MOMENTUM. Design Brief for 1161 Heron Road. Site Plan Control

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1 MOMENTUM PLANNING AND COMMUNICATIONS Design Brief for 1161 Heron Road July 2016 Prepared for: Ontario Inc. c/o Manor Park Management 231 Brittany Drive, Suite D Ottawa ON K1K 0R8 Prepared by: Dennis Jacobs MCIP, RPP Momentum Planning and Communications 1165 Greenlawn Crescent Ottawa ON K2C 1Z4

2 Table of Contents 1. Introduction 1 2. Existing Conditions Site Overview Site Location Road Network and Transit 4 3. Development Proposal Overview 4 4. Policy and Regulatory Framework Provincial Policy Statement (2014) City of Ottawa Official Plan 2003 (Consolidated May 2014) Bank Street Community Design Plan (2012) Bank Street Secondary Plan (2012) City of Ottawa s Urban Design Guidelines Comprehensive Zoning By-law ( ) Summary Opinion 26 List of Figures Page 2.1: Aerial of the site at 1161 Heron Road 1 2.2: The site and surrounding neighbourhood 2 2.3: View of the site facing north 3 2.4: View of the former rail right-of-way facing north 3 2.5: View of Heron Road facing west 3 2.6: View of Cecil Avenue facing west 3 2.7: View of Bank Street facing east 3 2.8: Existing commercial uses on Bank Street 3 3.1: View of the proposed building facing northeast 5 3.2: View of the proposed building facing northwest 5 3.3: Bird s eye view looking north-east 6 3.4: Elevation view from Heron Road 6 3.3: Preliminary site plan 7 4.1: Official Plan Schedule B: Urban Policy Plan : Official Plan Schedule C: Urban Cycling Network : Official Plan Schedule D: Rapid Transit Network : Official Plan Schedule E: Urban Road Network : Bank Street CDP Study Area and Location Map : Zoning for the Site and Surrounding Area 21

3 1. Introduction This Design Brief has been prepared by Momentum Planning and Communications in support of a Site Plan Control Application for a property located at 1161 Heron Road. Momentum is acting on behalf of Ontario Inc. The purpose of this Design Brief is to assess the appropriateness of the proposed development in the context of the surrounding community and the policy and regulatory framework applicable to site. The proposed development will create a 343 unit residential building with two highrise (up to 16 storeys) towers on separate 6 storey terraced podiums with underground parking and limited surface parking. 2. Existing Conditions 2.1 Site Overview The site is legally described as Concession Junction Gore PT Lot 20 RP 4R-14571; Part 1 RP 4R Parts 1 to 6 and is municipally known as 1161 Heron Road (referred to herein as the site ). The site location and context are shown in Figures 2.1 and 2.2. The site is currently vacant and includes a former rail right-of-way along the western site boundary. According to GeoOttawa, the site has a frontage of approximately 93 metres along Heron Road (including the former rail right-of-way) and 83 metres along Cecil Avenue. It has a lot area of approximately 1.2 hectares (3.05 acres). Figure 2.1: Aerial of the site at 1161 Heron Road 1 P a g e

4 Figure 2.2: The site and surrounding neighbourhood 2.2 Site Location The site is located west of the Heron Road and Bank Street intersection. The site is bounded to the north by Cecil Avenue, to the south by Heron Road, to the east by a commercial plaza fronting onto Bank Street, and to the west by a low-rise residential neighbourhood. South of Heron Road is a large format retail plaza containing a Canadian Tire store, an Esso gas station with a car wash and a Canadian Tire gas bar. Located to the north of the site there are some older (mid- 1950s) residential single-detached dwellings, as well as some low-rise commercial buildings, including a Bank of Montreal, M&M Meat Shops, and various small businesses. The commercial plaza to the east of the site includes Shoppers Drug Mart, a TD Bank, and a medical clinic. To the west is a low-rise residential neighbourhood comprised primarily of single-detached homes. The homes directly adjacent to the site back onto the former rail right-of-way which forms part of the site. Other land uses surrounding the site are low-rise residential, including a combination of primarily single-detached and semi-detached dwellings; recreation centres; high schools; large format and strip plaza retail; and several neighbourhood parks. 2 P a g e

5 Figures 2.3 to 2.8 show the site and surrounding area. Figure 2.3: View of the site facing north from Heron Road Figure 2.4: View of the former rail right-of-way facing north from Heron Road Figure 2.5: View of Heron Road facing west Figure 2.6: View of Cecil Avenue facing west Figure 2.7: View of Bank Street facing east from the commercial plaza Figure 2.8: Existing commercial uses on Bank Street, east of the site 3 P a g e

