CITY COUNCIL AGENDA REPORT

Transcription

1 CITY COUNCIL AGENDA REPORT Subject: BYLAW 29/2015 BEING AMENDMENT 1 TO BYLAW 27/ AND BYLAW 30/2015 AMENDMENT 126 TO LAND USE BYLAW 9/ REDISTRICTING (GREAT WEST LIFE AMENDMENTS) Recommendation(s) Bylaw 29/2015 South Riel Area Structure Plan (ASP) Amendment 1. That Bylaw 29/2015, being Amendment 1 to the South Riel Area Structure Plan Bylaw 27/2015, be read a first time. 2. That Bylaw 29/2015 be read a second time. 3. That unanimous consent be given for consideration of third reading of Bylaw 29/ That Bylaw 29/2015 be read a third and final time. Bylaw 30/ Land Use Bylaw (LUB) (Schedule A- Map) 5. That Bylaw 30/2015, being Amendment 126 to the Land Use Bylaw 9/2005, be read a first time. 6. That Bylaw 30/2015 be read a second time. 7. That unanimous consent be given for consideration of third reading of Bylaw 30/ That Bylaw 30/2015 be read a third and final time. 9. That the South Riel Commercial & Industrial Design Guidelines, Attachment 7 to the report dated September 28, 2015, be approved. City Council Agenda September 28, 2015 / Page 1 File No.:

2 Purpose of Report The purpose of this report is to outline the proposed: Amendment of the South Riel Area Structure Plan to change the future land designations for 7 City Annex from Commercial to Industrial/Commercial, and Industrial/Commercial to Commercial and Commercial to Stormwater Management Facility. Amendment to the Land Use Bylaw 9/2005 to redistrict 7 City Annex from: o Regional Commercial (RC) to Commercial and Industrial Service (CIS); o Commercial and Industrial Service (CIS) to Regional Commercial (RC); and o a small portion from Regional Commercial (RC) to Park (P). Council approval of the South Riel Commercial & Industrial Design Guidelines. Council Direction The South Riel Area Structure Plan was first adopted through Bylaw 21/2007, and most recently repealed and replaced by Bylaw 27/2015 on September 8, Policies 17.2 and 17.3 in the Municipal Development Plan require conformance of Areas Structure Plans and the Land Use Bylaw with the Municipal Development Plan. Background and Discussion WSP Canada Inc., on behalf of GWL Realty Advisors Inc., is proposing two (2) amendments to two (2) different documents. The first is an amendment to the South Riel Area Structure Plan (ASP). The second is to the Land Use Bylaw 9/2005, Schedule A. The 52.3 hectare± (129.2 acre±) parcel is located south of LeClair Way, east of Ray Gibbon Drive, west of the CN Railway, and north of the City Boundary. It is municipally known as 7 City Annex and includes the commercial and industrial lands located south of LeClair Way. To complement these proposed amendments and in accordance with the South Riel Area Structure Plan Bylaw 21/2007 (repealed), Design Guidelines have been prepared by WSP in consultation with Administration for the Industrial & Commercial Development as a stand alone document to provide additional guidance in ensuring a coherent architectural design throughout the area. City Council Agenda September 28, 2015 / Page 2 File No.:

3 The amendments proposed by GWL Realty Advisors Inc., are complementary to the urban village environment envisioned by the ASP. Re-orienting the commercial lands will interface well with the residential and mixed use areas north of LeClair Way. The re-orientation of the lands also acts as an effective transition between the residential and light industrial uses. The re-orientation of the Commercial/Industrial lands to the south will provide employment opportunities locally and regionally and will continue to contribute the non-residential tax base. The marketing name for the project is Anthony Henday Business Park. Land Use Concept South Riel ASP, 7 City Annex The ASP amendment proposes to change the configuration and allocations of the commercial and the industrial/commercial land use designations. The amendment proposes the following: Changes the current north-south direction of the land use concepts to a proposed east-west orientation with the commercial lands adjacent to LeClair Way, and the industrial/commercial lands on the south portion of the site adjacent to the City of Edmonton boundary. Reduces the Commercial lands from ha± to12.72 ha± (loss of 20.7 ha±). Increases the Industrial/Commercial lands from ha± to ha± (gain of ha±). Increases the size of the Stormwater Management Facility located at Ray Gibbon Drive and LeClair way from 3.64 ha± to 6.24 ha± (gain of 2.6 ha±). Amendment 1: Area Structure Plan Bylaw 29/2015 (Attachment 1) ASP amendments are required to the maps, tables, and text to accommodate the proposed changes to the commercial and industrial development concepts for South Riel. The amendments include: Replacing Table 3-2 (Development Statistics) and adjusting Section 3.8 to reflect changes in the neighbourhood redesign. Replacing maps 2, 3, 4, 5, 6, 8, 9, 10 and,11 in the currently approved ASP. Minor text amendments throughout Part 3 (Land Use Concept) to reflect the proposed changes to the neighbourhood design. Existing and proposed land use allocations City Council Agenda September 28, 2015 / Page 3 File No.:

4 Land Use Current ASP Proposed ASP Amendment Stormwater Management (PUL) 3.64 ha 6.24 ha Commercial ha ha Industrial/Commercial ha ha Total PUL and Commercial and Industrial Commercial Lands* ha* ha* *Discrepancies in total area are accounted for in minor changes to the proposed road patterns. Amendment 2: Bylaw 30/2015, Redistricting, Land Use Bylaw 9/2005 (Attachment 2): The Land Use Bylaw amendment proposes to adjust the location of the Commercial Industrial Service (CIS) and the Regional Commercial (RC) Districts so it matches the map changes as proposed in the ASP amendment. The Land Use Bylaw amendment proposes three (3) districting changes for 7 City Annex which include: Commercial and Industrial Service (CIS) to Regional Commercial (RC). Regional Commercial (RC) to Commercial and Industrial Service (CIS). Regional Commercial (RC) to Public Park (P). Both the redistricting and the ASP Amendment are in conformance with the Municipal Development Plan. Servicing and Transportation Challenges There are some challenges and considerations that still need to be considered in conjunction with the development on 7 City Annex; however, these can be addressed on an incremental basis as the applicant moves through the development stages. These do not preclude approval of the ASP: Servicing development of this area is tied to Project 9. Full integration with the wastewater system for this development is contingent upon completion of that project. However, staff may consider potential interim solutions from the developer at each development stage prior to completion of that line. Transportation While a Traffic Impact Assessment has been completed, it suggests significant upgrades are needed at the intersections of Riel Drive and LeClair Way, as well as LeClair Way and Ray Gibbon Drive, to accommodate the traffic associated with the proposed development at full build-out. However, traffic impact will be assessed at each development stage to determine the incremental impact and whether or not development can proceed. As this is an amendment to an existing plan, new geotechnical studies were not required. The Alberta Building Code was amended in 2015 to allow City Council Agenda September 28, 2015 / Page 4 File No.:

5 wood frame construction of up to six (6) storeys in height. As the existing geotechnical studies were limited in scope to buildings of up to four (4) storeys, new technical studies assessing the soil conditions as well as noise and vibration studies for larger buildings and deeper foundations may be required prior to Development Permit issuance. South Riel Commercial & Industrial Design Guidelines (Attachment 7) The South Riel Industrial and Commercial lands (known as the Anthony Henday Business Park) are intended to be developed as a high quality business park with a variety of light industrial and commercial uses (Attachment 7). These Design Guidelines are intended to: Promote the Anthony Henday Business Park development as a high quality business oriented industrial park that will provide long-term benefits to businesses operating within South Riel and the City of St. Albert at large; Establish a quality and consistency of site, building, and landscaping design that will help create an attractive, successful, and economically viable industrial and commercial development as well as ensure long-term compatibility with surrounding land uses; and, Ensure that all owners, leasees, and/or tenants of buildings within the development are held to the same standards of design and development, and to prevent incompatible and inappropriate development on adjacent sites within the development. Stakeholder Communications or Engagement APPLICANT The applicant, in accordance with City Council Policy: Public Consultation Requirements for Planning and Development Processes, held a public meeting and open house on the proposed amendments prior to application submission on Tuesday, February 11, 2014 from 6:00-8:00pm at the St. Albert Inn. The meeting was advertized with notices posted in the St. Albert Gazette on February 1 and 8, Notices of the meeting were also mailed to landowners located within 100 meters of the proposed amendment. Four (4) community members in addition to four (4) members of Council, and St. Albert MLA Stephan Kahn were in attendance. No questions or concerns were raised as a result of the meeting. A transcript was prepared from the meeting (Attachment 4, Transcript February 11, 2014) City Council Agenda September 28, 2015 / Page 5 File No.:

6 ADMINISTRATION Following the formal submission, the application and technical reports were circulated to relevant internal and external stakeholders for review. Additionally, landowners located within 100 meters of the proposed amendments were provided with written notification that the application had been received by the City. No concerns were raised from the public. The comments received from internal and external stakeholders were provided in a letter to the applicant. The applicant made revisions and provided information to address concerns identified. Further engineering work is required on the Traffic Impact Analysis, however, Administration has determined that adequate information has been provided to move forward with this ASP amendment. Refer to Attachment 5 for a summary of the comments received from the City of Edmonton and the Engineering Branch in regards to traffic issues. In accordance with the Municipal Government Act, for the Public Hearing notices were mailed to landowners located within 100 meters of the proposed development, and to those who attended the public consultation meeting. It was also advertized in the St. Albert Gazette on September 12 and 19, Implications of Recommendation(s) a) Financial: o The Fiscal Impact Analysis prepared by Applications Management Consulting Ltd., shows that at full build out, the development would provide a net gain for the City of St. Albert in tax revenue. A summary of the findings can be found in Attachment 6. b) Legal / Risk: o As noted, details of the development(s), including the servicing requirements, will be finalized as the proposals proceed. c) Program or Service: As South Riel develops, there will be incremental impacts to the City and various departments. For example: o Public Works will have more roads, pipes, stormwater management facilities, and parks to maintain. o Emergency Medical Services will have a new area to service for fire, enforcement, police, and ambulance. o Recreation will have to prepare park master plans and provide recreation amenities. o Engineering will have design plans to review and inspections of infrastructure. o Planning and Development will have subdivision plans and development permits to review. City Council Agenda September 28, 2015 / Page 6 File No.:

7 o Safety Codes will have building plans to review and buildings to inspect. o Transit will have to provide service to the neighbourhood. o And there are other areas of the City that will also be impacted by servicing a new neighbourhood. d) Organizational: o The approval of the bylaw within this agenda report will have immediate impact on Planning and Engineering as subdivision plans and engineering drawings will have to be reviewed and development agreements negotiated to enable development. Construction ultimately leads to inspections conducted by City staff from various departments and numerous meetings within the City and with the developer/consultants. The challenge is managing this workload with all the other known projects and new neighbourhoods starting to be developed. Alternatives and Implications Considered ALTERNATIVES If Council does not wish to support the recommendation, the following alternatives could be considered: a) Do not approve the proposed amendments to the South Riel Area Structure Plan. The current Area Structure Plan for the commercial, commercial/industrial, and public park uses would remain unchanged. IMPLICATIONS The City has included proposed amendments to the Area Structure Plan that state there is currently very limited sanitary servicing capacity for South Riel, and that plan approval does not guarantee servicing capacity. Traffic flows in the South Riel area are going to be impacted in the area. Mitigation measures identified in the Traffic Impact Analysis will need to be implemented as development progresses. Strategic Connections a) Council s Strategic Outcomes and Priorities CULTIVATE ECONOMIC PROSPERITY: A diversified, robust and resilient economic foundation to support growth and community service delivery. CULTIVATE SUSTAINABLE INFRASTRUCTURE AND SERVICES: A growing community that has balanced development and management of civic facilities, transportation networks and related services. CULTIVATE A SAFE, HEALTHY AND INCLUSIVE COMMUNITY: A community that provides opportunities for everyone to realize their potential in a thinking, caring and connected way. City Council Agenda September 28, 2015 / Page 7 File No.:

8 b) Long Term Plans (e.g. MDP, Social Master Plan, Cultural Master Plan, etc.) Municipal Development Plan (MDP) Bylaw15/2007. South Riel Area Structure Plan Bylaw 21/2007 as amended. c) Corporate Objectives (See Corporate Business Plan) Exercise strong fiscal management Ensure our customers are very satisfied d) Council Policies City Council Policy: Public Consultation requirements for Planning and Development processes: C-P&E-01 e) Other Plans or Initiatives (Business Plans, Implementation Strategies, etc.) Not Applicable Attachments 1. Bylaw 29/2015, being Amendment 1 to the South Riel Area Structure Plan Bylaw 27/ Bylaw 30/2015, Amendment 126 to the Land Use Bylaw 9/ South Riel Area Structure Plan Red-Line Document 4. Transcript, Public Open House, South Riel ASP Amendment, Henday Common Development, February 11, Circulation Comments 6. Fiscal Impact Analysis Summary 7. South Riel Commercial & Industrial Design Guidelines Originating Department(s): Author(s): General Manager Approval: City Manager Signature: Planning & Development Karen Oxley, Planner Gilles Prefontaine, Chief Community Development Officer Date: City Council Agenda September 28, 2015 / Page 8 File No.:

9 ATTACHMENT 1 CITY OF ST. ALBERT BYLAW 29/2015 Being Amendment 1 South Riel Area Structure Plan Bylaw 27/2015 NOW THEREFORE the Municipal Council of the City of St. Albert pursuant to the provisions of the Municipal Government Act hereby ENACTS AS FOLLOWS: 1. Bylaw 27//2015, being the South Riel Area Structure Plan Bylaw, is amended by replacing Schedule A, the South Riel Area Structure Plan with Schedule A, as attached hereto. 2. The Chief Administrative Officer is authorized to consolidate Bylaw 27/2015. READ a first time this day of, READ a second time this day of, READ a third and final time this day of, SIGNED AND PASSED THIS day of, MAYOR CHIEF LEGISLATIVE OFFICER BYLAW 29/2015(Page 1)

10 Schedule A Attachment 1 South Riel Area Structure Plan Bylaw 27/2015 As amended October X, 2015 Bylaw 29/2015

11 Table of Contents TABLE OF CONTENTS Page PART 1.0: Introduction... 1 Section 1.1. Purpose... 1 Section 1.2. Authority of the Plan... 1 Section 1.3. Timeframe of the Plan... 2 Section 1.4. Interpretation of the Plan 2 Section Map Interpretation... 2 Section Application of the Plan... 2 Section 1.5. Objectives... 3 Section 1.6. Property Ownership Patterns... 4 Section 1.7. Planning Context... 4 Section Municipal Development Plan... 4 Section Existing Area Structure Plan... 4 Section Land Use Bylaw... 4 Section Urban Village Planning and Design Guidelines... 5 Section Transportation Master Plan (TMP)... 5 Section Utility Master Plan (UMP)... 5 PART 2: Site Analysis... 6 Section 2.1. Natural and Cultural Features... 6 Section Topography and Drainage... 6 Section Relation to Designated Flood Line... 6 Section Geotechnical Conditions... 6 Section Vegetation Resources... 7 Section Natural Site Assessment... 7 Section Environmental Site Assessment... 7 Section Heritage Resources... 8 Section 2.2. Current Development Patterns... 8 PART 3: Land Use Concept... 9 Section 3.1. Future Land Use Map... 9 Section 3.2. Land Use Concept: Major Development Patterns. 9 Section 3.3. Residential Land Use Section Medium Density Residential Section Medium to High Density Residential SCHEDULE A TO BYLAW 27/2015 (Page ii)

12 Section Mixed-Use Commercial & Residential Section 3.4. Commercial Land Use Section 3.5. Industrial/Commercial (Light Industrial) Land Use 11 Section 3.6. Parks and Open Space Section Trails Section Urban Park Sites Section Stormwater Management Facilities Section School Site Table 3-1. Student Population Projection Section 3.7. Development Statistics Table 3-2. Development Statistics PART 4: Transportation Section 4.1. Arterial Road Network Section 4.2. Collector and Local Road Network Section 4.3. Transit Section 4.4. Rail Section 4.5. Pedestrian/Bicycle Links Section 4.6. Noise Attenuation Section 4.7. Off-Site-Levies Section 4.8. Capital Recreation Contribution Section 4.9. Crime Prevention Through Environmental Design (CPTED) Section Ray Gibbon Drive PART 5: Utility Services Section 5.1. Water Supply and Distribution Section 5.2. Wastewater Collection System (Sanitary) Section 5.3. Stormwater Management Section 5.4. Shallow Utilities Section 5.5 Public Utility Lots (PULs) PART 6: Implementation Section 6.1. Development Staging Section 6.2. Redistricting and Subdivision Section 6.3 Building Inspections SCHEDULE A TO BYLAW 27/2015 (Page iii)

