CARLING AVENUE ZONING BY-LAW AMENDMENT PLANNING RATIONALE APRIL 2012

Transcription

1 265 CARLING AVENUE ZONING BY-LAW AMENDMENT PLANNING RATIONALE APRIL 2012

2 PREPARED BY: PREPARED FOR: FOTENN CONSULTANTS INC. 223 McLeod Street Ottawa, Ontario K2P 0Z8 Canada Tel: TAGGART REALTY MANAGEMENT 225 Metcalfe Street Ottawa, Ontario K2P 1P9 Canada Tel:

3 FoTenn Consultants Inc. has been retained by Taggart Group of Companies to prepare the following Planning Rationale in support of a Zoning By-law Amendment for the lands known municipally as 265 Carling Avenue. PURPOSE OF THE ZONING BY-LAW AMENDMENT / The purpose of the Zoning By-law Amendment is to permit the development of a 20-storey (62 m) mixed-use building situated on the western half of the subject property. The development is comprised of 11 two-storey live/work townhomes, 149 one- and twobedroom apartment units, and 88 m 2 of ground floor commercial space. In order to accommodate the proposed development, it is proposed that the entire property municipally known as 265 Carling Avenue be rezoned from AM, AM H(28), and R4T[1536] to AM[XXXX] F(4.2) SXXX. This zoning will vary the following provisions of the AM parent zone and Table 101- Minimum Parking Space Rates of the Zoning By-law: Permit site-specific yard setbacks to accommodate the existing and proposed buildings, as per the proposed schedule (attached); Increase the maximum permitted building height from a range of 14.5 to 28 metres to 62 metres (20 storeys) where the tower is proposed, as per the proposed schedule; Increase the maximum permitted Floor Space Index (FSI) from 3.5 to 4.2; Recognize the existing landscaped buffers in between the existing office building and the adjacent residential zone to the north; Remove the minimum parking space requirement for the commercial portion of the live/work units and the commercial space fronting onto Carling Avenue; Reduce the minimum parking space rate for the existing office building from 2.0 spaces/100 m 2 to 1.8 spaces/100 m 2 ; and Identify the lands as one lot for zoning purposes. FOTENN CONSULTANTS INC. 223 McLeod Street Ottawa, Ontario K2P 0Z8 Canada T: F:

4 265 CARLING AVENUE PLANNING RATIONALE APRIL SUBJECT LANDS AND SURROUNDING AREA / The subject property is located immediately northwest of the intersection of Carling Avenue and Bronson Avenue, approximately 2 kilometers south of downtown Ottawa. The property occupies two-thirds of a city block, with approximately 40 metres of frontage along Bronson Avenue, 86 metres along Carling Avenue, 58 metres along Cambridge Street South, and 37 metres along Clemow Avenue. The total lot area is 3, m 2, excluding the lands that will be dedicated to the City through the required road widening. N ST CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE ST ST ST ST ST S S S S S CLEMOW AVE BRONSON BRONSON BRONSON BRONSON BRONSON AVE AVE AVE AVE AVE BRONSON BRONSON BRONSON BRONSON BRONSON AVE AVE AVE AVE AVE CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE ST ST ST ST ST S S S S S CARLING AVE BRONSON BRONSON BRONSON BRONSON BRONSON AVE AVE AVE AVE AVE 540 CARLING AVE 770 FIGURE 1 / SUBJECT PROPERTY (265 CARLING AVENUE) G AVE An 8-storey office building (4,273.5 m 2 gross floor area) built in the mid-1970s currently occupies the eastern half of the subject property, with an associated surface parking lot containing 69 spaces occupying the western half of the property. One level of underground parking containing 36 spaces is currently located underneath the subject property. The following land uses are found in the area surrounding the subject property: NORTH A new 3-storey residential development, comprised of a mix of apartments and townhomes, occupies the majority of the street block located to the immediate north of the subject property. Further north are low-to-high density residential uses. Low-rise retail/commercial uses are located to the northeast of the subject property, along both sides of Bronson Avenue. Highway 417, the City's main east-west thoroughfare, is located approximately 350 metres to the north of the subject property.

5 265 CARLING AVENUE PLANNING RATIONALE APRIL EAST To the east of Bronson Avenue is the Glebe, a neighbourhood which is primarily comprised of low-rise residential buildings and supporting uses, such as schools, parks and places of worship. Bank Street, a Traditional Mainstreet comprised of retail and commercial establishments, is located approximately 900 metres to the east of the subject property. SOUTH An automobile service station, a row of 1-2 storey commercial buildings, and a 3-storey apartment building are located to the immediate south of the subject property, on the south side of Carling Avenue. Further south are additional low-rise commercial establishments along Bronson Avenue, a low-rise apartment building, a 6-storey senior's housing complex, and 2 apartment condominium buildings located near the intersection of Bronson Avenue and Kippewa Drive. To the southwest of the subject property is an area of single-detached homes, beyond which is the Dows Lake parkland, which is owned and managed by the National Capital Commission. WEST A 7-storey apartment building is located to the immediate west of the subject property, on the west side of Cambridge Street South. Further west are a series of Federal Government buildings (Booth Street Complex), beyond which is Preston Street, a Traditional Mainstreet comprised of retail and commercial establishments. To the west of Preston Street is the O- Train corridor, which is planned to be converted to Light Rail Transit (LRT). The subject property is located approximately 780 metres east of the O-Train corridor. PROPOSED DEVELOPMENT / Taggart is proposing a 20-storey, mixed-use building oriented to the western half of the property, adjacent to Carling Avenue and the existing 8-storey office building. The proposed building is comprised of a 16-storey apartment condominium tower on top of a 4-storey mixed-use podium base. The podium contains 11 two-storey live/work townhomes, oriented primarily to Cambridge Street South and the interior walkway, above which are 2 storeys of one- and two-bedroom apartment units. A total of 88 m 2 of commercial space is also proposed, fronting onto Carling Avenue. The tower, which contains a mix of one- and twobedroom apartment units, has a height of 62 metres above grade, excluding mechanical equipment. A total of 190 parking spaces are proposed, the majority of which are accommodated in 4 levels of underground parking. The first level of underground parking is accessed via the existing two-directional garage ramp off of Bronson Avenue. The second through fourth levels of underground parking, which are not connected to the first level of underground parking, are accessed via a new two-directional ramp located off of Clemow Avenue. Four existing visitor parking spaces are located in the southeast corner of the property, adjacent to the existing office building. A total of 100 bicycle parking spaces are proposed, 80 of which are provided underground and 20 of which are located at grade.