6 2.3 Road Network and Transit The site has an existing unpaved access stub from Cecil Avenue and a second existing paved access from Heron Road that stops just short of the site. There are no sidewalks along Cecil Avenue. However, there is a sidewalk on Heron Road and there is potential to provide pedestrian access to the site from the Bank Street commercial plaza to the east. OC Transpo Route 1 is the primary route on Bank Street. It provides direct service to Billings Bridge station, which is further north of the site. This route also provides direct access to South Keys and the Trillium Line LRT. The Confederation Heights O-Train station is located approximately 1 kilometre west along Heron Road. 3. Development Proposal Overview The proposed development will create a 343 unit residential complex with two high-rise (up to 16 storeys) towers on separate 6 storey terraced podiums with underground parking and limited surface parking primarily at the building entrances. The complex will feature green roofs on the top of the first, fourth and sixth levels. The former railway right of way will be developed as recreational open space with an extension of the north-south multi-use pathway as currently planned by the City of Ottawa. The site will have vehicular access from both Cecil Avenue and Heron Road with Heron being the primary access at a signalized intersection. There is a connecting road through the interior of the site linking both points of entry. Separate loading bay entrances are provided at grade for each building off the respective streets. The complex will be served by a three level underground parking structure with a centralized access point serving both buildings. Total vehicle parking on the site will be 411 spaces. The first level will have 90 visitor spaces along with 341 lockers and 314 bicycle spaces. In addition, a portion of this level will house amenity spaces including a pool, fitness room and common room along the western side. The second and third levels of the garage will have a controlled access and provide 313 resident spaces. There will also be 8 spaces at grade located near the building entrances. The proposed development is intended to provide rental accommodation in the form of apartment units on the third to sixth level of the podium and in the tower portions of the complex. In addition, two storey townhouse style units will be available in the first two floors of the podium. The preliminary unit mix is proposed to be 24 one bedroom apartment units; 306 two bedroom apartment units; 6 two bedroom townhouse style units; and 7 three bedroom townhouse style units. The unit mix may vary as the architectural design is refined through the approval process. The site is conveniently located within walking distances of a number of commercial, recreational and institutional uses, as well as OC Transpo service. The proposed development will complement the existing land uses. 4 P a g e

7 Figures 3.1 to 3.5 provide some renderings of the proposed building along with a conceptual site plan. Figure 3.1: View of the proposed residential apartment building facing northeast from Heron Road Figure 3.2: View of the proposed residential apartment building facing northwest from Heron and Bank intersection 5 P a g e

8 Figure 3.3: Bird s eye view looking north-east Figure 3.4: Elevation view from Heron Road 6 P a g e

9 Figure 3.5: Preliminary Site Plan 7 P a g e

10 4. Policy and Regulatory Framework 4.1 Provincial Policy Statement (2014) The 2014 Provincial Policy Statement (PPS) came into effect on April 30, 2014 and provides policy direction on matters of provincial interest related to land use planning. The PPS is issued under the authority of Section 3 of the Planning Act, which requires that decisions affecting planning matters be consistent with the policy statements issued under the Act. A relevant fundamental principle of the PPS is the intensification of built-up areas to efficiently use land with existing infrastructure and public service facilities to avoid the need for unjustified and uneconomic expansion. As a result, planning authorities must identify and promote opportunities for intensification and redevelopment (Policy ). Intensification is defined in the PPS as: The development of a property, site or area at a higher density than current exists through: b) the development of vacant and/or underutilized lots within previously developed areas; and c) infill development The proposed development also addresses the following policies outlined in the Provincial Policy Statement: Promoting efficient development and land use patterns which sustain the financial well-being of the Province and municipalities over the long term (Policy 1.1.1(a)); Accommodating an appropriate range and mix of residential, employment (including industrial and commercial), institutional, recreation, park and open space, and other uses to meet longterm needs (Policy 1.1.1(b)); Promoting cost-effective development patterns and standards to minimize land consumption and servicing costs (Policy 1.1.1(e)); Ensuring that settlement areas are the focus of growth and development, and promoting their vitality and regeneration (Policy ); Efficiently using the infrastructure and public service facilities which are planned or available (Policy (a)); Promoting opportunities for intensification and redevelopment where this can be accommodated taking into account existing building stock or areas, including brownfield sites, and the availability of suitable existing or planned infrastructure and public service facilities required to accommodate project needs (Policy ); 8 P a g e