13 LIST OF FIGURES Page Figure 1 Location Map Figure 2 Future Land Use Figure 3 Transportation Figure 4 Water Servicing Figure 5 Wastewater Collection System (Sanitary) Figure 6 Stormwater Management Figure 7 Legal Descriptions Figure 8 Municipal Reserve Figure 9 Constraints Figure 10 Staging Figure 11 Aerial Map SCHEDULE A TO BYLAW 27/2015 (Page iv)

14 Part INTRODUCTION Introduction 1.1 Purpose (1) This plan establishes the conceptual land use, transportation, and servicing patterns for the South Riel area to implement the Municipal Development Plan (MDP), which designates this sector of the City for industrial, commercial, and residential development. (2) Servicing standards, population analysis, and other details supporting this Area Structure Plan (ASP) are referenced in: The South Riel Area Structure Plan Technical Report (Technical Report), dated August The 2011 amendment to this ASP is supported by an updated Traffic Impact Assessment; The amendments for Bylaw 27/2015 are referenced in: o The South Riel ASP Amendment Technical Report prepared by WSP Canada Inc., for the residential lands located between Levasseur Road, CN Railway, Riel Drive, and LeClair Way, dated March The amendments for Bylaw 29/2015 are referenced in: o The South Riel ASP Amendment Technical Report prepared by WSP Canada Inc., for the commercial and industrial/commercial lands located between LeClair Way, CN Railway, Ray Gibbon Drive, and the City Boundary, dated February Authority of the Plan The South Riel Area Structure Plan and amendments have been adopted through a bylaw passed by Council in accordance with the Municipal Government Act (MGA). The MGA identifies an ASP for the purpose of providing a framework for subsequent subdivision and development of the area. The ASP is to describe sequence of development, proposed land uses, population density, and general location of transportation routes, public utilities, and may contain other matters City Council considers necessary. The approval of the South Riel Area Structure Plan does not guarantee development rights. At the time of subdivision or development, detailed engineering drawings will be reviewed, and the City will then determine if development can proceed. In order to encourage development within the City of St. Albert, Council, by approving this Area Structure Plan, acknowledges the following limitations: That final approval of any servicing agreements remains subject to a review of plans of subdivision and detailed engineering drawings as SCHEDULE A TO BYLAW 27/2015 (Page 1)

15 Part 1 Introduction per the City of St. Albert Engineering Standards, Utility Master Plan (UMP), Transportation Master Plan (TMP), Transportation System Bylaw (TSB), Municipal Development Plan (MDP), Land Use Bylaw (LUB), and any other documents, Municipal or otherwise, the City determines relevant to the development. The approval of this ASP does not constitute approval of any servicing agreement, future districting, subdivision, development agreement, development permit, or building permit. That the City reserves the right to apply any additional infrastructure servicing specification to the lands covered by this ASP in order to provide quality services to the citizens. That all development expenses and other costs, of every nature and kind, are at the developer s sole risk, and that any additional expenses incurred by the development as a result of any modification resulting from the aforesaid Engineering Standards are at the developer s expense. The City is not responsible financially or otherwise, to provide infrastructure to support development of this ASP. 1.3 Timeframe of the Plan This ASP is future-oriented and depicts how South Riel will be developed over a period of time through a series of public and private sector initiatives. The completion of the industrial and commercial portion is expected to take 5 to 7 years, and the completion of the residential portion is expected to take 3 to 7 years. For full build-out, both are dependent on servicing capacity and market demand. The first stage of development was the Holes Enjoy Center which opened in the spring of While the plan envisions a desired future, changes to the plan may be required to respond to new circumstances and market demands. Thus, to ensure that it remains current and relevant, the plan may be reviewed and updated either generally or in regard to a specific issue as determined necessary by Council or when the Municipal Development Plan (MDP) is updated. 1.4 Interpretation of the Plan Map Interpretation Due to the small scale of the ASP maps, the boundaries or locations of any symbols or areas shown on a map within the ASP are approximate SCHEDULE A TO BYLAW 27/2015 (Page 2)

16 Part 1 Introduction and not absolute, and are to be verified at the time of subdivision. With the exception of surveyed delineations, boundaries and symbols on the maps are not intended to define exact locations except where they coincide with clearly recognizable physical features or fixed boundaries such as existing roads or utility rights-of-way. Minor deviations on the boundaries between land uses may be allowed, at the discretion of Planning and Development Department Administration, as long as the general location of land uses does not change or create potential impacts to surrounding land uses (existing or proposed) and the overall statistics for the neighbourhood are still achieved. While proposed roads and walkways are shown in order to illustrate possible alignments, the local road alignments and walkway locations are subject to verification and possible realignment at the time of subdivision Application of the Plan The South Riel ASP shall apply to the area shown on Figure 1. The area is located in the southwest quadrant of St. Albert and is bounded by: Canadian National (CN) Rail Line (Sangudo subdivision) to the east; Ray Gibbon Drive to the west; Levasseur Road to the north; and City boundary to the south. The ASP area encompasses hectares ± ( acres±) of land. 1.5 Objectives The objectives of this ASP are to: Provide a range of innovative and unique multiple family housing forms to cater to young professionals, new homeowners, families, urbanites, older adults, and residents looking to downsize; Develop a well-planned competitive light industrial business park; Generate employment opportunities through the development of commercial and industrial sites; Develop a safe and enjoyable pedestrian-oriented neighbourhood with strong linkages throughout and to surrounding neighbourhoods and amenities; Connect businesses with the transportation network of Ray Gibbon Drive and the Anthony Henday; Create opportunity for access and employment between the residential and business park areas of South Riel; Create synergies between adjacent businesses and residential development; and Create opportunities for year-round recreational activities for all ages and interests. SCHEDULE A TO BYLAW 27/2015 (Page 3)

17 Part 1 Introduction 1.6 Property Ownership Patterns The land within the ASP boundary is owned by a number of corporations including South Riel Development Ltd., bcimc Realty Corporation c/o GWL Realty Advisors, Cape Group of Companies, and the Enjoy Centre Ltd. AltaLink Management Ltd., owns a power line right-of-way, which traverses diagonally through the property. The City of St. Albert owns road rights-of-way within the northwest quadrant of the ASP area. 1.7 Planning Context The ASP has been prepared within the context of the statutory planning requirements in the Province of Alberta. Future development in St. Albert is guided by the City of St. Albert Municipal Development Plan (MDP), as well as other non-statutory master planning and servicing initiatives, Municipal Development Plan (MDP) The City of St. Albert MDP, Bylaw 15/2007 as amended, Future Land Use Policy, Map 2, designates the plan area for industrial, commercial, and residential land uses with the potential for a Regional Shopping Centre. The Transportation Network, Map 5, MDP, includes the alignment of Ray Gibbon Drive and the arterial connection with LeClair Way (137 Avenue) with Ray Gibbon Drive Existing Area Structure Plan The original version of the South Riel Area Structure Plan was adopted on September 18, 2007, and was amended in September The South Riel Area Structure Plan Bylaw 21/2007 as amended was repealed and replaced by Bylaw 27/2015 which addressed amendments to the residential land uses in September 2015 and amended by bylaw 29/2015 which addressed amendments to the commercial and industrial/commercial land uses in October Land Use Bylaw The City s Land Use Bylaw, Bylaw 9/2005, as amended, controls development of the lands within the neighbourhood. All of the lands within the plan area have been redistricted with a range of land use districts including Medium and High Density Residential, Regional Commercial, Commercial and Industrial Service, Park, and Direct Control for the power line right-of-way. Some parcels may require redistricting at a future date to be in alignment with this Area Structure Plan. SCHEDULE A TO BYLAW 27/2015 (Page 4)

18 Part 1 Introduction Urban Village Planning and Design Guidelines The Urban Village Planning and Design Guidelines provide a description on the concept of an urban village. The guidelines include information on urban form, mix of complementary land uses, residential and nonresidential land uses, open space, vehicle circulation, pedestrian and transit circulation, and definitions. These should be considered during development review Transportation Master Plan (TMP) The Transportation Master Plan (2008) prepared by ISL for the City of St. Albert is being updated in 2015 and will consider all developable lands, current and proposed infrastructure and, data. The TMP (2008) (Exhibit 4.18 and 4.25) shows road patterns at the 75,000 and 105,000 population horizon. The 75,000 population horizon road network identifies the completed extension of LeClair Way from Sir Winston Churchill Avenue to Ray Gibbon Drive, along with the forecasted further extension of LeClair Way from Ray Gibbon Drive to the south City boundary west of Ray Gibbon Drive. The 105,000 horizon road network identifies the completed extension of LeClair Way from Sir Winston Churchill Avenue to Ray Gibbon Drive, with a further extension of LeClair Way to tie into the south City boundary west of Ray Gibbon Drive. There are no additional collector road networks or internal road segments acknowledged for this development located south of Levasseur Road to LeClair Way, from Sir Winston Churchill Avenue to Ray Gibbon Drive. The local road network within the South Riel Plan Area is being included in the 2015 TMP update, addressing connectivity to Levasseur Road and LeClair Way Utility Master Plan (UMP) The Utility Master Plan (UMP) (2014) for the City of St. Albert is a general framework for providing utility services to future developments (water, wastewater, and stormwater management). The timeframe for extending services is based on the pace of development, and the ability of front ending parties to design and construct necessary infrastructure components. The current stormwater management release rate is 2.5 litres/second/hectare (L/s/ha) for the Sturgeon River. SCHEDULE A TO BYLAW 27/2015 (Page 5)

19 Part SITE ANALYSIS Site Analysis 2.1 Natural and Cultural Features Topography and Drainage The area has a gentle slope downhill from east to west with the natural drainage towards Big Lake. Elevations range from 651 metres to 682 metres above sea level. The topography and natural drainage pattern will have some implications for the design of municipal infrastructure Relation to Designated Flood Line The lands are above the Designated Flood Line for the Sturgeon River and for Big Lake Geotechnical Conditions Geotechnical investigations within the Plan Area are documented in the report Geotechnical Investigation Proposed South Riel Subdivision, prepared by J.R. Paine & Associates, February 2007 for the IBI Group. The report provides a summary of the general soil and groundwater conditions and an assessment of conditions for site development, site grading, building foundations, underground utilities, surface utilities, cement types, groundwater issues, and storm water management facilities. A total of 16 test holes were drilled to a depth of 7.3 metres. Generally, the soil conditions at this site consist of surficial topsoil, underlain by a very silty clay, or clayey silt material. The Groundwater table in the area is generally low, with all test holes being dry to a depth of 7.3 metres. The report presents guidelines and standards for the construction of all components of urban development. The soil samples indicated from negligible to severe concentrations of soil sulphates in the site subsoils, and suggest cement types to alleviate soil sulphate issues Vegetation Resources The Natural Areas Assessment for the South Riel Area Structure Plan prepared by Westworth and Associates included a reconnaissance level vegetation survey. The assessment looked at four environmentally sensitive areas, one significant natural area, and seventeen small natural SCHEDULE A TO BYLAW 27/2015 (Page 6)

20 Part 2 Site Analysis areas. The survey found that there were no rare vascular plants found during the study. Most of the site is dominated by several species of willow and trembling aspen. The understory consists mainly of prickly rose, red osier dogwood, stinging and marsh nettle, and American vetch. The wetlands were dominated by reed canary grass, slough and tickle grass, with some nettle and thistle. Most of the area shows signs of invasion by non-native species Natural Site Assessment Westworth Associates Environmental Ltd., prepared a Natural Area Assessment for the South Riel Area Structure Plan dated February The report noted that most of the remaining natural areas are associated with small depressions that are too wet for agricultural use. Although such areas could be classified as a wetland, their small size limits their value as wildlife habitat. The report notes that the remaining natural areas in this location have limited sustainability within an urban environment although some opportunities exist to incorporate some of the natural features into stormwater management facilities or into park and open spaces. The report notes that an environmental assessment for the West Regional Road (Ray Gibbon Drive) conducted by Spencer Environmental Management Services Ltd., during 2003 identified a rare moss species. This moss species is located throughout the site and is typically found near the bases of trees and mature shrubs in moist habitats. Stantec Consulting Ltd., was contracted to undertake a collection and transplant program for the rare moss species identified. Samples were taken and sent to bryologist Dr. Richard Caners of the Alberta Biodiversity Monitoring Institute at the Royal Alberta Museum the week of February 3, 2014 for analysis. The transplant site is located at the Sandy Lake Wilderness Area in Sturgeon County. A monitoring program has been established to monitor the success of transplants Environmental Site Assessment A Phase 1 Environmental Site Assessment (ESA), based on the CSA Standard Z publication, Phase 1, Environmental Site Assessment, was completed in March 2006 for the subject property in St. Albert. The SCHEDULE A TO BYLAW 27/2015 (Page 7)

21 Part 2 Site Analysis ESA identified no concerns for the South Riel lands and noted that no further environmental investigation is necessary. An abandoned well head is located in the southwest corner of the Plan Area it has been reclaimed according to the requirements of Alberta Environment. The setback requirement from this former well head is a five (5) metre minimum radius Heritage Resources A Historical Resources Impact Assessment of the South Riel lands in southwest St. Albert was completed by Walt Kowal Consulting in September The study concluded that the lands do not contain any archaeological, palaeontological, or historic period sites that are of historical importance and recommended that no further historical resources impact assessment or mitigation work are warranted. 2.2 Current Development Patterns The Plan Area is bordered to the north by the Riel Business Park and park area and to the east by low density residential land use in Heritage Lakes. The completed LeClair Way (137 th Avenue) bisects the center of the plan area. To the south, the lands are located adjacent to the Anthony Henday Transportation Utility Corridor and other lands within the City of Edmonton zoned as AG Agricultural Zone. Ray Gibbon Drive forms the westerly boundary and land west of this right-of-way is identified for future industrial development under the City s Municipal Development Plan. The Altalink Transmission Powerline runs through the Plan Area, extends to the City of Edmonton and is delineated with an meter (120 feet) wide right-of-way. A 10 meter (32.8 feet) wide Altalink gas pipeline right-of-way runs parallel to the CN Railway within the CN Railway setback. The CN Railway is the eastern border of the Plan Area. SCHEDULE A TO BYLAW 27/2015 (Page 8)

22 Part 3 Land Use Concept 3.0 LAND USE CONCEPT 3.1 Future Land Use Map The Future Land Use Map for South Riel is shown in Figure 2 which depicts future land use and roadway patterns for the subject lands. This map consists of a series of areas and symbols that define expected future land use and roadway patterns for the subject lands. 3.2 Land Use Concept: Major Development Patterns Multiple land uses are proposed for South Riel including: residential, commercial, mixed-use (residential and commercial), and commercial and industrial. The compact urban residential form and the variety of commercial, office, and industrial opportunities are proposed to complement each other. There is a prospect for some residents to live and work in the same neighbourhood with the potential to walk to work and access daily amenities or to utilize live-work units. The form and siting of land uses in the future South Riel area is influenced by the location of major transportation corridors in the vicinity of the lands, being: Ray Gibbon Drive to the west; the CN Railway to the east, and LeClair Way bisecting the Plan Area. The location of these corridors imposes certain constraints to development, but also provides opportunity given the locational advantage the roadways will provide with the region in the future. A major electrical corridor traverses the site in a north-easterly/south-westerly direction. Residential uses will be concentrated in the northeast corner. The residential densities may range from 35 to 141 dwelling units per hectare. The maximum densities as allowed under a specific land use district may not be permitted as it may be dependent on sanitary servicing capacity. The average, overall, net density of the residential area is 81 dwelling units per net residential hectare. The total number of dwelling units proposed is 792 units. The proposed developable residential area is 9.99 hectares±, which is 10.84% of the gross developable area for the Plan Area. The commercial and commercial/industrial lands located in the southern portion of the Plan Area will provide goods, services, and employment to the community and the surrounding region. There are hectares± of commercial, and hectares± of commercial/industrial lands. SCHEDULE A TO BYLAW 27/2015 (Page 9)