6 265 CARLING AVENUE PLANNING RATIONALE APRIL The principle entrance to the residential component of the proposed building is located off of Clemow Avenue, adjacent to the ramp leading to the second through fourth levels of underground parking. A pathway leads from the building entrance to Clemow Avenue. The principle entrance to the 88 m 2 of ground floor commercial space is located on the south side of the building and is connected to Carling Avenue via a pathway. The remainder of the subject property will be landscaped with both hard and soft surfaces. A landscaped pathway is proposed along the east side of the proposed building, providing a mid-block pedestrian connection between Carling Avenue and Clemow Avenue. Entrances and amenity space associated with the live-work townhomes are also accessed off of this pathway. Similar landscaping is proposed on the west side of the new building, providing access from the townhomes on this side of the building to Cambridge Street South. A rooftop terrace is proposed on the 5th storey, at the north end of the 4-storey podium base, and at the north end of the 19th-storey, providing amenity space for residents of the proposed building. POLICY AND REGULATORY REVIEW / PROVINCIAL POLICY STATEMENT (2005) The Provincial Policy Statement (PPS) (2005), issued under the authority of Section 3 of the Planning Act, provides direction on matters of provincial interest related to land use planning and development. The Planning Act requires that decisions affecting planning matters shall be consistent with policy statements issued under the Act. The PPS promotes the development of strong communities, which relies on the establishment of efficient land use and development patterns and the accommodation of an appropriate range and mix of uses. A number of PPS policies encourage intensification and redevelopment, including Policy 1.1.2, which states: Sufficient land shall be made available through intensification and redevelopment and, if necessary, designated growth areas, to accommodate an appropriate range and mix of employment opportunities, housing and other land uses to meet projected needs for a time horizon of up to 20 years. Policy of the PPS states that "Settlement areas shall be the focus of growth and their vitality and regeneration shall be promoted". Focusing growth within settlement areas efficiently uses the infrastructure and public service facilities which are planned or available and avoids the need for their unjustified and/or uneconomical expansion.

7 265 CARLING AVENUE PLANNING RATIONALE APRIL The proposed Taggart development intensifies a currently underutilized parcel of land located within the urban area (a settlement area). As such, the development will make more efficient use of existing infrastructure and public service facilities, such as roads, servicing, and parkland. With regards to housing, Policy of the PPS states: "Planning authorities shall provide for an appropriate range of housing types and densities to meet projected requirements of current and future residents of the regional market area" By such methods as "b. permitting and facilitating: 2. all forms of residential intensification and redevelopment" and "d. promoting densities for new housing which efficiently use land, resources, infrastructure and public service facilities, and support the use of alternative transportation modes and public transit in areas where it exists or is to be developed." The proposed development, which includes a mix of ground-oriented live/work townhomes and apartment units, will contribute to the range of housing types currently available in the surrounding area. The proposed high-density development will support existing transit services, including local bus routes and the O-Train, as well as future transit opportunities along Bronson and Carling Avenues, which are identified as Transit Priority Corridors in the Transportation Master Plan (2008). CITY OF OFFICIAL PLAN (2003, CONSOLIDATED) Schedule B- Urban Policy Plan of the Official Plan (OP) (2003, Consolidated) designates Carling Avenue an Arterial Mainstreet and Bronson Avenue (from downtown south to Carling Avenue) a Traditional Mainstreet. The subject property is more characteristic of an Arterial Mainstreet, which is reflected in the current Arterial Mainstreet zoning for the property.

8 265 CARLING AVENUE PLANNING RATIONALE APRIL SUBJECT PROPERTY FIGURE 2 / CITY OF OTTAWA OFFICIAL PLAN- SCHEDULE B- URBAN POLICY PLAN Arterial Mainstreets are characterized in the Official Plan as: "an urban fabric of larger lots, larger buildings, varied setbacks, lower densities and a more automobile-oriented environment, often within a divided cross section of four or more lanes." A broad range of uses are permitted on Mainstreets, including retail and service commercial uses, offices, residential and institutional uses. An office building and a mixeduse building with apartments, live/work townhomes, and ground floor commercial are permitted uses within the Arterial Mainstreet designation. The Official Plan encourages development along Arterial Mainstreets in a way that facilitates the gradual transition to a more urban pattern of land use, which could mean higher density residential uses, where appropriate. More specifically, the Official Plan sees the potential for Arterial Mainstreets to evolve into more compact, pedestrian-oriented and transit friendly places (Policy ). Policy states that redevelopment and infill are encouraged on Mainstreets in order to optimize the use of land through intensification. Intensification is expected to occur through the redevelopment of such sites as vacant lots, aging strip malls, and former automobile sales lots, parking lots and gas stations, as well as through additions to existing buildings.

9 265 CARLING AVENUE PLANNING RATIONALE APRIL An 8-storey office building is currently situated on the eastern half of the subject property, with surface parking occupying the western half of the site. The proposed development would be located on the western, underutilized portion of the site, resulting in the replacement of the existing surface parking lot with underground parking. The Official Plan supports building heights up to 9 storeys on Arterial Mainstreets (Policy ). Greater building heights will be considered in a number of circumstances, including when the development fosters the creation of a community focus where the proposal is on a corner lot, or at a gateway location or at a location where there are opportunities to support transit at a transit stop or station. The subject property is a corner through lot located at the eastern terminus of the Carling Avenue corridor and the western boundary of the Glebe neighbourhood. The property is located approximately 780 metres east of the Carling O-Train transit station, which is planned to be converted to Light Rail Transit. Further, where Bronson and Carling Avenues intersect, both roads are identified as Transit Priority corridors in the City's Transportation Master Plan (2008). As such, additional height above the 9 storeys envisioned for Arterial Mainstreets is reasonable and appropriate at this location. Policy of the Official Plan states that in order to demonstrate its commitment to development on Mainstreets, the City will consider Mainstreets to be priority locations for considering a number of different practices and programs. Of most relevance to the proposed development is the use of techniques such as increased height and density provisions. New development along mainstreets will be evaluated against the criteria of Section Compatibility and Community Design and Section Urban Design Compatibility of the Official Plan. Section Compatibility and Community Design and Annex 3 - Design Framework The Plan provides guidance on how to appropriately incorporate infill development into existing built up areas. The Official Plan defines compatible development as development that is not necessarily the same as or similar to existing buildings but that enhances and coexists with existing development without undue adverse impacts on surrounding properties. It is development that fits well and works well with its surroundings. Section identifies Design Objectives and Principles to guide development proposals. Annex 3 provides further suggestions as to how these Design Objectives and Principles could be met by offering Design Considerations. In response to this direction, an Urban Design Analysis (see Appendix 1) has been prepared which identifies how these design objectives and principles have been met by the proposed

10 265 CARLING AVENUE PLANNING RATIONALE APRIL development. Further to this analysis, it is our view that the proposed development meets the following objectives which are relevant to the proposed development: Design Objective 1- To enhance the sense of community by creating and maintaining places with their own distinct identity. The proposed development exhibits a high quality of design. It will be a landmark building at the Carling/Bronson intersection a gateway location to the Glebe and to the Carling Avenue corridor to the west. The project will create a stronger, more vibrant node of activity, which will form a significant component of the community s structure and identity. The proposed development supports public transit and future residents will not be solely reliant on the automobile due to the site's location within an established area with numerous existing amenities. Design Objective 2- To define quality public and private spaces through development. The proposal anchors a highly visible location at the intersection of two major roads; with a continuous built form at the street perimeter. The development will provide quality outdoor amenity space in the form of private balconies, rooftop terraces, an amenity courtyard, and landscaped pathways which run along both the east and west sides of the building. The landscaped pathway along the eastern side of the building provides a mid-block pedestrian connection between Carling Avenue and Clemow Avenue. Ground-floor live/work townhomes front onto this pathway, therefore the pathway will be animated with glazing, entrances, and private amenity space. A similar pathway is proposed along the western side of the building, adjacent to Cambridge Street South. All of the parking associated with the new building is located underground and therefore is removed from the pedestrian environment. Design Objective 4- To ensure that new development respects the character of existing areas. The addition of residential units and commercial space will create a stronger, more vibrant node of activity that will enliven the Carling/Bronson intersection. The proposal, comprised of a 4-storey podium with a slender 16-storey tower oriented to Carling Avenue, transitions the taller element away from existing lowrise residential uses to the north. The separation of Carling Avenue and the future mid-high rise developments on the south side of Carling Avenue provide the appropriate transition to the established Dow s Lake community.