11 Promoting densities for new housing which efficiently use land, resources, infrastructure and public service facilities, and support the use of active transportation and transit in areas where it exists or is to be developed (Policy 1.4.3(d)); Promoting healthy, active communities by planning public streets, spaces and facilities to be safe, meet the needs of pedestrians, foster social interaction and facilitate active transportation and community connectivity (Policy 1.5.1(a)); Promoting healthy, active communities by planning and providing for a full range and equitable distribution of publicly-accessible built and natural settings for recreation, including facilities, parklands, public spaces, open space areas, trails and linkages, and, where practical, waterbased resources (Policy 1.5.1(b)); Promoting a land use pattern, density and mix of uses that minimize the length and number of vehicle trips and support current and future use of transit and active transportation (Policy ); Preserving and reusing abandoned corridors for purposes that maintain the corridor s integrity and continuous linear characteristics (Policy ); and Promoting long-term economic prosperity by optimizing the long-term availability and use of land, resources, infrastructure and public services facilities (Policy 1.7.1(a)). The proposal is consistent with the PPS. The proposed development meets the policy objectives through the provision of housing on a site that is undeveloped. It will further the land use planning objectives of the Provincial Policy Statement by taking advantage of an infill opportunity with significant development potential on an existing lot; minimizing the use of additional lands for development; adding to the range of land uses of the area; and being strategically located to allow residents to take advantage of existing transportation infrastructure, services and amenities, and a variety of employment opportunities. 4.2 City of Ottawa Official Plan 2003 (As found on the website June 2016) The Official Plan (OP) provides the planning policy framework for evaluating the appropriateness of a proposed development at a City-wide level as well as in relation to the specific site. Strategic Directions Section 2.1 The Challenge Ahead anticipates that much of the demand for new housing is expected to be for smaller units, such as apartments. For example, within the Greenbelt, where about one-third of the housing growth is expected to occur, most new housing development will be in the form of apartments. Section 2.2 Managing Growth sets out strategic directions to meet the challenge of managing growth and directing it to the urban area where existing services are in place or where they can be provided 9 P a g e

12 efficiently. In addition, concentrating growth within these areas also promotes a pattern and density of development that supports transit, cycling and walking. The proposed development maintains the general intent and supports the strategic directions of the Official Plan. It responds to the existing conditions while recognizing the planned function of the site and surrounding area. The site is currently vacant and located in an established urban area with full municipal services. It is strategically situated to take advantage of surrounding transit facilities, employment opportunities, and amenities. The site provides direct access to one Arterial Road (Heron Road) and is closely linked to an Arterial Mainstreet (Bank Street). The proposed development will also support the demand for smaller housing units as indicated in Section 2.1 of the OP, as it intends to provide 343 apartment units. Land Use Designations General Urban Area The site is designated as General Urban Area on Schedule B (Urban Policy Plan) of the OP, as shown in Figure 4.1. Section General Urban Area, permits the development of a full range of housing types, as well as conveniently located employment, retail, service, culture, leisure, entertainment and institutional uses in order to facilitate the development of complete and sustainable communities. Section 3.6.1, Policy 5 relates to intensification and states that the City supports intensification in the General Urban Area where it will complement the existing pattern and scale of development and planned function of the area. According to the Official Plan, when considering a proposal for residential intensification through infill or redevelopment in the General Urban Area, the City will: Assess the compatibility of new development as it relates to existing community character so that it enhances and builds upon desirable established patterns of built form and open spaces; and Consider its contribution to the maintenance and achievement of a balance of housing types and tenures to provide a full range of housing for a variety of demographic profiles throughout the General Urban Area. The proposed development maintains the intent of the General Urban Area. It will contribute to achieving a balance of housing types and tenures, while adding to the range of land uses available housing types in the area. The proposal is in keeping with the character of the area as a variety of building types and heights are present nearby and residential is one of the dominant surrounding land uses. 10 P a g e

13 Site Location Figure 4.1: City of Ottawa Official Plan - Schedule B: Urban Policy Plan Transportation Network Heron Road and Bank Street are classified as Arterial Roads by the City of Ottawa Official Plan Schedule E (Urban Road Network). Schedule D (Rapid Transit Network) indicates that Heron Road is planned as a future bus Intensive Transit route past the site and a key bus transit station will be located at Heron Road and Bank Street. Both Heron Road and Bank Street will incorporate on-road cycling facilities according to Schedule C (Primary Urban Cycling Network) and they are intended to develop as cycling spine routes and cross-town bikeways based on the City of Ottawa Transportation Master Plan Primary Urban Cycling Network. The Official Plan schedules are shown in the following Figures 4.2 to 4.4. The Official Plan Annex 1, Table 1 has a right-of-way protection for Heron Road between Prince of Wales Drive and Walkley Road for 44.5 metres; therefore this site is subject to this right-of-way protection. This widening has been accommodated in the preliminary site plan layout. 11 P a g e

14 Figure 4.2: City of Ottawa Official Plan - Schedule C: Primary Urban Cycling Network Figure 4.3: City of Ottawa Official Plan - Schedule D: Rapid Transit Network 12 P a g e

15 Figure 4.4: City of Ottawa Official Plan - Schedule E: Urban Road Network The proposed development is in an ideal location to take advantage of existing and planned transportation networks. Urban Design and Compatibility Section Urban Design and Compatibility provides direction on patterns, locations of land uses, and issues related to urban design. The intention is for development to be sensitive to and compatible with existing communities that have developed over long periods of time. In keeping with OP Section 2.5.1, the following table offers a response to how the proposed development addresses the City s design objectives. 13 P a g e

