eastern property boundary, next to the former
CN railway line.
3.
Adaptive reuse of the buildings in the
Kaladar Avenue Area is encouraged.
4.
Large format retail uses, large format
food store, and large format restaurants are not permitted and will be limited
to 300 square metres of gross floor area. The cumulative total gross floor area
of these uses is up to 2,999 square metres.
Circulation
1.
Vehicular access to the Kaladar Avenue redevelopment
area will be from Kaladar Avenue and Brookfield Road.
2.
A new east-west local street or
publicly- accessible connection should be established between the Greenway
Linear Park to Kaladar Avenue. This will break up the Kaladar Avenue area into
smaller blocks that contain buildings that have pedestrian-oriented street
frontages.
3.
Pedestrian and cycling access will be
provided from Kaladar Avenue to the railway line, to facilitate access to the
future Greenway Linear Park and, ultimately, to Bank Street.
PROPOSED ZONING AMENDMENT MAP DOCUMENT 3
DETAILS OF RECOMMENDED ZONING DOCUMENT 4
The proposed zoning amends Subsection 186(1) of By-law No. 2008-250 to clarify wording. The new wording will read:
“No greater than 50% of the maximum permitted floor space index may be used for the non-residential uses; and:
LIST
OF OTHER PROPOSED ZONING BY-LAW CHANGES FOR BANK STREET CDP
|
|
Address or Location |
Existing Zoning |
Proposed Zoning |
|
Area A |
2209 Riverside Drive 2213 Riverside Drive 2215 Riverside Drive 2301 Riverside Drive |
L1 |
AMX A new AM subzone will be created including subzone specific provisions that will implement the following principles: -
The provisions for building heights of
the AM zone apply except for: more than 30 metres from a property line
abutting a R1, R2, R3 or R4 zone: 50 metres, and in all other cases: 50
metres. -
Requires an upper-storey building
step-back of 2.5 metres for all mid- to high-rise buildings at either the
2nd, 3rd or 4th-storey. -
Requires that no more than 50% of the
maximum permitted floor space index may be used for non-residential uses. This
does not apply to community centre, community health and resource centre, day
care and library. -
Requires at least 70% of the Bank
Street frontage, if applicable, be occupied by one or more building walls. A
phasing plan, submitted to the satisfaction of the General Manager, Planning
and Growth Management Department, may demonstrate how at least 70% of the
Bank Street frontage will be occupied by one or more buildings walls over
time. -
Decreases
all minimum front yard setbacks to zero metres. -
Establishes a maximum front yard
setback of 3.0 m. -
Deletes the minimum lot area
requirement and the lot coverage requirement. -
Ensures that all
properties in the study area use the same parking space rates to calculate
minimum parking requirements. The parking space rates are outlined in Table
101, column III, Area B. -
Provides flexibility in
the location of required parking. Required parking for a use may be located
on another lot, but must be in the same city block, or on a lot on the
opposite side of the public street on which the use requiring the parking is
located. Gas bars, 1636 Bank Street and buildings in existence on the date of passing this bylaw, that increase their floor area by up to 25%, do not have to meet the new regulations for front yard setback or amount of building wall(s) along Bank Street. Lots with a Bank Street frontage of 35 metres or less do not have to meet the new regulations for amount of building wall(s) along Bank Street. |
|
Area B |
1330 Bank Street 1335 Bank Street 1339 Bank Street 1340 Bank Street 1346 Bank Street 2193 Riverside Drive, portion of 2197 Riverside Drive 2211 Riverside Drive 1582 Bank Street 1596 Bank Street 1600 Bank Street 1636 Bank Street 2660 Alta Vista Drive 1811 Bank Street 1841 Bank Street 1860 Bank Street 1180 Walkley Road 1217 Walkley Road 1223 Walkley Road 1229 Walkley Road 1245 Walkley Road |
AM1 |
AMX Refer to the details outlined in Area A. |
|
Area C |
2193 Riverside Drive, portion of 2195 Riverside Drive |
L1 |
AMX Refer to the details outlined in Area A. |
|
Area D |