11 265 CARLING AVENUE PLANNING RATIONALE APRIL The provision of live/work townhomes and commercial space at grade will create a pleasant pedestrian environment. Design Objective 5- To consider adaptability and diversity by creating places that can adapt and evolve easily over time and that are characterized by variety and choice. The proposed development incorporates a mixture of uses, including ground floor commercial space, apartment condominiums, and live/work townhomes. With the introduction of live/work townhomes, the proposed development increases the variety of residential units that are available in the surrounding area. This will allow for the accommodation of a greater range of people of different incomes and lifestyles. The proposed development achieves a more compact urban form than currently exists on the subject property. Section Urban Design and Compatibility This section sets out criteria to evaluate the compatibility of a proposed development. These include: traffic, vehicular access, parking, pattern of surrounding community, building height and massing, outdoor amenity area, loading, service and outdoor storage areas, lighting, noise and air quality, sunlight, microclimate and supporting neighbourhood services. Traffic: A Transportation Brief prepared by Delcan Corporation assesses the existing road network and its potential to accommodate traffic generated by the proposed development. The Transportation Brief concludes that the existing capacity of the road network is sufficient to safely accommodate the traffic generated by the proposed development. The subject property is located at the intersection of two arterial roads (Bronson and Carling Avenues) and is situated approximately 350 metres south of Highway 417. Further, the subject property is/will be well served by existing and proposed transit service, including numerous local bus routes (4, 6, 101, and 102) and the O-Train corridor (future Light Rail Transit corridor) located approximately 780 metres to the west. Vehicular Access: The site will be served by vehicular connections to Bronson Avenue and Clemow Avenue. The driveways are located with sufficient separation from intersections and benefit from good visibility. The single entrance on each frontage will not undermine traffic and pedestrian movements along both roads. Noise and headlight glare impacts will be absorbed internally.

12 265 CARLING AVENUE PLANNING RATIONALE APRIL Parking Requirements: A total of 190 parking spaces are proposed, with 186 spaces accommodated in 4 levels of underground parking and 4 spaces provided in the southeast corner of the subject property, in front of the existing office building. The first level of the underground parking will be accessed via the existing ramp off of Bronson Avenue while the second through fourth levels of underground parking will be accessed via a new two-directional ramp located off of Clemow Avenue. As will be discussed in greater detail later in this Planning Rationale, the present Zoning Bylaw Amendment application requests that there be no parking space requirement for commercial uses in the proposed building and that the minimum parking space rate for the existing office building be reduced from 2.0 to 1.8 spaces per 100 m 2 of gross floor area. Relief from these provisions is supported by the fact that residential visitor parking spaces will be available to customers/clients of the commercial establishments during business hours and the accessibility of the subject property by transit and cycling. Pattern of Surrounding Community: The surrounding neighbourhood contains a variety of built forms, including residential buildings ranging from single-detached dwellings to mid-rise apartment buildings and commercial establishments ranging from single-story service/commercial units to a midrise office building on the east side of the subject property. Immediately adjacent to the proposed building are a 2.5 storey apartment building (north), an 8-storey office building (east), a 4-storey apartment building (south), and a 7-storey apartment condominium building (west). As illustrated in the Urban Design Analysis (Appendix 1, pg.15), the planned function for the area is characterized by a gradual transition in building heights from 11 to 14.5 metres up to 28 metres at the intersection of Bronson and Carling Avenues. More specifically, the subject property and the lands located to the immediate south of the subject property, on the south side of Carling Avenue, are zoned to permit building heights of up to 27.5 to 28 metres, which translates to approximately 9 storeys. The proposed high-rise, mixed-use building provides a dwelling type that is common in the area (apartment condominium units), but also introduces a new dwelling type in the form of ground floor live/work units. This new dwelling type will complement the existing uses in the area while also increasing the variety of dwelling types that are available to local residents. Building Height and Massing: While the proposed tower at 20 storeys is higher than the existing built environment in the surrounding area, a high-rise, mixed-use building is supported by policies which encourage the intensification of strategic sites that efficiently use existing infrastructure and services and support walking, cycling, and transit. The subject property has excellent access to major roads and Hwy #417, is well served by existing and future transit service, and is within

13 265 CARLING AVENUE PLANNING RATIONALE APRIL walking/cycling distance of a broad range of services and amenities in the Glebe, along Preston Street, and in the Centretown/downtown area. As well, the planned function for the area consists of a variety of mid-high rise apartments on the south side of Carling Avenue, east of Cambridge Street South which will change the contextual fit of this building over time. Further, the massing and character of the proposed building will ensure that it fits-in well with the surrounding neighbourhood and that impacts on adjacent properties are minimized. In particular, the podium contains ground-oriented units and commercial space which will make the lower portion of the building a lively, pedestrian-oriented environment. The pedestrian environment will be further enhanced by a proposed landscaped pedestrian walkway along the east side of the new building, connecting Carling Avenue with Clemow Avenue, and a second landscape area along the Cambridge Street South frontage. The proposed tower is set back over 16 metres from the northern property line along Clemow Avenue, focusing the high-rise portion of the development along Carling Avenue. This provides a notable separation distance and transition in built form from the tower to the existing low- to mid-rise residential buildings to the north on Clemow Avenue. Groundoriented housing is proposed along the Cambridge Street South frontage, which provides an appropriate transition to adjacent developments. Finally, the tower has a small floor plate (674 m 2 ) which is more slender shape than traditional high-rise apartment buildings, allowing for more light and air circulation as well as a narrower, quicker moving shadow throughout the day. Outdoor Amenity Area: Medium- to high-density residential development is located to the immediate north and west of the subject property, closest to the proposed tower. The amenity space for these neighbouring units is generally provided in the form of small, private, covered balconies. As such, impacts on the privacy of surrounding outdoor amenity spaces will be limited. Loading Areas, Service Areas and Outdoor Storage: Services and storage for the proposed development will be contained both internally in each unit and in a proposed below-grade parking garage. Lighting: Lighting will be designed and installed to provide a safe and secure environment, without impacting (glaring) onto adjacent properties. Noise and Air Quality: No noise impacts have been identified. The proposed use is not considered a significant noise generator. Sunlight: Roderick Lahey Architects Inc. has prepared a sun shadow study for the proposed development. Some shadowing will occur on neighbouring properties to the east, north, and

14 265 CARLING AVENUE PLANNING RATIONALE APRIL northwest at certain times of the day and year. However, given the slender nature of the tower, the shadows will sweep quickly across the landscape throughout the day, minimizing the amount of time that any one property is affected. In terms of sunlight access for the proposed units, the small tower floorplate maximizes the exterior wall space, and therefore glazing, in each unit, providing a significant amount of sunlight access. Microclimate: No microclimate conditions have been identified. Supporting Neighbourhood Services: The subject property is located in close proximity to numerous established neighbourhood services and amenities including: Numerous Montessori, Primary, and Secondary schools located within 1 kilometre of the subject property, including in the Glebe and at the southern end of Centretown; Childcare located in the Glebe and the Booth Street Government complex; Parkland, including: o Dalhousie South Park to the north, which is a small park with a play structure. o Numerous neighbourhood parks in the Glebe to the east, namely those located close to Highway 417. o Dows Lake to the south, which connects with the Rideau Canal. The National Capital Commission parkland/pathways located along the Lake and Canal, as well as the water bodies themselves, offer numerous year-round recreational opportunities, including walking, running, cycling, skating, and canoeing/kayaking/boating. o McCann Park located on the east side of Preston Street, which is a small park with a play structure. o Ev Tremblay Park on the west side of the O-Train corridor, which is programmed with an outdoor skating rink, outdoor wading pool, play structure and tennis/basketball courts. The Glebe Community Centre located approximately 600 metres to the east, which offers a range of programs as well as tennis courts. Service and commercial establishments located along Bank Street (approximately 900 metres to the east) and Preston Street (approximately 620 metres to the west). Sunnyside Public Library, located approximately 1.5 kilometres to the southeast.