16 Design Objective 1. To enhance the sense of community by creating and maintaining places with their own distinct identity. 2. To define quality public and private spaces through development. 3. To create places that are safe, accessible and are easy to get to and move through. 4. To ensure that new development respects the character of existing areas. 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. 6. To understand and respect natural processes and features in development design. 7. To maximize energy efficiency and promote sustainable design to reduce the resource consumption, energy use and carbon footprint of the built environment. How the Proposed Development Meets the Objective The scale of this project with 343 units creates a small community in itself and it also provides a transition between the lower intensity and profile residential uses to the west and the commercially oriented development along Bank Street. The ability to enhance the recreational pathway potential of the railway right of way and create complementary open spaces will add greatly to this area. There will be a new direct link between Cecil Avenue and Heron Road Street to support all forms of movement as well as new connections to the city wide pathway system to the west. The massing of the proposal focuses toward Bank and Heron while the six storey podium incorporates steps down to a 5 storey profile as it approaches the open space corridor adjacent to the low profile neighbourhood on the west. It also includes building articulation and green roofs to break up the mass of the structures. The low profile neighbourhood is also separated from the actual building envelope by a corridor zoned for open space greater than 25 metres in width. The redevelopment of the site contributes to achieving a more compact urban form. The addition of 343 rental apartment units will significantly add to the supply of rental unit types in this area. The former rail right-of-way is included in the proposed development and will be protected and preserved as open space while serving to extend the City s pathway network. Energy efficient building materials and systems along with the potential for green roofs and upper level terraces will help to minimize the energy impact of this development. Section 4.11 Urban Design and Compatibility relates and provides direction on how to assess development applications as they integrate with existing or planned community character and in the overall context of the OP. The following table identifies the criteria and how the proposed development addresses it: Criteria Traffic: Roads should adequately serve the development, with sufficient capacity to accommodate the anticipated traffic generated. Generally development that has the potential to generate Response The proposed development is located on Heron Road, a designated Arterial Road and in close proximity to a major intersection with Bank Street, another Arterial Road. A Traffic 14 P a g e

17 significant amounts of vehicular traffic should be located on arterial or major collector roadways so as to minimize the potential for traffic infiltration on minor collector roadways and local streets. Vehicular Access: The location and orientation of vehicle access and egress should address matters such as the impact of noise, headlight glare and loss of privacy on development adjacent or immediately opposite. Vehicular access and egress for development that has the potential to generate a significant amount of vehicular traffic should be oriented on streets other than local streets, wherever the opportunity exists, considering traffic safety and other transportation objectives of this Plan. Parking Requirements: The development should have adequate on-site parking to minimize the potential for spillover parking on adjacent areas. A range of parking forms, including surface, decked, and underground, should be considered taking in account the area context and character. Opportunities to reduce parking requirements and promote increased usage of walking, cycling and transit will be pursued, where appropriate, particularly in the vicinity of transit stations or major transit stops in accordance with the provisions of Section 4.3. Outdoor Amenity Areas: The development should respect the privacy of outdoor amenity areas of adjacent residential units and minimize any undesirable impacts through the siting and design of the buildings and the use of screening, lighting, landscaping or other mitigative design measures. Loading Areas, Service Areas, and Outdoor Storage: The operational characteristics and visual appearance of loading facilities, service areas (including garbage), parking and areas for the outdoor storage of goods or materials should be mitigated using a variety of methods. These uses and activities should be located away from residences where possible Lighting: The potential for light spill over or glare from any lighting source onto adjacent light sensitive areas should be avoided or mitigated. Noise and Air Quality: The development should be located and designed to minimize the potential for Impact Study has been conducted by D. J. Halpenny and Associates with no significant impacts identified. Signalized access will be provided to the site from Heron Road, with a secondary access from Cecil Avenue. The proposed accesses will not adversely impact adjacent uses. The adequacy of these measures was confirmed in the Traffic Impact Study has been conducted by D. J. Halpenny and Associates. The current proposal would allow for 403 spaces in 3 levels of underground parking and 8 spaces in surface parking areas for a total of 411. This exceeds the by-law requirements which are for 172 resident and 65 visitor spaces for a total of 236. A total of 314 bicycle spaces are provided on the first level of the parking garage along with some exterior spaces provided near the entrance to the buildings. The site will be separated from the residential neighbourhood to the west by the former rail-right-of-way, which will remain as open space. Interior amenity areas have been provided containing a fitness room, common room and pool area. As well, green roofs have been provided at various levels which will be accessible as outdoor common outdoor areas to complement the private balconies with each unit. Each building is served by loading bays with direct access respectively from Cecil Avenue and Heron Road. These loading areas have been separated from the main access road and pedestrian areas of the site. The proposed development will not generate any light spillover or glare onto the adjacent properties. The proposed development will not generate significant noise, odours or other emissions. 15 P a g e