23 Part 3 Land Use Concept 3.3 Residential Land Use Residential land uses will include a mix of housing styles that are not limited to: semi-detached, townhouse and apartment style housing that will have access to open space, parks, shopping, and transit Medium Density Residential Medium density residential development will be dispersed throughout the residential development area. Semi-detached, townhouses, and multistorey apartments are typical housing types associated with medium density residential development, although other innovative housing types may be contemplated in the Plan Area. The number of medium density residential dwelling units proposed is 390, which is 49 % of the residential units in South Riel. Expected residential density in these areas is approximately 88 units per hectare. Maximum densities for this land use designation are 94 units per hectare, these densities may not be realized due to sanitary servicing. Sanitary servicing capacities will be determined at subdivision and/or development permit Medium to High Density Residential Two (2) medium to high density residential parcels are proposed next to the multi-use trail located adjacent to the CN Railway. The number of dwelling units proposed is 180 units, which would comprise approximately 23% of dwelling units. Expected densities for High Density Residential are approximately 110 units per hectare. Maximum densities for this land use designation are 141 units per hectare. These densities may not be realized due to sanitary servicing constraints. Sanitary servicing capacity will be determined at subdivision and/or development permit Mixed-Use Commercial & Residential A mixed-use development site is proposed north of LeClair Way and adjacent to the CN Railway. The site area is 3.70 hectares±. The mix of uses could include stand alone commercial or residential, commercial on the ground floor with residential above, plus live work units. The type of commercial proposed will accommodate daily conveniences for residents. Complementary commercial for the compact neighbourhood may include café shops, personal services, specialty shops, small scale offices, and restaurants. The number of dwelling units anticipated is 222 dwelling units based on 60 dwelling units per gross hectare. SCHEDULE A TO BYLAW 27/2015 (Page 10)

24 Part 3 Land Use Concept 3.4 Commercial Land Use There are three (3) parcels of land designated as commercial, totaling hectares±. Two parcels located south of LeClair Way total 7.3 hectares± and are planned as a small regional commercial/ local commercial centre. The third parcel is 5.49 hectares± located on the northwest corner of the intersection of Riel Drive and LeClair Way, is planned as commercial with a built form to include a mix of freestanding pads, box stores, and malls. It would permit residential units to be located above commercial. Both sites are adjacent to Ray Gibbon Drive; however, access to these commercial sites will only be permitted from Riel Drive and/or from LeClair Way. No access will be permitted from Ray Gibbon Drive. A high standard of site design, architectural elements, and landscaping will need to be incorporated to ensure an attractive addition to the City. Design Guidelines have been developed in order to direct development for the commercial lands south of LeClair Way. 3.5 Industrial/Commercial (Light Industrial) Land Use Industrial development will be situated in both the northwest and southeast sectors of the Plan Area, providing hectares± of industrial/commercial land development. One 4.49 hectare± site located at 101 Riel Drive accommodates a large retail style greenhouse, and is the only parcel north of LeClair Way districted as Commercial and Industrial Service (CIS) Land Use District. The CIS district located at 101 Riel Drive will not be allowed to extend onto adjacent lands due to the proximity to residential uses. The remainder of the Industrial/Commercial land which is located in the southeast of the Plan Area does not require, nor are they dependant upon, exposure to Ray Gibbon Drive. It is districted Commercial and Industrial Service (CIS) Land Use District. This site is hectares±. These industrial/commercial lands are ideally located so that industrial type uses will not negatively impact residential land uses. Design Guidelines have been developed in order to direct development for the commercial/industrial lands south of LeClair Way. 3.6 Parks and Open Space The parks and open space system in the Plan Area will include trails, parks, open space, and stormwater management facilities. The Municipal Government Act and the Municipal Development Plan specify that 10% of the developable lands be dedicated as Municipal Reserve, which can be used for development of school, parks, and those trails accepted by the City, and are not associated with public utility lots. The municipal reserve anticipated from this Plan Area is 9.14 SCHEDULE A TO BYLAW 27/2015 (Page 11)

25 Part 3 Land Use Concept hectares±; however, the actual land area will be less based on land agreements and Municipal Reserve provided as cash-in-lieu. Prior to the South Riel Area Structure Plan being created in 2007, the land owners dedicated 1.93 hectares± of land to the Lois Hole Provincial Park that were not within the ASP boundary. An agreement with the City considered this area a deferral of Municipal Reserve from what then became South Riel, which the same party owned at the time. The Remaining Municipal Reserves will be allocated in the following ways: 0.65 hectares adjacent to stormwater management facility north of 101 Riel Drive with reference to 91MR. (registered at Land Titles Office) 5.6 hectares± for 6 City Annex lands to be provided as 2.42 hectares± in land and the balance to be provided as cash-in-lieu at fair market value (not dedicated). An additional 0.8 hectares± deferred from 7 City Annex. A Municipal Reserve shortfall of hectares± is noted and may be required as cash-in-lieu. No development can occur under the AltaLink transmission power line that passes through the Plan Area. The land under the power lines will be open space with an area of 2.46 hectares± and registered as a Public Utility Lot (PUL) Trails A multi-use trail is being proposed along Riel Drive as part of the road right-of-way. The power line right-of-way may also be used as part of the trail system however, neither will receive municipal reserve credit. A multi-use trail is wider than a sidewalk and tends to be an asphalt surface. The development of the multi-use trail will be reviewed at time of Development Agreement in consultation with several City departments. Other trails proposed will provide connections between parks, neighbouring streets, and stormwater management facilities. Walkway connections will also be developed over infrastructure located within PUL s within the Plan Area. Adjacent to the CN Railway is a gas line running north-south, which can not have structures developed over it. A three metre wide multi-use trail may be proposed on, or, adjacent to the gas line (based on approvals SCHEDULE A TO BYLAW 27/2015 (Page 12)

26 Part 3 Land Use Concept from the gas line company), which will connect to the open space under AltaLink s transmission power line. Trails may also be considered adjacent to the stormwater management facilities (dependent on approval by AltaLink), municipal reserves for the trails will be considered at time of subdivision as per MDP policy. Some trails may have Public Utility Lot (PUL) designation where trails are within utility rights-of-way; therefore, no municipal reserve dedication would be granted in these circumstances. The trails must be installed at the time of development and construction so that future residents are aware of trail alignments Urban Park Sites It is expected that the land dedicated as Municipal Reserve will be developed to accommodate a range of passive and active recreation and leisure activities in consultation with future residents. The larger park space (1.89 hectares±) located in the northern portion of the ASP would be appropriate for active recreation. The two smaller park spaces (0.21 and 0.32 hectares±) located adjacent to the AltaLink right-of-way would be appropriate for more passive recreation uses, potentially including community garden plots, plazas and for community gathering, and flexible outdoor event spaces. Park design and programming will be subject to a park planning master plan Stormwater Management Facilities (SWMF) Two stormwater management facilities (SWMFs) are proposed within the South Riel ASP to serve the drainage basin of the plan area. The facilities are located at the northwest corner and centrally at the intersection of Ray Gibbon Drive and LeClair Way. A trail connection will be provided to the centrally located storm water facility (dependent on AltaLink approval). Open spaces around the facilities will provide aesthetic value to the areas, as well as, functional outdoor areas for residents enjoyment. The majority of the area for stormwater management facilities will be provided as public utility lots. Municipal Reserve credit may be provided to upland areas, based upon City policies, to be determined at the time of subdivision of adjacent lands. SCHEDULE A TO BYLAW 27/2015 (Page 13)

27 Part 3 Land Use Concept School Site A school site has not been designated as part of this ASP. Three local school divisions (Greater St. Albert Catholic Schools, St. Albert Public Schools and Greater North Central Francophone Schools) operating within the City all noted that they did not require a school site in the South Riel plan area. Table 3-1: Student Population Projection % of 2014 City of St. Albert Age Grades Census age composition population 60,037 Student Generation South Riel (Total Population 1,547) 5-9 K-4 6.4% % % 110 Total 311 The anticipated number of students in the South Riel neighbourhood at full build-out is around 311 students between the ages of 5 to 19 years. This is based on the City of St. Albert 2014 Census Age Composition population of 60,037, the anticipated population of 1,547 for South Riel, and the percentage of each age/grade category. At time of development, the most current Census for St. Albert and consultation with school boards will occur to better anticipate student population 3.7 Development Statistics The development statistics for the plan area are shown, quantitatively, in Table 3-2. The gross area of the Plan Area is hectares±, as there is no Environmental Reserve to be dedicated in the Plan Area. All roads are included within the developable area. The residential area is 9.9 hectares±, which is 10.69%± of the developable area. The largest land uses in the Plan Area are made up of Commercial and Commercial and Industrial land uses which together total hectares± or 62.37% of the gross developable area. The remaining developable lands are shown in the Table 3-2 Development Statistics. SCHEDULE A TO BYLAW 27/2015 (Page 14)

28 Part 3 Land Use Concept The population per household fluctuates depending on the type of dwelling unit as indicated in the City of St. Albert Census For the medium density residential units, 834 persons are projected based on a combination of 2.14 persons per townhouse household and 1.77 persons per low-rise apartment household. In the medium/high density and mixed-use residential units, 712 persons are projected based on 1.77 persons per household. The population for South Riel is estimated at 1,547 at build-out. Policy 4.11, Neighbourhood Design Principles, of the MDP requires a minimum of 30 dwelling units per net residential hectare. The Plan Area has 81 dwelling units per net residential hectare. The policy also requires a minimum of 30% medium density and medium/high density residential units. The total number of medium and medium/high density residential units is 792, this equates to 100% of the proposed units. SCHEDULE A TO BYLAW 27/2015 (Page 15)

29 Part 3 Land Use Concept Table 3-2: Development Statistics Area (hectares) % of GDA Gross Area Gross Developable Area (GDA) Municipal Reserve (includes trails not over utilities and park) Stormwater Management (PUL) Power line right-of-way Pipeline and Telus right-of-way Collector Road Arterial Road Local Road Subtotal Other Uses Commercial Industrial/Commercial Subtotal Commercial/Institutional Units Pop. Residential Mixed Use Medium Density Residential Medium High Density Residential (R4) Subtotal Residential ,546 May not add up to 100% due to rounding. Development Statistics reflect 3.20 hectares± to be dedicated as cash-in-lieu based on fair market value and and additional 0.96 hectares hectares± to be dedicated in land or as cash-in-lieu. Overall, there will be 81 dwelling units per net residential hectare, MDP Policy 4.11 requires 30 dwelling units per net residential hectare with a minimum of 30% medium and/or high density residential. The residential numbers projected by the developer are lower than the district maximum densities of the anticipated Land Use Districts. As such servicing capacity and allowable densities will be determined at the time of subdivision approval. Residential breakdown consists of: o 60 du/ha for mixed-use; o 88 du/ha for medium density residential ; and o 110 du/ha for medium/high density. Of the net residential hectare, 9.99 ha± are for mixed use, medium and/or high density residential. 100% of the units are medium and/or high density residential. Mixed-use has been placed under the residential heading to capture the residential units. Of the 3.7 ha site, Expected population per residential unit based on St. Albert s 2014 Census is: o 2.14 persons per medium density dwelling unit; and o 1.77 persons per medium/high dwelling unit. SCHEDULE A TO BYLAW 27/2015 (Page 16)

30 Part 4 Transportation 4.0 TRANSPORTATION The Transportation network for South Riel is shown on Figure 3. This map consists of a series of coloured roadways and trails that define expected future transportation patterns for the subject lands. While the Traffic Impact Analysis (TIA) has been completed for full build-out, there are significant short-term challenges with traffic. Therefore, as part of an application for subdivision or development permit for each development stage, the City may require an addendum to the TIA indicating the specific traffic impacts of that stage including: Proposed increase in traffic flows due to proposed development within that particular stage. Impact on the Level of Service of the intersection at Riel Drive and LeClair Way. Should the proposed development exceed these standards, additional roadway improvements may form part of the conditions of subdivision or development. 4.1 Arterial Road Network The South Riel ASP is served by Levasseur Road and Riel Drive on the north and northwest, and LeClair Way (137 Avenue) at the centre of the ASP. It should be noted that there is no road access along the southern perimeter of the plan area adjacent to the City of Edmonton. All access to the southern portion of the plan area will be through internal subdivision roads from LeClair Way and Levasseur Road. LeClair Way (137 th Avenue) is the major east-west arterial connection between Ray Gibbon Drive and lands located to the east of the ASP area. Sir Winston Churchill/184 Street south of 137 Avenue and is now closed and not accessible. Ray Gibbon Drive is the west boundary of the ASP, no direct access to parcels within the plan area will be permitted from Ray Gibbon Drive. Ray Gibbon Drive at LeClair Way connects the ASP area south to the Anthony Henday Drive in Edmonton, and north through St. Albert. Ray Gibbon Drive is part of the truck route/dangerous goods route network. SCHEDULE A TO BYLAW 27/2015 (Page 17)

31 Part 4 Transportation 4.2 Collector and Local Road Network The collector and local road network is illustrated conceptually in Figure 3. The proposed road network has been designed to connect land use destinations within the ASP area and integrate them with the existing transportation system. Riel Drive, which will be extended south LeClair Way into the Commercial and Commercial and Industrial lands, is the main north-south collector for South Riel. The local road pattern is provided for illustration purposes only and is subject to change at the time of subdivision. The residential portion proposes three access points to Riel Drive, and one access point to LeClair Way. The industrial/commercial portion has two access points off of LeClair Way that form a loop road with a portion of the roadway extending south to the closed 137 Avenue. The roadway extension is being provided should road access be needed to lands south of this ASP and City boundary. One access point aligns with Riel Drive and the other access point aligns on LeClair Way with the residential and mixed use access point located on the north side of LeClair Way. 4.3 Transit Transit routes have been established along Riel Drive. Where new roads are to be built, transit routes must be established as part of the first stage of development as per MDP Policy 12.7, New Area Structure Plan Technical Reports. In addition, transit stops must be within 400 metres walking distance of all residents. This distance is reduced for multiple family dwelling, institutional uses, major seniors residencies and activity centres. Transit stops are typically proposed along major collector roadways and done in consultation with the City s Transit Department. 4.4 Rail The CN rail crossing has been relocated east of the Plan Area on LeClair Way. CN recommends a number of noise attenuation, setback and vibration mitigation measures for new development along railway lines. These measures will be reviewed at the time of subdivision for efficiency of applying them to development in South Riel. Mitigation measures are the responsibility of the developer in consultation with the railway company. 4.5 Pedestrian/Bicycle Links The multi-use trail system is shown on Figure 2, Future Land Use Map. The multi-use trails will connect the area to existing neighbourhoods to the east, via SCHEDULE A TO BYLAW 27/2015 (Page 18)

32 Part 4 Transportation a roadway connection over the CN rail right-of-way and to the north via the existing trail that connects to the Red Willow Park system. 4.6 Noise Attenuation Noise attenuation along arterial routes (Ray Gibbon Drive, Levasseur Road, and LeClair Way), collector roadway (Riel Drive), and the railway line will be provided by the developer as per City policy. The developer may also consider additional mitigation measures such as building materials that reduce sound. At the time of subdivision, Development Agreement, or Development Permit, provision for noise attenuation amenities will be required at the cost of the developer. Additional requirements may be needed for residential developments adjacent to commercial developments so that noise, light, and odours from the commercial area to the residential area are addressed prior to, or at the time of the Development Permit. Additional noise and vibration studies and mitigation methods may be required for buildings exceeding four (4) storeys in height due to the increased potential for sound bouncing off taller buildings to adjacent single family residential. 4.7 Off-Site-Levies The South Riel neighbourhood is subject to off-site levies as identified within the Off-Site Levy Bylaw 30/2013 as amended. Off-site levies will be calculated, assessed, and collected at the time of subdivision or upon execution of a Development Agreement, in accordance with the rate that is applicable at that time. Should a subdivision or Development Agreement not be part of the development process, levies will then be collected at the time of Development Permit. In addition to the off-site levies, additional costs may need to be borne by the developers to facilitate the interim plan of infrastructure capacity improvements. 4.8 Capital Recreation Contribution The South Riel residential areas are subject to the Capital Recreation Contribution that is charged per residential unit. The Contribution is determined in the Capital Recreation Contribution agreement prepared as a condition of subdivision or as a condition of the Development Permit. 4.9 Crime Prevention Through Environmental Design (CPTED) Decisions relating to transportation design, street pattern, access, noise barriers, public open spaces, parks, the power line corridor, multi-use trails and SCHEDULE A TO BYLAW 27/2015 (Page 19)

33 Part 4 Transportation walkways in the built environment shall consider CPTED principles to create a safe and secure neighbourhood. The following basic strategies, respecting existing City standards, will be used during the development of South Riel: Use of natural surveillance strategies to increase visibility and awareness of public and private space; Use of natural access control techniques to guide/direct persons within the natural and built environments; and Promote territorial reinforcement by increasing definition of space and local stewardship Ray Gibbon Drive Ray Gibbon Drive is currently two lanes of traffic. With full build-out of South Riel, four lanes of traffic movement will be anticipated as well as upgrades to the intersection at LeClair Way and Ray Gibbon Drive. For ultimate build-out, an interchange will be required at Ray Gibbon Drive and LeClair Way. SCHEDULE A TO BYLAW 27/2015 (Page 20)

