City of London. Southwest Area Plan Draft report for public review May 5, 2010

Transcription

1 City of London Southwest Area Plan Draft report for public review May 5, 2010

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3 Contents EXECUTIVE SUMMARY 3 Part 1 INTRODUCTION Background 1.2 The Big Issues: Opportunities and Constraints within the Southwest area 1.3 Public and Agency Consultation 1.4 Study Process Part 2 PHYSICAL AND PLANNING CONTEXT The Subject Lands in context Growth Management Implementation Strategy 2.3 The Official Plan and Existing Area Plan Status Provincial Policy Statement 2.5 Sanitary Sewer Servicing Study (SSSS) & Sanitary Master Plan 2.6 Southside Pollution Control Plant (SPCP) 2.7 Water Servicing Master Plan 2.8 Storm Water Management & Existing Watershed Environmental Assessment Development Charges By-law Transportation Master Plan Transportation Master Plan Part 3 COMPONENT STUDIES Natural Heritage Study 3.2 Cultural Heritage Study 3.3 Servicing Studies (Water and Sanitary Servicing; Drainage and Stormwater Management) 3.4 Transportation Infrastructure Part 4 A VISION AND FRAMEWORK FOR THE SOUTHWEST AREA A Vision for the Southwest Area 4.2 The Structuring Elements: A Framework for the Southwest Area 4.3 Alternative Land Use Concepts Part 5 PREFERRED LAND USE PLAN Conceptual Structure of the Land Use Plan 5.2 Overview of the Preferred Land Use Plan 5.3 Sub-area: West of Wonderland Rd. Corridor 5.4 Sub-area: The Wonderland Rd. Corridor 5.5 Sub-area: White Oaks and Exeter Mixed Use Precinct 5.6 Sub-area: Exeter Road Spine 5.7 Sub-area: Brockley Part 6 SUMMARY OF PLAN ELEMENTS AND YIELDS Housing and Population Projections 6.2 Retail/Commercial Projections 6.3 Employment Projections 6.4 Community Facilities Part 7 PHASING Phase 1: Approved Area Build-out 7.2 Phase 2: Corridors and Nodes Expansion 7.3 Phase 3: Filling the Gaps 7.4 Phase 4: Long Term Growth Part 8 FINANCIAL IMPACT ANALYSIS Cost Analysis for SWAP Part 9 IMPLEMENTATION The Southwest Area Plan Phasing Strategy 9.2 Protocol for amending Urban Reserve: Community Growth and Urban Reserve: Industrial Growth lands within the Southwest Area 9.3 The Role of Sub-area Plans 9.4 Zoning By-law 9.5 Amendments to Part 9 of the Southwest Area Plan 9.6 Planning Application Process 9.7 Integration with the Environmental Assessment Process 9.8 Special Policies for Industrial Development adjacent to the Brockley Rural Settlement Area APPENDICES

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5 Executive Summary The Southwest Area Plan is a new kind of planning document for the City of London. The administration of the City of London was directed by Municipal Council to undertake the Southwest Area Plan (SWAP) in the fall of Intended as a design and vision-led process, the plan was to be conducted though an open consultative public process, and determine the preferred land use plan, and location and timing of related servicing infrastructure, along with outlining a financial plan, to implement and/or phase the build out of the entire Southwest study area. Though modeled after previous area plans guiding growth and development in London, as the first City-led area plan process this document differs in some important ways. In the past, private sector-led area plans predicted impacts of alternative land use and related infrastructure on a local level. Generally, impacts of these area plans were small, comparing the impact of a few development alternatives upon an existing environment without consideration of synergies or constraints created by other future developments. The outcome was a general lack of co-ordination, leading the City into undesirable conditions for long term planning and growth management: an uncertain financial circumstance in which Development Charge revenues significantly lagged behind the spending on infrastructure a patch work quilt approach for implementing emergent policies and stakeholder objectives such as: place-making; integrating parks, open spaces and protected natural areas within neighbourhoods and trail systems; the creation of transit-supportive nodes and corridors; and the desire for creating distinct community identities, neighbourhood focal points, and attractive commercial and employment areas Alternatively, the Southwest Area Plan is a big picture analysis of both the opportunities and constraints shaping growth in the Southwest study area, and the Southwest s significant role in shaping the future of the City of London. This analysis leads to a Preferred Land Use Plan a long term vision of the Southwest area as a living and economic gateway which in turn is supported by a series of flexible guidelines and policies, and recommended Phasing Strategy, designed to guide all decisions and investments towards achieving this vision incrementally over the next 50+ years. The Southwest Area Plan does not therefore attempt to favour any one particular interest, nor present specific solutions to individual development proposals. Instead, this document is rooted in a desire to create a comprehensive and forward-looking image - the Preferred Land Use Plan - of this area as it will function and appear when fully built out. The best way to understand the foundation on which the Preferred Land Use Plan is built is to read this document in full. However, you may learn more about specific components of the plan by referring to the summaries and Part references provided below. Interested in learning more about the total built-out population of the Southwest area? The Southwest Area Plan envisions, over a planning horizon of 50+ years, a total residential population of approximately 60,000 people and 22,500 jobs within the study area boundaries. These numbers may be further sub-divided into two distinct planning areas: The Southwest Study Focus Area: this area, approximately 1,000 hectares in size, represents all lands currently designated Urban Reserve Community Growth and Urban Reserve Industrial Growth within the study area. These lands are currently reserved as future growth areas within the City of London s Official Plan, and are the primary focus of the recommendations contained within this plan. The Southwest Study Focus Area, once fully realized, will consist of approximately 42, 500 people (70% of total residential growth in the study area) and 15,000 jobs (70% of total employment growth in the study area). The Southwest Built / Approved Area: this area is comprised of lands within the study area already supporting urban uses (neighbourhoods, places to work and shop, etc.), and additionally, lands already approved for future urban uses according to four existing Area Plans. This built/approved area is planned to accommodate approximately 18,000 people and 7,200 jobs. = 82,500 PEOPLE + JOBS To learn more about the differences between these two distinct planning areas please refer to Part 2.3 the Official Plan and Existing Area Plan Status. To learn more about the distribution of population and employment yields, please refer to Part 6: Summary of Plan Elements and Yields. the public and stakeholder consultation process that informed this document? A series of six public and agency stakeholder consultation sessions were held throughout the area planning process to acquire public and stakeholder feedback, identify and address issues, foster support for the long-term vision for the study area, and ensure transparency throughout the planning process. To learn more about these consultation sessions, please refer to Part 1.3: Public and Agency Consultation. URBAN STRATEGIES INC. / AECOM 3

6 Interested in learning more about the Vision statement and related Structuring Elements for the Southwest Area? The Vision for the Southwest Area is a high-level description of the future role and desired qualities of the study area. The Vision for the Southwest, in part, is the creation of a living and economic gateway through which to promote and enhance London s competitiveness and quality of life. The vision is further elaborated through four core themes, which all future decision-making and investment shall strive to accomplish: A Diverse and Connected Community A Competitive Place to Work and Invest A Green and Attractive Environment A Model of Sustainable growth management Building on the Vision, a conceptual framework for the Southwest area is also provided as a series of Structuring Elements. These elements each represent preferred approaches to the big issues facing the study area, and which manifest themselves in the Preferred Land Use Plan described in Part Five. These critical issues include retail and commercial distribution, sanitary servicing, the area s natural features framework, and others. what the Preferred Land Use Plan looks like? The Preferred Land Use Plan (see Figure 5.15) is the cumulative result of the consultation, technical studies, vision statement and structural elements described earlier in this document. It provides a road map to guide future land use and development patterns throughout the entire study area. Though only the Focus Area components of this plan (as described in Section 2.3) shall form part of recommended official plan amendments (see Part 9 for details), the Preferred Land Use Plan should be reviewed and understood in its entirety as a reference for informing complex growth management issues. The Land Use Plan is divided into five main precincts or sub-areas, each of which shall be guided through the future creation of more detailed sub-area plans. Each of these sub-areas are further guided by a series of Place-making goals (long term objectives reinforced through individual municipal investments, planning approvals and private developments). The Preferred Land Use Plan is accompanied by an Illustrative Land Use Plan, which provides a finer-grained, conceptual illustration of the block, local road, open space and land use pattern envisoned for the area. Neighbourhood retail on Pack Road looking east Land use structuring concept for the Southwest Area To learn more about either the Vision for the Southwest Area, or its related Structuring Elements, please refer to Part 4: A Vision and Framework for the Southwest Area. Please turn to Part 5: Preferred Land Use Plan, to review the plan (Figure 5.15) and its related policies. Mixed use gateway at Exeter and Wonderland Roads looking north 4 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

7 Illustrative Land Use Plan: a finer-grained, conceptual illustration of the block, local road, open space and land use pattern envisoned for the area URBAN STRATEGIES INC. / AECOM 5

8 Interested in learning more about the various technical studies conducted to support the recommendations of this plan? Full component studies (including natural heritage, cultural heritage, servicing and transportation infrastructure studies), are available as separate appendices to this document. Proposed Open Space network the Phasing Strategy for the long-term build-out of the Southwest Area? The timing associated with approval of development in the Southwest area, and the necessary investment in hard infrastructure (roads, sewers, etc.) and soft infrastructure (community and emergency services, parks and recreation programs, etc.) required to support this development, is one of the most important considerations of this plan. The Southwest Area Plan s Phasing Strategy is rooted in the City of London s Growth Management Implementation Strategy (GMIS), which states that in the near to medium term planning horizon, the Southwest area s currently approved and built-up area (see Part 2.3 for a description of the Southwest Built / Approved Area) shall receive priority allocation of available interim servicing capacity. The GMIS further states that there is an adequate land supply throughout the City of London to meet all residential, commercial and employment over the near to medium term planning horizon. This plan therefore recommends a five phase approach to approving and supporting growth and development in the Southwest Area, with the first phase restricted exclusively to those areas already approved for urban uses within the Southwest Built / Approved Area. Future growth phases shall not be permitted until construction of the planned Southside Pollution Control Plant (SSPCP), currently anticipated for the year Further, that in guiding its decision to construct and operate the SSPCP, the City shall determine, through a comprehensive Official Plan review, a demonstrated need for current Urban Reserve Lands to either: provide market choice and diversity in order to keep London s economy competitive; and/or meet Provincially mandated land supply targets, as established by the 2005 Provincial Policy Statement (see Section 2.4 for additional details of the Provincial Policy Statement). maintain and/or provide industrial servicing to meet identifiable needs within the SWAP based on overall city industrial servicing flexibility, or provide such development as part of a strategic initiative (such as the developing the 401/402/Wonderland Road areas as an example). Proposed Road network Phasing of the Southwest Area Plan over the next 50+ years how recommendations of the Southwest Area Plan will be adopted and used? This document constitutes, in its entirety, the Southwest Area Plan. The sum of all analysis and recommendations contained within this report are intended to guide all decision-making and investment within the Southwest area over the next 50+ years. However, only Part 9 Implementation, including the text policies and (forthcoming) land use schedules contained therein, shall constitute Secondary Plan policies, and proceed as future amendments to the City of London s Official Plan. The Preferred Land Use Plan (Figure 5.15) shall provide the basis for future amendments to Schedule A - Land Use of the Official Plan. For an overview of the intent, methodology and key findings of each study, please refer to Part 3: Component Studies. To learn more about the timing and triggers associated with each of the five growth phases for the Southwest area, please refer to Part 7: Phasing Strategy. 6 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

9 Part 1 INTRODUCTION 1.1 Background The Big Issues: Opportunities and Constraints within the Southwest Area Public and Agency Consultation Study Process 14 The introductory chapter provides a broad summary of the background and purpose of the area plan, including a description of study process, consultation events and outcomes. URBAN STRATEGIES INC. / AECOM 7

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11 1.1 Background The Southwest Area Plan is a new kind of planning document for the City of London. Recognizing the need to take a comprehensive approach to the challenges and opportunities facing London as the City continues to grow outwards, Council directed the creation of a document to guide the long-term management and approval of growth in the City s southwest area one of the City s last and largest reserves of land, and where a significant portion of growth will be absorbed over the next 50+ years. This document the completed Southwest Area Plan is the end result of that direction. Though modeled after previous area plans created throughout London, as the first City-led Area Plan process this document differs in some important ways. Primarily, it is a big picture analysis of opportunities and constraints, with a primary emphasis on promoting sustainable growth patterns, attractive urbanism, strong neighbourhoods and natural resource management. It incorporates the feedback of many stakeholders, from property owners to developers and numerous city agencies. And it recognizes that when undertaking a planning exercise of this magnitude and complexity, there will be competing interests, and differences in opinion respecting preferred approaches to land use distribution, phasing and infrastructure. Taking these various inputs into account, the Southwest Area Plan has attempted not to favour any one particular interest, nor to present specific solutions to individual development proposals initiated by private interests. Instead, it aims to strike the right balance of growth, community revitalization, economic development and resource preservation in a manner that promotes a triple bottom-line approach - fiscal, environmental and social to responsible planning and growth management. It is a vision-led approach that describes a flexible, long-term, and built-out image of the Southwest area, and works backwards to achieve this vision incrementally by enforcing best practices in land use planning, growth management, environmental protection, and good urban design. The end result is the answer to three fundamental questions: 1. How will the Southwest Area grow? 2. What will the Southwest Area look like? 3. How will the Southwest Area function? How to Read This Document This document is structured to replicate the study process that led to this final product, the Southwest Area Plan. It begins by describing the study area and the opportunities and challenges associated with the long term build out of this strategically important growth area, and progresses through more detailed layers of investigation and visioning before reaching a Preferred Land Use Plan a roadmap to guide the evolution of this place over the next 50+ years, and the basis for future amendments to Schedule A - Land Use of the City of London Official Plan. The Southwest Area Plan concludes by describing the strategies and policy amendments needed to implement the various recommendations and findings of this study process. You can read more on each of these steps within the following Parts: Part One: Introduction The introductory chapter provides a broad summary of the background and purpose of the area plan, including a description of study process and timing, and consultation events and outcomes. Part Two: Physical and Planning Context Building on the investigative and analytical work produced throughout the study process, the second chapter provides a contextual description of the study area: its current and planned/approved land uses and infrastructure, the study area s surroundings and connections, and the Southwest Area Plan s relationship with other parallel study processes and city policies. Part Three: Component Studies This chapter provides summaries of the key findings and implications for land use planning, environmental protection, infrastructure investment and growth management as determined through various component studies. Full component studies, with detailed methodologies and technical information, are available as separate appendices to this plan. Part Four: A Vision and Framework for the Southwest Area Part Four provides some big-picture ideas for tackling the challenges and opportunities facing the Southwest area. First, it describes a Vision for the future role and qualities of the study area. Building on these principle foundations, a conceptual framework for the Southwest area is provided as a series of Structuring Elements, and a series of Alternative Land Use Concepts are explored. These investigations lead to preferred approaches to solving the big issues facing the study area, as represented in the Preferred Land Use Plan described in Part Five. URBAN STRATEGIES INC. / AECOM 9