18 significant adverse effects on adjacent sensitive uses related to noise, odours, and other emissions. Sunlight: The development should minimize shadowing on adjacent properties, to the extent practicable, particularly on outdoor amenity areas, through the siting of buildings or other design measures. Microclimate: The development should be designed to minimize adverse effects related to wind, snow drifting, and temperature on adjacent properties. Supporting Neighbourhood Services: The development should contribute to or be adequately served by existing or proposed services and amenities such as health facilities, schools, parks and leisure areas. Where the proposed development itself is to contribute such services and amenities, they should be of a scale appropriate to the needs and character of the area. Shadowing impacts have been minimized through the massing of the tower portion of the complex towards Bank Street with only the 6 storey podium in proximity to the low profile neighbourhood to the west. The low profile neighbourhood is also separated from the actual building envelope by a corridor zoned for open space greater than 25 metres in width. The proposed design has been guided by a Pedestrian Wind Assessment conducted by Rowan Williams Davies & Irwin inc. to minimize any possible adverse affects from climate. The site is located in close proximity to the Bank Street commercial area which provides a full range of retail and commercial office services. There is also a full range of indoor and outdoor recreational facilities in the adjacent neighbourhoods. 4.3 Bank Street Community Design Plan (2012) The Bank Street Community Design Plan (CDP) provides a growth strategy and the framework for future development along Bank Street from the Rideau River to Ledbury Park, for the portion of Bank Street designated as an Arterial Mainstreet and Mixed-Use Centre in the Official Plan. The primary intentions, outlined in Section 3.2 of the CDP, are to: Meet the Official Plan s designations and density targets Promote sustainability Improve transportation modal shares and connections Create vibrant streetscapes Develop a parking management strategy Improve greenspaces Promote quality development that complements the community Provide community facilities to serve a growing population. The CDP provides targets and guidelines related to mobility and circulation, land use and built form, and improvements to the public realm. The site is included within the CDP boundary (Figure 4.5) and is therefore subject to the policies of this plan. 16 P a g e

19 The proposed development generally meets the policy direction provided in the Bank Street Community Design Plan Heron Road Figure 4.5: Bank Street CDP Study Area and Location Map 4.4 Bank Street Secondary Plan (2012) The Bank Street Secondary Plan provides additional guidance for the long term design and development of Bank Street between Riverside Drive and Ledbury Park. The Secondary Plan is to be considered in conjunction with the Official Plan and provides the legal framework that supports the Bank Street CDP. The primary intentions, outlined in Section 1.3 of the Secondary Plan, are to create: A vibrant mixed use area with a diverse concentration of housing types, employment, shops and services; An area with hubs of activity that are accessible by foot, bicycle, public transit, and automobile; and 17 P a g e

20 An area with an improved and landscaped streetscape, and many public gathering places, which enhance the corridor s environment and sustainability. The Secondary Plan provides targets and guidelines related to land use, built form, design, parking and access, traffic, public realm improvements, and right-of-way. The site is subject to the policies of Section Node 2: Heron Road, where Bank Street is intended to develop into a pedestrian-oriented main street, buildings in the area will be mixed-use and higher density, and pedestrian walkways are encouraged between buildings to provide permeability to Bank Street from neighbouring residential areas. The proposed development generally meets the policy direction provided in the Bank Street Secondary Plan. 4.5 City of Ottawa s Urban Design Guidelines Urban Design Guidelines for High-Rise Housing The City of Ottawa s Urban Design Guidelines for High-Rise Housing were approved by City Council on October 28, The guidelines are intended to be used during the review of high-rise development proposals in order to promote and achieve high-rise development. They are general guidelines and therefore the proposed development should comply with the overall design direction of the guidelines, rather than with each specific policy. Where applicable, the policies of the Bank Street Community Design Plan and Secondary Plan will take precedence over the policies outlined in these urban design guidelines. The objective of these guidelines is to highlight ways to: Address the compatibility and relationship between high-rise buildings and their existing or planned context; Coordinate and integrate parking, services, utilities, and public transit into the design of the building and the site; Encourage a mix of uses and open spaces that contribute to the amenities of urban living; Create human-scaled, pedestrian-friendly streets, and attractive public spaces that contribute to liveable, safe and healthy communities; Promote high-rise buildings that contribute to views of the skyline and enhance orientation and the image of the city; Promote development that responds to the physical environment and microclimate through design. The Urban Design Guidelines for High-Rise Housing provide more specific policies under seven general categories of design: context, built form, pedestrian and public realm, open space and amenities, 18 P a g e