15 265 CARLING AVENUE PLANNING RATIONALE APRIL Transportation The portions of Bronson and Carling Avenues which abut the subject property are both designated: "Arterials" on Schedule E- Urban Road Network of the Official Plan; "On-Road Cycling Routes" on Schedule C- Primary Urban Cycling Network of the Official Plan; and "Transit Priority" routes on Schedule D- Rapid Transit Network of the Official Plan. Bronson Avenue is also designated a "Scenic Entry Route" on Schedule I- Multi-Use Pathways and Scenic-Entry Routes (Urban) of the Official Plan. Annex 1- Road Classification and Rights-of-Way of the Official Plan indicates that Carling Avenue from Richmond Road east to Bronson Avenue has a protected right-of-way width of 44.5 metres. In February 2012, City Staff confirmed that a right-of-way width of approximately 34.1 metres would be required in this location in order to accommodate a lay-by for the existing bus stop and to create a bicycle lane on the north side of Carling Avenue. The proposed building respects this 34.1 metre right-of-way width, which equates to approximately 17 metres from the centreline of Carling Avenue. Official Plan Amendment No. 76 The City of Ottawa undertook a 5-year review of their Official Plan, which resulted in the passing of Official Plan Amendment (OPA) 76 on June 24, OPA 76 was subsequently approved by the Ministry of Municipal Affairs and Housing on December 24, 2009, subject to several modifications. Several appeals to the Official Plan Amendment have been filed with the Ontario Municipal Board; those sections that were not appealed or have been settled are now in effect. The following policies, which have been officially incorporated into the Official Plan through Official Plan Amendment 76, are relevant to the subject property and proposed development. Section identifies Mainstreets as a target area for intensification, with Carling Avenue assigned a minimum density target of 200 people and jobs per gross hectare in Further, Section indicates that the intent of the Official Plan is to guide the development of Arterial Mainstreets within the Greenbelt toward denser and more urban forms that will support frequent transit service and prepare them for the high level of transit that is planned for Supplementary Rapid Transit corridors in the future.

16 265 CARLING AVENUE PLANNING RATIONALE APRIL Section permits building heights up to 6 storeys on Traditional Mainstreets and up to 9 storeys on Arterial Mainstreets. Section 4.11 allows for the consideration of high-rise buildings (defined as 10 storeys or more) along Traditional and Arterial Mainstreets, in the following locations: a. Within areas characterized by high-rise buildings that have direct access to an arterial road, or; b. Within 600 metres of a rapid transit station, or; c. Where a community design plan, secondary plan, or other similar Councilapproved planning document identifies locations suitable for the creation of a community focus on a strategic corner lot, or at a gateway location or on a terminating site to strategic view, or a site that frames important open spaces, or at a location where there are significant opportunities to support transit at a transit stop or station by providing a pedestrian and transitoriented mix of uses and activities, or; d. Within areas identified for high-rise buildings where these building profiles are already permitted in the Zoning By-law, or; e. Within areas where a built form transition is provided as described in policy More specifically, Policy addresses the integration of taller buildings within an area characterized by lower built form by way of effective transitions, such as: Incremental changes in building height (e.g. angular planes or stepping building profile up or down); Massing (e.g. inserting ground-oriented housing adjacent to the street as part of a high profile development or incorporating podiums along a Mainstreet); Character (e.g. scale and rhythm, exterior treatment, use of colour and complementary building finishes); Architectural design (e.g. the use of angular planes, cornice lines); and Building setbacks. With regards to density, the addition of a high-rise mixed-use building containing 160 units and ground floor commercial will assist in the fulfillment of Official Plan policies which encourage denser building forms along mainstreets. With regards to the appropriateness of a high-rise building in this location, the subject property is situated just outside of the 600 metre radius surrounding the Carling O-train station but is located along a Transit Priority Corridor which connects with the transit station, located a short distance away. There are no Council-approved planning documents which apply to the subject area; however, given that the subject property is a large corner lot located at the terminus of the Carling Avenue corridor and at the edge of

17 265 CARLING AVENUE PLANNING RATIONALE APRIL the Glebe community, it can be considered a strategic lot at an important gateway location. The proposed building design provides an appropriate transition from surrounding lowerrise buildings. More specifically, as encouraged in Policy of the Official Plan, the building exhibits an incremental change in height by way of a 4-storey podium base, above which the tower is set back approximately 16 metres from Clemow Avenue, away from existing low-to-mid-rise residential buildings. Further, ground-oriented housing is proposed along the Cambridge Street South frontage, which provides a pedestrianoriented streetscape that will blend in well with adjacent developments. TRANSPORTATION MASTER PLAN (NOVEMBER 2008) The City of Ottawa Transportation Master Plan (TMP) (2008) identifies the transportation facilities, services and policies that the City of Ottawa will implement by Map 4A- Rapid Transit Network of the TMP identifies Bronson Avenue (from Highway 417 to Carling Avenue) and Carling Avenue (from Bronson Avenue to the O-Train/Light Rail Transit Corridor) as Transit Priority Corridors (Figure 3). The main objective of Transit Priority Corridors is to improve the competitiveness of transit, compared to the automobile, by reducing travel times and improving service reliability. These connecting corridors will be equipped with a set of coordinated priority measures, which may include peak-period transit only lanes, short dedicated lane segments, special bus stop arrangements, queue jumps and traffic signal priority. SUBJECT PROPERTY FIGURE 3 / MAP 4A- RAPID TRANSIT NETWORK OF THE TRANSPORTATION MASTER PLAN

18 265 CARLING AVENUE PLANNING RATIONALE APRIL URBAN DESIGN GUIDELINES FOR HIGH-RISE HOUSING (2009) On October 28, 2009, City Council approved a set of urban design guidelines to assist in their review of proposed high profile buildings. The guidelines are organized into 7 sections, including: Context Built Form Pedestrians and the Public Realm Open Space and Amenities Environmental Considerations Site Circulation and Parking Services and Utilities Given the subject site s location and context, the following guidelines are applicable to the proposed development: Guideline 4: Locate and orient other building components, such as the base and tower, and various site elements, to create a sense of transition between high-rise buildings and existing, adjacent lower profile areas. Guideline 7: Identify and enhance the pattern of activity nodes, community gateways and prominent sites. Use innovative designs and site treatments to contribute to way-finding, and place-making. Guideline 8: Design corner sites with inviting open spaces and pedestrian amenities, and buildings that wrap around the street corner. Guideline 12: A high-rise building has three primary components or areas of interest that are integrated into the whole of the design: a base or podium; a middle or tower, and a top. Guideline 13: Design the lower portion of the buildings to support human-scaled streetscapes, open spaces and quality pedestrian environments. Guideline 21: Design the high-rise towers with compact floor plates to maximize views, light and ventilation for the interior spaces, to facilitate breezes and light reaching outdoor spaces; to minimize the perception of a canyon along the street and in public places, to create narrow shadows that track quickly across the ground, and to allow opportunities for sky views; The proposed development meets the Urban Design Guidelines for High-Rise Housing in the following ways:

19 265 CARLING AVENUE PLANNING RATIONALE APRIL The proposed development consists of a compact, 16-storey tower situated on top of a 4-storey podium base. The tower is located immediately adjacent to Carling Avenue and as far away as possible from existing lower-rise residential development to the north. The 4-storey podium design serves to provide a transition to existing low-to-mid rise development in the area. The 19th and 20th storeys of the building are setback on the south side of the tower in order to create a distinctive top and to take advantage of prime views of Dows Lake. The podium base is comprised of ground-oriented townhomes and commercial space, which support a human-scaled streetscape. Due to a required road widening along Carling Avenue, the proposed building is situated immediately adjacent to the property line, preventing the accommodation of open space and pedestrian amenities on this particular corner site. COMPREHENSIVE ZONING BY-LAW ( ) As depicted in Figure 4, the subject property has 3 zonings in the Comprehensive Zoning Bylaw ( ), including: Arterial Mainstreet (AM); Arterial Mainstreet with a site-specific height of 28 metres (AM H(28 ); and Residential Fourth Density Zone with Exceptions (R4T[1536]) Given that the eastern lot line abuts a municipal road (Bronson Avenue) for the shortest distance, this lot line represents the front lot line. The western lot line (abutting Cambridge Street South) is the rear lot line and the northern (Clemow Avenue) and southern (Carling Avenue) lot lines are the side lot lines.

20 265 CARLING AVENUE PLANNING RATIONALE APRIL R4T[488] AVE AVE AVE AVE AVE CLEMOW AVE BRONSON BRONSON BRONSON BRONSON BRONSON AVE AVE AVE AVE AVE 247 T S R4T R4T[1536] AM H(28) BRONSON BRONSON BRONSON BRONSON BRONSON AVE AVE AVE AVE AVE 265 CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE CAMBRIDGE ST ST ST ST ST S S S S S CARLING AVE AM CARLING AVE FIGURE 4 / CITY OF OTTAWA COMPREHENSIVE ZONING BY-LAW ( ) 77 PERMITTED USES The purpose of the Arterial Mainstreet zone is to accommodate a broad range of uses including retail, service commercial, office, residential and institutional uses in mixed-use buildings or side by side in separate buildings and to promote intensification that is compatible with surrounding uses. A high-rise mixed-use building containing apartment and townhome units and commercial uses such as office, convenience store, personal service business, and retail store uses is permitted within the Arterial Mainstreet zone. The purpose of the Residential Fourth Density Zone is to allow a wide mix of residential building forms ranging from detached dwellings to low-rise apartment dwellings. Nonresidential uses are not permitted within the R4 zone; however Exception 1536 permits 1 convenience store located on the subject property, limited to 75 m 2 of gross floor area and to the ground floor or basement of an apartment building. HEIGHT Maximum permitted heights range across the subject property from 14.5 metres to 28 metres. More specifically, a maximum height of 14.5 metres is permitted in the northwest corner of the subject property, which is currently zoned R4T[1536]. A maximum height of 15

21 265 CARLING AVENUE PLANNING RATIONALE APRIL metres is permitted on the northern half of the property, within 20 metres of the adjacent R4T zone to the north. Finally, a height of metres is permitted directly along Bronson and Carling Avenues and a portion of Cambridge Street South. FLOOR SPACE INDEX The Arterial Mainstreet zone has a maximum Floor Space Index (FSI) of 2, unless 80% of more of the required parking is provided below grade, in which case an FSI of 3.5 is permitted. The Residential Fourth Density Zone does not have a maximum Floor Space Index. REQUIRED ZONING BY-LAW AMENDMENT / It is requested that the entire subject property, including the lands on which the existing 8- storey office building is located and the lands on which the proposed 20-storey building is located, be rezoned from AM, AM H(22) and R4T[1536] to Arterial Mainstreet with a Floor Space Index of 4.2, a site-specific schedule which depicts permitted heights and building setbacks, and an Exception to address minimum parking space rates, existing landscaping, and one lot for zoning purposes (AM[XXXX] F(4.2) SXXX). A proposed schedule and Exception are provided in Appendix 2 to this Planning Rationale. The following table demonstrates how the proposed development would comply with the proposed zoning: Zoning Mechanism AM[XXXX] F(4.2) SXXX Proposed Development Minimum lot area No minimum 3, m 2 Minimum lot width No minimum m Minimum front and corner side yard setback Minimum interior side yard setback Minimum rear yard setback Maximum building height Varies across the site- see schedule Varies across the site- see schedule Meets building setbacks shown on schedule Meets building heights shown on schedule. Maximum height of 62 m (20 storeys) for tower. Maximum floor space index Minimum width of landscaped area (i) abutting a residential zone: 3 m, except where existing conditions exist 3 metres of landscaping is provided in between the proposed building the adjacent residential zone to the east. A minimum of 1.3 metres is provided in between the ramp to the existing underground garage and the adjacent residential

22 265 CARLING AVENUE PLANNING RATIONALE APRIL Zoning Mechanism AM[XXXX] F(4.2) SXXX Proposed Development zone to the north and west (existing condition). Minimum parking space rates (ii) in all other cases: No minimum, except that where a yard is provided and not used for required driveways, aisles, parking, loading spaces or outdoor commercial patio, the whole yard must be landscaped Residential- 0.5 per unit Visitor- 0.2 per unit (above 12 units) Office- 1.8 per 100 m 2 GFA Parking is not required for commercial on ground floor of new building Residential: 0.5 * 160 units = 80 spaces required and provided Visitor: 0.2 *148 units = 30 spaces required and provided Office: 1.8 * 4,273.5 m 2 /100 m 2 = 77 spaces required, 80 spaces provided No parking provided Total of 190 spaces provided PARKING The proposed live/work townhomes have a ground floor area of 67 m 2. All or part of this ground floor area may be used for a range of different commercial uses that are permitted in the Arterial Mainstreet zone. Assuming that the entire ground floor area of all 11 townhomes is used for retail or personal service business uses, a total of 19 parking spaces would be required under the Comprehensive Zoning By-law. The actual number of required spaces will vary based on the area and type of commercial use in each unit, which is unknown at this time. Similarly, the actual number of spaces required for the 88 m 2 ground floor commercial unit fronting onto Carling Avenue will depend on the tenant. Through the present Zoning By-law Amendment, it is requested that there be no parking space requirement for the commercial uses located in the proposed building. Relief from this requirement is appropriate given that there is an opportunity for shared parking between visitors of the residential units and customers/clients of the commercial establishments. More specifically, 30 visitor parking spaces are required under the Zoning

23 265 CARLING AVENUE PLANNING RATIONALE APRIL By-law in support of the 160 residential units, all of which will be provided in the underground garage. These visitor spaces will be primarily used during the evenings and weekends and therefore would be available to customers/clients of the commercial establishments during regular business hours. The present Zoning By-law Amendment application also requests that the minimum required parking space rate for the existing office building be reduced from 2.0 to 1.8 spaces/100 m 2 of gross floor area. This slight reduction in the required number of spaces is supported by the fact that extensive transit service is available in the immediate area, including both local buses and the O-Train (future Light Rail Transit) corridor. Further, the subject property is accessible via bicycle by way of numerous on-road cycling routes and National Capital Commission pathways along the Rideau Canal and Dows Lake. SUPPORTING STUDIES / SERVICING IBI was retained by Taggart to prepare an Assessment of Adequacy of Public Services Report (March 2012). The report concludes that the municipal infrastructure needed to support the proposed development already exists in both Cambridge Street and Clemow Avenue, immediately adjacent to the property. Connection to the Cambridge Street watermain will provide the new building with a reliable water supply meeting the City of Ottawa design guidelines. Both the adjacent combined sewers also have capacity to service the proposed development. The report recommends that from an assessment of major municipal infrastructure perspective, the rezoning application be accepted and that the project move forward. TRANSPORTATION Delcan has prepared a Transportation Overview (April 2012) in support of the proposed development. The report indicates that the proposed development is projected to generate 47 and 43 vehicles/hour two-way total trips during the weekday morning and afternoon peak hours, respectively. These volumes equate to approximately 1 new vehicle every 75 seconds during peak hours and are considered relatively insignificant. Future traffic conditions at study area intersections are projected to operate similar to existing conditions, indicating negligible site impact. With regards to potential site plan issues, the report notes that variances will be required to address the minimum required number of parking spaces and the underground garage ramp design. Delcan recommends approval of the proposed development and concludes that from a transportation perspective, the proposed development fits well into the context of the surrounding area and its location and design serves to promote the use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to the redevelopment, intensification and modal share.