12 1.2 The Big Issues: Opportunities and Constraints within the Southwest area 10 LONDON SOUTHWEST AREA PLAN DRAFT REPORT Part Five: Preferred Land Use Plan This is the core of the plan. It describes an overview of the recommended land use plan; and goes on to describe in greater detail the five sub-areas that make up the total study area. Each of these sub-area descriptions contain macro - or high-level - guidelines through which to shape sustainable economic, environmental and social growth patterns. The intent is to shape and align relationships between the Southwest area s built environment (the buildings we live, work, shop etc in) and the hard and soft networks and open spaces that frame and connect those buildings. Part Six: Summary of Plan Elements and Yields. Part Six provides relevant statistics for: housing and population projections; parks and open space requirements and dedications; and commercial, institutional and other non-residential land uses. Part Seven: Phasing The Phasing chapter describes the timing associated with approval of development in the Southwest area, and the related triggers for investment in hard infrastructure (roads, sewers, etc.) and soft infrastructure (community and emergency services, parks and recreation programs, etc.) required to support this development. Part Eight: Financial Impact Analysis This chapter provides the estimated cost of all municipal services and infrastructure necessary to support the Preferred Land Use Plan and associated Phasing Strategy. Part Nine: Implementation The final chapter outlines the various steps necessary to realize the vision for the Southwest Area, and ensure that future land use and development patterns evolve over the long term in manner generally consistent with and supportive of the Preferred Land Use Plan as detailed in Part Five. Part Nine includes the text policies and (forthcoming) land use schedules that shall constitute Secondary Plan policies, and proceed as future amendments to the City of London s Official Plan. The Preferred Land Use Plan (Figure 5.15) shall provide the basis for future amendments to Schedule A - Land Use of the Official Plan. As noted above, the Southwest Area Plan is a municipally-initiated, design-led planning study. It favours comprehensive approaches to big picture issues with Southwest Area- and City-wide significance, as opposed to pursuing separate solutions to individual development proposals. There are a number of major issues that the Area Study addresses with respect to how, where, and when growth occurs in the Southwest Area, including: How much residential growth should be accommodated in the Southwest over the long-term? Consistent with the 2005 Provincial Policy Statement, the Official Plan for the City of London states it is the City s intent to maintain an inventory of vacant, designated urban land in the range of a 15 to 20-year supply. With respect to London s overall residential growth, forecasts beyond the year 2030 can already be accommodated within current designated, draft plan approved and registered lands within previously designated growth areas. Any amount of additional development permitted within the study area is dependent on a range of factors, including ensuring an orderly pattern of growth, the ability to protect natural heritage features, availability of servicing, road network capacity, and other determining factors. The extent to which retail and commercial uses should grow southwards along the study area s major corridors (Wonderland Road and Wharncliffe Road), versus its concentration at strategic nodes. This issue concerns the location of future retail is its scale and type - whether it is primarily regional or community-oriented in scale, or provides a broad mix of goods and services at appropriate locations throughout the study area. The character and size of future roads within and through the southwest area. These include: o o o The Southdale Road corridor as an important seam between the stable Westmount community and the emerging Southwest area. Though much of this corridor technically falls outside the Focus Area of this study process, it is important that over time mixed use development and residential intensification be encouraged along Southdale in order that these areas grow as one extended community with shared access and common facilities. Wonderland Road, particularly with its connection to Highway 402, is an important access corridor and major structuring element of the Southwest area. Wonderland Road will continue to grow in importance when eventually connected to Highway 401, and is already host to an emerging commercial corridor extending south from Southdale. Wonderland is the major northsouth corridor through the study area, and is expected to be widened to six lanes and given a landscaped boulevard treatment worthy of a major entry into the city. Bradley will be a major east-west route through the study area and is planned as a limited access road with a green boulevard, as currently exists east of While Oak Road.

13 How best to reconfigure and/or realign the awkward intersection of Exeter, Wharncliffe, and Wonderland? The Southwest Area Plan introduces a proposed re-alignment for further investigation. How to interface with existing and approved developments? The Southwest Area is not a blank slate. There are a number of land use designations, infrastructure improvements, and plans that have already been approved or developed, and which have real impacts on future opportunities for land use and development. In fact, approximately half of the total land area (2,700 ha) is already built out or approved for residential, commercial and employment land uses and development. The treatment of the Brockley area, with its residential and industrial conflicts. The extent and character of the natural features framework within which the plan is established. There are significant natural features within the study area that require protection, and which could be enhanced through integration with existing path and stormwater conveyance systems. A natural features framework exists that generally includes the areas identified in the Natural Heritage Study as Environmentally Sensitive Areas, wetlands, and woodlands. Watercourses will also be identified and protected, including Dingman Creek, Pincombe Drain, White Oak Drain and potentially Anguish Drain and Thornicroft Drain. The amount and location of land reserved for long term employment and economic growth. The Southwest area is very well situated with respect to transportation access and infrastructure, making it a highly desirable location for a range of employment uses. These various uses should be identified and distributed according to their respective needs and potential impacts on adjacent land uses. Fig. 1.1: Existing and emerging land use patterns The density and type of future residential development, and the location of higher density elements. The nature of three established residential communities (Lambeth, Southwinds and Brockley), which provide important direction for their respective adjacent uses. Each of these communities should be encouraged to maintain and enhance their unique identity, and adjacent land uses planned to respect the existing character and function of these places. Opportunities for green and open space buffers exist, and should be explored as a means to separate these existing communities, where possible, from adjacent nonresidential uses. URBAN STRATEGIES INC. / AECOM 11

14 The extent and alignment of future public transit improvements. A potential regional transit alignment could include a route along Bradley, a route along Wonderland between Southdale and Wharncliffe, and a route along Wharncliffe to Colonel Talbot in Lambeth. The precise alignment will be confirmed as this plan and the Transportation Master Plan is completed. The location and character of any new village centres within Lambeth and the newly developed areas. The ideas and recommendations contained within this report provide a coordinated and integrated response to these many questions, and an attempt to resolve many of the conflicts inherent between them. Fig. 1.2: Land use issues to be addressed by the study 12 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

15 1.3 Public and Agency Consultation A series of six public and agency stakeholder consultation sessions were held throughout the area planning process to acquire public and stakeholder feedback, identify and address issues, foster support for the long-term vision for the study area, and ensure transparency throughout the planning process. The list below provides an overview of the various consultative meetings and events held with various stakeholders, including property owners, community groups, developers, City Councilors and City agencies. Session 6 - Final presentation to Planning Committee Date: Spring 2010 Participants: Planning Committee, general public, consultant team, City staff Objectives and content: Presentation of final Southwest Area Plan to Planning Committee Session 1 - Stakeholder information session and meetings Date: May 11, 2009 Participants: Key stakeholders identified by City staff, consultant team, City staff Objectives and content: Introduction to study team, scope, and timetable; provide stakeholders an opportunity to present their interests and vision for Southwest Area Session 2 - Public information session and open house Date: June 9, 2009 Participants: General public, consultant team, City staff Objectives and content: Introduction to study team, scope, and timetable; presentation of best practices in community design; Community listening and visual preference exercises to build an understanding of local objectives and issues, and provide the greater community with an opportunity to contribute to the overall vision for the study area. Figs. 1.3, 1.4, 1.5, 1.6: Images from open house and workshop Session 3 - Opportunities & constraints workshops Date: June 17, 2009 Participants: Key stakeholders, consultant team, City staff Objectives and content: Presentation of draft background technical studies, an exploration of growth scenarios, and preliminary structuring elements for the Southwest Area; facilitated breakout group discussions of opportunities and constraints of various growth scenarios and drawing conceptual land use plans. Session 4 - Alternative land use concepts open house Date: October 8, 2009 Participants: General public, consultant team, City staff Objectives and content: Presentation of structuring elements and alternative land use concepts, followed by facilitated breakout group discussions on strengths and weaknesses of each concept. Session 5 - Draft report and Preferred Land Use Plan open house Date: May 18, 2010 (forthcoming) Participants: General public, consultant team, City staff Objectives and content: Presentation of preferred land use concept, followed by facilitated breakout group discussions URBAN STRATEGIES INC. / AECOM 13

16 1.4 Study Process Phase 1: Project Initiation & Visioning The Southwest Area Plan study began with a thorough immersion in the expectations of the City of London and project stakeholders, a review of existing policy and factual documentation, and a preliminary analysis of current site and contextual conditions. This phase culminated in a community visioning session: a blue-sky discussion through which to record stakeholder objectives and concerns for the study area. Fig. 1.7: Project timeline Draft Southwest Area Plan report Phase 2: Component Studies This second phase focused on developing a complete technical understanding of the existing study area and regional context. Phase 3: Opportunities & Constraints Analysis & Summary With the technical foundation now built, the project team turned its attention to the future of the study area. This phase resulted in a summary of opportunities and constraints - an integration of the various planning, design and servicing inputs collected and created by our team so that forthcoming land use concepts could address the big issues facing the Southwest area. Phase 4: Alternative Land Use Concepts The fourth phase of the Southwest Area Plan study process involved the creation of four Alternative Land Use Concepts for the study area. These concepts show a variety of possible approaches to land use and development patterns in the Southwest Area, with each concept focused on a particular land use type Retail, Employment, Residential, and Open Space. These alternative land use concepts were additionally the focus of a public open house and roundtable discussion, wherein the relative strengths and weaknesses of each concept were explored. Phase 5: Preferred Land Use Plan The fifth phase focused on the creation of a Preferred Land Use Plan, which is the cumulative result of all municipal and stakeholder consultation, technical studies and alternative land use concepts executed earlier in the study process. Phase 6: Area Plan Study This final phase involved the consolidation of all relevant materials into a draft Southwest Area Plan report, along with all supporting technical studies, for public release, review and comment. This phase involves numerous stakeholder consultation events designed for explaining the content and function of the Southwest Area Plan, and to provide a public forum for sharing and recording stakeholder feedback. Public comments will be considered in the creation of a final Southwest Area Plan report, which shall be presented to the City of London at a statutory meeting of Planning Committee. 14 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

17 Part 2 PHYSICAL AND PLANNING CONTEXT 2.1 The Subject Lands in context The 2008 Growth Management Implementation Strategy The Official Plan and Existing Area Plan Status Provincial Policy Statement Sanitary Sewer Servicing Study (SSSS) & Sanitary Master Plan Southside Pollution Control Plant (SSPCP) Water Servicing Master Plan Storm Water Management and Existing Watershed Environmental Assessments Development Charges By-law Transportation Master Plan Transportation Master Plan 23 Building on the investigative and analytical work produced throughout the study process, the second chapter provides a contextual description of the study area: its current and planned/approved land uses and infrastructure, the study area s surroundings and connections, and the Southwest Area Plan s relationship with other parallel study processes and city policies. URBAN STRATEGIES INC. / AECOM 15

18 Fig. 2.1: Study area boundaries 16 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

19 2.1 The Subject Lands in context The Southwest Area Plan study area constitutes a substantial share of the remaining undeveloped land contained within the City of London s Urban Growth Area. Approximately 2,700 hectares in size, the area represents numerous opportunities and challenges associated with long-term growth owing to a multitude of complex land use and built form relationships, including: existing communities, servicing constraints, important environmental features, multiplicity and complexity of ownerships and differing opinions with respect to the area s planned trajectory over the next 50+ years. Given the study area s considerable size and complexity, the Southwest area is better understood as five distinct precincts, or sub-areas, as described below. Each of these sub-areas, while inter-related and in some instances overlapping, possess distinct land use, built form, natural heritage and infrastructure characteristics that distinguish them from one another. Sub-area: West of Wonderland Road (Lambeth and Talbot communities) The area west of the Wonderland Road corridor is the largest of the five sub-areas, and is predominantly characterized by existing residential communities and undeveloped farm land. The Village of Lambeth has a distinct identity, with a traditional commercial main street focused on the intersection of Main Street and Colonel Talbot Road, and attractive, walkable neighbourhoods organized along either side of this linear, community gathering place. This area is also host to the bulk of natural and environmentally sensitive features within the study area. Prominently featured is the Dingman Creek, which flows in a meandering pattern through and beyond the sub-area until it reaches the Thames River. The northern edge of this sub-area is Southdale Road, which prior to annexation served as the southern municipal boundary of the City of London, and has for many years functioned as a limited access arterial road. Accordingly, adjacent residential and commercial uses have oriented themselves away from this busy thoroughfare, which today creates a distinct seam between the Southwest study area and adjacent Westmount community to the immediate north. Sub-area: Wonderland Road Corridor (Southdale Road to Dingman Drive) Though Wonderland Road overlaps with three of the five identified Southwest sub-areas, its role as a main structuring element of the study area and important gateway to the city warrants a separate categorization. Wonderland Road has evolved rapidly since construction of the Highway 402 interchange. The corridor s increased market accessibility and new found gateway status quickly transformed the arterial road into a highdemand commercial corridor, with urban uses expanding south from the emerging hub at the intersection of Wonderland Road and Southdale Road. This accelerated rate of commercial growth (focused to date between Southdale Road and a planned intersection with the future Bradley extension) has not had the benefit of a shared vision for the future of this important corridor, nor a comprehensive area plan to anticipate longterm growth patterns. The result to date are largely disconnected land use patterns and a busy thoroughfare with little of the amenity or design consideration due an entranceway to the city. South of Wharncliffe Road Wonderland remains largely undeveloped, with agricultural uses and greenfield parcels lining both sides of the road. Sub-area: North-East Mixed use Precinct (Bostwick East and Longwoods areas) This sub-area is generally contained within an area north of Exeter Road, South of Southdale, east of Wonderland and reaching the northeastern edge of the study area along White Oaks Road. This precinct contains the study area s most complex land use and built form relationships, owing to a string of divergent uses around the sub-area s perimeter: recent rapid commercial growth along Wonderland Road, employment and industrial uses lining the edge of Exeter Road to the south and along White Oak Road to the east, and pockets of residential apartment buildings and singlefamily subdivisions towards the north and interior of the sub-area. Sub-area: Exeter Road Employment Area The fourth and second largest sub-area is the large employment precinct located along Exeter Road, east of Wonderland, and extending as far south in some areas as the Highway 401 corridor. Made up largely of existing and planned industrial uses, this area possesses excellent competitive qualities for employment lands: excellent access to two 400-series highways; an abundant land supply with prioritized servicing capacity; and lack of encroachment by incompatible land uses. Brockley The fifth and final sub-area is the smallest of the five, and is known generally as the Brockley planning area. While generally appropriate for employment-focused and highway commercial uses given its accessible location at the intersection of Wellington Road South and Highway 401, the Brockley area is notably distinct for its residential pockets. URBAN STRATEGIES INC. / AECOM 17