21 environmental considerations, site circulation and parking, and services and utilities. The table which follows outlines how the proposed development achieves these objectives. Design Objective Context In an established urban fabric, orient a high-rise building to integrate into the context and address compatibility with the existing or planned context through the massing, setbacks, transitions in building height, and through the design qualities and character (Guideline 1a) 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 4) Orient, size and locate high-rise towers to minimize the extent or duration of the shadowing on adjacent sites, streets and open spaces (Guideline 11) Built Form Establish the building form and massing that responds to function, site characteristics, the context, and the type and mix of uses. A high-rise building has three primary components or that are integrated into the whole of the design: a base or podium; a middle or tower, and a top (Guideline 12) Design the lower portion of the buildings to support human-scaled streetscapes, open spaces and quality pedestrian environments. This can be achieved with fine-grain architectural design and detailing, quality materials, and the use of human-scaled elements such as landscaping, site furnishings, awnings, and canopies (Guideline 13) Ensure that the pedestrian entrance is at-grade and directly accessible, clear, prominent, weather-protected with a canopy or recessed, and directly linked to the sidewalk (Guideline 17) Design the middle segment or tower of the building to break up the overall bulk into smaller segments and address impacts such as shadowing and views (Guideline 19) Pedestrian and the Public Realm Create safe, accessible, barrier-free pedestrian links and outdoor spaces that connect destinations such as the public street, transit stops, and parking lots (Guideline 29) How the Proposed Development Meets the Objective The proposed development is a tower and podium form with the mass towards Bank Street and the 6 storey podium extending toward the low-rise residential neighbourhood to the west. The complex has two building groups which reach the full 16 storeys with one located on the northern end of the site near Cecil Avenue and the other on the southern end oriented to Heron Road. This layout will minimize shadow and massing impacts. The majority of mass is oriented to eastern edge adjacent to commercial land uses. The podium of the proposed apartment building will be up to 6 storeys in order to fit in with the scale of the surroundings. The complex is broken into 2 components linked by an internal courtyard and access road. Differentiation between the podium, middle and top parts of the development is achieved through both building articulation and architectural treatments and materials. Clear pedestrian links are provided to Heron Road and the pathway to the west. Internally the court yard provides for safe movements within the 19 P a g e

22 Provide barrier-free, universal access and pedestrian circulation. Integrate any changes in level with direct, barrier-free access to the building (Guideline 30). Provide a setback of landscaping with trees, shrubs, walls and fences where residential units are at grade to define the pedestrian space, provide a sense of privacy for residents, and enhance the character of the street (Guideline 33) Open Space and Amenities Locate open spaces in coordination with the tower location and existing buildings to address sun, wind and views and to create pleasant outdoor spaces (Guideline 36) Communal spaces for residents and tenants can be at grade, above grade (on roof decks of parking structures and buildings), or below grade in courtyards. Ensure that the communal amenity space is sufficient in size for gatherings and is directly accessible and visible from common areas within the building for convenience and security (Guideline 40) Provide required outdoor amenity space for residents as both communal and private areas. Integrate useable private outdoor amenity space, such as balconies, into the architecture of the building, and ensure that the size and proportion of private amenity space creates a useable area (Guideline 41) Environmental Considerations Choose quality materials that are durable and selected for their high levels of energy conservation. Minimize environmental demands during construction and operation through modern building technologies and operating systems (Guideline 46) Employ building technologies such as greenroofs, with vegetation to delay stormwater discharge and reduce the demand on stormwater systems; and/ or reflective roof surface materials with high solar and thermal reflectivity, to reduce the Heat Island Effect (Guideline 47) Site Circulation and Parking Provide a direct, safe, continuous and clearly defined pedestrian walkway from the main doors to the public sidewalk, transit stop, drop-off and parking areas (Guideline 52) Ensure that the public sidewalk is continuous across private vehicle access and egress points and that vehicles do not interfere with pedestrian priority (Guideline 53) development and links to Cecil Avenue. Amenity spaces are provided through a shared indoor facility on the western edge, a large open landscaped area on the former railway right of way, private balconies with each unit and opportunities for larger communal terraces on the green roofs of the various levels of the podium. The proposed development provides opportunities for green roofs and vegetation on multiple levels of the building. As well, materials will be used that optimize energy conservation and sustainability. The proposed development will provide the majority of parking underground. A direct service/fire lane connection links Cecil Avenue and Heron Road. Pedestrian links west towards the multiuse pathway. Pedestrian walkways will be clearly distinguished to avoid conflicts between movement types. 20 P a g e

23 Distinguish walkways from driving surfaces by using varied paving treatments and by raising crosswalks to the sidewalk height (Guideline 54) Avoid parking lots, drive lanes, and parking garage entrances that are adjacent to the street. Locate parking and service areas within the building, underground, inside structures, or within the interior of the site (Guideline 56) Provide bicycle parking close to building entrances that is easily accessible from the bike lanes and the street; visible from the interior of the building, and protected from the weather (Guideline 59) Services and Utilities Design the site for easy operation for recycling and waste management (Guideline 65) Select and locate lighting to limit light spillage or glare on near-by properties and building residents (Guideline 66) Respect safety clearances and setbacks from both overhead and underground services and utilities (Guideline 69) The access to the underground garage is located centrally on the site and well away from Heron Road and Cecil Avenue entrances. The loading bay entrances are separated from the main vehicular entry points to avoid conflict. Short term bicycle parking will be accommodated near principal building entrances. The proposed development has separate loading bay areas and waste collection points to support recycling and waste collection. It will not generate any light spillover or glare onto the adjacent properties. The proposed development generally meets the design direction provided in the Urban Design Guidelines for High-Rise Housing. Urban Design Review Panel The Urban Design Review Panel (UDRP) is an independent advisory panel of volunteer professionals who provide an objective peer review of both capital and private sector development projects throughout the City s Design Priority Areas. The Panel is an important addition to the City s formal design review process and is intended to enhance the City s capabilities in achieving architectural and urban design excellence. As part of the design process for this proposal, a preconsultation presentation was made to the Panel on September 3, The following table provides a summary of their recommendations and the design response to these recommendations. Urban Design Review Panel Recommendations General Comments The Panel thanks the proponent for coming to the UDRP for an informal pre-consultation. This project poses a great opportunity for the neighbourhood. Massing / Building Design The Panel recommends reconfiguring the massing of the project from a terraced slab None required Design Response The initial design has been reconfigured into 2 point tower blocks on 5 to 6 storey podiums. 21 P a g e