2269 Riverside Drive, portion of |
MC[1341] F(1.0) H (25) |
MC[1341] F(2.0) H(25)-h3 Proposed zoning: -
Increases the permitted floor area
ratio from 1.0 to 2.0. -
Adds a new provision to require an
upper-storey building step-back of 2.5 metres for all mid- to high-rise
buildings at either the 2nd, 3rd or 4th-storey. -
Adds
holding provisions that will implement the following principles: all uses that exceed 1.0 floor area ratio are prohibited until: (1) a master concept
plan for the entire site is submitted; (2) servicing and traffic studies are
submitted; and, (3) for Area D only, a new entrance roadway to the
interior of the site from Data Centre Drive is approved and constructed. The master concept plan and servicing and transportation studies must be submitted to the satisfaction of the Planning and Growth Management Department. |
|
Area E |
2269 Riverside Drive, portion of |
MC[1341] F(1.0) H (25) |
MC[1341] F(2.0) H(50)-h1 In addition to the details outlined for Area D, proposed zoning also: (1) increases the maximum permitted height from 25 metres to 50 metres; (2) increases the amount of Bank Street frontage to be occupied by one or more building walls from 50% to 70%; and (3) decreases the maximum setback from Bank Street from 6.0 metres to 3.0 metres. |
|
Area F |
1355 Bank Street 1365 Bank Street, large portion of 1301 Riverside Drive, portion of 2185 Riverside Drive, large portion of 2201 Riverside Drive, large portion of 2100 Cabot Street, very small portion of |
I1A, AM1 |
AMX Refer to the details outlined in Area A. |
|
Area G |
2269 Riverside Drive, portion of |
MC[1341] F(1.0) H (25) |
MC[1341] F(2.0) H(70)-h2 In addition to the details outlined for Area D, proposed zoning also increases the maximum permitted height at the rear of the site, next to the transit station, from 25 metres to 70 metres.
|
|
Area H |
1370 Bank Street 1376 Bank Street 1379 Bank Street 1386 Bank Street 1400 Bank Street 1490 Bank Street 1530 Bank Street 1542 Bank Street 1221 Kilborn Avenue 1218 Rooney’s Lane 1220 Rooney’s Lane 1180 Ohio Street, very small portion of 1177 Belanger Avenue 1172 Evans Avenue 1178 Evans Avenue 1180 Evans Avenue 1182 Evans Avenue 1194 Evans Avenue 1181 Cecil Avenue 1183 Cecil Avenue 1185 Cecil Avenue Approximately thirteen other properties located on the east side of Bank Street, from Randall Avenue to Heron Road. |
AM1 |
AM1[yyyy] A new exception zone will be created to implement the following principles: -
Proposed zoning ensures that all
properties in the study area use the same parking space rates to calculate
minimum parking requirements. The parking space rates are outlined in Table
101, column III, Area B. -
Depending on land use, the rates for
calculating parking spaces will likely remain the same or decrease. - Proposed zoning also states that required parking for a use may be located on another lot, but must be in the same city block, or on a lot on the opposite side of the public street on which the use requiring the parking is located. |
|
Area I |
1406 Bank Street 1408 Bank Street 1180 Rockingham Avenue 1184 Rockingham Avenue 1188 Rockingham Avenue 1192 Rockingham Avenue |
AM H(20) |
AM[yyyy] H(20) Refer to the details outlined in Area H. |
|
Area J |
1385 Bank Street |
AM1 H(27) |
AM1[yyyy] H(27) Refer to the details outlined in Area H. |
|
Area K |
1395 Bank Street |
AM |
AM[yyyy] Refer to the details outlined in Area H. |
|
Area L |
A linear piece of land that traverses four properties and runs from Bank Street at Bruce Timmerman Park to Heron Road. The land is approximately 28 metres wide and 448 metres long. |
AM, AM1, R5B[1291] S231 |
O1 Proposed zoning only permits parks, open space and related and
compatible uses such as community
garden, environmental preserve
and education area park. The proposed zone facilities the development of a
linear greenway park in the study area. |
|
Area M |
1407 Bank Street |
AM1[154] |
AM1[154] Refer to the details outlined in Area H. |
|
Area N |
1161 Heron Road |
R5B[1291] |
AMX Refer to the details outlined in Area A. |
|
Area O |
Seven properties located south of Heron Road, east of Kaladar Avenue and north of Brookfield Road. |