20 2.2 The 2008 Growth Management Implementation Strategy The preparation of the Southwest Area Plan has taken place in the context of a City-wide strategy for growth management which has major implications for the amount, nature and timing of new growth within the study area. In June of 2008, City Council considered a report from the General Manager of Planning and Development that laid out a comprehensive strategy for coordinating the phasing of development approvals with the municipal infrastructure investment required to support development throughout the City of London s designated growth areas. Entitled the Growth Management Implementation Strategy (or GMIS), this document will guide the pace of growth in a manner that is consistent with the Official Plan and provincial policies governing land use planning and growth management in London. The GMIS is best thought of as a multi-year budget that can be adjusted as economic and growth conditions change over time. It was originally envisioned that Civic administration would report recommended changes to Council on a yearly basis. The GMIS was reviewed and amended during to 2009 Development Charges Background Study. The current GMIS was created in June 2008 out of Council s desire to better coordinate several individual efforts for development, while ensuring that new concepts mentioned in the PPS, Bill51 and emergent growth related policies be incorporated while creating a vision for growth across the city. At that time, uncertain financial circumstance in which DC revenues significantly lagged behind the spending on infrastructure led to reforms to the DC By-law. With respect to the timing and phasing of growth in the Southwest area, and the construction of servicing works to support future growth, the GMIS makes clear the ability of existing, designated lands within the city s urban area to meet city-wide growth forecasts, and that it would be premature to consider greenfield development applications in the study area until a demonstrable need for market choice and diversity could be established. Therefore, delays in approvals for residential and commercial growth on greenfield lands in the City s southwest will not impede the City s ability to accommodate growth forecasts, nor to meet the urban land supply minimums as mandated by the Province of Ontario. GMIS 2008 made several assumptions as to the progression and rate of growth in the South West of London, as to the availability of sanitary services, and treatment capacity. The SWAP adjusts the 2008 GMIS (please see below for additional details): for the two years of growth that has occurred between the two studies the results of the Gordon Avenue Trunks sewer study and analysis of bottlenecks, and risks of basement flooding the analysis of sanitary sewer flow needs in current draft plan and subdivision agreement plans the effect of building out all areas potentially serviced by 2008 GMIS works on a service by sub-area basis Recommended Changes to the June 2008 GMIS The first phase of the SWAP (please refer to Part 7 Phasing for details) is consistent with the growth projections identified in the 2007 Clayton report for growth quantum, rates and trends over the 2008 to 2028 period. Based on the detailed analysis performed as part of this study, the growth projections from the Clayton report within the SWAP can be provided within the previously approved draft plan areas. This focused strategy on growth within the SWAP can allow for the reduction in capital projects currently scheduled between the 2008 and 2028 planning period, based on the current GMIS and the 2009 DC Updates. = 20,000 PEOPLE + JOBS Fig. 2.2: Plan indicating existing serviceable areas 18 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

21 Based on SWAP recommendations with respect to phasing, the following projects have been identified as not being required to service growth within the 2008 to 2028 timeframe: Servicing Type Sanitary Trunk Sewer Sanitary Trunk Sewer Sanitary Trunk Sewer Sanitary Trunk Sewer Sanitary Trunk Sewer Sanitary Trunk Sewer Sanitary Trunk Sewer SWM Facility SWM Facility SWM Facility SWM Facility SWM Facility SWM Facility Transportation Transportation SS3A Project ID SS12A (Oversizing) SS12B SS12C SS13B SS14A SS14B Dingman Trib D SWMF 2 Pincombe SWMF 3 Pincombe SWMF 4 Pincombe SWMF 5 White Oaks SWMF 1 White Oaks SWMF 4 Southdale Road (5.4ii) Bostwick Road (2L) TOTAL GMIS Total Cost $7,600,000 $ 17,658 $1,719,914 $1,013,124 $3,281,200 $2,910,728 $3,073,511 $1,311,120 $1,731,120 $5,127,690 $1,731,120 $3,136,660 $3,442,690 $4,216,875 $2,429,375 $42,742,785 * Sanitary trunk sewer removed from Phase 1. This project could be included in the 20-year plan if there is a need to decommssion the Southland PCP/ provide sanitary servicing to Lambeth. ** The White Oak EA is currently ongoing. The recommended alternative at the time of this report identified the removal of this facility. Depending on the outcome of the final EA, this project could be included in Phase 1 of the SWAP. GMIS Year 2014* 0-20 years years 0-20 years ** Based on SWAP recommendations with respect to phasing, the following projects have been identified required to service growth within the 2008 to 2028 timeframe, which were not identified in the GMIS: Table 2.1 Servicing Type Sanitary Trunk Sewer Sanitary Trunk Sewer SWM Facility SWM Facility SWM Facility SS28 SS13A Project ID Murray Drain SWMF 1 Old Oak SWM 2 Dingman Stream Remediation TOTAL SWAP Total Cost/ Change in Cost $1,890,713 $304,683 $1,991,120 $2,061,120 $3,000,000 $9,247,636 Service Area/ Change from GMIS Talbot Village Change in Diameter Dingman North Dingman North SWAP Table Future Growth Management Implementation Strategy As with the existing GMIS mentioned above, future GMIS s are medium term (5-20) multi-year spending plans that can be used by council, business interests and the general public to predict the pace and the shape of growth in the City. The GMIS provides a chronological based spending timeframe for specific infrastructure that is finely detailed in the first 5 years, and loosely ordered or prioritized in the last 10 years. The SWAP offers a similar purpose but considers a longer time frame of 50+ years, and does not directly apply a specific year to a piece of infrastructure. Primarily, SWAP phasing considers factors that may trigger the City to pursue the construction of infrastructure to deal with larger servicing strategies in a sub-area of SWAP. For the southwest SWAP and GMIS exists in a parent child relationship. For the first 10 years SWAP and future GMIS should coincide with out conflict. Naturally, as build out progresses, the GMIS will require frequent updates and alterations to adjust to global market trends. A suitable frequency will depend on Council desire to respond to changes as many trends are short lived, a certain amount of stability may be prudent. Updates to SWAP may be required on a less frequent basis than those for GMIS. The SWAP offers a blue print for the future that provides order of progression or a priority list, while the GMIS finely details the steps and timing. 2.3 The Official Plan and Existing Area Plan Status Section of the City of London s Official Plan states that completion and approval of an Area Plan is the process by which Urban Reserve (or greenfield) lands within the city s urban growth boundary may be appropriately redesignated and planned for new development. Lands within the Southwest planning area, under the Official Plan for the City of London, may generally be divided into these two broad categories: those areas designated Urban Reserve (either Community Growth or Industrial Growth depending on the general indication of the mix of land uses intended for area); and those lands already subject to detailed Area Plans, several of which are quite recently approved. It is the former of these categories the Urban Reserve lands - that are the primary focus of the Southwest Area Plan, and its recommended future amendments to Schedule A - Land Use of the Official Plan (as described in Part Nine of this report). Yet while the Southwest Area Plan recognizes the status of approved and/or built developments, creating a comprehensive vision requires that established planning permissions demonstrate partnership and compromise in order to integrate what is already approved with what is possible in the future. For planning purposes the study area is therefore defined as two separate yet inter-related categories: the Southwest Study Focus Area (Urban Reserve lands) and the Southwest Built/Approved Area (existing area plans and built out developments) Southwest Study Focus Area This area, approximately 1,000 hectares in size, accounts for substantial tracts of land throughout the study area that are largely unbuilt and/or un-approved for development. Though potentially not required to meet growth forecasts within the current planning horizon, recent development pressure and the need to consider the role of these lands in long term growth management, and the infrastructure required to support them, make them the focus of this study process. The majority of the focus area lands are designated in the City s Official Plan as Urban Reserve. Urban Reserve is effectively a holding designation which sets out Council s intent to support further urban development in this area, subject to studies that support a demonstrated need for the land to meet growth forecasts, and with due consideration of environmental features and costs associated with servicing the land in question. The City of London Official Plan further breaks Urban Reserve lands into two categories: Urban Reserve Community Growth, which designates a tract of land as generally intended to URBAN STRATEGIES INC. / AECOM 19

22 Fig. 2.3: Existing area plans and plans of subdivision support residential growth and associated services and facilities that support neighbourhoods; and Urban Reserve Industrial Growth, which identifies an area intended to support employment uses typically found in industrial and business park areas. These two Reserve areas have different requirements for infrastructure, streetscape amenity, open spaces and community facilities. While this area plan provides the basis for future amendments to Schedule A - Land Use of the Official Plan, as required to open these lands for growth and development, it does not necessarily assume all lands are necessary or desirable for development within the next 50+ years. The Urban Reserve - Community Growth designation is concentrated west of Wonderland Road. This pattern is reflective of the adjacent stable residential communities of Lambeth and Westmount, which respectively make up the southern and northern edges of the Urban Reserve Community Growth lands. In addition to the current Urban Reserve lands in this precinct, a substantial tract of Low Density Residential land also exists for which there are currently no registered or draft plan approved plans of subdivision. These lands also form a portion of the Southwest Study Focus Area Southwest Built/Approved Area The Southwest Built/Approved area also accounts for substantial tracts of land throughout the overall study area. Consistent with Official Plan policy the majority of these lands were approved for development through the creation of area plans, of which there are currently four within the study area boundary. Three of these plans (North Talbot, Bostwick East and North Longwoods) are primarily residential in focus and contain commercial uses), while the fourth (Dingman) is predominantly an employment focused area. Though these plan areas do not form a part of the Southwest Focus Area, and are not therefore the focus of recommendations of this report, they provide a known departure point for demands on local roads and services, and establish a road network and built form pattern that must be considered for adjacent Urban Reserve (or Study Focus Area) lands. North Talbot The North Talbot Community Plan was developed in It encompasses 240 hectares of land between Southdale Road, Bostwick Road, and Pack Road/Bradley Ave, and Colonel Talbot Road. The Plan accommodates 3,650 residential units (10,500 people) in the area north of South Talbot (low density residential), and south of South Talbot (low/medium density residential). It identifies two mixed-use community focal points, which include parks and schools, as well as a community shopping area with a planned 13,500 square metres of development at 25% coverage. Bostwick East The Bostwick East Area Plan was developed in It encompasses 164 hectares in the triangular area between Southdale Road, Wharncliffe Road, and Wonderland Road. The Plan accommodates 1,500 residential units (3,500 people) along Southdale (medium and high density residential) and in the core of the community (low density residential), with a school and a park. The Wharncliffe corridor is generally identified for commercial uses, with highway service commercial uses at the Wonderland/Wharncliffe intersection. The rest of the Wonderland corridor is identified for light industrial and commercial uses. North Longwoods The North Longwoods Area Plan was developed in It encompasses 106 hectares in the area between Southdale Road, White Oak Road, Bradley Ave, and Wharncliffe Road. The Plan accommodates 1,170 units (3,500 people) in the core of the area (low density residential) and in a few pockets in the southwest and north-east of the study area. The Wharncliffe corridor is identified 20 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

23 for service commercial uses and the Southdale corridor for shopping. The plan identifies one park (3.6 hectares) in the south-east corner of the study area adjacent to a stormwater management facility. No schools, libraries or emergency service facilities are provided for. A variety of uses are identified along White Oak Road, including shopping, low and medium density residential, commercial, and industrial. Dingman Drive The Dingman Drive Industrial Area Plan was developed in It encompasses 224 hectares in the area between Exeter, Highway 401, Dingman Drive and White Oak Road. There are no residential uses proposed. The Plan identifies the eastern portion of the area for Light Industrial uses, with a small proportion in the south central part of the study area for General Industrial Uses. The eastern portion of the study area adjacent to the 401 is a regional floodplain, identified for Open Spaces, with a portion identified as Regional Facility Provincial Policy Statement The Provincial Policy Statement (PPS), a legislative document prepared and updated every five years by the Province of Ontario s Ministry of Municipal Affairs and Housing, is the foundation of planning and growth management within the Province of Ontario. The Provincial Policy Statement sets the policy foundation for regulating the development and use of land while protecting resources of provincial interest, public health and safety, and the quality of the natural environment. The primary intent and goal of the PPS to ensure an effective and efficient land use planning system must be reflected within the policies of locally adopted municipal Official Plans and related planning documents, policies and programs. Accordingly, the Provincial Policy Statement plays an important role in shaping both the function of the Southwest area, and the timing associated with its long term development Supply of Land With respect to ensuring the available supply of land for future development, the PPS mandates what may be considered a long, medium and near-term view to ensuring municipalities have sufficient land available to accommodate growth forecasts, while balancing principles of sustainable planning and growth management. municipalities may include up to a maximum 20-year supply of designated growth areas within their urban boundary, and further that potential for offsetting absorption of greenfield land should be explored through opportunities for rounding out existing communities. Medium-term view: with respect to housing, Section of the PPS states that municipalities shall maintain at all times the ability to accommodate residential growth for a minimum of 10 years through residential intensification and redevelopment and, if necessary, greenfield lands which are designated for residential development. In the London context this means that after exploring opportunities to meet growth demands within existing communities, the balance of land required to meet a minimum 10-year population growth forecast shall be accommodated on appropriately designated lands within approved area plans. Short-term view: Section of the PPS further requires the ready supply at all times of sufficiently designated land with servicing capacity (i.e. shovel ready) to provide at least a 3 year supply of demand for residential development. Where this development occurs within new communities on greenfield lands, the PPS further states that settlement patterns should occur adjacent to the existing built-up area, and that development shall have a compact form, diversity of uses, and built-out densities that permit the efficient use of land, infrastructure and community services. With respect to London and the relevance of PPS policies to the Southwest Area Plan, the Official Plan for the City of London states it is the City s intent to maintain an inventory of vacant, designated urban land in the range of a rolling 15 to 20-year supply. London s current supply of residentially designated, draft plan approved and registered lands can already meet residential growth forecasts for a planning horizon of 20+ years. This abundant supply of developable land legitimately challenges any notion that the Southwest area is needed to meet any demand except long-term residential growth forecasts. Further, when the Southwest area s Urban Reserve lands are required to meet market and demographic demands, they should be phased in a rational and contiguous manner that allows for integration with existing communities, and the efficient delivery of vital services and infrastructure such as sanitary servicing, roads, public transit, schools, etc. Long-term view: Section of the PPS states that municipalities shall have land available through intensification, redevelopment, and greenfield land as necessary, to accommodate all residential and employment growth opportunities for a time horizon of up to 20 years. In other words, Figs. 2.4, 2.5, 2.6, 2.7 (Top to bottom): houses in North Talbot subdivision; view of the Village of Lambeth s Main Street looking east; Wonderland Road looking north; Pack Road looking east URBAN STRATEGIES INC. / AECOM 21