34 Part UTILITY SERVICES Utility Services 5.1 Water Supply and Distribution Water is provided to the South Riel area by the extension of water mains along the northern and eastern edges of the ASP area. Internal looping is required as staged development occurs. A water network analysis has been submitted that verifies how fire protection will be provided for each stage of development. A booster station is required to support the development until the South Reservoir is commissioned to support the area. The water servicing scheme will also accommodate network extensions to the lands west of Ray Gibbon Drive and, to the lands south of LeClair Way. 5.2 Wastewater Collection System (Sanitary) Figure 5 illustrates the sanitary sewer servicing concept for South Riel. A gravity system can be used in this area. The system needs to be sized to accommodate future flows from lands located to the west of Ray Gibbon Drive. This development requires the completion of a downstream project called Project 9 which is needed for servicing capacity. Project 9, an Off-Site Leviable infrastructure component supporting growth within the City, is a large diameter wastewater trunk line extending eastward from St. Albert Trail to the Capital Region lift station located on Sturgeon Road and Sir Winston Churchill Avenue. 5.3 Stormwater Management Two stormwater management facilities (SWMF) are proposed within the South Riel Area Structure Plan to serve the drainage basin of the plan area. The facilities are located at the northwest corner and, centrally at the intersection of Ray Gibbon Drive and LeClair Way. Sediment control measures will be incorporated into the overall stormwater management system. Storm ponds, strategic settling ponds, or mechanical settling devices will be used to allow removal of suspended solids. The size of the SWMFs will be meeting the storage requirements necessary to accommodate the required release rate of 2.5 litres/second/hectare. Stormwater pond sizes are approximations and may change in size at time of subdivision or Development Permit. A change in pond size may not require an SCHEDULE A TO BYLAW 27/2015 (Page 21)

35 Part 5 Utility Services amendment to this Area Structure Plan, providing development statistics and land use areas are not impacted. Stormwater Management for the Plan Area is as per Figure 6. Consultation with Administration will be required should a change in size be proposed for any SWMF. 5.4 Shallow Utilities Power, gas, and communication franchise systems will service the area through agreements established with the developers by the utility providers. Shallow utilities may be located within a public utility lot (PUL) or through a utility rightof-way agreement. Any existing overhead services must be relocated and placed underground at the time of development excluding the transmission line. 5.5 Public Utility Lots (PULs) A Public Utility Lot is where services such as water, wastewater, stormwater pipes, and shallow services are located. The size of a PUL will vary based on the number of utility services and pipe sizes accommodated. PULs can typically range between 6 metres to 9 metres in width. PULs do not receive Municipal Reserve credit. Emergency access to a site will be classed as a public utility lot and width of access will be determined in consultations with City Engineer and Public Works. Where services are shared or required, provisions of utility rights-of-way will be required to allow passageway for utilities from landowner/developer to enable development by other landowner/developer to proceed. SCHEDULE A TO BYLAW 27/2015 (Page 22)

36 Part IMPLEMENTATION Implementation 6.1 Development Staging Development will proceed typically from north to south with the extension of Riel Drive and servicing infrastructure into the ASP area and from the east to facilitate the looping of water services. The first stage of development extends Riel Drive south to LeClair Way and to Ray Gibbon Drive. This will create a temporary atgrade intersection to be eventually replaced by a full interchange. The first stage of development was completed in Development has occurred in the northwest portion of the Plan Area with the extension of Riel Drive from Levasseur Road to LeClair Way; the development of a storm water management facility; and 101 Riel Drive, an industrial/ commercial site that was completed in The anticipated development of the remainder of South Riel could see simultaneous development activities. The residential portion will develop from north to south as will the industrial/commercial located south of LeClair Way. The site at 151 Riel Drive can occur without any dependency on development of the residential or industrial/commercial areas. The potential full build-out of South Riel is seven (7) years. 6.2 Redistricting and Subdivision Timing of redistricting and subdivision applications are based on response to servicing capacity, agreements, and market needs. Development will occur generally from the north to south and in accordance with MDP policies. 6.3 Building Inspections The geotechnical investigations did not identify soil issues. At the time of a building permit, additional geotechnical study may be required should conditions show soil issues and or high water table levels. SCHEDULE A TO BYLAW 27/2015 (Page 23)

37 Part 6 Implementation SCHEDULE A TO BYLAW 27/2015 (Page 24)

38 SCHEDULE A TO BYLAW 29/2015 (Page 25)

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49 Attachment 2 CITY OF ST. ALBERT BYLAW 30/2015 Being Amendment 126 to Land Use Bylaw 9/2005 South Riel Redistricting NOW THEREFORE the Council of the City of St. Albert, duly assembled, hereby ENACTS AS FOLLOWS: 1. Schedule A, being the Land Use District Map to Land Use Bylaw 9/2005, is amended by this Bylaw. 2. The lands described as Plan , Block 2, Lot B, known municipally as 7 City Annex, as shown below, shall be redistricted from Commercial and Industrial Service (CIS) to Regional Commercial (RC), Regional Commercial (RC) to Commercial and Industrial Service (CIS) and Regional Commercial (RC) to Public Park (P). BYLAW 30/2015 (Page 1)

50 3. The Chief Administrative Officer is authorized to consolidate Bylaw 9/2005. Attachment 2 READ a first time this day of, READ a second time this day of, READ a third time this day of, SIGNED AND PASSED this day of, MAYOR CHIEF LEGISLATIVE OFFICER BYLAW 30/2015 (Page 2)

51 Attachment 3 Table of Contents TABLE OF CONTENTS Page PART 1.0: Introduction... 1 Section 1.1. Purpose... 1 Section 1.2. Authority of the Plan... 1 Section 1.3. Timeframe of the Plan... 2 Section 1.4. Interpretation of the Plan... 2 Section Map Interpretation... 2 Section Application of the Plan... 3 Section 1.5. Objectives... 3 Section 1.6. Property Ownership Patterns... 4 Section 1.7. Planning Context... 4 Section Municipal Development Plan... 4 Section Existing Area Structure Plan... 4 Section Land Use Bylaw... 5 Section Urban Village Planning and Design Guidelines... 5 Section Transportation Master Plan (TMP)... 5 Section Utility Master Plan (UMP)... 6 PART 2: Site Analysis... 7 Section 2.1. Natural and Cultural Features... 7 Section Topography and Drainage... 7 Section Relation to Designated Flood Line... 7 Section Geotechnical Conditions... 7 Section Vegetation Resources... 8 Section Natural Site Assessment... 8 Section Environmental Site Assessment... 8 Section Heritage Resources... 9 Section 2.2. Current Development Patterns... 9 PART 3: Land Use Concept Section 3.1. Future Land Use Map Section 3.2. Land Use Concept: Major Development Patterns10 Section 3.3. Residential Land Use Section Medium Density Residential SCHEDULE A TO BYLAW 27/2015 (Page i)

52 Section Medium to High Density Residential Section Mixed-Use Commercial & Residential Section 3.4. Commercial Land Use Section 3.5. Industrial/Commercial (Light Industrial) Land Use 12 Section 3.6. Parks and Open Space Section Trails Section Urban Park Sites Section Stormwater Management Facilities Section School Site Table 3-1 Student Population Projection Section 3.7. Development Statistics Table 3-2 Development Statistics PART 4: Transportation Section 4.1. Arterial Road Network Section 4.2. Collector and Local Road Network Section 4.3. Transit Section 4.4. Rail Section 4.5. Pedestrian/Bicycle Links Section 4.6. Noise Attenuation Section 4.7. Off-Site-Levies Section 4.8. Capital Recreation Contribution Section 4.9. Crime Prevention Through Environmental Design (CPTED) Section Ray Gibbon Drive PART 5: Utility Services Section 5.1. Water Supply and Distribution Section 5.2. Wastewater Collection System (Sanitary) Section 5.3. Stormwater Management Section 5.4. Shallow Utilities Section 5.5 Public Utility Lots (PULs) PART 6: Implementation Section 6.1. Development Staging SCHEDULE A TO BYLAW 27/2015 (Page i)

53 Section 6.2. Redistricting and Subdivision Section 6.3 Building Inspections LIST OF FIGURES Page Figure 1 Location Map Figure 2 Future Land Use Figure 3 Transportation Figure 4 Water Servicing Figure 5 Wastewater Collection System (Sanitary) Figure 6 Stormwater Management Figure 7 Legal Descriptions Figure 8 Municipal Reserve Figure 9 Constraints Figure 10 Staging Figure 11 Aerial Map SCHEDULE A TO BYLAW 27/2015 (Page i)

54 Part 1 Introduction INTRODUCTION Purpose (1) This plan establishes the conceptual land use, transportation, and servicing patterns for the South Riel area to implement the Municipal Development Plan (MDP), which designates this sector of the City for industrial, commercial, and residential development. (2) Servicing standards, population analysis, and other details supporting this Area Structure Plan (ASP) are referenced in: The South Riel Area Structure Plan Technical Report (Technical Report), dated August The 2011 amendment to this ASP is supported by an updated Traffic Impact Assessment; The amendments for Bylaw 27/ amendment are referenced in: o The South Riel ASP Amendment Technical Report prepared by WSP Canada Inc., for the residential lands located between Levasseur Road, CN Railway, Riel Drive, and LeClair Way, (residential) dated March The amendments for Bylaw 29/2015 are referenced in: o The South Riel ASP Amendment Technical Report prepared by WSP Canada Inc., for the commercial and industrial/commercial lands located between LeClair Way, CN Railway, Ray Gibbon Drive, and the City Boundary, dated February Authority of the Plan The South Riel Area Structure Plan (ASP) and amendments have been adopted through a bylaw passed by Council in accordance with the Municipal Government Act (MGA). The MGA identifies an ASP for the purpose of providing a framework for subsequent subdivision and development of the area. The ASP is to describe sequence of development, proposed land uses, population density, and general location of transportation routes, public utilities, and may contain other matters City Council considers necessary. The approval of the South Riel Area Structure Plan does not guarantee development rights. At the time of subdivision or development, detailed engineering drawings will be reviewed, and the City will then determine if development can proceed. In order to encourage development within the City of St. Albert, Council, by approving this Area Structure Plan, acknowledges the following limitations: SCHEDULE A TO BYLAW 27/2015 (Page 4)

55 Part 1 Introduction That final approval of any servicing agreements remains subject to a review of plans of subdivision and detailed engineering drawings as per the City of St. Albert Engineering Standards, Utility Master Plan (UMP), Transportation Master Plan (TMP), Transportation System Bylaw (TSB), Municipal Development Plan (MDP), Land Use Bylaw (LUB), and any other documents, Municipal or otherwise, the City determines relevant to the development. The approval of this ASP does not constitute approval of any servicing agreement, future districting, subdivision, development agreement, development permit, or building permit. That the City reserves the right to apply any additional infrastructure servicing specification to the lands covered by this ASP in order to provide qual ity services to the citizens. That all development expenses and other costs, of every nature and kind, are at the developer s sole risk, and that any additional expenses incurred by the development as a result of any modification resulting from the aforesaid Engineering Standards are at the developer s expense. The City is not responsible financially or otherwise, to provide infrastructure to support development of this ASP Timeframe of the Plan This ASP is future-oriented and depicts how South Riel will be developed over a period of time through a series of public and private sector initiatives. The completion of the industrial and commercial portion is expected to take 5 to 7 years, and the completion of the residential portion is expected to take 3 to 7 years. For full build-out, both are dependent on servicing capacity and market demand. The first stage of development was the Holes Enjoy Center which opened in the spring of While the plan envisions a desired future, changes to the plan may be required to respond to new circumstances and market demands. Thus, to ensure that it remains current and relevant, the plan may be reviewed and updated either generally or in regard to a specific issue as determined necessary by Council or when the Municipal Development Plan (MDP) is updated Interpretation of the Plan SCHEDULE A TO BYLAW 27/2015 (Page 5)

56 Part 1 Introduction Map Interpretation Due to the small scale of the ASP maps, the boundaries or locations of any symbols or areas shown on a map within the ASP are approximate and not absolute, and are to be verified at the time of subdivision. With the exception of surveyed delineations, boundaries and symbols on the maps are not intended to define exact locations except where they coincide with clearly recognizable physical features or fixed boundaries such as existing roads or utility rights of-way. Minor deviations on the boundaries between land uses may be allowed, at the discretion of Planning and Development Department Administration, as long as the general location of land uses does not change or create potential impacts to surrounding land uses (existing or proposed) and the overall statistics for the neighbourhood are still achieved. While proposed roads and walkways are shown in order to illustrate possible alignments, the local road alignments and walkway locations are subject to verification and possible realignment at the time of subdivision Application of the Plan The South Riel ASP shall apply to the area shown on Figure 1. The area is located in the southwest quadrant of St. Albert and is bounded by: Canadian National (CN) Rail Line (Sangudo subdivision) to the east; Ray Gibbon Drive to the west; Levasseur Road to the north; and City boundary to the south. The ASP area encompasses hectares ± ( acres±) of land. 1.5 Objectives The objectives of this ASP are to: Provide a range of innovative and unique multiple family housing forms to cater to young professionals, new homeowners, families, urbanites, older adults, and residents looking to downsize; Develop a well-planned competitive light industrial business park; Generate employment opportunities through the development of commercial and industrial sites; Develop a safe and enjoyable pedestrian-oriented neighbourhood with strong linkages throughout and to surrounding neighbourhoods and SCHEDULE A TO BYLAW 27/2015 (Page 6)

57 Part 1 amenities; Introduction Connect businesses with the transportation network of Ray Gibbon Drive and the Anthony Henday; Create opportunity for access and employment between the residential and business park areas of South Riel; and Create synergies between adjacent businesses and residential development; and. Create opportunities for year-round recreational activities for all ages and interests.; 1.6 Property Ownership Patterns The land within the ASP boundary is owned by a number of corporations including South Riel Development Ltd., bcimc Realty Corporation c/o GWL Realty Advisors, Cape Group of Companies, and the Enjoy Centre Ltd. AltaLink Management Ltd., owns a power line right-of-way, which traverses diagonally through the property. The City of St. Albert owns road rights-of-way within the northwest quadrant of the ASP area. 1.7 Planning Context The ASP has been prepared within the context of the statutory planning requirements in the Province of Alberta. Future development in St. Albert is guided by the City of St. Albert Municipal Development Plan (MDP), as well as other non-statutory master planning and servicing initiatives, Municipal Development Plan (MDP) The City of St. Albert MDP, Bylaw 15/2007as amended, Future Land Use Policy, Map 2, designates the plan area for industrial, commercial, and residential land uses with the potential for a Regional Shopping Centre. The Transportation Network, Map 5, MDP, includes the alignment of Ray Gibbon Drive and the arterial connection with LeClair Way (137 Avenue) with Ray Gibbon Drive Existing Area Structure Plan The original version of the South Riel Area Structure Plan was adopted on September 18, 2007, and was amended in September 2011, The South Riel Area Structure Plan Bylaw 21/2007 as amended was repealed and replaced by Bylaw 27/2015 which addressed amendments to the residential land uses in August September 2015 and amended by bylaw 29/2015 which addressed amendments to the commercial and SCHEDULE A TO BYLAW 27/2015 (Page 7)

58 Part 1 industrial/commercial land uses in October Introduction Land Use Bylaw The City s Land Use Bylaw, Bylaw 9/2005, as amended, controls development of the lands within the neighbourhood. All of the lands within the plan area have been redistricted with a range of land use districts including Medium and High Density Residential, Regional Commercial, Commercial and Industrial Service, Park, and Direct Control for the power line right-of-way. Some parcels may require redistricting at a future date to be in alignment with this Area Structure Plan Urban Village Planning and Design Guidelines The Urban Village and Design Guidelines provide a description on the concept of an urban village. The guidelines include information on urban form, mix of complementary land uses, residential and non-residential land uses, open space, vehicle circulation, pedestrian and transit circulation, and definitions. These should be considered during development review Transportation Master Plan (TMP) The Transportation Master Plan (2008) prepared by ISL for the City of St. Albert is being updated in 2015 and will consider all developable lands, current and proposed infrastructure and, data. The TMP (2008) (Exhibit 4.18 and 4.25) shows road patterns at the 75,000 and 105,000 population horizon. The 75,000 population horizon road network identifies the completed extension of LeClair Way from Sir Winston Churchill Avenue to Ray Gibbon Drive, along with the forecasted further extension of LeClair Way from Ray Gibbon Drive to the south City boundary west of Ray Gibbon Drive. The 105,000 horizon road network identifies the completed extension of LeClair Way from Sir Winston Churchill Avenue to Ray Gibbon Drive, with a further extension of LeClair Way to tie into the south City boundary west of Ray Gibbon Drive. There are no additional collector road networks or internal road segment acknowledged for this development located south of Levasseur Road to LeClair Way, from Sir Winston Churchill Avenue to Ray Gibbon Drive. The local road network within the South Riel Plan Area is being included in the 2015 TMP update, addressing connectivity to Levasseur Road and LeClair Way. SCHEDULE A TO BYLAW 27/2015 (Page 8)