24 265 CARLING AVENUE PLANNING RATIONALE APRIL PHASE 1 ENVIRONMENTAL SITE ASSESSMENT In February 2002, Golder Associates prepared a Phase 1 Environmental Site Assessment (ESA) and Groundwater Sampling for the subject lands. Golder identified several issues of potential environmental concern, including subsurface impacts on soil and/or groundwater due to the presence of a former retail fuel outlet on the site from 1959 to 1972 and buildingrelated issues, mainly due to the age of the building (mid 1970s). A Phase I and Phase II ESA had been prepared by Golder in 1998 for the previous property owner, which confirmed that soil concentrations of benzene, toluene, ethyl benzene, xylene and total petroleum hydrocarbons were less than laboratory method detection limits. As a follow-up, Golder sampled groundwater from 3 monitoring wells installed in 1998 for the 2002 Environmental Site Assessment. Both soil and groundwater concentrations meet the requirements of the applicable industrial commercial Table B criteria of the Guidelines for Use at Contaminated Sites in Ontario. CONCLUSIONS / The subject property is a corner lot located at the intersection of a Traditional Mainstreet (Bronson Avenue) and an Arterial Mainstreet (Carling Avenue). The proposed 20-storey development is located at the western end of the property, furthest away from Bronson Avenue and the existing low-to-mid-rise residential developments to the north of Clemow Avenue. Both Official Plan and Official Plan Amendment 76 policies encourage intensification along mainstreets, with greater heights and densities considered appropriate at such locations as corner/gateway sites and in close proximity to transit. The intersection of Bronson Avenue and Carling Avenue is considered a gateway to both the Glebe neighbourhood located to the east and the Carling Avenue corridor located to the west. The subject property is well served by transit, including both local bus routes which run along Transit Priority corridors (Bronson and Carling Avenues), and the O-Train, which is planned to be converted to Light Rail Transit. In addition to being well served by transit, the subject property is located approximately 350 metres south of the Highway 417. The subject property is located close to numerous amenities, including the open space that runs along the Dows Lake and Rideau Canal shorelines and the retail and service commercial establishments that exist along Bronson Avenue. Further, the subject property is located within 1 kilometre of both the Preston Street and Bank Street commercial corridors. Employment opportunities in the area include the Booth Street Federal Government complex located approximately 300 metres to the west and downtown Ottawa, which is located less than 2 kilometres to the north. Given these attributes and the direction of the Provincial Policy Statement, Official Plan and Official Plan Amendment 76, it can be concluded that the subject property and surrounding area offer significant opportunities for intensification, including the development of highrise buildings. It is expected that over the long term, the area will be re-developed with a

25 265 CARLING AVENUE PLANNING RATIONALE APRIL built form that is similar to the proposed residential development. The massing and character of the proposed building, namely the use of a ground-oriented podium and slender tower, will ensure that it fits-in well with the surrounding neighbourhood and that impacts on adjacent properties are minimized. Should you have any questions or comments please contact the undersigned at ext. 234 or carrara@fotenn.com. Thank you for your consideration, Julie Carrara, MCIP RPP Planner FoTenn Consultants Inc.

26 APPENDIX 1 URBAN DESIGN ANALYSIS

27 BRONSON AVE CLEMOW AVENUE CAMBRIDGE STREET CARLING AVENUE UDA URBAN DESIGN ANALYSIS 265 CARLING AVENUE, OTTAWA PLANNING & URBAN DESIGN

28 PREPARED FOR: Taggart Realty Management 225 Metcalfe St Ottawa, Ontario K2P 1P9 Tel: (613) Web: PLANNING & URBAN DESIGN PREPARED BY: FoTenn Consultants Inc. 223 McLeod Street Ottawa, ON K2P 0Z8 Tel: (613) Web:

29 TOC TABLE OF CONTENTS 01 PLACE MAKING Gateway Opportunity 02 SUPPORTING WALKABILITY Connecting to Surrounding Neighbourhoods 03 PEDESTRIAN STREETSCAPE Intensification on Carling and Bronson 04 SITE POTENTIAL Future Mixed-use Development and Density 05 OPEN SPACES Green Connection to Gateway Intersection at Carling and Bronson 06 URBAN MORPHOLOGY Height/Density/Development Goals 07 URBAN FORM ANALYSIS Opportunities and Contraints 08 PLANNING DIAGRAMS Existing Conditions - Official Plan Designations/Zoning/Heights 09 SITE PHOTOS

30 4 265 CARLING AVE. URBAN DESIGN ANALYSIS PLACE MAKING FEBRUARY PLACE MAKING Gateway Opportunity DRAW RESIDENTS OF GLEBE NEIGHBOURHOOD DRAW RESIDENTS AND EMPLOYEES FROM THE NORTH AND WEST CARLING AVENUE MIXED-USE HUB BRONSON AVENUE DRAW RESIDENTS OF GLEBE NEIGHBOURHOOD DRAW USERS OF DOWS LAKE AND COMMISSIONERS PARK FOCUS AREA PRINCIPLE: A successful community, which orients city-life to the pedestrian scale (a 600 m radius), must focus its efforts on creating a number of local destinations, which attract a critical-mass of users and activities. A gateway intersection, or a mixed-use hub, is a tool to help focus a community s sense of identity. APPLICATION: The intersection at Carling and Bronson forms a distinct connection between an Arterial Mainstreet and a Traditional Mainstreet. As such, energy and resources should be focused on conserving, enhancing, and creating a strong, vibrant place, which forms a significant component of the neighbourhood s structure and of the community s identity. This area should include a variety of uses, including at-grade commercial on both sides of Carling Avenue, and mixed density/mixed income residential uses to support it. An increase of public amenites including benches, sidewalk treatments and street trees would encourage pedestrian occupation throughout the day and 7 days a week.