24 2.5 Sanitary Sewer Servicing Study (SSSS) & Sanitary Master Plan In the past, significant time, effort and public consultation has been undertaken to determine the location, depth, type, size and direction of flow for sanitary sewer trunks, and plant upgrades. These previously undertaken studies were presented, reviewed and approved in master plans many of which are still considered up to date from an age perspective and do not require a chronological update for several years. Primarily, the determination of alternative designs and the selection of preferred alternatives for the sewers in these current master plans were based on ultimate flows, topography, environmental problems & opportunities, and available flexibility in the existing system or network. The SWAP process has reviewed several alternative land use concepts for the area, and has investigated alternative options for servicing. Given that most of the original land use in the area was not finely defined though zoning and the previous master plans conservatively estimated densities for maximum flow generation scenarios based on City of London standards. Refinements made to land use through the SWAP study will likely have little effect upon the previously set sewer alignments, depth, type and direction of sewers as these are determined through the sites topography, soil types, road alignments and avoidance of river crossings. The SWAP recommends variations in the time line for need of construction of infrastructure and small deviations in pipe size may occur. However, these variations in pipe size are so small (the order of 1 pipe size, or 150mm maximum) that they are assumed to be academic differences that would of likely of occurred during the detailed design phase of the Environmental Assessment. At the master plan level of detail there is expected to be no significant change in sanitary sewer, size, location, route, flow direction, type.etc In summary, it is expected that there will be very little difference between SWAP sanitary servicing alternatives and those specified in previous master plans. The consultant reviewing the land use alternatives, and preferred alternative will review other reasonable alternatives to the existing preferred. However it is likely that all existing sanitary master plans will still contain relevant information to support the existing alternatives. The SWAP report recommends a time line that will likely be different to those previously envisioned. 2.6 Southside Pollution Control Plant (SSPCP) The current Environment Assessment for the Construction of the SSPCP has lapsed and will require an addendum. The timing envisioned for the City to complete this addendum, consultation, review period, and construction of the plant has not changed by Council s acceptance of the SWAP 2.7 Water Servicing Master Plan Similarly to Sanitary above, in the past, significant time, effort and public consultation has been undertaken to determine the location, depth, type, and size of water mains, reservoirs, and Plant upgrades. These previously undertaken studies were presented, reviewed and approved in master plans many of which are still considered up to date from a age perspective and do not require a chronological update for several years. Primarily, the determination of alternative designs and the selection of preferred alternative for this infrastructure in these current master plans where based on ultimate flows, topography, environmental problems & opportunities, and available flexibility in the existing system or network. The SWAP has reviewed alternate land use alternatives for the area, and investigated alternative options for servicing. Given that the original land use in the area was not finely defined though zoning and the previous master plans conservatively estimated densities for maximum flow generation scenarios based on City of London standards. Refinements made to land use through the SWAP study will likely have little effect upon the previously set water main alignments, depth, and type these are determined through the sites topography, soil types, road alignments and avoidance of river crossings. The SWAP report recommends a time line that will likely be different to those previously envisioned. 2.8 Storm Water Management and Existing Watershed Environmental Assessments The SWAP study area is completely within the Dingman Creek sub-watershed area, a sub -water shed study that was completed in Additionally the area includes four previous drainage studies that have EA status, (Murray Marr EA, Old Oak EA, Pincombe Drain EA, White Oak EA) and one community plan (Talbot Village) that has been used to site, size and coordinate the type, and interdependence of storm water management facilities in the area. Three remnant areas fall within the Dingman sub watershed study, but outside areas covered by existing EA s mentioned above, these are: The Lambeth built up area of pre-existent settlement dating back to the 1850 s An area defined as being North Lambeth situated south of Talbot village Drainage area east of Colonel Talbot Road and west of the Pincombe Drainage area. The Thornicroft Drain 22 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

25 The SWAP study makes no change to existing preferred alternatives mentioned in existing EA s and Area Plans. However, timing for the progression of those works is regimented through SWAP and future GMIS s in a manner as to minimize resource expenditure, and maximize council and provincial objectives and initiatives such as: density targets, place making, a greener environment, support of enhanced public transit, adjustments to enhance and protect woodland and wetland boundaries. Work done by the DCSSU did not sufficiently detail all storm water quality needs, and did not identify all facility locations and sizes. Additional, detailed analysis will need to be undertaken for lands not covered by (the Murray Marr EA, Old Oak EA, Pincombe EA, White Oak EA, or Talbot Village Area Plan) in the future. Given that all of the lands that are located within phase one of the preferred land use alternative are within areas covered by these completed EA s then the additional detailed work should be undertaken prior to the initiation of Phase 2, 3 or Development Charges By-law The 2009 Development Charges (DC) By-law set out a list of infrastructure that would be required to facilitate growth needs predicted by the 2007 Clayton report (and follow up addendum). Several new policies and definitions were identified in the DC background study and resulting DC bylaw, with significant reforms being made to the Urban Works Reserve Fund. For the most part, the quantum of pipe works and their location, size and type remained similar to the previous 2004 DC study with a few pipes being deferred out of the benefiting period as growth slowed and was focused into certain areas of the City through the 2009 GMIS. Given that the City of London had engaged a consultant to prepare a new Transportation Master Plan, and that the plan would model new significant parameters for transit usage, transportation demand management, and utilized a new trip generation survey then the list of transportation projects in the 2009 DC by-law was limited to those mentioned in the 2003 Transportation Master plan. This approach significantly lowered the quantum of eligible works but allowed the City to advance a DC by-law without fear of challenge at the OMB. The DC bylaw will likely be revisited shortly after the public consultation process, and acceptance of the new 2030 TMP, as new infrastructure may be listed as required Transportation Master Plan AECOM and Urban Strategies Inc. were engaged to perform both the SWAP and the London 2030 Transportation Master Plan (TMP). Co-ordination is possible as study materials emerge from both parallel studies. The transportation servicing component of SWAP is actually a subset of the TMP that is preceding the main study by a few months. The TMP may revisit the SWAP work but so far the parameters set and the resulting trends in data and public feedback are consistent with each other. As milestones in each study are met, and public input and council direction provided a sensitivity analysis has been performed, and will be checked to ensure that changes made in one will not seriously or adversely affect or prejudice the other in the future. As mentioned in the other servicing sections the SWAP is a larger area of study that will investigate options and alternatives for land use and related servicing, broadening the impact analysis of both to a city wide focus.so far, the SWAP has reviewed alternative land use concepts for the area, and will investigate alternative options for servicing the preferred land use alternative. After the public consultation process, should Council accept the SWAP land use alternatives, the preferred land use alternatives, and related servicing at the master plan level, with the appropriate screening, and public review process, then those servicing alternatives that are selected as being the preferred concepts go forward in the SWAP and their required locations and size of footprints should be protected and held out of development. This will satisfy the first two phases of the Municipal Class EA Future Environmental Assessment may be required to progress the project from a Phase 2 through to project completion Transportation Master Plan The concepts and parameters used to determine road widening needs and project future traffic growth in the 2004 TMP study generate a road system that is different than some of the alternatives being studied in the SWAP and 2030 TMP. Variations in land use, street patterns, built form and place making concepts, assumptions about street usage, adjustments to transit usage and percentage single vehicle occupancy effect some road widening needs. Nevertheless, some road widening project needs remain and are generated due to: A current lack of basic road network system in the area City wide growth and City wide connectivity needs Current river crossings, proximity of Highway 401 and 402 Restricted access through built up areas, and hydro corridors etc. Consequently, the 2030TMP and SWAP may result in the re-justification of some transportation projects that were mentioned in the 2004 TMP, while other projects may be delayed or no longer pursued as being the preferred alternative. URBAN STRATEGIES INC. / AECOM 23

26 24 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

27 Part 3 COMPONENT STUDIES 3.1 Natural Heritage Study Cultural Heritage Study Servicing Studies: Water & Sanitary Servicing; Drainage; Stormwater Management Transportation Infrastructure 30 This chapter provides summaries of the key findings and implications for land use planning, environmental protection, infrastructure investment and growth management as determined through each component study. Full component studies with detailed methodologies and technical information are available as separate appendices to this plan. URBAN STRATEGIES INC. / AECOM 25

28 26 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

29 The following contains concise summaries of the key component study findings generated through the Southwest Area Plan study. For a more detailed review of each component study, please refer to the appendices of this report. 3.1 Natural Heritage Study The Natural Heritage Strategy is one of the key component studies of the Southwest Area Plan. The strategy s intent is to provide the environmental constraints framework for the development of land use concepts for the area. This strategy identifies those areas that are required for the protection of London s Natural Heritage System consistent with policies of Section 15.2 of the City s Official Plan. This strategy includes: 1) areas previously identified and designated within the Official Plan as Natural Heritage Features; 2) areas previously identified as Environmental Review Lands that are recommended for inclusion as Natural Heritage Features; and 3) areas recommended for consideration as natural heritage corridors. A total of 26 vegetation patches are within the study area. Of these patches, 14 are considered part of the City s Natural Heritage System and include North Talbot Provincially Significant Wetland, Lower Dingman Corridor Environmentally Significant Area, East Lambeth Forest Environmentally Significant Area, Dingman Creek, Pincombe Drain (Springer s Creek), Anguish Drain, Thornicroft Drain, White Oaks Drain, Attwood/Langford/Murray Drains and Forman Drain. The remaining 12 have been evaluated using a combination of desk-top and infield analysis as part of this study and are currently identified as Environmental Review Lands. All patches save for two are recommended for inclusion as part of the City s Natural Heritage System and protection. 3.2 Cultural Heritage Study The objectives of the archaeological background study were to compile all available information about the known and potential archaeological heritage resources within the study area and to provide specific direction for the protection, management and/or recovery of these resources. The objective of the built heritage assessment was to inventory and assess built heritage resources within the study area. In order to meet the objectives the assessment included a general history of settlement and development in the study area; a history of architectural developments in the area; and a Fig. 3.1: Natural heritage map URBAN STRATEGIES INC. / AECOM 27

30 Fig. 3.2: Cultural heritage map photographic based inventory of potentially significant buildings. This resulted in the following recommendations being made for consideration by the Corporation of the City of London and the Ministry of Culture: As per the City of London Archaeological Master Plan (Wilson and Horne, 1995), and the Ministry of Culture Standards and Guidelines for Consultant Archaeologists (Government of Ontario, Draft 2009), any development application that in all or part impinges on an area predetermined by the City of London to have moderate to high archaeological potential, or known archaeological sites, will require an archaeological assessment. This background archaeological study does not preclude the requirement for detailed Stage 1 assessment work to be completed for individual development applications or environmental assessments. Similarly, any development application that includes a structure, predetermined by the City of London to be historically significant, will require a detailed built heritage assessment conducted by a qualified researcher. The built heritage assessment should be submitted to the City of London Planning Department as well as to the Ministry of Culture. This assessment was undertaken to meet the objectives of the Archaeological Assessment Background Study, required and approved in the terms of reference for the Southwest London Area Plan. Strong efforts should be made to effect the preservations of the buildings within the study area listed in the accompanying inventory. This inventory includes and supplements structures listed in the City of London Inventory of Heritage Resources. Where listed buildings or sites are grouped together, efforts should be made to preserve the entire grouping as streetscapes or cultural landscape units. Measures should also be instituted to avoid the further deterioration of vacant structures noted in Appendix G (Inventory of the Heritage Structures within the Study Limits). Where the planned surroundings of significant historic buildings are incompatible with the character of the historic buildings, a buffer zone of natural or landscaped grounds should be used to provide the historic buildings with an appropriate milieu. Subject to consultation with the London Advisory Committee on Heritage (LACH), serious consideration should be given to creating a Heritage Conservation District (H.C.D) that encompasses the central intersection of Lambeth and extends along each of its four main arteries. This will constitute an H.C.D. that is in some ways unusual; Except for Trinity Church and Cemetery on the southwest corner, the other buildings immediately around the intersection have little historic interest, and there is a good deal of unsympathetic twentieth-century building along the arterial streets. The corner itself is nevertheless the site of the village s beginnings, and enough of the late nineteenth and early twentieth-century architecture exists along Main Street, Colonel Talbot Road, and Longwoods Road to capture the quality of the town. 3.3 Servicing Studies Sanitary and Water Servicing Our approach to addressing the requirements for the water and sanitary servicing component study was to take full advantage of the most recent DC Update work, the related water and sewer system modeling completed as part of this, and prior water and sanitary servicing master planning. This was in addition to reviewing and confirming interim sanitary servicing for south London via the Gordon Trunk Sewer and Greenway PCC. Sanitary Servicing Conclusions Based on the previous studies, master plans and work completed to date, the growth tributary to the Wonderland PS/Gordon Trunk Sewer is constrained by the available capacity in the Gordon Trunk sewer. Based on the London Southside Servicing Report, the Gordon Trunk Sewer is capable of servicing an equivalent growth population tributary to the Greenway PCC in the interim of 15,000 to 17,000 people, which includes providing services to existing populations, such as Lambeth. 28 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