IG1[270] |
GMX A new GM subzone will be created including subzone-specific provisions that will implement the following principles: -
The new subzone will permit all of the
uses permitted in the GM parent zone and include the current permitted uses
of the IG1[270] zone with the exception of: outdoor entertainment facilities,
crematorium, drive-through facilities, garden nurseries, heavy equipment and
vehicle sales, leaf and yard waste composting facility, printing plants and waste processing and transfer facility. Land
uses such as gas bars, car washes and automobile service stations are only permitted
in the property has frontage on Heron Road. -
The maximum permitted height is: development
within 20 metres from a residential zone may be 11 metres in height. -
The maximum permitted height is 22 metres
for all development over 20 metres from a residential zone. -
Decreases minimum interior side yard
setback from 15 metres to 5 metres. The minimum parking space rates are now calculated using Table 101, column III, Area B. Depending on land use the rates for calculating parking spaces will likely remain the same or decrease. |
|
Area P |
A linear piece of land that traverses two properties and runs from Heron Road to Brookfield Road. The land is approximately 28 metres wide and 434 metres long. |
AM1, R1O, Ig1[270] |
O1 Refer to the details outlined in Area L. |
|
Area Q |
1716 Bank Street |
AM1 |
O1 Proposed zoning only permits parks, open space and related and compatible uses such as community garden, environmental preserve and education area park. The proposed zone preserves the existing pathway. |
|
Area R |
1800 Bank Street 1818 Bank Street 1822 Bank Street 2629 Alta Vista Drive |
AM |
AMX Refer to the details outlined in Area A. |
|
Area S |
1172 Walkley Road |
GM1[1404] F(1.3) H(35) |
GM1[1404] F(2.0) H(50)-h Proposed zoning increases the permitted floor area ratio and height. A new provision will be added to implement the following: -
The minimum parking space rates are
now calculated using Table 101, column III, Area B. Depending on land use the
rates for calculating parking spaces will likely remain the same or decrease. Add a holding provision that will implement the following principles: -
The holding zone cannot be removed
until servicing and transportation studies in support of proposed development
are submitted to the satisfaction of the Planning and Growth Management Department. |
|
Area T |
1980 Bank Street |
AM1[385] |
AM1[385] Refer to the details outlined in Area H. |
|
Area U |
2016 Bank Street, portion of |
O1P |
O1P[yyyy] Refer to the details outlined in Area H. |
|
Area V |
2056 Bank Street, portion of |
AM1[1329] |
AM1[1329] Refer to the details outlined in Area H. |
|
Area W |
Approximately five properties, or portions of properties, located at the southern-most end of the study area. |
AM1, AM1[1329], R4B, DR2 |
O1 New zoning only permits parks, open space and related and
compatible uses such as community
garden, environmental preserve
and education area park. The proposed zone facilities the development of a
new greenspace near the Ledbury Park area. |
DOCUMENT 6
CONSULTATION DETAILS
The planning process for the CDP was carried out in collaboration with affected stakeholders, which were represented by three Ward Councillors, project advisory committees (Public Advisory Committee, Business Advisory Committee, Technical Advisory Committee), community organizations, external advisory committees, and numerous residents, property owners, and businesses. In addition to City staff, the following groups were represented on the advisory committees: Accessibility Advisory Committee; Alta Vista Community Association; Canterbury Community Association; Forest and Greenspace Advisory Committee; Heron Park Community Association; Hydro Ottawa; National Capital Commission; Old Ottawa South Community Association; Pedestrian and Transit Advisory Committee; Roads and Cycling Advisory Committee; Rideau Valley Conservation Authority; Ridgemont Community Association; Riverside Park Community Association; and South Keys Landing Tenants Association.