31 265 CARLING AVE. URBAN DESIGN ANALYSIS SUPPORTING WALKABILITY FEBRUARY SUPPORTING WALKABILITY Connecting to Surrounding Neighbourhoods 02 ET HIGHWAY 417 On-road cycling routes High risk cycling routes BELL STREET SOUTH Key Intersections (signalized) Key Intersections (unsignalized) RENFREW AVENUE POWELL AVENUE CLEMOW AVENUE 600 m Radius ± 7-10 minute walk PRESTON STREET ROCHESTER STREET BOOTH STREET 400 m Radius ± 5 minute walk CAMBRIDGE STREET SOUTH NCC footpaths LEBRETON STREET SOUTH MACLEAN AVENUE CARLING AVENUE JACKSON AVENUE SITE FREDERICK PLACE KIPPEWA DRIVE GLEBE AVENUE FIRST AVENUE BRONSON AVENUE FOCUS AREA SECOND AVENUE THIRD AVENUE FOURTH AVENUE QUEEN E DOW S LAK MADAWASKA DRIVE FIFTH AVENUE PRINCIPLE: A neighborhood where shopping and basic services are located within a fiveminute walk of most residents homes is a neighborhood where everyone benefits. Pedestrians can enjoy walking on pathways, sidewalks and in many other public spaces that are all interconnected. As they pass through carefully planned public spaces, urban landscapes, and quiet natural zones, pedestrians can enjoy a wide range of sights, sounds and activities. Resilient cities and neighbourhoods prioritize walking as the preferred mode of travel, and consider walking to be a defining component of a healthy quality of life. Reducing cardependency is a key objective and imperative. The alternative modes of transportation namely walking, cycling, and transit result in more sustainable urban environments, and in an improved quality of life. It is the cities and neighbourhoods that have prioritized walking, which have created desirable locations to live, work, play, and invest in. APPLICATION: Connections should be created to interlace the variety of distinct communities surrounding the Carling and Bronson intersection. Connectivity facilitates pedestrian or vehicular movement in the community by enabling people to reach a number of destinations from a given point. Instead of single lanes of traffic, a network of possibilities should be offered. Whether for travelling on foot, by bike, in a car, or by bus, every route should be efficient and convenient. Slowing traffic on Bronson is a key way to help integrate and encourage the residents in the Glebe to filter into this growing Hub instead of migrating east towards Bank Street.

32 6 265 CARLING AVE. URBAN DESIGN ANALYSIS PEDESTRIAN STREETSCAPE FEBRUARY PEDESTRIAN STREETSCAPE Intensification on Carling and Bronson Bus Routes O-Train HIGHWA BOOTH STREET LEBRETON STREET SOUTH GE STREET SOUTH R POWELL AVENUE Transit Priority Corridor Commercial Corridor BELL STREET SOUTH CLEMOW AVENUE PRESTON STREET ROCHESTER STREET MACLEAN AVENUE SITE GLEBE AVENUE FIRST AVENUE 600 m CARLING AVENUE JACKSON AVENUE FREDERICK PLACE KIPPEWA DRIVE BRONSON AVENUE SECOND AVENUE THIRD AVENUE FOURTH AVENUE CHRYSLER STREET O-Train Station (Future LRT) QUEEN ELIZABETH DRIVE DOW S LAKE ROAD MADAWASKA CRESCENT HEIGHTS DRIVE FIFTH AVENUE FOCUS AREA PRINCIPLE: Successful cities and neighbourhoods develop in a way that is transit supportive. After walking and cycling, transit is the most sustainable mode of transportation. Resilient cities reorient their way of thinking, by shifting from car-oriented urban patterns to transit-oriented urban patterns and developments like mobility hubs and intensified corridors. Not only will pedestrian, and mass transportationfriendly planning increase the quality of life of a city, as fuel prices rise after Peak Oil, only cities that are viable without heavy dependence on the car will have the best chances of economic and social success. APPLICATION: The Carling and Bronson intersection should become a transit supportive node - providing residents within a 600m radius good access to a variety of transit options. This could change the community s existing motor vehicle dominant condition, and set the framework for transit-oriented development. The focus should be centred on improving the pedestrian environment in this localized area to encourage safety, amenity and a variety of commercial uses which can spill out onto the street. Trees, seating, large tiled sidewalks and street parking can be employed to encourage this shift from its current state.

33 265 CARLING AVE. URBAN DESIGN ANALYSIS SITE POTENTIAL FEBRUARY SITE POTENTIAL Future Mixed-use Development Potential 04 Commercial - Retail & Office Mixed -Use - Commercial & Residential Residential BRONSON AVENUE FOCUS AREA Institutional HYDRO SWITCHING STATION HIGH SCHOOL SITE CARLING AVENUE CAMBRIDGE STREET SOUTH HIGH NUMBER OF RESIDENCES PROVIDES BASE POPULATION TO SUPPORT COMMERCIAL POTENTIAL TO DRAW USERS OF COMMISSIONERS PARK AND DOWS LAKE TO RETAIL/RESTAURANT USES RETAIL / RESTAURANT USES WITHIN WALKING DISTANCE OF LARGE RESIDENTIAL AREA CURRENTLY NOT WELL-SERVED PRINCIPLE: A neighborhood is mixed-use when it is planned to provide several overlapping uses which residents and visitors can walk between to meet their varying needs. This type of neighborhood is usually safer and more secure for residents because large numbers of people gather and move through the area at various times of the day and night. This neighborhood should focus on including places to work, live, shop and eat, as well as places for civic, cultural or recreational activities. The concept of mixed-use is most successful when an increase in density and diversity is embraced to provide for a mix of uses, users, building types, and public spaces. A compact neighborhood also enhances the safety and friendliness of public spaces, as well as the varied and stimulating character of the urban experience. Density reduces distances, increases the efficiency of the public infrastructure and facilitates the community s access to services and each other. APPLICATION: As the Carling and Bronson intersection continues to intensify, development should continue to include a variety of uses. Commercial uses should continue to frame both Traditional and Arterial Mainstreets and residential uses should be accomodated in building towers. Opportunities to increase the amount of on-street parking need to be explored. This could create and sustain active street fronts along Carling and Bronson Avenues, and help instill a sense of place in the community.

34 8 265 CARLING AVE. URBAN DESIGN ANALYSIS OPEN SPACES FEBRUARY OPEN SPACES Green Connection to Gateway Intersection at Carling and Bronson USE PLANTING OF TREES, SHRUBS AND GROUNDCOVER AS WELL AS SPECIAL PAVING TO EXTEND NATURAL FEATURES TO BRONSON AVE. SITE BRONSON AVENUE CARLING AVENUE FOCUS AREA PRINCIPLE: Successful neighbourhoods conserve and enhance the health of natural systems and areas of environmental significance in order to help manage the impacts of climate change. Our individual and collective health is intricately tied to the health of air, water, land, and climate. How we choose to live, how we choose to move around, and how we develop land, all have an impact on the quality of the air that we breathe, the water we drink, and the weather we experience. APPLICATION: The scale and civic importance of Dows Lake and its proximity to the Carling and Bronson intersection draws a clear relationship and is one which should be reinforced. By bringing elements of the park into the streetscape and up to the intersection, residents and travelers will enjoy the relationship and make the association between the community and the natural environment. Additional paths and indicators can be used to integrate the relationship and offer opportunities for shared identity between the Hub and Dows Lake park.

35 265 CARLING AVE. URBAN DESIGN ANALYSIS URBAN MORPHOLOGY FEBRUARY URBAN MORPHOLOGY Height/Density/Development Goals 06 PRINCIPLE: Successful cities and neighbourhoods will develop building types and urban forms with reduced servicing costs, and reduced environmental footprints. Urban sprawl is extremely expensive to service and maintain the amount of land, roads, pipes, and infrastructure required per capita is disproportionately large. A compact, mixed-use urban environment, by contrast, is far more efficient in its demand for municipal services and infrastructure requirements. Cities should not subsidize inefficient forms of development by expanding and instead should prioritize city patterns and built forms that have a reduced footprint on the environment and a reduced burden on municipal resources by directing growth to where services exist through urban infill. APPLICATION: The single use, low-density residential neighbourhood surrounding the site is currently underutilized. Introducing mixed-use development can contribute to the at-grade pedestrian environment along Carling Avenue. Mixed-use development at medium densities also contributes to the necessary critical mass of population to encourage the redevelopment of the Carling- Bronson area as a vibrant urban environment which would be well used throughout the day and throughout the week. By incorporating a mix of uses this would result in a more closely knit neighborhood including office, residential, retail etc., which are accessible to a variety of users (children, youth, seniors, high-income, low-income,etc.). A critical mass of local residents would further encourage the transformation of the streetscape as further development is attracted to the growth and opportunity in the area.