31 Based on growth patterns expected over the next 20 years for the Greenway sewershed, and southwest London (future Southside PCP service area), an expansion of the Greenway PCC would be required in 2012, as noted in the 2009 DC study. The approximate growth population for areas tributary to the Oxford PCP is approximately 4,800 people before a future connection to the Wonderland PS is constructed. Based on growth projections from the SSDCU 2008 report, the Oxford PCP will require an expansion in No additional future expansions at the Oxford PCP would be required due to the growth in the southwest area within the 20 year timeframe. Growth in the southwest area in advance of the construction of the Southside PCP is limited to the ability to convey flows to the Greenway PCC and the existing capacities of the pumping stations tributary to the Oxford PCP. To provide additional conveyance capacity beyond what is mentioned in Phase 1 works of this report (that are to be constructed in 2010) is not considered to be a cost effective alternative, as confirmed by previous master planning, development charge and work specific reports. Water Servicing Conclusions Based on the previous studies, master plans, existing servicing currently in place within the study area and current growth projections, the only required capital project for the southwest area is the upsizing of the watermain on White Oak Road from Dingman Drive to Exeter Road to service future growth over the 20 year planning horizon. The remaining growth within the study area can be serviced from the existing trunk watermain currently in place. Stormwater Management Servicing Our approach to addressing SWAP requirements for the stormwater management and drainage servicing study component took full advantage of the most recent DC update work and outputs of the Dingman Creek Subwatershed Study (DCSSU)and related modeling (updated as per the latest stormwater management studies, Class EA s and area plans completed). The intent was to develop effective and efficient stormwater management and drainage servicing schemes for the preliminary land use concepts and ultimately the preferred land use concepts. Future work will include planning relative to costing, phasing and implementation strategies. SWM Servicing Conclusions Stormwater management and drainage servicing needs for the remaining Dingman Creek sub-catchment areas require further planning, environmental assessments, and functional/detailed design work beyond that outlined in the DC Update completed as part of this project. Related action items and details will be identified to minimize any further Master Plan or Class EA needs, with functional and detailed design aspects to be completed consistent with the DCSSU. Sufficient stormwater management and drainage planning has been identified for the White Oaks, Murray Marr and Talbot Village areas. Planning for these areas was completed in advance of the DCSSU therefore any further area planning, functional/detailed design activities in these areas has been updated to reflect DCSSU outputs. Pincombe, updated White Oaks and Old Oak stormwater management and drainage outputs reflect the latest DCSSU requirements (the Old Oak area may require some updating as part of functional design activities). This represents Master Planning and Class EA requirements requiring only functional/detailed design as part of future planning activities. Fig. 3.3: Existing servicing plan URBAN STRATEGIES INC. / AECOM 29

32 Further modeling will be completed on the remaining catchment areas to facilitate alternative land use and a preferred land use concept. The stormwater management and drainage requirements referenced above will be considered in conjunction with the outputs recently received as a result of the geotechnical and hydrogeological work completed by Golder along with the related Water Balance work, archaeological details and the final Natural Heritage Study outputs still underway. Any proposed stormwater management and drainage works in close proximity to Dingman Creek are constrained due to flat topography, the relatively impermeable soils present in the area and prior development activities/existing development proximity to Dingman Creek that may limit conveyance potential from upstream areas. Opportunities include the establishment of potential north/south environmental corridors in conjunction with proposed stormwater management and/or drainage works along with Thorncroft, Pincombe and western White Oaks tributaries, and along the Dingman Creek corridor throughout the study area (i.e., northwest of Lambeth, and east of Lambeth to Brockley). Subject to the above, the potential exists to position recreational and/or bike pathways in these areas to facilitate east/west and north/south movement through the study area, and linkages with potential transportation or transit works. 3.4 Transportation Infrastructure Our approach to addressing the requirements for the transportation servicing component study took full advantage of our most recent DC Update work, and the related transportation modeling completed as part of this and for the update to the Transportation Master Plan to 2030 currently being initiated by the City. The current transportation system was assessed to determine the transportation opportunities within the study area. Existing transit nodes and corridors were identified at a strategic level, along with planned infrastructure for active transportation corridors linking existing and potential future destinations in the broader study area. This resulted in the identification of transportation deficiencies / opportunities based on City wide growth, along with future build out in the study area. The next phase of work will develop and assess land use options for potential development in the study area. There is an opportunity to develop these land use options to take advantage of a transit first approach to planning, where neighbourhoods are first and foremost designed to be easily and efficiently served by surface transit services. This means the use of higher density land uses along major corridors and the development of true mixed use activity areas, where residents can walk to access some of the services they use on a daily basis. Development patterns can be laid out to encourage a fine grain grid network of local, collector and arterial roads through the study area to enable effective transit routing, shorter walking distances to access transit routes and major road corridors, and to take pressure off the surrounding arterial road network which is already showing signs of pressure due to traffic from developed areas of the City. Road right-of-ways can be developed with all modes of travel in mind from the start, and should provide sufficient width for sidewalks on both sides of the road, along with cycling facilities and streetcaping treatments to enhance the pedestrian environment. Mixed use developments in neighbourhood areas and along major corridors can be developed with ground floor retail uses to promote a vibrant and active pedestrian oriented environment. Parking should be managed and controlled as the area develops, both in terms of parking supply and the design of parking facilities that are located in the rear of the commercial areas allowing for a streetfront presence that encourages pedestrian and transit access to commercial and retail land uses. The development of a transportation system to support the new development area will consider opportunities to link the study area to current and potential new high order transit services in the adjacent areas. A basic route structure can be developed in conjunction with the land use plan to ensure that key opportunities for transit linkages and connections are not precluded during the land use planning stage. The previously recommended road network improvements for the study area will be reviewed and confirmed / or modified based on the findings of subsequent phases of the study. Opportunities to integrate additional corridors to support walking and cycling in the study area will be considered as part of the development of the road network plan for the area. The cycling plan for the area will build upon the current City bicycle Master Plan and develop additional commuter and recreational cycling facilities though the Southwest area to ensure that linkages are in place to facilitate both east-west and north access to current and planned routes and activity areas in adjacent neighbourhoods. Finally, the development of the Southwest area will need to consider policies and infrastructure required to support Transportation Demand Management initiatives, as a means to reduce auto demands and provide a more sustainable community. Simple measures such as fully wiring new homes for high speed internet, and providing shower and change room facilities in office or industrial businesses will assist in supporting residents who chose to use alternative modes of travel. 30 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

33 Fig. 3.4: Existing transportation infrastructure URBAN STRATEGIES INC. / AECOM 31

34 32 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

35 Part 4 A VISION AND FRAMEWORK FOR THE SOUTHWEST AREA 4.1 A Vision for the Southwest Area Structuring Elements: A Framework for the Southwest Area Alternative Land Use Concepts 41 This chapter provides some big-picture ideas for tackling the challenges and opportunities facing the Southwest area. First, it describes a Vision for the future role and qualities of the study area. Building on these principle foundations, a conceptual framework for the Southwest area is provided as a series of Structuring Elements, and a series of Alternative Land Use Concepts are explored. These investigations lead to preferred approaches to solving the big issues facing the study area, as represented in the Preferred Land Use Plan described in Part Five. URBAN STRATEGIES INC. / AECOM 33

36 34 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

37 4.1 A Vision for the Southwest Area Grounded in the municipal policy framework and strategic community priorities guiding growth and development throughout London, and drawing from the multitude aspirations of London City Council and the diverse stakeholders throughout the study area, the following vision statement is intended to guide all decisions affecting the future planning and development of the Southwest area: A living and economic gateway through which to promote and enhance London s competitiveness and quality of life, the Southwest Area will evolve as a showcase of London s very best qualities: a diverse community to call home, a competitive place to work and invest, a natural and built setting that is both green and attractive, and an efficient and sustainable addition to the City s urban area. Achieving the highest possible standards within each of these four themes community, employment, environment, and sustainability within every facet of decision-making, investment, development and growth, is the Vision for the Southwest Area. Each of these core themes is elaborated upon below: A Diverse and Connected Community: the Southwest Area will replicate the best examples of community and place-making in London. Tree-lined neighbourhoods (both existing and new), will evolve as places unique and identifiable from one another, yet interwoven through linear park and open space systems and a rational gridded system of streets and blocks. The existing hard edges of existing neighbourhoods and commercial centres will become seams, and round out to meet and connect with new neighbours, uses and destinations. The many unique neighbourhoods that make up the Southwest area will be known for their vitality, providing a diverse range of housing to accommodate a range and choice of dwelling types at all lifecycle stages. Active and attractive streets shall be well connected to transit, and provide for daily needs without necessary reliance on a car. accessible and protected land base will provide a long term supply of strategically-positioned employment land, and prohibit encroachment form incompatible, non-employment uses that may dilute the ability of these lands to accommodate new forms of economic growth. The highly desirable attributes that distinguish these lands, including a priority allocation of available interim servicing capacity, desirable 400-series highway access, large sized sites, lack of encroachment from incompatible uses, and access to an educated labour force and healthy housing stock, will continue to create demand for these employment lands well beyond the planning horizon of this study. A Green and Attractive Environment: the natural and the built setting of the southwest area will intertwine to distinguish itself as a high calibre, master planned and protected environment. Designated woodlots and creek systems will form the foundation of the area s open space network, with publicly-owned open spaces transforming these sensitive features into linear parks with generous buffers to built settlements and roads. Over time, the greatest single legacy of the Southwest area will be the connection of the area, largely along Dingman Creek and its tributaries, with the Thames River linear park system, thus expanding the reach and accessibility of this vital city-wide network. A Model of Sustainable Growth Management: sustainability will be built-in to every aspect of the Southwest area s growth: from a robust network of walkable streets, to housing densities and efficient development patterns that minimize land consumption and servicing costs, and a phasing strategy that favours growth based on demonstrated land needs and infrastructure capacity. Figs. 4.1 through 4.8: Images articulating the type of place envisioned for the Southwest Area: places to live, work, play, and relax A Competitive Place to Work and Invest: recognizing the primacy of London s downtown core and research park initiatives as office centres, employment areas in the southwest will attract modern manufacturing and light industrial uses in logically organized and attractive campus settings. An ample, highly URBAN STRATEGIES INC. / AECOM 35

38 Fig. 4.9: Creation of interdependent and inter-related communities 4.2 The Structuring Elements: A Framework for the Southwest Area The Structuring Elements represent the collective, physical implications of the findings and considerations discussed so far: the study area s existing qualities and features, the policy framework guiding its long term growth and development, and the results of the various component studies completed in support of this process. Collectively, these elements provide the foundation for achieving the Vision for the Southwest Area over time Approaches to Sustainability Opportunities for innovative and on-site sustainable features, including district energy, waste management innovation and waste water treatment, as well as vehicle movement minimization, are more effective when employed in conjunction with more intense and mixed development. The recently developed LEED ND, a way of scoring new neighbourhood design to measure its level of sustainability, provides a useful checklist for this dimension. LEED ND is a national and international green neighbourhood certification program that integrates the principles of smart growth, new urbanism, and green building. The Preferred Land Use Plan for the Southwest Area Plan adheres to several defined LEED standards by demonstrating the following attributes: Conservation of ecological communities, wetlands, water bodies, agricultural land, and floodplain avoidance; Creating walkable streets, compact development, and connected communities Buildings, where feasible, will strive for LEED-certification Land use and development patterns will maximize transit and active transportation use designated in the Official Plan for commercial uses, prematurely designating more Urban Reserve land for commercial uses would not represent good planning - particularly where any such lands lie outside of the current built boundary and would require a leapfrogging of development over vacant and agricultural farmlands. London s overall rate of population growth is relatively slow (approximately 1% over the next 35 years) and does not provide a strong case for any significant addition of new retail areas. Indeed, the City has other planning priorities, including fostering the downtown core as the city s leading retail and leisure destination, and the efficient use of land, hard infrastructure and city services within existing built up areas. Retail growth in the Southwest Area should focus on rounding out and enhancing existing and planned centres (i.e. the Wharncliffe Road corridor; the emerging node at Wonderland Road and Southdale Road; the planned community retail node at the intersection of Southdale and Colonel Talbot Road; and revitalizing Lambeth s historic village centre through sensitive infill development) in lieu of the creation of any new large retail nodes or corridors. Though technically outside the study area, this approach also recognizes the presence of the underutilized retail centre at Westmount Mall, a centrally located commercial and transit hub with substantial potential for redevelopment as a mixed-use regional retail and commercial destination, intermixed with new housing opportunities Retail/Commercial Distribution The 2006 Official Plan Review Land Needs Background Study states that there is currently an adequate enough supply of vacant commercial land to accommodate forecasted commercial growth over the next 20 years; and that there is sufficient land in both the north and south ends of the City, through a combination of new development and redevelopment of existing centres, to accommodate demand for larger, regionally-scaled commercial centres when necessary. Given the relative oversupply of underutilized lands already Fig. 4.10: Enhancing retail nodes and corridors 36 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

39 4.2.3 Employment Distribution A large portion of the study area is designated and/or reserved for industrial and employment uses. The Urban Reserve Industrial Growth Area alone accounts for approximately 510 hectares or 19% of the total study area, while approved and emerging industrial area plans add considerably to the amount of land slated for industrial and employment development. However, as much of this land is designated Urban Reserve, there is little guidance at this stage to suggest the nature and/or character of these employment areas; or how non-industrial uses on the periphery of these areas could relate to future employment uses. Opportunities exist for creating a finer grain of employment uses within the total land area, differentiating the intensity and the type of employment uses to be encouraged, and indicating where each is best situated in light of profile, access and proximity to non-industrial land uses. The excess of available industrial land in comparison to the actual demand for industrial growth is considerable. The (pro-rated) industrial land need forecast for the City of London over the 20-year period between 2009 and 2029 is approximately 664,000 square metres of gross industrial floor area. In land needs this is equivalent to approximately 290 hectares of designated industrial land *. In comparison, approximately 510 hectares of Urban Reserve Industrial Growth lands exist within the SWAP study area alone. This supply translates into more than three times the amount of industrial land required to meet city-wide projections over the next 20 years or more. The optimal approach is preserving and promoting those industrial and employment lands within the study area that are strategically suited to various types of industrial employment activities. These sites may possess certain competitive or qualitative characteristics, such as proximity to highway infrastructure, visibility from Wonderland Road, parcel size, geography, adjacency to residential areas, and others, that lend themselves to specific employment types and/or economic development initiatives (manufacturing or logistic uses for example). Where such sites exist, they should be identified for additional consideration and protection from encroachment by incompatible uses. A more developed landscaped strategy for primary street frontage would also be beneficial. Such a strategy is intended to broaden the employment lands offer of Southwest London, and capitalize on areas where significant public investments in accessibility and visibility have been made. * Per statistics used in the GMIS, this calculation assumes a floor-area- ratio of 0.23 for conventional industrial development parks with 23% site coverage Fig. 4.11: Clustering of employment uses with a focus on streetscape treatment around key roadway intersections Intensification Approaches Population densities throughout the study area are generally expected to increase over the planning horizon of this study. The largest population increase for the City of London is expected within the age 55+ cohort, meaning a gradual shift toward greater demand for smaller household sizes and higher density housing forms. As reported in the population and housing projections completed for the City of London s 2006 Official Plan Review, medium density (ground-oriented apartment and row housing) demand is expected to increase its market share from 16% to 20%, while high-density apartment requirements are also expected to increase steadily. This shifting demographic reality, combined with a growing recognition of the need to create sustainable communities, has set the stage for a new intensification-led approach to planning for community and employment areas in London, and throughout Ontario. Through further consultation and investigation, a Made in London approach to promoting intensification throughout the Southwest study area should be adopted. The density standard should fall somewhere between the development densities observed throughout the Southwest study area today and the 50 combined jobs and people per hectare density target set for greenfield development by the Province s Growth Plan for the Greater Golden Horseshoe. A target of approximately 35 people and jobs per hectare would seem appropriate for the area. The intensification strategy may include some combination of a regulatory approach (i.e. minimum density provisions afforded under changes to the Planning Act through Bill 51) and incentive-based measures (i.e. streamlined planning application review; prioritization of public funds for streetscaping and open space improvements). Fig. 4.12: Current Low Density Approach to Development Fig. 4.13: Made in London Approach to Intensification URBAN STRATEGIES INC. / AECOM 37