24 towards a point tower and podium building typology. A strong podium expression in the range of six to eight storeys would be an appropriate scale, dropping down to three storeys on the park (west) side (see attached sketch). The density on the site is appropriate, but a podium and tower typology would give the project more of an open feel. This would also permit for a better amenity space in the internal courtyard. Consider two L-shaped buildings with point towers located towards the east of the property, a street wall along Heron Road and stepping down to liner townhomes with small step-out gardens along the park. The Panel recommends simplifying the materials of the project and focusing on strong volumetric gestures. Consider changing the palette of materials from the stark black and white to softer dark colours and light cream tones. Vehicular Circulation The Panel recommends removing the drive aisle in the public right-of-way that runs parallel to the Heron Road on the south side of the property. There is already an abundance of roadway on the arterial road. The removal of the aisle would also create an opportunity for a greater landscaping gesture in this space. The main vehicular entrance to the site from Heron Road should be aligned with a signalized intersection. The driveway should also connect directly across the site to Cecil Avenue. The Panel recommends exploring alternative locations for the south ramp to the parking garage. It should not be located along the arterial road. Pedestrian Experience The Panel supports the internal courtyard space, but feels that it is currently too automobile-dominated. The proponent is encouraged to create more of a pedestrianized space. More and more, tenants are becoming dependent on quality amenity This alternative was explored however; it was found that the introduction of the 6 storey podium along Heron addressed the street wall suggested. Townhome style units along the base had significant cost and internal access and operational impacts which could not be accommodated in a rental project. Materials have been simplified and a softer palette of colours proposed. The internal site circulation has been revised significantly to address these comments. A single 2 way drive aisle links both Cecil and Heron providing access to the main entrances of the buildings. Additional room has been created to allow for the recommended landscape treatments along the commercial blank wall. The proposed intersection has been aligned as suggested. There is now a continuous roadway link between Cecil and Heron. A single centralized access to the parking structure has been provided. Noted and addressed with the changes to the roadway and pedestrian links to the west. 22 P a g e

25 spaces internal to the site. The proponent is encouraged to relocate as much surface parking as possible below grade and reducing the amount of visitor parking. Park / Midblock Connection The Panel supports mid-block connection on the west side of the property, but strongly advises City staff and the proponent to carefully consider how to ensure that it remains, at the very least, privately owned but publicly accessible. If no specific language prevents this in the site plan agreement, this space may eventually become privatized by the condominium board. The space should be re-envisioned as a pedestrian oriented street, complete with strong landscaping, lighting, and pedestrian oriented units. Consider strengthening the relationship between the internal courtyard space and the park by carrying a portion of the park into the development. All surface parking is now below grade with the exception of a few short term spaces and lay-by spaces at main building entrances. The current plan for these lands is a supportive open space oriented to the new development. There is no intention to exclude other users through fencing. The longer term interests of the City with respect to ownership and development have not yet been identified beyond its identification as a part of the multi-use pathway network serving the City as a whole. A link as suggested has been proposed just south of the Cecil Avenue building connecting the internal courtyard at grade. 4.6 Comprehensive Zoning By-law ( ) The site is currently zoned Arterial Mainstreet Subzone 8 (Bank Street Subzone) AM 8 and Parks and Open Space Zone O1, pursuant to Sections 179, 185, and 186 the City of Ottawa s Zoning By-law. This is shown in Figure 4.6. Based on Section 185, the purpose of the AM zone is to: Accommodate a broad range of uses including retail, service commercial, offices, residential and institutional uses in mixed-use buildings or side by side in separate buildings in areas designated Arterial Mainstreet in the Official Plan; and Impose development standards that will promote intensification while ensuring that they are compatible with the surrounding uses. 23 P a g e