Since the study area is comprised of many businesses, but not served by a Business Improvement Association that could be engaged during the project, a notification letter and questionnaire were sent to the business community at the beginning of the project in early February 2011 to introduce the project, collect feedback and solicit representatives for the Business Advisory Committee (BAC). A total of 753 packages were mailed and 33 questionnaires were completed, which is a response rate of 4.4%. Eight business owners were recruited to the Business Advisory Committee (BAC).
The public was engaged and kept up-to-date about the CDP via a project email list (consisting of approximately 200 people), a project website (Ottawa.ca/bank), and public open houses. Notifications for open houses were advertised in local newspapers, on Ward e-newsletters / bulletins, on the project webpage and using the project email list, at least two weeks in advance of the meeting. Public feedback throughout the process was collected using comment sheets, email, telephone, fax and online.
In addition to regular advisory committee meetings, and smaller meetings with individual stakeholders or interest groups, the Bank Street CDP process involved three public open houses:
i.
February 16, 2011: Attendees of the open
house had the opportunity to review information on the existing conditions in
the study area and provide feedback on the types of changes they would like to
see along Bank Street. Approximately 72 people attended the open house, and 23 comment
submissions were received from February 16, 2011 to March 16, 2011.
ii.
June 9, 2011: Attendees of the open
house were asked to confirm the vision and design principles of the CDP,
evaluate design concepts, and review streetscape cross-section options.
Approximately 61 people attended the open house and 29 comment submissions were
received from June 9, 2011 to July 7, 2011.
iii.
October 4, 2011: Attendees of the open
house were asked to review and comment on the key recommendations of the CDP.
Approximately 46 people attended the open house and 26 comment submissions were
received from to October 4, 2011 to October 25, 2011.
SUMMARY OF PUBLIC INPUT
The public has expressed support for the CDP and its vision and principles. Moreover, there is a level of anticipation from area stakeholders with regard to implementing the Plan; specifically, for those elements that have capital budget implications. In general, public comments emphasized the importance of:
-
Eliminating any bias towards the automobile, and
promoting and accommodating all modes of travel within the corridor;
-
Ensuring
pedestrian and cycling facilities are well connected with improved safety
conditions;
-
Ensuring
buildings have a pedestrian-scale, avoid the canyon-effect, and that taller building
heights are located away from existing residential housing;
-
Promoting
green infrastructure, e.g. the linear greenway along the former rail lines was
identified as having significant potential; and
- Retaining some of the light industrial uses in the Kaladar Avenue area because they provide employment and can be compatible in a mixed use district.
There are a number of outstanding concerns expressed by residents about the proposed CDP and its corresponding Secondary Plan and Zoning By-law Amendments. The following table represents a summary of comments received during the final phase of consultation, as well as consolidated comments received from public circulations to registered community organizations and members of the public who identified an interest in the project. Staff responses to the comments are provided.
|
|
Comment |
Planning Response |
|
|
Transportation |
|
|
1 |
To make the plan viable, its completion should be tied to essential
infrastructure. That is, the approval
should be subject to the provision of the necessary infrastructure. No
additional transportation infrastructure, then no intensification. The City
would not suggest intensification without the necessary water and sewer
infrastructure. Hence, you should not
suggest intensification without the necessary transportation infrastructure. |
Unlike with sewer
and water infrastructure, the way we evaluate traffic is changing and what is
considered ‘unacceptable’ today may be more ‘acceptable’ in the future. These
changes will likely be reflected in the Transportation Master Plan update and
with the revision of the City’s Transportation Impact Assessment Guidelines.
Traffic along Bank Street and in the area will only increase over time.
Because roadways will reach their capacities in the near future, the CDP aims
to make other modes of travel more viable. For this reason,
and due to the ample policy support for intensifying the area today, we will
not be connecting the approval of the CDP to future transportation
improvements like the Alta Vista Transportation Corridor and the widening of
the Airport Parkway. Redevelopment and intensification will occur in this
area with or without a Plan; the CDP shapes and directs this growth to
strategic areas along the corridor while following a coherent vision that was
developed by many stakeholders. |
|
2 |
If the ramp structure at node 1 is to be
changed to a local street structure, this whole intersection and access from
Billing Bridge itself needs a re-think.