40 4.2.5 Natural Features Framework Fig. 4.14: Existing Open Space Network Fig. 4.15: Enhanced Open Space Network The Development Framework Plan identifies a basic, constant natural features framework comprised of protected woodlots, flood plains and other environmentally sensitive areas. This natural framework represents a departure point a basic green network around which all other interventions and settlements are planned. The basic natural features framework would be comprised of: Corridors along Dingman Creek and the Pincombe Drain and possibly Thornicroft Drain; Environmentally Significant Areas (ESAs) A greenbelt of a greater or lesser dimension around Lambeth. Woodlots meeting the minimum environmental standards for protection To augment the basic framework, a more robust framework is proposed for a connected system of greenspaces within the Southwest Area. This basic framework will be achieved through two primary efforts. The first is the parkland and open space acquisition rights afforded the City under the Ontario Planning Act. These conveyances should be collected as cash-in-lieu of parkland dedication, in order that the City may prioritize and allocate funds for the creation of a significant new park space within the study area. The second effort to expand the basic framework will consist of negotiations between the City and private landowners and developers. These discussions will identify those portions of privately owned land that area adjacent to green corridors and open spaces, and work to secure their permanent protection. This includes generous buffers around ESAs, and the dedication of additional lands to greenspaces in order to create a connected network. It also includes the dedication of as many woodlots as possible to open space in order to promote the Southwest as a gateway to the Forest City, supplemented by the identification of additional opportunities to increase tree cover. A more significant role would also be included for stormwater management (SWM) ponds. Rather than a number of small ponds providing a service function and a small degree of local amenity, opportunities to create one or more major open space initiatives with significant water and natural features would be explored. Such areas would become unique and identifiable places in the city that could differentiate the southwest and unify future communities within it. Though not necessarily all publicly accessible or actively used open space, these framework enhancements will provide important development buffer zones, establish attractive green settings for parks and trail systems, and create value-enhancing elements and focal points for future communities. The end result will be comprised of both publicly and privately owned lands, with environmentally sensitive features protected, and development patterns oriented to both activate and capture the intrinsic value of green and open spaces throughout the Southwest area Transportation Structure While a network of major arterial roads is already established, the Southwest Area Plan offers an opportunity to create a comprehensive road network for the entire southwest area that would be implemented as new developments come forward. Such opportunities will require further transportation analysis and refinement as the current City-wide Transportation Master Plan (TMP) is developed. Opportunities include: Widening of Wonderland Road from Highway 401 north to 4 lanes, with a provision for future widening to 6 lanes. Significant commercial developments must be evaluated in light of their impact on traffic patterns. Gateway treatment of Wonderland Road. Future construction of the planned Wonderland/401 interchange should be leveraged to advance city-building objectives, such as expanding Wonderland Road s function as a major gateway to the Southwest and the wider city, and providing strategic address and profile for important uses. This gateway character could be enhanced though specific landscape treatments: a boulevard design with a planted centre median, and a major restructuring of the intersection with Wharncliffe and Exeter. Re-Routing of Wharncliffe. The current intersection configuration created by the intersection of Wharncliffe, Exeter and Wonderland roads is confusing and counter-productive to the creation of rational development blocks at the core of this important thoroughfare. Wharncliffe Road should be straightened and extended west of Wonderland through the South Talbot area. This new arterial road will open up access to this currently unserviced future growth area and, in conjunction with Southdale Road and an extended Bradley Avenue to the north, create an important east-west connection from the southwest area to the rest of the city via Wonderland Road and Wharncliffe Road. The calming of Main Street and Colonel Talbot Road in Lambeth. As through traffic becomes more equitably dispersed across the new grid of streets within the study area, the potential for traffic calming on Main Street 38 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

41 in Lambeth arises, and this local street may over time reclaim its role as a village centre with a more pedestrian-oriented environment. The quality of the many attractive heritage buildings that line those two streets could be rediscovered to restoer Lambeth s unique identity. Additional traffic calming measures could be introduced such as on-street parking, road narrowing, speed bumps, landscaping and/or additional signalized intersections to reinforce this initiative. A maximum of four lanes should be reserved. Alternative routing of transit lines through the study area. The viability of routing BRT lines through the study area will be considered as part of the Transportation Master Plan based on proposed land use designations, population projections and phasing. There are several combinations of routing that could be explored further, both in this plan and in the Transportation Master Plan now underway. The role of Bradley Avenue. The extension of Bradley, proposed as a four to six-lane east-west thoroughfare, is the only new arterial currently planned for the study area. The alignment and right-of-way width are currently established between Bostwick Road and White Oak Road under the Environmental Assessment Act. The phasing of development in this area plays a determining factor in creating this east-west route. A more neighbourhood-friendly street design is envisaged for Bradley, which may involve a street with more frequent intersections and more developed landscaping. The introduction of a finer grain street network. As part of an alternative to the coarse grain network of four and six lane arterials currently allowed for, an urban structure served by a fine connected network of more local streets and collectors could be established as development occurs and provide a better framework on which to build the more compact, mixed use and greener community desired and reducing the number of larger-scaled roads required. Fig. 4.16: Arterial road system Fig. 4.17: Dispersed, fine-grained grid network vs URBAN STRATEGIES INC. / AECOM 39

42 4.2.7 Sanitary Servicing Continued development in the Southwest Area can only be supported through careful management and allocation of interim servicing. These interim works are provided via tributary connections to the existing Greenway Pollution Control Centre (PCC), through latent capacity of the Gordon Trunk Sewer to carry waste to the Greenway PCC which is limited. Improvements now underway to the Gordon trunk sewer will improve conveyance capacity to allow for a population growth of approximately 15,000 additional residents and/or employee equivalents. Two of the four approved area plans (Bostwick East and North Longwoods) are projected to yield an approximate built-out residential population of 7,000 additional people. The increase in servicing demand generated by this new residential population, combined with additional demand from the City s industrial development strategy priority, related commercial and community uses within the Bostwick East and North Longwoods communities, and planned improvements to municipal services in the Lambeth area, will require allocation of the remaining capacity for the Gordon trunk sewer. A fourth approved area plan (Dingman Drive) is planned and partially builtout as a primarily commercial and light industrial district. In advance of the proposed construction of the Southside PCP (planned to be operational by 2029), the Dingman Drive area relies on a recently completed trunk sewer to connect to the Wonderland Pumping Station and, in turn, the Greenway PCC; Dingman area waste will eventually be diverted to the future Southside PCP once constructed and operational. Employment First: industrial growth will take precedence over non-industrial growth on previously undeveloped lands. Accordingly, the designation of additional lands for non-industrial growth should be discouraged in the short-term lest servicing capacity for strategically important industrial uses be diminished. Collectively, these servicing issues provide one of the strongest structuring elements for the development framework for the Southwest Area. As directed by the GMIS, the phasing and range of appropriate land uses for the study area, particularly in the near to medium-term of the planning horizon, will be directed to industrial uses and community infill and intensification on currently designated lands. Through careful monitoring of available servicing capacity, a catalogued uptake of forecasted growth elsewhere within the City s Urban Growth Boundary, and the promotion of denser forms of community growth within the Southwest Area, the schedule for construction of the Southside PCP will be re-examined as need arises later in the planning horizon, when servicing demand and municipal financial capability requirements are sufficiently aligned. Fig. 4.18: Existing Capacity = 20,000 PEOPLE + JOBS This near to medium-term (pre-2029) competition for sanitary services amongst already designated residential, commercial and industrial lands is compounded by continued pressure for additional commercial and residential development outside of approved area plan boundaries (i.e. within Urban Reserve Community Growth and Urban Reserve Industrial Growth lands). The 5-year Official Plan Review provides a revised policy lens through which to examine these pressures and to prioritize allocation of limited available servicing. These directions, and their implications for the servicing and phasing of growth within the Southwest Area, include: Fig. 4.19: Capacity with Southside PCP = 82,500 PEOPLE + JOBS Infill First: the intensification, redevelopment and expansion of built-up areas on already serviced lands shall take priority over growth on previously undeveloped or greenfield lands. Accordingly, current approved and designated lands within the SWAP should be the focus for pre-southside PCP growth; or 40 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

43 nd Road S ad West Southdale Ro White Oak Mall d Roa Hi gh wa y Oak St. Rd. Defining the relative opportunities and constraints of each concept was the focus of an October 2009 Project Steering Committee working session; the subsequent theme of a November 2009 public workshop; and additionally, the topic of a January 2010 presentation and project update to the City of London s Planning Committee. A brief summary of these opportunities and constraints accompanies the description of each concept. n Mai 2 Highway 40 Concept A: Focus on Retail Concept A illustrates a primary retail spine along the entire length of Wonderland Road, and along Wharncliffe Road east of Wonderland. Both arterials would be transformed into significant retail areas with regional draw. A large-format retail supercentre on the south-east corner of Exeter and Wonderland would be permitted. However, a rigid set of design criteria would need to be established in conjunction with the plan to ensure that retail frontages are located adjacent to Wonderland Road in order to establish a strong built edge and linear gateway. Parking areas would be required to be located behind buildings, away from Wonderland and Exeter with limited access to each roadway White explore different approaches to realizing the Vision and Structuring Elements described in Parts 4.1 and 4.2. Exeter Road S oad nr Pack Bradley Avenue gto llin We TO THE THAMES W ha rn cli f fe Rd.S.. d. Talbot R address each of the Big Issues described in Part 1.2 of this report; and, Westmount Shopping Centre Colonel The fourth phase of the Southwest Area Plan study process involved the creation of four Alternative Land Use Concepts for the Southwest study area. These concepts show a variety of possible approaches to land use and development patterns in the Southwest Area, with each concept focused on a particular land use type Retail, Employment, Residential, and Open Space. None of the concepts described here provide a mutually exclusive approach to creating the Preferred Land Use Plan (described in Part 5), but rather illustrate high-level scenarios with which to: Wonderla 4.3 Alternative Land Use Concepts rive Dingman D Legend Surrounding Residential Higher Density Residential Surrounding Employment Retail/Commercial Surrounding Retail/Comm l Employment Residential Prestige Employment Established Communities Open Space Main Street Enhancements Significant Urban Focus Community Use Enhanced Streetscape Potential Transit Route 1.0km Scale 1:10,000 Fig. 4.20: Concept A: Focus on Retail There are a number of issues associated with this concept, including the impact on traffic and transportation requirements; the actual need/demand for a new regional shopping centre and its impact on London s overall retail structure; the appropriateness of re-designating more land from Urban Reserve for urban uses when ample commercial lands exist presently throughout the City of London; the appropriateness of leapfrogging development over vacant and agricultural lands; the appropriateness and contextual fit of development with existing and future adjacent development; and alignment with the City s sustainable development and place-making initiatives. URBAN STRATEGIES INC. / AECOM 41

44 Concept B: Focus on Employment Wonderla nd d. Talbot R Colonel Westmount Shopping Centre Road S Concept B proposes an enhanced employment presence in the Southwest. This concept envisions Prestige Employment (predominantly logistics and manufacturing activities without visually unsightly features) located along the major arterials of Exeter Road and Wonderland Road, south of Wharncliffe. These sites possess competitive and qualitative characteristics (such as proximity to highway infrastructure, visibility, parcel size, lack of encroachment form incompatible uses) that prioritize these lands for long term accommodation of employment uses. Such uses would be required to present a well-landscaped and attractive presence on Wonderland consistent with its gateway character. d Roa Oak Hi gh wa y 40 1 White St. Rd. n Mai 2 Highway 40. Exeter Road S oad nr Pack Bradley Avenue gto llin We TO THE THAMES W ha rn cli f fe Rd.S.. ad West Southdale Ro rive Dingman D Legend Surrounding Residential Higher Density Residential Surrounding Employment Retail/Commercial Surrounding Retail/Comm l Employment Residential Prestige Employment Established Communities Open Space Main Street Enhancements Significant Urban Focus Community Use Enhanced Streetscape Potential Transit Route Fig. 4.21: Concept B: Focus on Employment 42 LONDON SOUTHWEST AREA PLAN DRAFT REPORT km Scale 1:10,000 This concept is intended to broaden the employment lands offer of Southwest London and capitalize on areas where significant public investment in accessibility have already been made (Wonderland Road and 402 interchange) and are being discussed for the future (Wonderland Road and 401 interchange). A substantial portion of the study area is currently designated and/or reserved for industrial and employment uses. The Urban Reserve Industrial Growth Area alone accounts for approximately 510 hectares or 19% of the total study area, while approved and emerging industrial area plans add considerably to the amount of land slated for industrial and employment development. Though this employment land base constitutes more than ample reserves to meet employment growth within the current planning horizon, there are limited land reserves within the City of London that possess the competitive qualities outlined above, and they should therefore maintain the Urban Reserve Industrial Growth designation until market demands warrant their uptake.