26 The AM Zone permits the following residential uses: Figure 4.6: Zoning for the Site and Surrounding Area apartment dwelling, low rise apartment dwelling, mid-high rise bed and breakfast converted dwelling dwelling unit group home home-based business home-based day care planned unit development retirement home retirement home, converted rooming house rooming house, converted rooming unit stacked dwelling townhouse dwelling The proposed high-rise apartment building is a permitted use in the Arterial Mainstreet zone under the definition of apartment dwelling, mid-high rise. Arterial Mainstreet Subzone 8 has additional provisions for building height that would accommodate the proposed 16 storey height. As indicated in Section 186 of the by-law, the AM8 subzone contains the following relevant provisions: c) the following maximum building heights apply: i. in any area up to and including 20 metres from a property line abutting a R1, R2 or R3 residential zone: 11 m ii. in any area up to and including 20 metres from a property line abutting a R4 zone: 15 m iii. in any area over 20 metres and up to and including 30 metres from a property line abutting a R1, R2, R3 or R4 zone: 20 metres 24 P a g e

27 iv. more than 30 metres from a property line abutting a R1, R2, R3 or R4 zone: 50 metres, v. in all other cases: 50 metres f) where the building height is greater than 4 storeys the second, third or fourth storey must be stepped back a further 2.5 metres from the front wall of the storey below j) Despite Schedule 1 the minimum number of parking spaces required will be calculated using the requirements of column III, Area B of Table 101 The western edge of the development site abuts the former railway right of way which is zoned Parks and Open Space O1. Thus no portion of the proposed development site zoned AM8 abuts a residential zone so the provisions of Subsection c) v apply allowing a height of 50 metres or 16 storeys. The minimum parking rates as required in Subsection j) have been complied with. A minor variance will be required with respect to Subsection f) as the current design has step backs related to green roofs on the western side of the building only. These are found at the top of the fourth and sixth storeys. The interpretation of this provision will be further studied during the site plan review process and an application to the Committee of Adjustment will be filed. Other relevant AM and AM8 zone provisions are set out in the table below: Zoning Mechanisms Existing Requirement Compliance Section 186 (a) Minimum lot area No minimum yes (b) Minimum lot width No minimum yes (c) Minimum front yard and corner side yard setbacks (d) Minimum interior side yard setbacks (g) Maximum floor space index (i) non-residential or mixed-use buildings (ii) residential use building Minimum No minimum n/a Minimum 3 m Yes 3 m provided on Cecil Ave. and Heron Road (i) abutting a residential zone 7.5 m n/a (ii) all other cases No minimum Yes abuts O1 zone (i) if 80% or more of the required parking is provided below grade (ii) in all other cases 3.5 Yes all parking underground FSI is 3.1 2, unless otherwise shown n/a 25 P a g e

28 (h) Minimum width of landscaped area (i) abutting a residential zone 3 m n/a (ii) 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 Yes abuts O1 zone The former rail right-of-way included in the west portion of the site is zoned O1 Parks and Open Space Zone pursuant to Section 179 of the Zoning by-law. The purpose of the O1 zone is to: permit parks, open space and related and compatible uses to locate in areas designated as General Urban Area, General Rural Area, Major Open Space, Mixed Use Centre, Village, Greenbelt Rural and Central Area as well as in Major Recreational Pathway areas and along River Corridors as identified in the Official Plan, and ensure that the range of permitted uses and applicable regulations is in keeping with the low scale, low intensity open space nature of these lands. Within the O1 zone, permitted uses include community gardens, environmental preserves and education areas, and parks. There is no development proposed within the portion of the site zoned O1 except for the creation of a multi-use pathway. The provisions of the AM, AM8 and O1 zones will accommodate the proposed land uses and generally the proposed built form. During site plan review if minor changes are required to design related performance standards as previously noted, these will be addressed through the an application to the Committee of Adjustment. There will be no requirement for a zoning amendment. 5. Summary Opinion It is the professional opinion of Momentum Planning and Communications that the requested Site Plan Control Application represents good land use planning and is appropriate for the site for the following reasons: The proposed development is consistent with the Provincial Policy Statement policies with respect to promoting the efficient use of land, existing infrastructure and existing public facilities, as well as promoting cost-effective development patterns and standards to minimize land consumption and servicing costs, and minimize the length and number of vehicle trips. The 26 P a g e

29 proposed development takes advantage of an infill opportunity with significant development potential on an existing lot. It will also encourage the addition of an appropriate range and mix of housing and land use. The proposed development conforms to the City s Official Plan goals, objectives and policies for General Urban Area, particularly in relation to promoting a full range and type of housing choices. The site location will take advantage of nearby transit, employment, retail, service and institutional uses, as part of a complete and sustainable community. The proposed development conforms to the City s compatibility criteria established in the Official Plan (Sections 2.5.1, 3.6.1, and 4.11). The proposed use meets the general purpose and intent of the Zoning By-law. All zoning and performance standards can be met or addressed through a supportable minor variance application. In conclusion, the proposal to develop a high-rise residential apartment building on this site represents good planning and is in the public interest. Do not hesitate to contact Dennis Jacobs at (613) or djacobs@momentumplancom.ca if you have questions regarding the content of this Design Brief. Prepared by: Signed original on file Dennis Jacobs MCIP, RPP Principal Planner 27 P a g e