The Riverside Drive/Bank Street intersection is a major linkage for
N-S and E-W travel, yet, there is nothing in this plan that addresses it. |
The modified westerly ramp structure envisioned by the CDP still
includes the same lane arrangements for traffic. The modified ramps are
similar to those recommended in the Bank Street Preliminary Design Report (an
engineering study completed by MRC for the City). Straightening the ramp will improve sight
lines and provides longer distances for lane changes to take place between
Bank Street. Straightening of the
ramps is not expected to reduce traffic flow; however, they will allow
redevelopment proposals to gain access off Riverside Drive instead of Bank
Street. This will increase the viability of development located in the
existing ‘cloverleaf’ and prevent additional traffic being introduced to Bank
Street in this area. The access to/from the Billings Bridge Shopping Centre site has been
discussed with representatives for the property owners. The owners are
expected to improve their access and site layout to encourage traffic to use
Data Centre Road as opposed to the current unsignalized access points at the
Riverside Drive ramp. |
|
3 |
The Plan needs speed reduction measures on
side streets to stop cars from cutting through i.e. on Clementine Boulevard,
blocking off traffic on Rockingham Avenue and Bank Street and Alta Vista
Drive. |
The City completed a traffic management study for the Alta Vista
Community in 2010, which reviewed and made recommendations for certain speed
reduction measures in the area. If traffic calming or neighbourhood
cut-through traffic increases the City can undertake a similar study. All new mid- to high-rise developments in
the corridor will be required to provide a transportation impact assessment
study to the City to ensure the transportation network can accommodate the
new traffic and parking demands associated with the development. |
|
4 |
Medians are not wanted between Alta Vista Drive and Heron Road. Several
businesses have concerns with the recommendation for a continuous median
along Bank Street |
The study recognizes that it may be premature to implement a median
in the entire study area in the short term, given the current mix of land
uses. The CDP recommends that more consultation occur during the detailed
engineering stage, since many of the unique conditions at individual sites
are better understood with a higher level of engineering detail. A hard median can and will still include left turn
pockets. Where some businesses have two to four different locations
where vehicles can make left turns, a median will control the lane
arrangements and require customers to make the left turn at a single entrance
point. The intention of the median is not to reduce access to the local
businesses. The CDP suggests that where it is impractical to put in a median
based on current land uses, the City should consider mountable curbs or
shorter versions of the two-way left turn lane. A mountable median is a
very likely possibility for many segments of Bank Street where frequent
entrances prevent left turn lanes from being provided. |
|
5 |
No one
has expressed a desire or understood the reason for elimination of the middle
turning lane. Everyone I have spoke with all strongly agreed that a
turning lane is both safe and effective for accessing the businesses in the
affected region - and it keeps traffic flowing on an essential north south
corridor. |
During the consultation process it was made clear that more people
would come to the corridor if the streetscape was improved (e.g. better
sidewalks, more gathering places, more landscaping, added cycling lanes,
etc.). The middle turning lane, which takes up valuable space in the right-of-way
and which is anecdotally referred to as the “suicide lane”, is being modified
in favour of achieving these important elements. |
|
6 |
When going northbound on Kaladar Avenue, it
would make sense to have a dedicated right turn lane. Traffic which turns
left onto Heron Road backs up the RT lane considerably. |
Any modifications to the Kaladar Avenue / Heron Road intersection
will be completed via upgrades required by redevelopment proposals in the
Kaladar Avenue Area. Future transportation impact assessment studies will
determine if a dedicated right turn lane is appropriate for that
intersection. |
|
7 |
Wildwood Road should be made public to
facilitate better access to the commercial properties in the immediate area
along Bank Street. |
The CDP and corresponding Secondary Plan encourage the
privately-owned section of Wildwood Road to be converted into a public
right-of-way with an access to Bank Street at Erie Avenue upon major
redevelopment of the area. “Major redevelopment” includes a change in land
use (e.g. to mixed-use or residential), and/or a significant increase in
intensity of uses of the sites (e.g. developed to an FSI of 1.0 or greater).
In the short-term, the City should encourage the landowners on both sides of
Wildwood Road to enter into user agreements on the private road. |
|
|
Connections to transit |
|
|
8 |
There is not a direct access from local
routes to the Transit nodes at Walkley.