45 Westmount Shopping Centre nd Colonel Road S ad West Southdale Ro d Roa Oak Hi gh wa y 40 1 White The principal constraints associated with this concept are the concentration of relatively modest new housing starts in one area, thus denying the benefits associated with growth and city-building (improved public transit service, new employment opportunities, access to community services, etc.); and further, investing in the the servicing and infrastructure needed to support this growth when many viable opportunities presently exist elsewhere in the City of London. As long-term projected residential growth can already be accommodated within current designated, draft plan approved and registered land within previously designated growth areas, there is little rationale for such an aggressive expansion of residential land uses and infrastructure on greenfield lands within the current planning horizon. St. Rd. n Mai 2 Highway 40. Exeter Road S oad nr Pack Bradley Avenue gto llin We TO THE THAMES W ha rn cli f fe Rd.S.. d. Talbot R Concept C illustrates a future for the Southwest that entails predominantly residential uses. This concept assumes the Southwest Area is a focus area for city-wide residential growth and would absorb such growth to its maximum potential. Concept C identifies all the lands west of Wonderland for residential development, as well as the north-east quadrant of the study area, with the exception of focused retail areas. This concept however still preserves the existing Urban Reserve Industrial Growth lands, owing to their long term importance to London s economic development. Along Wonderland, retail would be focused to the area north of Bradley. The southern portion of Wonderland would be transformed into a medium density residential street. Wharncliffe would also become a medium density residential street, with retail focused at the Southdale node. Wonderla Concept C: Focus on Residential rive Dingman D Legend Surrounding Residential Higher Density Residential Surrounding Employment Retail/Commercial Surrounding Retail/Comm l Employment Residential Prestige Employment Established Communities Open Space Main Street Enhancements Significant Urban Focus Community Use Enhanced Streetscape Potential Transit Route 1.0km Scale 1:10,000 Fig. 4.22: Concept C: Focus on Residential URBAN STRATEGIES INC. / AECOM 43

46 Concept D: Focus on Open Space Wonderla nd d. Talbot R Colonel Westmount Shopping Centre Road S Concept D focuses on creating an abundant and well-integrated open space system for the Southwest Area. This could include a wider buffer around Environmentally Significant Areas (ESAs) and the dedication of additional lands to greenspaces in order to create a connected green network. The open space corridors along existing drainage paths could be enhanced, creating stronger linkages throughout the Southwest and in particular with Dingman Creek. One or more green connections could be added west of the intersection of Wonderland and Exeter, creating new link to Dingman Creek and the rest of the open space network. The green network could also include the dedication of as many existing woodlots as possible to parkland in order to promote the Southwest as a gateway to the Forest City, and additional opportunities to increase tree cover could be identified. Further, a large central green space could be developed north of Lambeth, serving as a regional park for future development phases. Rather than many small ponds providing a service function and a small degree of local amenity, the regional park or another location could include a significant water feature that would draw residents and visitors for active and passive recreation. d Roa Oak Hi gh wa y 40 1 White St. Rd. n Mai 2 Highway 40. Exeter Road S oad nr Pack Bradley Avenue gto llin We TO THE THAMES W ha rn cli f fe Rd.S.. ad West Southdale Ro rive Dingman D Legend Surrounding Residential Higher Density Residential Surrounding Employment Retail/Commercial Surrounding Retail/Comm l Employment Residential Prestige Employment Established Communities Open Space Main Street Enhancements Significant Urban Focus Community Use Enhanced Streetscape Potential Transit Route Fig. 4.23: Concept D: Focus on Open Space 44 LONDON SOUTHWEST AREA PLAN DRAFT REPORT km Scale 1:10,000 While a robust open space system in the Southwest would provide a major amenity for the local community and broader City of London, the desire to preserve and enhance open space must be balanced against the actual parkland dedication to which the City is entitled as a result of new commercial and residential development; and the significant costs associated with acquiring, designing and maintaining land for parks space and recreational use.

47 Part 5 PREFERRED LAND USE PLAN 5.1 Conceptual Structure of the Land Use Plan Overview of the Preferred Land Use Plan Sub-area: West of Wonderland Rd. Corridor Sub-area: The Wonderland Rd. Corridor Sub-area: White Oaks and Exeter Mixed Use Precinct Sub-area: Exeter Road Spine Sub-area: Brockley 62 This Part is the core of the plan. It describes an overview of the recommended land use plan; and goes on to describe in greater detail the five sub-areas that make up the total study area. Each of these sub-area descriptions contain macro - or high-level - guidelines through which to shape sustainable economic, environmental and social growth patterns. The intent is to shape and align relationships between the Southwest area s built environment (the buildings in which we live, work and shop) and the hard and soft networks and open spaces that frame and connect those buildings. URBAN STRATEGIES INC. / AECOM 45

48 Fig. 5.1: Illustrative Land Use Plan 46 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

49 5.1 Conceptual Structure of the Land Use Plan The underlying concept that structures the Preferred Land Use Plan is predicated on the Vision and Structuring Elements identified in the previous chapter. It does so in a manner that ties together existing development initiatives into a cohesive whole. When fully realized it will offer an environment that is desirable to work, to live, to shop, and to play. Once completed, it will provide a desirable environment to move through whether by private vehicle, by public transit, by bicycle, or by foot. The key elements that underpin this framework are: Development of a comprehensive open space network Establishment of a fine-grained, gridded road system Provision of a mix of housing Creation of a mixed use heart along Wonderland Road Fig. 5.3: Proposed Open Space Network overlaid on top of existing drains, environmentally sensitive areas, paklands and hydro corrdor Fig. 5.2: Land use structuring concept for the Southwest Area Development of a comprehensive open space network A comprehensive open space network will link existing environmentally sensitive lands, drainage courses, hydro corridor, and creek system into an inter-related whole. It will extend the existing greenery of Dingman Creek and pull it northward into the southwest. This fibrous green network will include new local parks and community facilities with pedestrian trails and bike paths running between. It will provide an alternate means to the road system for movement while also offering the space for both active and passive recreational uses. Drainage courses will be augmented with trails and wetland vegetation; woodlots will be preserved and buffered with park spaces; the hydro corridor will be home to active recreational uses; the partial green necklace that surrounds the Village of Lambeth will be enhanced to safeguard its unique character. Bounded by Dingman Creek to the west and to the south, this open space network will not be complete unless a trail system is established along the creek. Trails and paths will not only connect various neighbourhoods within the southwest, they should also connect the southwest to the rest of London. The Dingman Creek waterway will play a fundamental role in achieving this. Fig. 5.4: Passive open spaces such as parks contribute to a high quality public realm network URBAN STRATEGIES INC. / AECOM 47

50 5.1.2 Establishment of a fine-grained, gridded road system Roadways should function as more than conduits for vehicles. They also have a place-making role to play in community building and character development. In Southwest London a road system that is hierarchical and facilitating of various modes of transportation is tantamount. Narrow, tree-lined streets will serve residential communities; wider roads with generous landscaped boulevards will provide access to commercial areas of the area. Bicycle lanes will be encouraged throughout the southwest and new streets and roads will endeavour to accommodate them. A key initiative in developing the road system is the unravelling of the Wonderland/Wharncliffe/Exeter knot. Redirecting Wharncliffe Road to Kilbourne Road will alleviate traffic issues identified with the existing triangle while also providing access to the largest residential community envisioned for the future. It will also alleviate traffic pressure on Main Street and the associated road widening that heavier traffic will entail. This will contribute to the protection of Lambeth s village character. Fig. 5.5: Proposed street network throughout the southwest Wonderland Road will serve as the north-south spine for the area as well as a primary gateway entrance into the City from Highway 402 (and possible 301 in the future). Both Bradley Avenue (when extended to Pack Road), a newly aligned Wharncliffe Road, and the Exeter Road/Main Street pairing will serve as primary east-west connections. Along with Southdale Road and Colonel Talbot Road, these roads will provide a movement framework that will be further enhanced by secondary roads and local streets making movement easy and safe. Figs. 5.6 through 5.8: A fine-grained movement system facilitates safe and reliable movement for transit, automobiles, cyclists and pedestrians 48 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

51 Figs. 5.11, 5.12: Transit accommodating cyclists; light rail transit with higher intensity land uses Fig. 5.9: Potential transit routes Figs. 5.13, 5.14: Provision for off-street and on-street cyclsts Fig. 5.10: Future bicycle paths and trails URBAN STRATEGIES INC. / AECOM 49

52 5.1.3 Provision of a mix of housing In order for this plan to succeed a mix of housing types and tenures balancing higher and lower forms of density will be required. Higher densities are located along major roadways making future public transit initiatives viable. It will also offer a ready population for new parks, schools and community centres, provide cyclists and pedestrians along the trails and paths and supply sufficient patronage of new local shops and restaurants. Greater variety of housing choice will translate into greater variation in demographics and ultimately into more vibrant, dynamic neighbourhoods Creation of a mixed use heart The heart of the Southwest community will be located on Wonderland Road between Exeter and Wharncliffe Roads. Here, the major different land uses converge making this block both a transition zone and gateway entrance into the area. Industrial lands to the southeast will give way to residential uses to the west. Arbitrating this transition will be a mix of uses (ground floor retail with commercial and residential uses above) along Wonderland Road. This mix of uses, proximal to each other and with generous landscaping and public places, will provide the immediate area with vibrancy and activity. Main Street will retain its primacy as the centre of Lambeth augmented with streetscape improvements and infill development of an appropriate scale. Elsewhere, in the neighbourhoods, secondary nodes of mixed uses will provide local community focus. Ultimately, the underlying concept for London s Southwest Area is the creation of a new, dynamic and green community where a mix of uses and lifestyles balances environmental sensitivities with quality living and a range of land uses. 5.2 Overview of the Preferred Land Use Plan The Preferred Land Use Plan (Figure 5.15) is the cumulative result of the consultation, technical studies and structural elements described earlier in this report. It provides a road map to guide future land use and development patterns throughout the entire study area. As a comprehensive and conceptual plan, it crosses by necessity the boundaries between approved/developed areas (the Southwest Built Area) and designated future growth areas (the Focus Area) in order to address edge conditions between existing and planned uses; coordinate a rational, inter-connected street and open space network; achieve densities and land use patterns that are supportive of public transit; and resolve other planning issues that require a more comprehensive approach than existing area plans and community boundaries have traditionally afforded. Though only the Focus Area components of this plan (as described in Part 2.3) form part of the recommended, future official plan amendments contained in Part Nine - Implementation of this report, the Preferred Land Use Plan should be reviewed and understood in its entirety as a reference for informing complex growth management issues. These issues will include but not necessarily be limited to the development approvals process (including plans of subdivision, site plan approval, and Official Plan and Zoning By-law amendments), infrastructure planning, and open space acquisition. As previously described in Part 2.3, the structure of the study area may generally be understood as five precincts, or sub-areas, each with varying degrees of connectivity and compatibility. For consistency and ease of reference the following overview is broken down into these same five sub-areas. 50 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

53 Fig. 5.15: Preferred Land Use Plan URBAN STRATEGIES INC. / AECOM 51

54 Fig. 5.16: Detail of Illustrative Plan 5.3 Sub-Area: West of Wonderland Road Corridor (The Talbot, Lambeth and Bostwick Communities) This quadrant is the primary focus for new and expanding residential neighbourhoods in the City s southwest end. With the emerging North Talbot community to the north and the historic Village of Lambeth located at its core, long term growth in this precinct will focus on filling in the gaps between and around these places in order to better connect and share public amenities such as streets, community centres and parks and open spaces. In addition to broadening and intensifying the existing single-family housing pattern, the Preferred Land Use Plan envisions a greater mix and higher profile of medium density housing forms than have traditionally been integrated within lower density neighbourhoods. These semi-detached and townhouse-type dwellings will be oriented towards collector roads throughout the quadrant, and will define a consistent and attractive street edge that favours collector roads with active frontages over restricted access points and reverse lotting. The Village of Lambeth will maintain its distinct character, though adjacent residential and commercial growth will assist a needed revitalization of Main Street. Over time new medium density housing forms and commercial uses and a more supportive streetscape will provide an environment that recreates the village character of this community and a context for the many historic buildings that front on Main Street and Colonel Talbot Road Place-making Goals The following provides long term, place-making goals for the full realization of this sub-area. Along the way, future municipal investment, planning approvals and private development should each seek to reinforce and achieve these goals: Maintain the distinct character of the Village of Lambeth while encouraging appropriate new housing and commercial forms to round out this community, particularly along Main Street Leverage new infill development along Main Street to revitalize this commercial corridor by enhancing the public realm and repairing gaps in the streetscape Beginning with existing, identified natural features, establish a linear open space system linking the Village of Lambeth to the new Central Talbot and North Talbot communities to the north. Establish the future Pack Road and Bradley Avenue extension as active and attractive streets lined with medium density housing forms animating the sidewalk and fronting adjacent open spaces Seek to consolidate stormwater management ponds as place-making features, and position these green amenities prominently in parks, open spaces, and adjacent to trail systems Work with developers in the North Talbot and Bostwick West communities to orient buildings towards Southdale Road in order to establish a public face for this important east-west seam between Westmount and the Southwest area Sub-Area Urban Design Guidelines Streets: It is imperative that this precinct be well connected to adjacent neighbourhoods and major roadways. In addition, roads should also be multi-purpose serving a range of users (pedestrians, cyclists, motorists and, where relevant, transit users). As such, roads will be hierarchical in scale and provide seamless and easily navigable linkages within and between communities. Rights-of-way correspond to roadway hierarchy and should include a generous streetscape corridor. This zone will include street trees and furniture, pedestrian lighting, bicycle racks, and decorative paving. In essence streets are to be human in scale, pleasant and safe for pedestrians and cyclists and provide clear and concise orientation for residents and visitors alike. Primary Streets: These roadways provide connections to external communities beyond the boundaries of the study area. A right-of-way of 36 metres is established which includes allowances for bicycle lanes and public transit. Secondary Streets: Roads which provide links between primary streets and service the precinct are allotted a right-of-way of 21 metres. This will include provision for a bike lane and for on-street parking. Local Streets: Streets which service individual residential properties will also have a right-ofway of 21 metres. Included in this dimension, where appropriate, is on-street parking. 52 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

55 Fig. 5.17: Primary Street Fig. 5.18: Secondary Street Fig. 5.19: Local Street URBAN STRATEGIES INC. / AECOM 53

56 Blocks: The regular patterning of local and secondary streets will result in a highly regularized block structure offering flexibility in type and scale of residential development. Residential and local commercial developments should be oriented to face the street. In the case of fronting primary and secondary streets, on-site parking should be located behind the building by way of belowgrade structure for higher density developments or laneway access for medium density developments. Block corners shall be demarcated with building articulation or enhanced landscape treatment. Figs through 5.24: Examples of pedestrian-friendly street frontages Open Space: A comprehensive network of open spaces will link new neighbourhood parks with environmentally sensitive areas, the Thornicroft Drain and the existing hydro corridor. Connections will extend in a east-west direction and northsouth extending to Dingman Creek, the Village of Lambeth, Wonderland Road and the community of Westmount. Active and passive uses will be encouraged and, where appropriate, related uses such as storm water management ponds, community centres, schools and other community uses will be incorporated as components of the network. Figs through 5.27: Examples of a range of public open spaces possible throughout the precinct west of Wonderland Road 54 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