59 Part 1 Introduction Utility Master Plan (UMP) The Utility Master Plan (UMP) (2014) for the City of St. Albert is a general framework for providing utility services to future developments (water, wastewater, and stormwater management). The timeframe for extending services is based on the pace of development, and the ability of front ending parties to design and construct necessary infrastructure components. The current stormwater management release rate is 2.5 litres/second/hectare (L/s/ha) for the Sturgeon River. SCHEDULE A TO BYLAW 27/2015 (Page 9)

60 Part 2 Site Analysis SITE ANALYSIS Natural and Cultural Features Topography and Drainage The area has a gentle slope downhill from east to west with the natural drainage towards Big Lake. Elevations range from 651 metres to 682 metres above sea level. The topography and natural drainage pattern will have some implications for the design of municipal infrastructure Relation to Designated Flood Line The lands are above the Designated Flood Line for the Sturgeon River and for Big Lake Geotechnical Conditions Geotechnical investigations within the Plan Area are documented in the report Geotechnical Investigation Proposed South Riel Subdivision, prepared by J.R. Paine & Associates, February 2007 for the IBI Group. The report provides a summary of the general soil and groundwater conditions and an assessment of conditions for site development, site grading, building foundations, underground utilities, surface utilities, cement types, groundwater issues, and storm water management facilities. A total of 16 test holes were drilled to a depth of 7.3 metres. Generally, the soil conditions at this site consist of surficial topsoil, underlain by a very silty clay, or clayey silt material. The Groundwater table in the area is generally low, with all test holes being dry to a depth of 7.3 metres. The report presents guidelines and standards for the construction of all components of urban development. The soil samples indicated from negligible to severe concentrations of soil sulphates in the site subsoils, and suggest cement types to alleviate soil sulphate issues Vegetation Resources The Natural Areas Assessment for the South Riel Area Structure Plan prepared by Westworth and Associates included a reconnaissance level vegetation survey. The assessment looked at four environmentally sensitive areas, one significant natural area, and seventeen small natural SCHEDULE A TO BYLAW 27/2015 (Page 10)

61 Part 2 Site Analysis areas. The survey found that there were no rare vascular plants found during the study. Most of the site is dominated by several species of willow and trembling aspen. The understory consists mainly of prickly rose, red osier dogwood, stinging and marsh nettle, and American vetch. The wetlands were dominated by reed canary grass, slough and tickle grass, with some nettle and thistle. Most of the area shows signs of invasion by non-native species Natural Site Assessment Westworth Associates Environmental Ltd. prepared a Natural Area Assessment Forfor the South Riel Area Structure Plan dated February The report noted that most of the remaining natural areas are associated with small depressions that are too wet for agricultural use. Although such areas could be classified as a wetland, their small size limits their value as wildlife habitat. The report notes that the remaining natural areas in this location have limited sustainability within an urban environment although some opportunities exist to incorporate some of the natural features into stormwater management facilities or into park and open spaces. The report notes that an environmental assessment for the West Regional Road (Ray Gibbon Drive) conducted by Spencer Environmental Management Services Ltd., during 2003 identified a rare moss species. This moss species is located throughout the site and is typically found near the bases of trees and mature shrubs in moist habitats. Stantec Consulting Ltd., was contracted to undertake a collection and transplant program for the rare moss species identified. Samples were taken and sent to bryologist Dr. Richard Caners of the Alberta Biodiversity Monitoring Institute at the Royal Alberta Museum the week of February 3, 2014 for analysis. The transplant site is to be located at the Sandy Lake Wilderness Area in Sturgeon County. A monitoring program will behas been established to monitor the success of transplants Environmental Site Assessment A Phase 1 Environmental Site Assessment (ESA), based on the CSA Standard Z publication, Phase 1, Environmental Site Assessment, was completed in March 2006 for the subject property in St. Albert. The SCHEDULE A TO BYLAW 27/2015 (Page 11)

62 Part 2 Site Analysis ESA identified no concerns for the South Riel lands and noted that no further environmental investigation is necessary. An abandoned well head is located in the southwest corner of the Plan Area it has been reclaimed according to the requirements of Alberta Environment. The setback requirement from this former well head is a five (5) metreer minimum radius Heritage Resources A Historical Resources Impact Assessment of the South Riel lands in southwest St. Albert was completed by Walt Kowal Consulting in September The study concluded that the lands do not contain any archaeological, palaeontological, or historic period sites that are of historical importance and recommended that no further historical resources impact assessment or mitigation work are warranted Current Development Patterns The Plan Area is bordered to the north by the Riel Business Park and park area and to the east by low density residential land use in Heritage Lakes. The completed LeClair Way (137 th Avenue) bisects the center of the plan area. To the south, the lands are located adjacent to the Anthony Henday Transportation Utility Corridor and other lands within the City of Edmonton zoned as AG Agricultural Zone. Ray Gibbon Drive forms the westerly boundary and land west of this right-of-way is identified for future industrial development under the City s Municipal Development Plan. The Altalink Transmission Powerline runs through the Plan Area, extends to the City of Edmonton and is delineated with an meter (120 feet) wide right-of-way. A 10 meter (32.8 feet) wide Altalink gas pipeline right-of-way runs parallel to the CN Railway within the CN Railway setback. The CN Railwayline is the eastern border of the Plan Area. SCHEDULE A TO BYLAW 27/2015 (Page 12)

63 Part 3 Land Use Concept LAND USE CONCEPT Future Land Use Map The Future Land Use Map for South Riel is shown in Figure 2 which depicts future land use and roadway patterns for the subject lands. This map consists of a series of areas and symbols that define expected future land use and roadway patterns for the subject lands Land Use Concept: Major Development Patterns Multiple land uses are proposed for South Riel including: residential, commercial, mixed- use (residential and commercial), and commercial and industrial. The compact urban residential form and the variety of commercial, office, and industrial opportunities are proposed to complement each other. There is a prospect for some residents to live and work in the same neighbourhood with the potential to walk to work and access daily amenities or to utilize live-work units. The form and siting of land uses in the future South Riel area is influenced by the location of major transportation corridors in the vicinity of the lands, being: Ray Gibbon Drive to the west; the CN Railway to the east, and LeClair Way bisecting the Plan Area. The location of these corridors imposes certain constraints to development, but also provides opportunity given the locational advantage the roadways will provide with the region in the future. A major electrical corridor traverses the site in a north-easterly/south-westerly direction. Residential uses will be concentrated in the northeast corner. The residential densities may range from 35 to 141 dwelling units per hectare. The maximum densities as allowed under a specific land use district may not be permitted as it may be dependent on sanitary servicing capacity. The average, overall, net density of the residential area is 81 dwelling units per net residential hectare. The total number of dwelling units proposed is 792 units. The proposed developable residential area is hectares±, which is % of the gross developable area for the Plan Area. The commercial and commercial/industrial lands located in the southern portion of the Plan Area will provide goods, services, and employment to the community and the surrounding region. There are hectares± of commercial, and hectares± of commercial/industrial lands. SCHEDULE A TO BYLAW 27/2015 (Page 13)

64 Part 3 Land Use Concept Residential Land Use Residential land uses will include a mix of housing styles that are not limited to: semi-detached, townhouse and apartment style housing that will have access to open space, parks, shopping, and transit Medium Density Residential Medium density residential development will be dispersed throughout the residential development area. Semi-detached, townhouses, and multi- storey apartments are typical housing types associated with medium density residential development, although other innovative housing types may be contemplated in the Plan Area. The number of medium density residential dwelling units proposed is 390, which is 49 % of the residential units in South Riel. Expected residential density in these areas is approximately 88 units per hectare. Maximum densities for this land use designation are 94 units per hectare, these densities may not be realized due to sanitary servicing. Sanitary servicing capacities will be determined at subdivision and/or development permit Medium to High Density Residential Two (2) medium to high density residential parcels are proposed next to the multi-use trail located adjacent to the CN Railway. The number of dwelling units proposed is 180 units, which would comprise approximately 23% of dwelling units. Expected densities for High Density Residential are approximately 110 units per hectare. Maximum densities for this land use designation are 141 units per hectare. These densities may not be realized due to sanitary servicing constraints. Sanitary servicing capacity will be determined at subdivision and/or development permit Mixed-Use Commercial & Residential A mixed-use development site is proposed north of LeClair Way and adjacent to the CN Railway. The site area is 3.70 hectares±. The mix of uses could include stand alone commercial or residential, commercial on the ground floor with residential above, plus live work units. The type of commercial proposed will accommodate daily conveniences for residents. Complementary commercial for the compact neighbourhood may include café shops, personal services, specialty shops, small scale offices, and restaurants. The number of dwelling units anticipated is 222 dwelling units based on 60 dwelling units per gross hectare. SCHEDULE A TO BYLAW 27/2015 (Page 14)

65 Part 3 Land Use Concept Commercial Land Use There are twothree parcels of land designated as commercial, totallingtotaling more than hectares±. OneTwo parcels located south of LeClair Way istotal hectares± and isare planned as a large small regional commercial/ local centrecommercial centre. The secondthird parcel is (5.49 hectares±) located on the northwest corner of the intersection of Riel Drive and LeClair Way, is planned as commercial with a built form to include a mix of freestanding pads, box stores, and strip malls,. andit would permits residential units to be located above commercial. Both sites are adjacent to Ray Gibbon Drive; however, access to these commercial sites will only be permitted from Riel Drive and/or from LeClair Way. No access will be permitted from Ray Gibbon Drive. A high standard of site design, architectural elements, and landscaping will need to be incorporated to ensure an attractive addition to the City. Design Guidelines have been developed in order to direct development for the commercial lands south of LeClair Way Industrial/Commercial (Light Industrial) Land Use Industrial development will be situated in both the northwest and southeast sectors of the Plan Area, providing approximately hectares± of industrial/commercial land development. One 4.49 hectare± site located at 101 Riel Drive accommodates a large retail style greenhouse, and is the only parcel north of LeClair Way districted as Commercial and Industrial Service (CIS) Land Use District. The CIS district located at 101 Riel Drive will not be allowed to extend onto adjacent lands due to the proximity to residential uses. The remainder of the Industrial/Commercial land which is located in the southeast of the Plan Area does not require, nor are they dependant upon, exposure to Ray Gibbon Drive. It is districted Commercial and Industrial Service (CIS) Land Use District. This site is hectares±. These industrial/commercial lands are ideally located so that industrial type uses will not negatively impact residential land uses. Design Guidelines have been developed in order to direct development for the commercial/industrial lands south of LeClair Way Parks and Open Space The parks and open space system in the Plan Area will include trails, parks, open space, and stormwater management facilities. The Municipal Government Act and the Municipal Development Plan specify that 10% of the developable lands be dedicated as Municipal Reserve, which can be used for development of school, parks, and those trails accepted by the City, and are not associated with SCHEDULE A TO BYLAW 27/2015 (Page 15)

66 Part 3 Land Use Concept public utility lots. The municipal reserve anticipated from this Plan Area is 9.14 hectares±; however, the actual land area will be less based on land agreements and Municipal Reserve provided as cash-in-lieu. Prior to the South Riel Area Structure Plan being created in 2007, the land owners dedicated 1.93 hectares± of land to the Lois Hole Provincial Park that were not within the ASP boundary. An agreement with the City considered this area a deferral of Municipal Reserve from what then became South Riel, which the same party owned at the time. The Remaining Municipal Reserves will be allocated in the following ways: 0.65 hectares adjacent to stormwater management facility north of 101 Riel Drive with reference to 91MR. (registered at Land Titles Office) 5.6 hectares± for 6 City Annex lands to be provided as 2.42 hectares± in land and the balance to be provided as cash-in-lieu at fair market value (not dedicated). An additional 0.8 hectares± deferred from 7 City Annex. A Municipal Reserve shortfall of hectares± is noted and may be required as cash-in-lieu. No development can occur under the AltaLink transmission power line that passes through the Plan Area. The land under the power lines will be open space with an area of 2.46 hectares± and registered as a Public Utility Right-ofway (PUL) Trails A multi-use trail is being proposed along Riel Drive as part of the road right-of-way. The power line right-of-way may also be used as part of the trail system however, neither will receive municipal reserve credit. A multi-use trail is wider than a sidewalk and tends to be an asphalt surface. The development of the multi-use trail will be reviewed at time of Development Agreement in consultation with several City departments. Other trails proposed will provide connections between parks, neighbouring streets, and stormwater management facilities. Walkway connections will also be developed over infrastructure located within PUL s within the Plan Area. Adjacent to the CN Railway is a gas line running north-south, which can not have structures developed over it. A three metre wide multi-use trail SCHEDULE A TO BYLAW 27/2015 (Page 16)

67 Part 3 Land Use Concept is may be proposed on, or, adjacent to the gas line (based on approvals from the gas line company), which will connect to the open space under AltaLink s transmission power line. Trails are also proposed may also be considered adjacent to the two stormwater management facilities (dependent on approval by AltLink), and municipal reserves for the trails will be considered at time of subdivision. Some trails may have Public Utility Lot (PUL) designation where trails are within utility rights-of-way; therefore, no municipal reserve dedication would be granted in these circumstances. The trails must be installed at the time of development and construction so that future residents are aware of trail alignments Urban Park Sites It is expected that the land dedicated as Municipal Reserve will be developed to accommodate a range of passive and active recreation and leisure activities in consultation with future residents. The larger park space (1.89 hectares±) located in the northern portion of the ASP would be appropriate for active recreation. The two smaller park spaces (0.21 and 0.32 hectares±) located adjacent to the AltaLink right-of-way would be appropriate for more passive recreation uses, potentially including community garden plots, plazas and for community gathering, and flexible outdoor event spaces. Park design and programming will be subject to a park planning master plan Stormwater Management Facilities Two stormwater management facilities (SWMF) are proposed within the South Riel ASP to serve the drainage basin of the plan area. The facilities are located at the northwest corner and centrally at the intersection of Ray Gibbon Drive and LeClair Way. A trail connection will be provided to the centrally located storm water facility(dependent on AltaLink approval). Open spaces around the facilities will provide aesthetic value to the areas as well as functional outdoor areas for residents enjoyment. The majority of the area for stormwater management facilities will be provided as public utility lots. Municipal Reserve credit may be provided to upland areas, based upon City policies, to be determined at the time of subdivision of adjacent lands. SCHEDULE A TO BYLAW 27/2015 (Page 17)

68 Part 3 Land Use Concept School Site A school site has not been designated as part of this ASP. Three local school divisions (Greater St. Albert Catholic Schools, St. Albert Public Schools and Greater North Central Francophone Schools) operating within the City all noted that they did not require a school site in the South Riel plan area. Table 3-1: Student Population Projection Age Grades % of 2014 City of St. Albert Census age composition population 60,037 Student Generation South Riel (Total Population 1,547) 5-9 K-4 6.4% % % 110 Total 311 The anticipated number of students in the South Riel neighbourhood at full build-out is around 311 students between the ages of 5 to 19 years. This is based on the City of St. Albert 2014 Census Age Composition population of 60,037, the anticipated population of 1,547 for South Riel, and the percentage of each age/grade category. At time of development, the most current Census for St. Albert and consultation with school boards will occur to better anticipate student population 3.7 Development Statistics The development statistics for the plan area are shown, quantitatively, in Table 3-2. The gross area of the Plan Area is hectares±, as there is no Environmental Reserve to be dedicated in the Plan Area. All roads are included within the developable area. The residential area is 9.9 hectares±, which is 10.69%± of the developable area. The largest land uses in the Plan Area are made up of Commercial and Commercial and Industrial land uses which together total hectares± or 62.37% of the gross developable area. The remaining developable lands are shown in the Table 3-2 Development Statistics. SCHEDULE A TO BYLAW 27/2015 (Page 18)

69 Part 3 Land Use Concept The population per household fluctuates depending on the type of dwelling unit as indicated in the City of St. Albert Census For the medium density residential units, 834 persons are projected based on a combination of 2.14 persons per townhouse household and 1.77 persons per low-rise apartment household. In the medium/high density and mixed-use residential units, 712 persons are projected based on 1.77 persons per household. The population for South Riel is estimated at 1,547 at build-out. Policy 4.11, Neighbourhood Design Principles, of the MDP requires a minimum of 30 dwelling units per net residential hectare. The Plan Area has 81 dwelling units per net residential hectare. The policy also requires a minimum of 30% medium density and medium/high density residential units. The total number of medium and medium/high density residential units is 792, this equates to 100% of the proposed units. SCHEDULE A TO BYLAW 27/2015 (Page 19)