In fact both the Transitway and the future LRT transit stations
are/will be far removed from the intersection at Bank Street, where the local
bus stops are. |
The distance from Bank Street to Walkley Station is approximately 300
metres. According to City policy, an acceptable walking distance to transit
is from 600 metres to 800 metres. Therefore, the distance from Bank Street to
Walkley Station is considered reasonable. The Route 8 bus already connects Bank Street to the Walkley Station. The
CDP promotes the development of wide sidewalks and direct pathways to the
future LRT station. The Plan also encourages the increase of bus frequency
over time, as passenger demand increases. |
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9 |
Recommend a “loop” be implemented for local
routes to directly link up with the Transitway/LRT nodes on Walkley
Road. A loop similar to that at Billings
Bridge Plaza providing a direct link to Transit. Allowing buses to jump the
queue on Bank Street would be fine if traffic was also moving quickly but
it's not and I'm not sure how asking the traffic to wait even longer is
helping the overall traffic management. |
Introducing a bus detour from Bank Street to the Walkley station is
not a viable option at this time. The Transit Priority Unit concluded that,
under the current conditions for the area, a bus detour from Bank Street to
the Walkley station is warranted. To determine whether a deviation from a
transit route is warranted, City transit planners assess items such as: the
number of passengers to benefit from the detour; the number of passengers
inconvenienced by the detour; how long (in minutes) passengers are either
benefitted or inconvenienced by the detour; the increase in operational costs
associated with the detour, etc. A full analysis to determine whether route detours are warranted is
time-consuming and requires considerable detailed information. This is
typically conducted at the request of a Councillor. The Plan does not preclude an analysis being conducted in the future,
as passenger demand warrants. |
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10 |
Can the existing Walkley bus station be connected to the future LRT
station? Is one replacing the other? Is
it possible to connect to Walkley LRT station from under Walkley (versus
on/over Walkley)? |
The exact location of the future LRT station at Walkley in unknown at
this time. And all pedestrian and transit connections will be designed at the
time of the LRT station design. It is
logical to provide simple connections at-grade between the BRT and LRT but
this will be reviewed further at the time of detailed design. In the North-South Corridor LRT Project, completed by MRC in 2005 for
the City, Functional Design Exhibits (within the EA), on Drawing C-026 there
is a pedestrian connection shown between the LRT and BRT stations as well as
from the LRT station into the residential community to the east. |
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Pedestrians and cyclists |
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11 |
Draft plan indicates that cycling lanes
cannot be accommodated on the CNR bridge; however, the lanes on this bridge
are quite wide and could be narrowed to accommodate bike lanes separated by
physical barriers. This would also
slow down the car speed, which is a continual concern on this bridge. |
The CDP proposes that ‘Share the road’ signage and/or use of sharrows
(shared use lane markings) be installed on the bridge over the CN railray,
south of Walkley Road. The bridge cannot be retrofitted to accommodate bike
lanes due to width and structural constraints. The CDP also recommends that
bike lanes be added when the bridge is slated for reconstruction. A minimum lane width on an arterial road is 3.25metres to 3.5 metres
(and typically 3.5 metres and 3.75 metres for a lane next to a raised curb). The lane widths on the CN railway overpass
are not sufficiently wide to accommodate a bike lane. The absolute minimum
bike lane width is typically 1.5 metre but reductions to 1.2 metre have been
used in some circumstances. |
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12 |
Consider adding pedestrian crossings on
Bank Street to increase pedestrian mobility and slow traffic |
Pedestrian crossing signals are typically installed based on user
demand, which requires a minimum volume of pedestrians crossing the
street. However, the CDP recommends a
median in some areas of the corridor to make pedestrian crossings much easier;
pedestrians can seek refuge on the median and cross the street in two phases. |
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13 |
Consider
building of a pedestrian bridge across the tracks and ravine to the transit
station from the end of Belanger Avenue, making the Billings Bridge
station much more accessible to an increasing population on the south side of
the ravine. |
The CDP proposes a multi-use pathway that would link Rockingham
Avenue (one block south of Belanger Avenue) to the Billings Bridge Shopping