57 5.4 Sub-area: The Wonderland Road Corridor (Gateway to Southwest London) Place-making Goals The central spine of the entire study area, and the organizing feature upon which other precints are arranged, Wonderland Road will over time rival Wellington Road as an attractive gateway to London and an important commercial and employment corridor. With an existing 402 interchange, a potential 401 interchange under review, and a highly educated and skilled workforce on its doorstep, the southern end of this arterial is enviably situated to attract higher order employment uses. As an entranceway into the City, light industrial uses will be held to a higher standard of site plan and architectural design here, as each will be required to contribute to the construction of Wonderland Road as a prestige address suitable for modern, clean employment uses organized in a campus-type fashion. North of Wharncliffe, Wonderland Road is seen as developing into a busy commercial and mixed use thoroughfare. A mix of regional and local commercial destinations will line Wonderland Road, and high density apartment buildings will help to create a diversity of traffic, regenerating street-level activity through different times of the day and week and creating a captive ridership base for public transit. Sidewalks and dedicated bicycle routes will line both sides of the street, and an aggressive street and boulevard tree planting program will create a worthy entranceway to the Forest City. A reconfigured Wharncliffe Road is straightened and extended west of Wonderland through the South Talbot area. Framed by attractive medium density housing forms, this new arterial road creates access to the core of the southwest s community growth area. In conjunction with Southdale Road and an extended Bradley Avenue to the north, Wharncliffe also creates an important east-west connection from the southwest area to the rest of the city via Wonderland Road and Wharncliffe Road. Fig. 5.28: Example of mixed use development The following provides long term, place-making goals for the full realization of this sub-area. Along the way, future municipal investment, planning approvals and private development should each seek to reinforce and achieve these goals: Establish Wonderland Road as a welcoming and attractive linear gateway to the City of London, complete with: generous green boulevards; substantive street trees and seasonal foliage; and a banner and signage program through which to brand the area Reinforce the strategic importance of future prestige employment lands between Wharncliffe and Hamlyn through by preserving these parcels for economic growth opportunities Enforce a high standard of urban and architectural design for all buildings fronting Wonderland Road Realign Wharncliffe Road to create a rational road and block pattern that supports development of prestige employment uses and reduces through traffic volumes on Lambeth s Main Street Consolidate retail development at the Southdale and Wonderland commercial hub where it will best serve existing and future communities. Encourage new retail development in this area to establish built form relationships to adjoining parcels and streets, and seek innovative approaches to parking supply and management Fig. 5.29: Detail of Illustrative Plan Fig. 5.30: Example of retail development URBAN STRATEGIES INC. / AECOM 55

58 5.4.2 Sub-Area Urban Design Guidelines Streets: Wonderland Road is to serve as the north-south spine for the whole of the Southwest Area. With its connection to Highway 402 and future link to Highway 401 it will also serve as a major entry point to the City of London. Its treatment is to be that of a grand boulevard with an emphasis on landscape and built form to humanize its scale (with a width of 6 lanes anticipated) and articulate its role as a gateway to the City. The character of Wonderland Road can be divided into two halves: Between Southdale and Wharncliffe Roads: Wonderland Road is to be urban in nature comprised of retail and mixed use developments sited adjacent to a generous sidewalk. The character of this section of the street is to be highly inviting to pedestrians as well as cyclistfriendly. Streetscape provisions such as benches, transit shelters, bicycle lockups, street trees and pedestrian scale lighting will be encouraged. Fig. 5.31: Wonderland Road between Southdale and Wharncliffe Roads Fig. 5.32: Example of mixed use development 56 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

59 Between Wharncliffe Road and Dingman Drive: Industrial structures will characterize the types of uses along the lower portion of the precinct. As such, pedestrian activity will be less frequent and vehicle movement more dominant. Edge treatment along the right-of-way should therefore be landscape dominant with discreet signage incorporated into a lush landscape of mass planting, contoured ground planes and regularized rows of street trees. Blocks: As the Wonderland Road precinct is relatively narrow blocks will be largely defined by the hydro corridor on the west and Pincombe Drain on the east. East-west roadways will provide the north or south boundaries of large blocks that be comprised of industrial or mixed uses. Over time, in the case of single use sites, consideration should be made for further subdivision using a finer grain street network with the objective of creating greater porosity of movement and greater activity through the development of a wider mix of uses. Parking should not be permitted adjacent to the road right-of-way in an urban condition where building frontage should predominate. Further south industrial uses and parking along the right-of-way should be addressed with careful landscape consideration. Along Wonderland Road the most significant node will be at the intersection with Wharncliffe Road. This is to be treated as a significant gateway with detailed attention given to highly articulated building form and landscape treatment. Open Space: Open space treatment will be largely focused on the creation of urban plazas at key road intersections north of Wharncliffe and on streetscaping along the whole of Wonderland Road. Fig. 5.34: Wonderland Road between Wharncliffe Road and Dingman Drive Fig. 5.33: Example of open space treatment as part of retail development URBAN STRATEGIES INC. / AECOM 57

60 5.5 Sub-area: White Oaks and Exeter Mixed- Use Precinct This sub-area is the most complex of the five, owing to its diversity of edge conditions, and disparate patterns of land use, building types and road patterns. The approved Bostwick East and North Longwoods area plans account for more than half of the total land area north of Exeter Road and east of Wonderland Road, and establish challenging interfaces with future growth areas. Establishing a rational road network and strong pedestrian connections between these existing and emerging residential and commercial areas is critical. This is particularly important with respect to Wharncliffe Road, which should transform over time from a commercial arterial with little amenity or sense of place to a mixed-use corridor with many road and other connections to its adjacent districts. In response, the Preferred Land Use Plan illustrates a repositioned Wharncliffe Road as an important connector from the heart of the Southwest Area to the city s established Highland and South London neighbourhoods. Over time, buildings should orient themselves to front and enliven Wharncliffe Road, and uses will diversify to include high density apartments above commercial storefronts. Establish an open space system as both a buffer between existing White Oak/Exeter Road employment uses and the future North and Central Longwoods communities; and as a shared amenity and attractive setting for this distinct user groups Orient medium-density housing to define an attractive street edge along Bradley Avenue, and to provide an active frontage to local parks and open spaces Sub-Area Urban Design Guidelines Streets: The precinct is largely circumscribed by existing and planned roadways that extend deep into London. These include the Bradley Avenue extension, White Oak Road, Wharnecliffe Road South and Exeter Road. The diagonal orientation of Wharncliffe Road, in particular, poses a challenge in creating a street network that is responsive to anticipating a range of future uses while also forming part of a simple, clear, rational movement system. Primary Streets: These streets are comprised of Wharnecliffe Road South, Bradley Avenue and, to a lesser extent, White Oak Road. Both Wharnecliffe and Bradley are to be transit inclusive roads and should also be accommodating to cyclists and pedestrians. A right-of-way of 36 metres will include provisions for these users as well as a zone for streetscape treatment. Fig. 5.35: Detail of Illustrative Plan South of the Wharncliffe and Bradley intersection a community of low and medium density uses would extend the residential fabric envisoned for North Longwoods. A green ring and regional park space define the edges of this neighbourhood, providing a needed transition between this community and existing light industrial uses located to the south and oriented along Exeter Road Place-making Goals The following provides long term, place-making goals for the full realization of this sub-area. Along the way, future municipal investment, planning approvals and private development should each seek to reinforce and achieve these goals: Repurpose Wharncliffe Road as a mixed-use, urban arterial with a broad range of commercial, employment and high-density residential uses Create a network of pedestrian-oriented streets that bisect Wharncliffe and connect to adjacent neighbourhoods in the Bostwick and Longwoods communities Fig. 5.36: Example of high quality streetscaping with wide sidewalks, street trees and pedestrian lighting 58 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

61 Fig. 5.37: Primary Street Fig. 5.38: Secondary Street Fig. 5.39: Local Street Secondary Streets: Roads that provide access into the site will have a right-of-way of 21 metres. On-street parking and bicycle lanes will be encouraged along these streets. Vehicular parking for commercial and residential uses shall not be permitted along street frontages. Local Streets: Local streets will service the residential community within the precinct and have a right-of-way of 21 metres. Where appropriate, on-street parking will be encouraged as part of traffic calming measures and alleviating the need for larger garages. URBAN STRATEGIES INC. / AECOM 59

62 Blocks: Central Longwoods is located between the emerging community of North Longwoods and the mixed use precinct of Wonderland Road and the industrial area of South Longwoods. As such, uses in this precinct will reflect its transitory nature between adjacent land use areas. Mixed use, residential and industrial land use designations will predominate. Where industrial abuts or is across the street from residences a landscape buffer of 30 metres will be proscribed to screen the former uses from domestic occupants. Parking will be internalized within mixed use blocks; buildings and uses will be access primarily and directly from primary street frontages. Open Space: Significant open spaces are comprised of the Pincombe Drain to the west and a woodlot along the Bradley Avenue extension. In the case of the latter, a landscape buffer of 30 metres is required between the woodlot and any proposed infrastructure. 60 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

63 5.6 Sub-area: Exeter Road Spine (Traditional Employment Uses) Exeter Road will continue to function much as it does today a busy thoroughfare and organizing spine of a traditional light and general industrial/ employment district. As an arterial road with excellent access to the 401 (east via Wellington) and 402 (west via Wonderland) highways, Exeter is ideally suited to this function Place-making Goals The following provides long term, place-making goals for the full realization of this sub-area. Along the way, future municipal investment, planning approvals and private development should each seek to reinforce and achieve these goals: Heighten the profile of Exeter Road as an artery linking prestige employment and light industrial uses to the city s economic gateways: Wonderland Road and Wellington Road Maintain the significant employment land base south of Exeter Road for light industrial uses Sub-Area Urban Design Guidelines Streets: The South Longwoods precinct is defined by the roadways of Exeter Road, Dingman Drive and White Oak Roads. These roads link the area to surrounding communities with Exeter providing a direct link from Highway 401 and from Wonderland Road. Primary Streets: Exeter Road is the primary street providing connections to surrounding communities and from Highway 401. Similar to Bradley Avenue to the north it is an important east-west spine serving the prime employment area in the southwest. Streetscaping should therefore reflect the significance of this roadway. Secondary Streets: A grid of secondary streets divide the sub-area into discrete parcels connecting it to the precincts of the north. The intent of these streets is to provide continuity of movement through the area by linking existing or partially constructed roads dispersing traffic movement and thereby easing vehicle loads on primary roadways. Fig. 5.40: Detail of Illustrative Plan URBAN STRATEGIES INC. / AECOM 61

64 Blocks: Given the types of uses envisaged for the South Longwoods precinct the block structure will be coarser than elsewhere within the study area. An emphasis on landscaping particularly along major street frontages will be expected with signage being discreetly located and of a scale that is not over bearing and is well integrated into its context. Open Space: Finger-like projections extend from the Dingman Creek watershed creating an irregular edge along the southern boundary of the precinct. These tendrils should be preserved with a 30-metre buffer and enhanced, as in the case of the Pincombe Drain, which provides a potential trail linkage from the creek northwards through the study area and beyond to Westmount. Fig. 5.43: Preserving the natural beauty of Dingman Creek Fig. 5.41: Primary Street Fig. 5.42: Secondary Street 62 LONDON SOUTHWEST AREA PLAN DRAFT REPORT

65 5.7 Sub-area: Brockley The Brockley quadrant suffers from the complexity of disparate land uses in proximity to one another. The intersection of the 401 and Wellington Road - the city s main highway interchange and north-south access into the downtown core logically establishes a highway-oriented, large-format commercial and employment hub with a regional catchment area. The presence however of an existing residential hamlet, a settlement that pre-dates annexation by the City of London and was never therefore considered in the context of the City s urban structure, requires careful consideration Place-making Goals In order to minimize the impacts of industrial development on the established Rural Settlement Area of Brockley, the range of uses permitted in the Zoning By-law may be restricted in order to ensure that uses that may have an adverse impact on the adjacent Rural Settlement area will not be permitted. All uses adding, emitting, or discharging a contaminant into the natural environment must obtain a Certificate of Approval from the Ministry of the Environment as required by the Environmental Protection Act and associated Regulations. Uses permitted in this category will also be required to comply with additional requirements as set out in this Section of the Plan and in the City of London s Waste Discharge By-law Sub-Area Urban Design Guidelines Streets: The precinct of Brockley is quartered by two roads: Wellington Road South and Dingman Drive. While Wellington Road is a major arterial with direct links to Highway 401 and Downtown its character is largely determined by highway-related commercial and highway access/egress ramps. However, Dingman Drive retains a more rural character and this should be preserved and enhanced, particularly as it passes through the residential enclave of Brockley. Blocks: Given the varied large scale uses within the sub-area block sizes are varied and irregular defined primarily by Wellington Road, Highway 401, the rail line and Dingman Creek. Virtual blocks should be created around the Village of Brockley by means of a 30-metre landscape buffer. This will contribute to the preservation of the residential enclave while also providing pedestrian and cycling links to Dingman Creek and the woodlot to the northeast. Open Space: The Dingman Creek watershed is the prime open space feature within the Brockley precinct. A minimum buffer of 30 metres from the water course or top of bank is required for any new development. An enhanced trail is envisaged for the entire length of the creek linking the southwest to the Thames trail system. Fig. 5.44: Detail of Illustrative Plan Certain industrial uses within the Light Industrial land use designation, including industries requiring large amounts of open storage and those with nuisance aspects relating to their operations, may be restricted, through the Zoning By-law, from locating in lands adjacent to the Brockley Rural Settlement area. With respect to buffering, the Zoning, Site Plan, and Sign Control By-laws may specify higher standards for setbacks, the location of parking and loading areas, landscaping, signage, and screening of outdoor storage areas for industries adjacent to the Brockley Rural Settlement area. Regulations in the Zoning By-law shall include provisions to prohibit outside storage or any source of noise or odour emission from locating within 40 metres of the Brockley Rural Settlement boundary. Fig. 5.45: Example of light industrial development Fig. 5.46: View of Dingman Drive in Brockley looking east URBAN STRATEGIES INC. / AECOM 63