70 Part 3 Land Use Concept Table 3-2: Development Statistics Area (hectares) % of GDA Gross Area Gross Developable Area (GDA) Municipal Reserve (includes trails not over utilities and park) Stormwater Management (PUL) Power line right-of-way Pipeline and Telus right-of-way Collector Road Arterial Road Local Road Subtotal Other Uses Commercial Industrial/Commercial Subtotal Commercial/Institutional Units Pop. Residential Mixed Use Medium Density Residential Medium High Density Residential (R4) Subtotal Residential ,546 May not add up to 100% due to rounding. Development Statistics reflect 3.20 hectares± to be dedicated as cash-in-lieu based on fair market value and and additional 0.96 hectares hectares± to be dedicated in land or as cash-in-lieu. Overall, there will be 81 dwelling units per net residential hectare, MDP Policy 4.11 requires 30 dwelling units per net residential hectare with a minimum of 30% medium and/or high density residential. The residential numbers projected by the developer are lower than the district maximum densities of the anticipated Land Use Districts. As such servicing capacity and allowable densities will be determined at the time of subdivision approval. Residential breakdown consists of: o 60 du/ha for mixed-use; o 88 du/ha for medium density residential ; and o 110 du/ha for medium/high density. Of the net residential hectare, 9.77 ha± are for mixed use, medium and/or high density residential. 100% of the units are medium and/or high density residential. Mixed-use has been placed under the residential heading to capture the residential units. Of the 3.7 ha site, Expected population per residential unit based on St. Albert s 2014 Census is: o 2.14 persons per medium density dwelling unit; and o 1.77 persons per medium/high dwelling unit. 7 SCHEDULE A TO BYLAW 27/2015 (Page 20)

71 Part 4 Transportation TRANSPORTATION The Transportation network for South Riel is shown on Figure 3. This map consists of a series of coloured roadways and trails that define expected future transportation patterns for the subject lands. While the Traffic Impact Analysis (TIA) has been completed for full build-out, there are significant short-term challenges with traffic. Therefore, as part of an application for subdivision or development permit fore each development stage, the City may require an addendum to the TIA indicating the specific traffic impacts of that stage including: Proposed increase in traffic flows due to proposed development within that particular stage. Impact on the Level of Service of the intersection at Riel Drive and LeClair Way. Impact on the Level of Service at Ray Gibbon Drive and LeClair Way demonstrating that it does not exceed a volume to capacity ratio not exceeding 0.9. at the intersection of Ray Gibbon Drive and LeClair Way, shall result in the need to identify necessary roadway / intersection improvements to increase the Level of Service or reduce the volume to capacity ration, at or below Should the proposed development exceed these standards, additional roadway improvements may form part of the conditions of subdivision or development Arterial Road Network The South Riel ASP is served by Levasseur Road and Riel Drive on the north and northwest, and LeClair Way (137 Avenue) at the centre of the ASP. It should be noted that there is no road access along the southern perimeter of the plan area adjacent to the City of Edmonton. All access to the southern portion of the plan area will be through internal subdivision roads from LeClair Way and Levasseur Road. LeClair Way (137 th Avenue) is the major east-west arterial connection between Ray Gibbon Drive and lands located to the east of the ASP area. Sir Winston Churchill/184 Street south of 137 Avenue and is now closed and not accessible. Ray Gibbon Drive is the west boundary of the SCHEDULE A TO BYLAW 27/2015 (Page 21)

72 Part 4 Transportation ASP, no direct access to parcels within the plan area will be permitted from Ray Gibbon Drive. Ray Gibbon Drive at LeClair Way connects the ASP area south to the Anthony Henday Drive in Edmonton, and north through St. Albert. Ray Gibbon Drive is part of the truck route/dangerous goods route network Collector and Local Road Network The collector and local road network is illustrated conceptually in Figure 3. The proposed road network has been designed to connect land use destinations within the ASP area and integrate them with the existing transportation system. Riel Drive, which will be extended south LeClair Way into the Commercial and Commercial and Industrial lands, is the main north-south collector for South Riel Transit The local road pattern is provided for illustration purposes only and is subject to change at the time of subdivision. The residential portion proposes three access points to Riel Drive, and one access point to LeClair Way. The industrial/commercial portion has two access points off of LeClair Way that form a loop road with a portion of the roadway extending south to the closed 137 Avenue. The roadway extension is being provided should road access be needed to lands south of this ASP and City boundary. One access point aligns with Riel Drive and the other access point aligns on LeClair Way with the residential and mixed use access point located on the north side of LeClair Way. Transit routes have been established along Riel Drive. Where new roads are to be built, transit routes must be established as part of the first stage of development as per MDP Policy 12.7, New Area Structure Plan Technical Reports. In addition, transit stops must be within 400 metres walking distance of all residents. This distance is reduced for multiple family dwelling, institutional uses, major seniors residencies and activity centres. Transit stops are typically proposed along major collector roadways and done in consultation with the City s Transit Department Rail SCHEDULE A TO BYLAW 27/2015 (Page 22)

73 Part 4 Transportation The CN rail crossing has been relocated east of the Plan Area on LeClair Way. CN recommends a number of noise attenuation, setback and vibration mitigation measures for new development along railway lines. These measures will be reviewed at the time of subdivision for efficiency of applying them to development in South Riel. Mitigation measures are the responsibility of the developer in consultation with the railway company Pedestrian/Bicycle Links The multi-use trail system is shown on Figure 2, Future Land Use Map. The multi-use trails will connect the area to existing neighbourhoods to the east, via a roadway connection over the CN rail right-of-way and to the north via the existing trail that connects to the Red Willow Park system Noise Attenuation Noise attenuation along arterial routes (Ray Gibbon Drive, Levasseur Road, and LeClair Way), collector roadway (Riel Drive), and the railway line will be provided by the developer as per City policy. The developer may also consider additional mitigation measures such as building materials that reduce sound. At the time of subdivision, Development Agreement, or Development Permit, provision for noise attenuation amenities will be required at the cost of the developer. Additional requirements may be needed for residential developments adjacent to commercial developments so that noise, light, and odours from the commercial area to the residential area are addressed prior to, or at the time of the Development Permit. Additional noise and vibration studies and mitigation methods may be required for buildings exceeding four (4) storeys in height due to the increased potential for sound bouncing off taller buildings to adjacent single family residential Off-Site-Levies The South Riel neighbourhood is subject to off-site levies as identified within the Off-Site Levy Bylaw 30/2013 as amended. Off-site levies will be calculated, assessed, and collected at the time of subdivision or upon execution of a Development Agreement, in accordance with the rate that is applicable at that time. Should a subdivision or Development Agreement not be part of the development process, levies will then be collected at the time of Development Permit. SCHEDULE A TO BYLAW 27/2015 (Page 23)

74 Part 4 Transportation In addition to the off-site levies, additional costs may need to be borne by the developers to facilitate the interim plan of infrastructure capacity improvements Capital Recreation Contribution The South Riel residential areas are subject to the Capital Recreation Contribution that is charged per residential unit. The Contribution is determined in the Capital Recreation Contribution agreement prepared as a condition of subdivision or as a condition of the Development Permit Crime Prevention Through Environmental Design (CPTED) Decisions relating to transportation design, street pattern, access, noise barriers, public open spaces, parks, the power line corridor, multi-use trails and walkways in the built environment shall consider CPTED principles to create a safe and secure neighbourhood. The following basic strategies, respecting existing City standards, will be used during the development of South Riel: Use of natural surveillance strategies to increase visibility and awareness of public and private space; Use of natural access control techniques to guide/direct persons within the natural and built environments; and Promote territorial reinforcement by increasing definition of space and local stewardship Ray Gibbon Drive Ray Gibbon Drive is currently two lanes of traffic. With full build-out of the commercial/industrial lands in South Riel, four lanes of traffic movement will be required anticipated as well as upgrades to the intersection at LeClair Way and Ray Gibbon Drive. For ultimate build-out, an interchange will be required at Ray Gibbon Drive and LeClair Way. SCHEDULE A TO BYLAW 27/2015 (Page 24)

75 Part 5 Utility Services UTILITY SERVICES Water Supply and Distribution Water is provided to the South Riel area by the extension of water mains along the northern and eastern edges of the ASP area. Internal looping is required as staged development occurs. A water network analysis has been submitted that verifies how fire protection will be provided for each stage of development. A booster station is required to support the development until the South Reservoir is commissioned to support the area. The water servicing scheme will also accommodate network extensions to the lands west of Ray Gibbon Drive and, to the lands south of LeClair Way Wastewater Collection System (Sanitary) Figure 5 illustrates the sanitary sewer servicing concept for South Riel. A gravity system can be used in this area. The system needs to be sized to accommodate future flows from lands located to the west of Ray Gibbon Drive. This development requires the completion of a downstream project called Project 9 which is needed for servicing capacity. Project 9, an Off-Site Leviable infrastructure component supporting growth within the City, is a large diameter wastewater trunk line extending eastward from St. Albert Trail to the Capital Region lift station located on Surgeon Sturgeon Road and Sir Winston Churchill Avenue Stormwater Management Two stormwater management facilities (SWMF) are proposed within the South Riel Area Structure Plan to serve the drainage basin of the plan area. The facilities are located at the northwest corner and, centrally at the intersection of Ray Gibbon Drive and LeClair Way. Sediment control measures will be incorporated into the overall stormwater management system. Storm ponds, strategic settling ponds, or mechanical settling devices will be used to allow removal of suspended solids. The size of the SWMFs will be meeting the storage requirements necessary to accommodate the required release rate of 2 5litres/second/hectare. Stormwater pond sizes are approximations and may change in size at time of subdivision or Development Permit. A change in pond size may not require an SCHEDULE A TO BYLAW 27/2015 (Page 25)

76 Part 5 Utility Services amendment to this Area Structure Plan, providing development statistics and land use areas are not impacted. Stormwater Management for the Plan Area is as per Figure 6. Consultation with Administration will be required should a change in size be proposed for any SWMF Shallow Utilities Power, gas, and communication franchise systems will service the area through agreements established with the developers by the utility providers. Shallow utilities may be located within a public utility lot (PUL) or through a utility rightof-way agreement. Any existing overhead services must be relocated and placed underground at the time of development excluding the transmission line Public Utility Lots (PULs) A Public Utility Lot is where services such as water, wastewater, stormwater pipes, and shallow services are located. The size of a PUL will vary based on the number of utility services and pipe sizes accommodated. PULs can typically range between 6 metres to 9 metres in width. PULs do not receive Municipal Reserve credit. Emergency access to a site will be classed as a public utility lot and width of access will be determined in consultations with City Engineer and Public Works. Where services are shared or required, provisions of utility rights-of-way will be required to allow passageway for utilities from landowner/developer to enable development by other landowner/developer to proceed. SCHEDULE A TO BYLAW 27/2015 (Page 26)

77 Part 6 Implementation IMPLEMENTATION Development Staging Development will proceed typically from north to the south with the extension of Riel Drive and servicing infrastructure into the ASP area and from the east to facilitate the looping of water services. The first stage of development extends Riel Drive south to LeClair Way and to Ray Gibbon Drive. This will create a temporary at-grade intersection to be eventually replaced by a full interchange. The first stage of development was completed in Development has occurred in the northwest portion of the Plan Area with the extension of Riel Drive from Levasseur Road to LeClair Way; the development of a storm water management facility; and 101 Riel Drive, a industrial/commercial site that was completed in The anticipated development of the remainder of South Riel could see simultaneous development activities. The residential portion will develop from north to south as will the industrial/commercial located south of LeClair Way. The site at 151 Riel Drive can occur without any dependency on development of the residential or industrial/commercial areas. The potential full build-out of South Riel is seven (7) years Redistricting and Subdivision Timing of redistricting and subdivision applications are based on response to servicing capacity, agreements, and market needs. Development will occur generally from the north to south and in accordance with MDP policies Building Inspections The geotechnical investigations did not identify soil issues. At the time of a building permit, additional geotechnical study may be required should conditions show soil issues and or high water table levels. SCHEDULE A TO BYLAW 27/2015 (Page 27)

78 SCHEDULE A TO BYLAW 27/2015 (Page 25)

79 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 26)

80 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 27)

81 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 28)

82 Bylaw 29/2015 Bylaw 27/205 SCHEDULE A TO BYLAW 27/2015 (Page 29)

83 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 30)

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85 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 32)

86 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 33)

87 Bylaw 29/2015 Bylaw 27/205 SCHEDULE A TO BYLAW 27/2015 (Page 34)

88 Bylaw 29/2015 Bylaw 27/2015 SCHEDULE A TO BYLAW 27/2015 (Page 35)

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106 Attachment 5 CIRCULATION COMMENTS Bylaw 29/2015 Amendment to the South Riel ASP, Bylaw 30/2015 Amendment to the Land Use Bylaw Comments and questions from Developer Public Meeting February 11, 2014 No comments received as a result of the February 11, 2014 Public Meeting. Most questions concerned businesses looking for space to rent. Public Comments from Circulation No public comments were received from the circulation of the application which was mailed on August 14, 2014, comment period closed on September 4, External Stakeholder Comments from Circulation Comment FORTISALBERTA will require and easement to be registered on title. CN Rail provided standard conditions. Response Applicant has been notified. Note: the Railway running through St. Albert is a Secondary Branch Line, not a main line setback requirements from a secondary branch line are 15 metres. City of Edmonton Comments from Circulation Comment With future upgrades to Ray Gibbon Drive, Alberta Transportation has previously identified a need to close the existing 137 Avenue/Ray Gibbons Drive intersection, which currently provides access to the Big Lake area within the City of Edmonton, due to proximity to the Anthony Henday Drive interchange to the south. Ultimate access to the Big Lake area is planned to come via the west leg of the Ray Gibbon Drive/LeClair Way intersection. It is Response The City will require staged updates to the TIA prior to each stage of development to identify what traffic mitigation measures must be in place in relation to a specific stage of development. 1 P a g e

107 anticipated that this change will be required within the 2034 horizon analyzed in the TIA. As such, the TIA should consider a scenario where the Ray GibbonsDrive/LeClair Way intersection has four legs, providing access to the Big Lake area, and accommodating traffic displaced from the existing 13 7 A venue intersection. The TIA should acknowledge that the Ray Gibbon Drive/LeClair Way intersection will ultimately be a grade separated interchange. Consideration should be given in the ASP to providing a connection from the proposed north-south collector to 137 Avenue. This will provide vehicle looping within the proposed development, as well as along 13 7 A venue and 184 Street. The City will require staged updates to the TIA prior to each stage of development to identify what traffic mitigation measures must be in place in relation to a specific stage of development. 137 th Avenue is located in the City of Edmonton. City of St. Albert will consider these traffic connection if and when an annexation is approved. Internal Comments Manager of Transportation: Comment It is recognized within this TIA that transportation improvements must occur to the key roadway networks in proximity to the development land(s) prior to development build out. As a result of these concerns, upgrades will be necessary prior to the build out of this or the Averton Development. In terms of time of staged upgrades, construction traffic will play an impact to the existing road network as well. Thus all upgrades will be required to be done in a single stage approach and not in a phased approach. Pg. 59 of Amendment: Parking All parking requirements are to be met (as per land use bylaw or specific site needs) on site street parking is not to be used in any calculations. Economic Development Economic Development has been working very closely with this proponent for the past year and we fully support the plans that they have put forward for the ASP Amendment. The CIS designation (and orientation) for the majority of the lands is recognized as meeting a growing demand for this type of development in the Response Further detailed work is required to the Traffic Impact Analysis prior to any further approvals within the plan area N/A 2 P a g e

108 regional market and it will help St. Albert meet that demand with this specific product offering. The complementary RC districting in the north east quadrant to match the plans of the developer to the north along LeClair Way is also acknowledged as contributing to a synergistic retail offering in this corner of St. Albert 3 P a g e

109 Letter One FORTISALBERTA INC. CONDITION FOR SUBDIVISION APPROVAL MD FILE NO.: LUB E CUSTOMER NAME: NA LOCATION: RIEL SOUTH ASP Easement Required (easement to be granted for $1.00) The Developer must contact FortisAlberta Inc. a minimum of 6 weeks in advance of required system changes to determine easement requirements. Alteration to existing FortisAlberta Inc. facilities to accommodate the development will be at the Developer s expense. The Developer is typically responsible to electrically pre service the lots. Contact FortisAlberta Inc. Land Services Calgary at landserv@fortisalberta.com or (403) The proposed subdivision creates an encroachment even if no new services or system changes are needed; therefore, the requirement for an easement to FortisAlberta Inc. is a mandatory requirement of the subdivision approval. SIGNED:

110 Railway Properties 1 Administration Rd Concord, ON L4K 1B9 Telephone: Fax: PRINCIPAL BRANCH LINE REQUIREMENTS A. Safety setback of habitable buildings from the railway rights-of-way to be a minimum of 15 metres in conjunction with a safety berm. The safety berm shall be adjoining and parallel to the railway rights-of-way with returns at the ends, 2.0 metres above grade at the property line, with side slopes not steeper than 2.5 to 1. B. The Owner shall engage a consultant to undertake an analysis of noise. At a minimum, a noise attenuation barrier shall be adjoining and parallel to the railway rights-of-way, having returns at the ends, and a minimum total height of 4.0 metres above top-of-rail. Acoustic fence to be constructed without openings and of a durable material weighing not less than 20 kg. per square metre of surface area. Subject to the review of the noise report, the Railway may consider other measures recommended by an approved Noise Consultant. C. Ground-borne vibration transmission to be evaluated in a report through site testing to determine if dwellings within 75 metres of the railway rights-of-way will be impacted by vibration conditions in excess of 0.14 mm/sec RMS between 4 Hz and 200 Hz. The monitoring system should be capable of measuring frequencies between 4 Hz and 200 Hz, ±3 db with an RMS averaging time constant of 1 second. If in excess, isolation measures will be required to ensure living areas do not exceed 0.14 mm/sec RMS on and above the first floor of the dwelling. D. The Owner shall install and maintain a chain link fence of minimum 1.83 metre height along the mutual property line. E. The following clause should be inserted in all development agreements, offers to purchase, and agreements of Purchase and Sale or Lease of each dwelling unit within 300m of the railway right-of-way: Warning: Canadian National Railway Company or its assigns or successors in interest has or have a rights-of-way within 300 metres from the land the subject hereof. There may be alterations to or expansions of the railway facilities on such rights-of-way in the future including the possibility that the railway or its assigns or successors as aforesaid may expand its operations, which expansion may affect the living environment of the residents in the vicinity, notwithstanding the inclusion of any noise and vibration attenuating measures in the design of the development and individual dwelling(s). CNR will not be responsible for any complaints or claims arising from use of such facilities and/or operations on, over or under the aforesaid rights-of-way. F. Any proposed alterations to the existing drainage pattern affecting railway property must receive prior concurrence from the Railway and be substantiated by a drainage report to the satisfaction of the Railway. G. The Owner shall through restrictive covenants to be registered on title and all agreements of purchase and sale or lease provide notice to the public that the safety berm, fencing and vibration isolation measures implemented are not to be tampered with or altered and further that the Owner shall have sole responsibility for and shall maintain these measures to the satisfaction of CN. H. The Owner shall enter into an Agreement stipulating how CN's concerns will be resolved and will pay CN's reasonable costs in preparing and negotiating the agreement. I. The Owner shall be required to grant CN an environmental easement for operational noise and vibration emissions, registered against the subject property in favour of CN.