Centre. The pathway reflects a current desire line that is evident through
the area. Due to prohibitive costs, a pedestrian bridge was not recommended. |
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Building heights and design |
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14 |
Proposed density and height are too high at
nodes (I would prefer traditional Mainstreet height of 6-8‑storeys). |
Height was increased at nodes to promote transit-oriented development
(TOD) and to take advantage of strategic areas along the corridor for
intensification, close to transit. Generally, sixteen storey buildings are
not considered excessively high towards achieving TOD. The Design Guidelines
for Arterial Mainstreets and Tall Buildings, in addition to the regulations
outlined in the CDP, will ensure that these buildings are sensitive to their
surrounding context. For most properties in the corridor the CDP does not increase the
overall densities for the study area; it simply adds more flexibility on the
deployment of height. The Floor Space Index (FSI) dictates densities, and is
not changing for most of the corridor, including at the nodes. Traffic impact
studies will also be required for all tall buildings and major developments
along the corridor, including at Bank Street / Riverside Drive. Development
will not be approved in these areas unless traffic analyses can justify it. |
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15 |
The buildings will not achieve a
“neighbourhood feel”. |
The proposed zoning requires a step-back at the upper storeys of mid-
to high-rise buildings to ensure human-scale development. The CDP also
promotes gathering spaces along Bank Street and introduces more greenspace
and pathways to connect different places in the study area. |
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Land Use |
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16 |
Having community space at Algonquin Careers
building would compete with the development of a community centre in Heron
Park |
The CDP proposes a community facility located in the heart of the study
area to ensure there are adequate community facilities for the growing
population. The community facility would be developed in the future as demand
warrants; therefore, any future facility would not compete with the Heron
Park Community Centre, but recognize that more community services will be
needed with intensification. |
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Servicing |
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17 |
The two existing office buildings on
Riverside Drive (on east and west sides of Bank Street) have a history of
being flooded in the lower level so to expose the City to more liability
issues is not a good plan. Over the past several years the City has installed
considerable sewer monitoring equipment only a short distance away at the
corner of Neil Way and Riverside. It is a fact that frequently during heavy
rain flow that the water comes straight up out of the manhole covers in that area.
This NCC property is at the Flood Plain demarcation point and road widening
at that location would reach into that flood plain area. |
Excluding the Rideau River Collector (1200 millimetres diameter
sanitary sewer), the subject area is slated for infrastructure upgrades. City engineers confirm that the Rideau River Collector has sufficient
capacity for the proposed intensification. Flooding can be caused by several factors, i.e. sanitary-storm
cross-connections, deficient sewers, etc. and would be reviewed at the
Detailed Design phase. Developing in flood plain areas is generally not acceptable. The Plan
does not propose any intensification within the floodplain. |
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General questions received during final phase of public consultation |
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18 |
Loss of indoor space for seniors when
Billings Bridge comes down. What will be provided that is attractive and
pleasant to visit? |
According to the CDP the proponent for Billings Bridge Shopping
Centre will need to submit a master concept plan for the redevelopment of the
site. The Development Concept illustrated in the Plan shows a large portion
of the existing mall to remain. A public amenity space is also envisioned for
the site, providing an opportunity for recreation and community gatherings. |
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19 |
How to ensure trees along sidewalk? Is
there an alternative (such as planter boxes) to the hard boulevard? Would
like to encourage some greenery as area is already covered by hard surfaces. |
The Plan envisions
street trees and landscaping along the corridor. Where the survival of trees
may be questionable, the Plan recommends different techniques to support tree
growth, such as root paths, soil trenches, soil vaults and structural cells
as well as planting of trees in private rights-of-way if there is
insufficient room in the public rights-of-way. |
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20 |
How do bike lanes and buses work together?