36 CARLING AVE. URBAN DESIGN ANALYSIS URBAN MORPHOLOGY FEBRUARY URBAN MORPHOLOGY Height 20m and above 6m to 20m Single Family Residential SITE CARLING AVENUE CAMBRIDGE STREET SOUTH BRONSON AVENUE FOCUS AREA HEIGHT The site is situated adjacent to the intersection of Traditional (Bronson) and Arterial (Carling) Mainstreets and is surrounded by a variety of existing residential uses. The subject site is zoned Arterial Mainstreet and allows for heights of up to 20m-28m. This intersection and the surrounding area are a focus area which support increased height (what we have termed a Hub). There is clear opportunity to revitalize this vehicle centric intersection with an influx of mixed-use development. However, for this to succeed, a critical mass of population is necessary to support commercial uses that will bring life and a pedestrian friendly environment to the area. Using this intersection and the immediate surroundings as a vehicle to increase density through height supports the vision of the Official Plan. This intersection also sits at the crest of an embankment as the land drops away to the south and west towards the basin of Dows Lake. The proposed tower can establish a focal point for this intersection, contributing to this important point of interaction in the community. The potential views offered to a residential tower at this intersection would also be a desirable draw to the area.

37 265 CARLING AVE. URBAN DESIGN ANALYSIS URBAN MORPHOLOGY FEBRUARY URBAN MORPHOLOGY Density/Development Goals 06 DENSITY Dense, mixed-use neighbourhoods allow for the effective functioning of all types of business, social and cultural activities with very low inputs of energy for transportation, thus increasing the viability of these neighbourhoods. The subject site is situated at the intersection of a Traditional and Arterial Mainstreet and stands out from the surrounding low-rise residential urban fabric. The opportunity for this intersection to benefit from the influx of population and a mix of uses from new development has the potential of reinvigorating the neighborhood by instilling a sense of place and a focal point for community and retail. Bringing pedestrian life and traffic slowing measures such as on-street parking at off peak hours can help to create a vibrant and livable community to this struggling intersection. DEVELOPMENT GOALS Reinforce Official Plan Arterial and Traditional Mainstreet policies. Provide an opportunity for more street life through a mix of uses. Support community: integration through increased critical mass to help support the attraction of more commercial uses to the area. Develop streetscape improvements to encourage active and passive participation on the street; ie patios, café seating, public seating, areas of repose, etc. Encourage a more pedestrian friendly environment that calms this otherwise car dominant intersection.

38 CARLING AVE. URBAN DESIGN ANALYSIS URBAN FORM ANALYSIS FEBRUARY URBAN FORM ANALYSIS Opportunities and Contraints FOCUS AREA HIGH NUMBER OF RESIDENCES PROVIDES BASE POPULATION TO SUPPORT COMMERCIAL DEVELOPMENT DESIRABLE PEDESTRIAN CROSSINGS CARLING AVENUE SITE CAMBRIDGE STREET SOUTH BRONSON AVENUE POTENTIAL TO REDEVELOP TO INCLUDE PEDESTRIAN AMENITIES AT STREET (STREET FURNITURE, PATIOS etc.) CALM TRAFFIC AND IMPROVE THE PEDESTRIAN ENVIRONMENT AT THIS BUSY INTERSECTION STRONG VIEWS TO THE WEST EXTEND NATURAL ELEMENTS FROM COMMISSIONERS PARK ALONG CARLING AVE. OPPORTUNITIES: In preparing these principles and attempting to apply them to this area, a number of opportunities ortun presented themselves. These are noted on the accompanying graphic and provide the potential to develop a vibrant mixeduse node through the intensification of the site density. This node has the potential to serve the surrounding residential neighbourhoods as well as Commissioners Park with retail, restaurants and other services.

39 265 CARLING AVE. URBAN DESIGN ANALYSIS URBAN FORM ANALYSIS FEBRUARY URBAN FORM ANALYSIS Opportunities and Contraints 07 FOCUS AREA LIMITED COMMERCIAL OPPORTUNITIES ALONG THE STREET NO POTENTIAL FOR FUTURE REDEVELOPMENT RESIDENTIAL STREET FRONTAGE HARSH PEDESTRIAN ENVIRONMENT CARLING AVENUE SITE BUSY, TRAFFIC DOMINATED INTERSECTION CAMBRIDGE STREET SOUTH BRONSON AVENUE HIGH TRAFFIC VOLUMES LEADING FROM 417 TO AIRPORT PARKWAY CONSTRAINTS: In order to accomplish this end, challenges would have to be overcome, but few of these are seen as being insurmountable given carefully conceived and imaginative design solutions with a focus on the pedestrian environment.

40 CARLING AVE. URBAN DESIGN ANALYSIS PLANNING DIAGRAMS FEBRUARY PLANNING DIAGRAMS Official Plan Designations CAMBRIDGE ST POWELL AVE T POWELL AVE CLEMOW AVE BELL ST S GLEBE AVE FIRST AVE CAMBRIDGE ST CARLING AVE SECOND AVE THIRD AVE KIPPEWA DR BRONSON AVE BRONSON AVE LEBRETON ST S DOW S LAKE RD JACKSON AVE FOCUS AREA SITE BOUNDARY TRADITIONAL MAINSTREET GENERAL URBAN AREA ARTERIAL MAINSTREET N

41 265 CARLING AVE. URBAN DESIGN ANALYSIS PLANNING DIAGRAMS FEBRUARY PLANNING DIAGRAMS Zoning/Heights 08 ZONING CAMBRIDGE ST POWELL POWELL AVE R5K[969] S221 R4T[488] CLEMOW AVE BELL ST S GM F(1.0) R4T R4T[1536] R4T AM H(28) GLEBE AVE AM R5B H(19) AM1 H(27.5) FIRST AVE LEBRETON ST S AM1 H(27.5) CARLING AVE R4M R1QQ CAMBRIDGE ST AM1 SECOND AVE DOW S LAKE RD JACKSON AVE KIPPEWA DR R5B H(18) R4M ON AVE BRONSO R4P R5A[798] H(27) THIRD AVE HEIGHTS CAMBRIDGE ST POW POWELL AVE CLEMOW AVE BELL ST S CAMBRIDGE ST GLEBE AVE FIRST AVE LEBRETON ST S 27.5 CARLING AVE SECOND AVE DOW S LAKE RD JACKSON AVE KIPPEWA DR AVE BRONS THIRD AVE

42 CARLING AVE. URBAN DESIGN ANALYSIS SITE PHOTOS FEBRUARY SITE PHOTOS Looking south on Bronson Ave. towards Carling Ave. Looking southwest from intersection of Bronson Ave. + Carling Ave. Looking northwest from intersection of Carling Ave. + Bronson Ave. Looking north onto subject site from Carling Ave. Looking northeast onto subject site from intersection of Carling Ave. + Cambridge Street South. Looking east onto subject site from Cambridge Street South.