111 June 8, 2015 Mr. Dean Schick, C.E.T. City of St. Albert Manager of Transportation, Engineering Services 5 St. Anne Street St. Albert, AB Canada T8N 3Z9 DSchick@stalbert.ca Re: Henday Industrial Development Transportation Impact Assessment Review Dear Mr. Schick: MMM Group Limited (MMM) was retained by the City of St. Albert (referred to in this document as the City ) to conduct a review of the transportation impact assessment (TIA) associated with the proposed Henday Industrial development to be located in the City of St. Albert, Alberta. Noted below are the results of our review. SCOPE OF REVIEW MMM s review of the documents provided by the City were limited to transportation-related topics and analyses. The following documents as part of this assignment: - Henday Industrial Transportation Impact Assessment, FOCUS, January March 4, 2015 City of St. Albert Memorandum, South Riel (Industrial) ASP Amendment - March 12, 2015 City of Edmonton Memorandum, South Riel Industrial ASP Amendment, Revised Second Circulation - April 8, 2015 City of St. Albert Memorandum, South Riel GWL-Henday Industrial TIA - May 6, 2015 City of Edmonton Memorandum, Meadowlands at South Riel ASP Amendment, Second Circulation - May 20, 2015 WSP Response to Comments, South Riel ASP Amendment, Transportation Planning Matters - Synchro files provided by WSP - Turning Movement Counts provided by the City of St. Albert

112 COMMENTS 1. It is agreed that even at the Area Structure Plan (ASP) level, some level of detail and understanding should be in place with regards to the transportation assessment to aid all parties in assessing the supporting infrastructure that may be required to support the land uses and densities. 2. It should be noted that the ITE Trip Generation edition (Edition 8) stated in the TIA to estimate development is no longer the most current version. ITE s Trip Generation 9 th Edition is most recent. The City may wish to consider the applicant conduct a comparison of estimates from the two editions to determine if any significant, material differences are present. If the differences are negligible, no revision to the development s trip generation estimates is necessary. 3. It s unclear what justification was used for assuming a 25% pass-by capture rate for the proposed commercial development. 4. With reference to Table 6.6, Table 6.7, Table 6.8, Table 6.9, Table 6.10, Table 6.11, Table 6.12, Table 6.13, Table 6.14, Table 6.15, Table 6.16, Table 6.17, Table 6.18 and Table 6.19 of the TIA: modification of the intersection cycle length should only be carried out with measured understanding of the impacts to the broader transportation network. If the intersection is part of a broader, coordinated network, a cycle length change at one intersection may create a cascading effect on the overall corridor, and Synchro results for the intersection may not be reflective of actual conditions. In addition, it may mask to a certain extent the true impacts of the proposed development to the intersection s movements. It is recommended that the original cycle length be maintained for all scenarios analyzed. 5. With the traffic signals proposed along LeClair Way at Riel Dr. and Site Access 1, along with the existing signals at Ray Gibbons Dr. and Sir Winston Churchill Ave, consideration should be given to configuring the eastbound and westbound approaches as part of a coordinated network in the long term 2034 scenario and potentially the 2019 scenario as it may yield operational benefits. Discussions with the City should be held with regards to existing signal networks in the area and if this is feasible. Obtaining the network offset from the master signal in the network may be sufficient to determining feasibility without the need to model all intersections within the network. 6. With reference to Table 6.6, Table 6.7 and Table 6.8 of the TIA: 95 th Percentile queues along LeClair Way (west) appear to be approaching the CN railway line. While the CN railway line crossings were not included in this TIA due to low rail activity, it is advisable that some safety measures be considered for this location (such as stop bars in advance of the CN railway line and signage directing vehicles to not block the CN railway line). 7. If modification of the adjusted cycle lengths back to the existing cycle lengths at any study intersections result in LOS failures or v/c ratios, mitigation measures should be recommended. 8. Table 6.10 of the TIA: The T, TR lanes of LeClair Way (East) are noted as having a 95 th Percentile Queue of 125.5m. The proposed L lane is 120m. Since this is less than the 95 th Percentile Queue of the T,TR lanes, it is possible that access to the L lane could be blocked by vehicles intending to travel westbound, which may result in even longer queues as L lane vehicles are stuck in the T lane and unable to access the L lane storage area. It is 2

113 recommended that the L lane be extended so as to exceed the 95 th Percentile Queue of the T, TR lane to maintain access to the L lane. Alternatively, other improvements can be recommended to reduce the 95 th Percentile Queue of the T, TR lane to be less than the length of the L lane. 9. Table 6.10 of the TIA: Similar to Comment #7, the T, TR lanes of LeClair Way (East) are noted as having a 95 th Percentile Queue of 177.4m. The proposed L lane is 120m. Since this is less than the 95 th Percentile Queue of the T,TR lanes, it is possible that access to the L lane could be blocked by vehicles intending to travel westbound, which may result in even longer queues as L lane vehicles are stuck in the T lane and unable to access the L lane storage area. It is recommended that the L lane be extended so as to exceed the 95 th Percentile Queue of the T, TR lane to maintain access to the L lane. Alternatively, other improvements can be recommended to reduce the 95 th Percentile Queue of the T, TR lane to be less than the length of the L lane. 10. Table 6.11 of the TIA: Similar to Comment #7, the T, TR lanes of LeClair Way (West) are noted as having a 95 th Percentile Queue of 92.8m. The proposed L lane is 70m. Since this is less than the 95 th Percentile Queue of the T,TR lanes, it is possible that access to the L lane could be blocked by vehicles intending to travel eastbound, which may result in even longer queues as L lane vehicles are stuck in the T lane and unable to access the L lane storage area. It is recommended that the L lane be extended so as to exceed the 95 th Percentile Queue of the T, TR lane to maintain access to the L lane. Alternatively, other improvements can be recommended to reduce the 95 th Percentile Queue of the T, TR lane to be less than the length of the L lane. 11. Tables 6.12 and 6.13 of the TIA: Similar to Comment #7, the T, TR lanes of LeClair Way (West and East) are noted as having 95 th Percentile Queues that may exceed the available storage length of the adjacent L lane. Since this is less than the 95 th Percentile Queue of the T,TR lanes, it is possible that access to the L lane could be blocked by vehicles intending to travel through, which may result in even longer queues as L lane vehicles are stuck in the T lane and unable to access the L lane storage area. It is recommended that the L lane be extended so as to exceed the 95 th Percentile Queue of the T, TR lane to maintain access to the L lane. Alternatively, other improvements can be recommended to reduce the 95 th Percentile Queue of the T, TR lane to be less than the length of the L lane. 12. Similar to Comment #7, L lane lengths at the Ray Gibbon Drive and LeClair Way intersection should be re-evaluated to determine if the 95 th Percentile queues of the adjacent T, TR lanes will exceed the existing and/or proposed L lane storage lengths. 13. The TIA recommends amending the LeClair Way (east) existing right-turn lane into a shared through-right turn lane in 2019, and then to an exclusive through lane with construction of a new exclusive right-turn lane in Instead, it is recommended that the right-turn lane be modified into a though lane and new right-turn lane be constructed (the 2034 improvements) as part of the 2019 improvements. Without a detailed collision analysis of the intersection or history for the origins of the right-turn lane, it may not be appropriate to modify the right turn lane into a shared through-right lane. 14. Similar to Comment #12, amending the right turn lane into a shared through-right lane on Riel Drive (North) is not recommended unless a collision analysis or understanding of the origins of the right-turn lane are evaluated. Alternative improvements are recommended to mitigate the operational concern being addressed. 3

114 15. The northbound right-turn at Ray Gibbons Drive and LeClair Way carries a significant volume of traffic in both the AM and PM peak hours. Modifying the northbound right turn movement into free flow conditions with the proposed traffic signal at Riel Drive and LeClair Way creates the potential to overwhelm the Riel Drive traffic signal and create operational concerns. 16. The City of Edmonton noted the potential need to consider the Big Lake development. A review of available documents suggests the Big Lake development s primary access point will be the Ray Gibbons Drive & LeClair Way intersection, representing the west leg of this intersection, upon closure of the 137 Avenue & Ray Gibbons Drive intersection. This modification will have a significant impact on the operations of the Ray Gibbons Drive & LeClair Way intersection including possible lane configurations of the intersection, as well as impacting the volumes along LeClair Way in front of the Henday development site. It is recommended that the Big Lake development and the proposed configuration to Ray Gibbons Drive & LeClair Way intersection be integrated into this analysis and the volumes from the Big Lake Development as they pertain to LeClair Way be included. It is acknowledged that this development was not specified by the City to the developer during the 2014 scoping assessment, however the development s potential impacts along LeClair Way could have significant bearing on all recommended improvements over the 2019 and 2034 horizon years. 17. With regards to the LeClair Way & Riel Drive intersection, it is agreed that signalization is necessary for the safe and efficient operations of this intersection. Under 2019 background conditions, it appears the eastbound to northbound left-turn movement is the critical movement depending on signalization. However, as the south leg of the intersection is one of the proposed development s primary access points, the proposed development is highly dependent as well on the signalization of this intersection (southbound approach as well as the westbound to southbound movement). It is recommended that a cost sharing agreement be considered for the signalization of this intersection between the City and Developer, based on either the percentage of volumes on critical lanes or another mutually agreeable procedure. A roundabout can be considered for this intersection however there may be operational concerns with its proximity to Ray Gibbons Drive as well as Site Access 1, especially considering the impacts associated with the rerouting of traffic from the Big Lake development. 18. Consideration should be given to seeing if the No Right Turn on Red option will fail the southbound right-turn movement at the LeClair Way & Riel Dr intersection. Considering the closely spaced signals and future traffic volumes anticipated along LeClair Way, a No Right Turn on Red option, if functional, may act as a means to meter the traffic traveling towards Ray Gibbons and control queueing and congestion along the corridor. 19. The City has noted queue spillover on the southbound left-turn movement at the Ray Gibbon Drive & LeClair Way intersection under existing conditions. Efforts to mitigate this concern in the long-term were identified as the development of dual southbound left-turn movements. With the proposed access changes associated with the Big Lake development to this intersection, these queues could potentially increase as green time at the signal will now have to include the needs of a new eastbound approach, which may accelerate the need for the dual southbound left-turn lanes to In addition, as modifications to this intersection are undertaken as part of the Big Lake development changes, it may be 4

115 advantageous to consider if these improvements can all be undertaken simultaneously to avoid repetitive construction cycles at the intersection. 20. Given the broad range of development periods being evaluated (existing, 2019 and 2034), it is agreed that specific timing of improvements could be deferred and associated with development thresholds being reached upon a more detailed evaluation. Agreement in concept for proposed improvements between the developer and City are more critical at the ASP stage of development. Specific improvements necessary for the proposed development (2019 improvements) should be done prior opening of the development site, and longer term (2034) improvements should be evaluated in shorter increments to identify when specific areas of concern first appear. 21. It is in the interest of both parties (developer and City) that some level of detailed analysis of expected operations (functionality of improvements, adequacy of turn lane lengths, etc.) should be evaluated to ensure reasonable expectations of commitment from both parties. For example, if alternative improvements include additional widening along LeClair Way, the difference in financial cost may be challenging for both developer and City (depending on scope of contribution), which may make elements of the proposed development cost prohibitive. 22. It is agreed in concept that developing operational solutions for the 2034 horizon year can be challenging and should require detailed traffic monitoring to identify appropriate timing. However it is also necessary to assess the nature of the potential improvements that may be needed to (1) understand if the proposed development can be reasonably accommodated by the roadway network with no endangerment to the public, (2) dedicate adequate right-ofway needed to mitigate for long-term concerns, and (3) assign appropriate responsibility to all contributing parties involved. 23. Given the scoping assessment that was conducted earlier in 2014, it would not be appropriate to now include the analysis of the 137 Avenue / Anthony Henday Drive interchange as part of this TIA. 24. A north-south collector to 137 Avenue within the ASP may provide limited to no changes to the development s impacts. Alberta Transportation has indicated a plan to close the 137 Avenue & Ray Gibbons Drive intersection, which would presumably also limit the east side of this intersection to a right-in, right-out only scenario. While the connector would benefit the development s inbound traffic from the south, it is unlikely to provide significant relief to the development s outbound traffic volumes. Exiting development traffic would travel south on this north-south connector and travel to Ray Gibbons Drive, only to turn right and travel north again towards LeClair Way. It is unlikely much development traffic would exercise this option over traveling directly to LeClair Way from within the development through one of the two proposed site access points. It may also have the unintended consequence of introducing some u-turning traffic on Ray Gibbons Drive by development traffic when significant congestion periods occur along LeClair Way. 5

116 If you have any questions, please do not hesitate to contact me at or extension Sincerely, MMM Group Limited Selby Thannikary, P.E., P.Eng. MMM Group Limited 6

117 MEMORANDUM March 4, 2015 TO: FROM: SUBJECT: Karen Oxley, Planner Kate Polkovsky, Long Term Planning Engineer South Riel (Industrial) ASP Amendment The following comments have been provided based on provided documentation for the ASP amendment for South Riel. General Comments: 1. Transportation considerations will be required for the build out of the project. Upon Staging of development the City may require additional upgrades to be implemented to service the development lands, and mitigate a decrease in the Transportation LOS, active transportation linkages as well as intersection upgrades to facilitate development. 2. Booster station will be placed within a PUL, and will require the necessary SCADA linkages to the current St. Albert systems. Servicing Brief: 1. A statement has been provided saying if locations of South reservoir changes then boundary conditions may need adjusting, where did the modelling assume the connection to this system would be? 2. The Storm water servicing, please provide the overall servicing area that the ponds within the ASP area will be servicing. 3. Storm requirements: a. The consultant must consider the maximum prevalent event for modelling of storm water (within this areas the July storm is prevalent, although considerations must be given to the 1:100 year event as well. b. Provide your post development runoff hydrograph for the prevailing storm water event. c. Freeboard and emergency overflow considerations, in instances where an emergency overflow into a natural flowing body cannot be provided to the storm water system a freeboard must be provided. Typical practice incorporates a freeboard calculations based on the volume generated in a 1:5 year event and the necessary elevation that this volume would attribute to the specific storm water management facility. d. Provide the information on the release rate and the impacts to the downstream ponds.