Particularly for queue jump lanes for buses and R-turn lanes. |
There are several options regarding how cycling lanes and bus queue
jump lanes function together. The design is developed on a site-by-site
basis, depending on the opportunity and constraints of the area. Exactly how
cycling lanes and queue jump lanes function together will be determined at
the detailed engineering phase of the Bank Street reconstruction. |
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21 |
Where are the overheard wires? Why are they
not being buried? |
The undergrounding of overhead wires on City right-of-ways will be
undertaken only when the full cost of burial is paid for by the requesting
party, or as otherwise approved by Council on a case-by-case basis. City
Council has no plans to approve the burial of hydro wires within the study
area. A staff report to City Council put forward in March 2011 concludes
that the undergrounding of overhead wires cannot be justified based on direct
financial return on investment, either as a stand-alone project or in
combination with other street work. |
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22 |
Why not consider on-street parking? |
The CDP supports the completion of a future parking study to review
the provision of municipal parking, including on-street parking. In the
interim, parking requirements have been reduced for some land uses, in some
areas, and a municipal parking lot will allow drivers to park and walk in the
study area without reducing the vehicle travel lanes along Bank Street. During peak periods Bank Street is required to move high volumes of
traffic, which require two lanes in each direction. With approximately 50% of
peak period trips being through traffic, signifying that the trip’s origin
and destination are both outside of the study area, Bank Street is expected
to continue to carry high volumes of vehicles. During the off-peak periods, on-street parking may be an option for
the study area. However, the introduction of on-street parking for off-peak
time periods may mean on-street bicycle lanes cannot be provided unless they
are segregated lanes (requiring additional road space and right-of-way). |
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23 |
How come the east side properties between
the Riverside Drive’s are not included in the nodes? |
Properties on the east side of Bank Street were added to the study
area. |
POTENTIAL CAPITAL BUDGET IMPLICATIONS DOCUMENT 7
The Bank Street CDP is an action-oriented plan that provides direction on how the plan will be implemented. In order for the CDP recommendations to be realized within a 20-year timeframe, a coherent strategy that involves both public action and private redevelopment is required. The implementation approach involves infrastructure improvements, investment in capital projects, zoning by-law amendments, and development incentives from the public sector.
The CDP recommends several short-term (2012-2017) City infrastructure projects that are critical to implementation of the Plan. Brief estimates have been provided by relevant City staff and/or MMM Group below, to provide City Council with an understanding of the approximate costs of these projects. Further scoping with internal staff is required for the following short-term initiatives such that, in the future, they may be proposed as potential, accurate budget pressures for City Council.
i. Environmental Assessment (EA) for Billings Bridge Reconstruction and Gateway Outlook Project (EA is tentatively planned for 2014 or later). City staff has estimated the cost of the EA and preliminary design for long-term renewal of Billings Bridge at $200,000 to $400,000. The cost of adding the Gateway Outlook Project as part of the Billings Bridge EA would be marginal (additional work would be in the structural design drawings). The capital costs associated with the tender and construction of the outlook platforms may increase, depending on recommendations from the EA.
ii. Local Area Parking Study to determine need for municipal parking lot along Wildwood Avenue. The typical cost to determine the need for an off-street parking facility as well as to fully address all public parking issues in a Local Area Parking Study, consistent with the Council-approved Municipal Parking Management Strategy, is approximately $75,000.
iii. Acquire parkland for Greenway Linear Park. Parkland to create the linear park will be acquired through parkland dedication and cash-in-lieu of parkland during the site plan control approval process. Remaining portions of parkland may need to be purchased by the City if the total amount acquired through redevelopment does meet the objectives of the CDP. Moreover, if the parkland becomes available in the short term, the CDP recommends the City purchase it immediately. The cost of purchasing the applicable land will be at market value, negotiated by the Realty Services Branch.
iv. Community garden within hydro corridor near Ledbury Park. The cost of developing a community garden typically ranges from $2,000 to $28,000. The cost of developing a community garden depends on: size and number of garden plots, design of plots, how water will be accessed, etc.
v. Feasibility Study of cycling connection under Bank Street Bridge (located south of Walkley Road, to cross Sawmill Creek and CNR tracks). The cost of completing a feasibility study to determine whether a cycling connection could be developed under the bridge would be approximately $30,000. Drainage, creek floodplain, grading requirements, and the impact to the natural environment would all be considerations in the study. The capital costs for developing the connection would depend on the result of the study. An estimate for development is $200,000.