118 Please contact me with any questions. Kate Polkovsky

119 MEMORANDUM April 8, 2015 TO: FROM: SUBJECT: Karen Oxley, Planner Dean Schick, Transportation Manager South Riel GWL-Henday Industrial TIA The following comments are in regards to review of the TIA associated with the South Riel GWL-Henday Industrial development. Administration Recommendation: It is recognized within this TIA that transportation improvements must occur to the key roadway networks in proximity to the development land(s) prior to development build out. Areas of operational and resulting safety concern are directly related to the intersections of: Ray Gibbon Drive at LeClair Way (westbound left turning movement and right turning movement, future westbound through movement, southbound left, northbound right). LeClair Way at Riel Drive (operational coordination with the intersection of Ray Gibbon Drive, eastbound left turn movements, westbound through movement). As a result of these concerns, upgrades will be necessary prior to the build out of this or the Averton Development. Comments from Amendment Document: 1) Pg. 37 of Amendment: LeClair Way at Riel Drive required staged upgrades: a. Development would be responsible for costs of signalization. b. Due to proximity between the two intersections (Ray Gibbon LeClair Way and Riel LeClair Way) there is a concern for the two signalized intersections and resulting queuing. It is noted within the intersection Queuing Reports that the Average and also 95% Queue exceed the

120 existing distances between the intersections. Please review this further and provide additional details including proposed mitigation techniques. i. Have alternative forms of traffic control been reviewed at this site ie) roundabout. What is the impact of the two designs (signal or roundabout) from projected volumes and expected signal operations from Ray Gibbon Dr and LeClair Way. c. Prior to development between Ray Gibbon Drive and Riel Drive, construct an additional westbound lane (ultimately turning into a designated westbound right turn lane to turn north on Ray Gibbon Drive). i. Maintain the westbound dedicated right turn lane at LeClair Way and Riel Drive (this leaves dual lefts, 2 through westbound and a dedicated right). ii. Widen LeClair Way with the proposed dedicated westbound right turn lane at Ray Gibbon Drive (as per 1b). 1. This is due to safety concerns with a shared thru/right westbound lane and conflict with the southbound right turn movement (from Riel Dr to LeClair Way). Curvature of the road, speed of 60 km/hr may cause driver judgement concerns (not knowing if the vehicles are turning right or travelling through). 2. Review the signal operation at the intersection for the movement if there were a No Right on Red operation for the southbound right turn. Does the movement fail? d. There needs to be identified constraints with any eastbound LT lane extensions due to proximity of Ray Gibbon Drive intersection and westbound LT storage requirements at this intersection. i. Integrate projected Queuing report information and confirm the 20 m storage extension will allow for required taper lengths and result in storage expected. 2) Pg. 37 of Amendment: LeClair Way at Ray Gibbon Drive required staged upgrades: a. This is a key intersection of operational concern that will impact LeClair Way at Riel Drive. b. Upgrades must be implemented prior to development of GWL or Averton developments. c. Upgrades proposed from Layout 1 to Layout 2 are not viable for staged implementation the greater (with additional design capacities) will be implemented prior to development occurring. d. Upgraded Layout 2 proposed options are viable, with the addition of: i. Widen Ray Gibbon Drive from south city limits to approximately 500 m north of LeClair Way intersection. (4 lane divided additional lanes for both north and southbound traffic movements).

121 ii. Provide acceleration lane for westbound movement from LeClair Way to northbound Ray Gibbon Drive. iii. The southbound left turn movement is currently approximately 85m in length; it can not be reduced and should be reviewed for extension. 1. This left turn movement has backed up during am / pm periods and blocked the southbound through movement. 2. Review southbound left turn operations and potential for southbound dual left turn implementation during intersection construction. e. It must be taken into account that the Province is constructing a southbound right turn lane / deceleration lane for access to the park. 3) In terms of time of staged upgrades, construction traffic will play an impact to the existing road network as well. Thus all upgrades will be required to be done in a single stage approach and not in a phased approach. 4) Pg. 59 of Amendment: Parking a. All parking requirements are to be met (as per land use bylaw or specific site needs) on site street parking is not to be used in any calculations. Comments from TIA Document (January 2015) 1) With the TIA not integrating future development west of Ray Gibbon Drive (Big Lakes) the City assumes further operational impact scenarios to the intersection of Ray Gibbon Drive and LeClair Way which further decreases level of service of the intersection beyond what is identified within the report. 2) For Synchro review and analysis of the intersections along LeClair Way they show a variety of cycle lengths for pre and post development. a. This is unrealistic for coordination and a holistic approach to the corridor operations should be looked at in regards to identifying needs from the higher congested locations (such as Ray Gibbon or Riel Dr) and the resulting impact to the lesser volume intersections (operating with equivalent or ½ cycle lengths). i. This will provide greater recognition of queuing and operational levels of service. b. In general identifying and implementing optimal operational considerations at individual sites does not correlate to effective corridor operations, nor realistic expectations of level of service. 3) As noted above in comment 1c there are concerns with the full length westbound lane extending through the intersection of LeClair and Riel. It is noted on pg. 29 of the TIA that the additional westbound lane is required for RGDr at LeClair, review

122 the option of the simple extension of a separated westbound right turn to address this concern (while maintaining the mandatory westbound right at Riel Dr)? 4) In regards to comment 1d above, pg 31 of the TIA provides clarity that this extension is related to the outside eastbound left turn movement. Just confirm this intent to address constraints noted earlier. 5) With regards to pre and post staged upgrades to the Ray Gibbon Drive and LeClair Way intersection, the intent of the City is to address the operations and levels of service in a more proactive approach. Upgrades to the road network should occur prior to development, and should address the post term designs to prevent unnecessary future delays due to construction. a. At this time, Pre-Development upgrades are not deemed acceptable, with further anticipated construction impacts presented in the TIA with Post Development upgrades. b. The Post Development upgrades would impact roadway operations in a minimal time frame for minimal gain. For both efficiency and cost effectiveness the goal should be larger scope improvements in a more immediate time frame with Pre Development actions. c. Provincial approval must be provided to the Developer in regards to proposed upgrades to Ray Gibbon Drive (north and southbound) as well as intersection upgrades at LeClair Way. The Developer will be responsible to apply for and receive approval for all roadway design changes from the Province directly. i. Alignment should be made with longer term design of the road network. Dean Schick Transportation Manager dschick@stalbert.ca Cc: Tracy Allen, Director Engineering Lenore Mitchell, Senior Planner Kate Polkovsky, Long Term Planning Engineer

123 Attachment 6 Fiscal Impact Analysis Summary The applicant completed a Fiscal Impact Analysis (FIA) for South Riel that was prepared by Applications Management Consulting Ltd., on behalf of South Riel Development Corporation (Averton Homes) and GWL Realty Advisors Inc., to evaluate the impacts of proposed development on the financial operations of the City of St. Albert once this area is fully built-out. The analysis is based on 2014 municipal property tax rates. FIAs in the past showed the net gain or net loss for property taxes, but did not consider future financial obligations with life-cycle (major repair and maintenance, modernization, and rehabilitation) and replacement (replacing or rebuilding infrastructure) costs. By acquiring infrastructure, the City has assets to maintain and should set money aside each year to fund future replacement of the assets. All departments participated in the model update. When looking at capital costs to service South Riel, any oversizing of infrastructure that was done to service land outside the plan area has been removed from the cost analysis. The analysis looked at the Off-Site Levy Bylaw, which addresses large projects that the City charges developers in support of large capital infrastructure projects. Projects include arterial roads, reservoirs and pump stations, lift stations, forcemains, major utility transmission mains and trunks, and other major infrastructure. Not covered under the Off-Site Levy Bylaw are services such as fire stations, libraries, building(s) for police staff and city staff, arts and culture, transit, enforcement, and city-wide recreation and park facilities. -1-

124 Attachment 6 Table 1: The Fiscal Analysis Findings - Full Build-out of South Riel in Real 2014 Dollars Dollars per Year Type $171 million residential taxable assessment $370 million non-residential taxable assessment $541 million total taxable assessment $1.3 million $4.35 million $5.35 million $52.48 million new infrastructure $2.51 million $154,516 $2.35 million residential property tax revenues non-residential property tax revenues total municipal property tax revenues per year total capital expenditures per year for 20 years to fund new capital projects per year (annual lifecycle costs and to build-up reserves for replacement of infrastructure assets) $1.31 million* per year of operating costs $1,189 per capita operating expenditures $1.3 million operating revenues per year $1.92 million* utility revenue per year $768 per dwelling unit $4.89 million annually a net financial gain to the City without any life-cycle costs $2.53 million per year for 20 years net gain, which includes maintenance and replacement cost $2.69 million per year Net annual gain to the City after 20 years The net Gain to the City is determined by taking the municipal property tax revenues plus operating revenues, less annualized operating and capital costs incurred by the City to service South Riel. For the first 20 years of a fully built-out South Riel, the annual gain is $2.53 million to the City. After 20 years, the debt associated with City-funded infrastructure should be repaid, than the City is anticipated to have a net gain of $2.69 million per year. *The non-residential portions of these figures were not extrapolated from the data, however nonresidential assessment makes up approximately 68% of the plan area. Therefore non-residential uses would presumably contribute approximately 68% of the annual operating costs and utility revenue. -2-

125 Attachment 7 South Riel Commercial & Industrial Design Guidelines (DRAFT) SEPTEMBER 2015

126 SOUTH RIEL INDUSTRIAL & COMMERCIAL DESIGN GUIDELINES: Purpose of the Design Guidelines The South Riel Industrial and Commercial lands (known as the Anthony Henday Business Park) are intended to be developed as a high quality business park with a variety of light industrial and commercial uses. Light industrial buildings will include small, medium, and large-bay options for distribution, and manufacturing businesses with ancillary outdoor storage will be a secondary use to the buildings on the site. Commercial buildings will accommodate medium-sized retail opportunities for grocery, general merchandise, convenience, restaurant, and potentially hotel amenities. The development will incorporate green design techniques and design guidelines to ensure that the Anthony Henday Business Park is an aesthetic as well as, an economic asset to the City of St. Albert. The development will strive to cultivate the St. Albert brand. These Design Guidelines are intended to: Promote the Anthony Henday Business Park development as a high quality business oriented industrial park, that will provide long-term benefits to businesses operating within South Riel and the City of St. Albert at large; Establish a quality and consistency of site, building, and landscaping design that will help create an attractive, successful, and economically viable industrial and commercial development as well as ensure long-term compatibility with surrounding land uses; and Ensure that all owners, leasees, and/or tenants of buildings within the development are held to the same standards of design and development, and to prevent incompatible and inappropriate development on adjacent sites within the development. Relationship to the City of St. Albert Land Use Bylaw The Design Guidelines contained herein are designed to meet or exceed applicable City bylaws. Conformance with these standards should facilitate a prompt review for compliance with City codes, standards, and requirements. The design guidelines are intended to be followed in conjunction with other policies and regulations including, but not limited to, the City of St. Albert Municipal Development Plan, the 1

127 City of St. Albert Land Use Bylaw, and the South Riel Area Structure Plan. These guidelines are not to be construed as to reduce or lessen the requirements of these or any other applicable regulation(s). These guidelines are intended to provide criteria for development based upon general compliance with these guidelines. In addition to the minimum requirements of the Land Use Bylaw, the following criteria will apply to the Commercial and Commercial/Industrial Development located in the Anthony Henday Business Park as shown on Map 1: Map 1 2

128 Land Use Guidelines All development shall be complementary to, and compatible with, existing and proposed adjacent land uses and developments; Light Industrial uses shall not produce nuisance factors that extend beyond the limits of each property line; and Tenant businesses are to be placed so that they are compatible in operation, so that they can develop potential synergies between businesses. Site Design Guidelines Natural site features shall be preserved, if possible; Views to open spaces, stormwater management facilities, and public amenity areas shall be maintained or enhanced where possible; The principles of Crime Prevention Through Environmental Design (CPTED) will be encouraged; Natural visual surveillance from businesses to streets, sidewalks and parking lots shall be encouraged; Pedestrian connections shall be encouraged; Consideration should be given to locating and orienting buildings, landscaping and other features to maximize sun exposure while reducing the impact of wind on pedestrian spaces; and Through roads shall be used, where possible, to promote good street linkages. Access Guidelines Access driveways shall be provided with clearly visible entrances; Multi-modal transportation shall be accommodated within site and access design and transit stops shall be provided as per MDP policy; Convenient and safe pedestrian access shall be provided to all industrial and commercial buildings from the public sidewalk; Driveway entrances shall be located to align with access points on the opposite side of the street, wherever possible; Clear, identifiable and safe pedestrian connections throughout the site shall be provided; and Pedestrian distances within the commercial component of the site should be interspersed with rest areas, which also provide an opportunity for public art. Building Orientation Guidelines Street-oriented development shall be provided in all areas, wherever possible; and Commercial buildings, where necessary, may be oriented to the public street or to internal, shared parking and/or amenity areas. 2

129 Storage and Service Areas Guidelines Outdoor storage and manufacturing shall not be permitted in commercial areas; All service areas, including outside storage areas, loading areas, garbage and recycling enclosures and at-grade or rooftop mechanical equipment shall be located and designed to be visually screened from all streets and adjacent residential areas. These uses could be incorporated into the building and shall be located in the sides or rears of buildings; Screening of service areas, outdoor storage areas, loading areas, and garbage and recycling enclosures shall consist of solid fencing, walls, or a combination of opaque landscaping with walls or fences as acceptable to the City of St. Albert; and Security fencing including chain link should be limited to side and rear yards, as well as visually screened with landscaping. Security fencing should be located behind the landscape buffer so that the landscaping is visible from the street or adjacent parcels. Fencing in front yards should be limited to decorative use only and should not visually obstruct the building. Fencing heights are outlined in the Land Use Bylaw. Suitable fencing materials include, but are not limited to, wrought iron. Landscaping Guidelines Landscaping, streetscaping, and hardscaping elements shall be provided on each site and throughout the development as a whole; Plantings shall be selected for appropriateness to the site, and the use of native landscaping material shall be encouraged; The use of public art throughout the commercial/retail component of the development is encouraged; and The use of entrance features is encouraged. Parking Area Guidelines Where possible, parking areas shall be located to the rear or side of main buildings. Visitor parking areas may be located between the building and the public street; Large parking areas shall be broken into smaller blocks with landscaping; and Where large expanses of parking are provided in a single area, landscaping shall be incorporated throughout the parking area to break it into smaller blocks; and Provisions for convenient bicycle parking are encouraged throughout the site. 3

130 Utilities Guidelines All utilities shall be installed underground, with the exception of pad-mounted transformers which shall be screened from view with landscaping or in aesthetically pleasing decorative enclosures on utility rights-of-way. Building Design Guidelines High quality exterior finishing materials, including architectural concrete block, exposed aggregate concrete, stucco, glass, brick, stone, and/or wood, shall be utilized: The use of two or more colours of exterior finishing materials is encouraged; A variety of architectural design treatments, including articulated building footprints, the use of colour banding, structural bays and/or recesses in the wall surface, shall be utilized to reduce building massing, and to promote architectural definition and visual interest; Multi-building commercial developments shall demonstrate consistency of architectural character, scale, massing height, roof form, lighting, signage, and site furniture; Complementary architectural treatment of buildings through recurring design elements such as exterior finish, materials, colour, or architectural elements is encouraged; Building entrances shall be clearly identified. Design emphasis and weather protection for entrances shall be encouraged; Consideration should be given to minimizing exposed exterior walls visible from the street. The incorporation of design features, including details that create rhythm such as changes in texture or colour, into these elevations will be encouraged to provide some architectural interest; Office and retail buildings should have a minimum of 70% visual transparency at ground level on walls facing streets and parking lots;the bulk of buildings should be reduced through the use of appropriate proportions, pedestrian scale and building clusters, where possible; Wide sidewalks with bumpouts should be provided, where required, to minimize pedestrian and vehicle conflict; Pedestrian cut-throughs should be provided within the commercial/retail component of the site to allow exposure and access to internally placed buildings; and Long expanses of building faces should be avoided where possible. 4

131 Signage Guidelines Signage shall be compatible with the architectural design, scale, colour, and materials of the building, and be designed as an integral element of the building s facade; At-grade signage shall be located to provide clear views and sight lines for driveways and road intersections, and shall be integrated with appropriate landscaping where permitted by the Land Use Bylaw; Multi-tenant buildings shall use coordinated facia signage to identify individual tenants; Portable signs shall be discouraged; Building addresses shall be clearly visible and identifiable from the public street; Simple, clear, consistent and informative wayfinding and signage shall be provided for all forms of transportation. Signage shall be coordinated throughout the neighbourhood wherever possible; and An architectural theme for signage could be considered to provide unification and identification for the area. Lighting Guidelines Pedestrian walkways, entrances and parking areas shall be adequately illuminated; Security lighting around building perimeters shall be encouraged; and All lighting shall be directed downward and inward to prevent the illumination of off-site areas. Photos courtesy City of St. Albert and WSP Focus Group 5