SITE PLAN APPLICATION

SITE PLAN APPLICATION Planning Rationale 1375 Trim Road Prepared for : Harden Realties La Maison D Or Jewellers 110 Place D Orleans Shopping Centre Ottawa, ON K1C 2L9 Prepared by: Lloyd Phillips & Associates Ltd. File No.: 1527 Date: August 8, 2016

CONTENTS Site Plan Application... 1 LIST OF FIGURES... 3 1. OVERVIEW... 4 2. SITE AND SURROUNDING CONTEXT... 5 2.1 Site... 5 2.2 Surrounding Context... 10 3. PROPOSED DEVELOPMENT... 14 4. PROVINCIAL POLICY STATEMENT, 2014... 20 5. CITY OF OTTAWA OFFICIAL PLAN... 22 5.1 Section 3.6.1 General Urban Area... 23 5.2 Section 2.5.1 Urban Design and Compatibility... 25 5.3 Section 4.11 Urban Design and Compatibility... 28 6. DRIVE-THROUGH FACILITIES URBAN DESIGN GUIDELINES... 31 7. CITY OF OTTAWA ZONING BY-LAW... 33 7.1 Zoning By-law 2008-250... 33 8. SUPPORTING STUDIES... 35 8.1 Planning Considerations... 35 8.2 Site Servicing Study and Storm Water Management Brief... 35 8.3 Geotechnical Report... 35 8.4 Phase 1 Environmental Site Assessment (ESA)... 36 8.5 Environmental Impact Statement (EIS)... 37 8.6 Transportation Impact Study... 37 8.7 Stage 1 Archaeological Assessment... 38 9. CONCLUSION... 39 Planning Rationale Page 2 of 39

LIST OF FIGURES Figure 1. Property parcels map... 4 Figure 2. Bird s eye view of the site (contains the newly constructed traffic circle)... 5 Figure 3. Legal Plan of Survey... 6 Figure 4. View facing north along Old Montreal Road (right) and Trim Road (left) from the traffic circle.. 7 Figure 5. View facing north towards 1375 Trim Road (outlined in red); Trim Road (left) and Old Montreal Road (right)... 7 Figure 6. View facing north into the site, along Old Montreal Road (right) and Trim Road (left) from the traffic circle... 7 Figure 7. View facing northwest along Old Montreal Road (outlined in red is 1375 Trim Road)... 8 Figure 8. View facing west along Old Montreal Road (traffic circle is in the background)... 8 Figure 9. View facing north from Old Montreal Road (outlined in red is 1375 Trim Road)... 8 Figure 10. View of the site facing east along Trim Road... 9 Figure 11. View from Trim Road facing south towards the Old Montreal Road and Trim Road traffic circle... 9 Figure 12. View from Trim Road facing northwest towards the Old Montreal Road and Trim Road traffic circle... 9 Figure 13. View from St. Joseph Boulevard facing east towards the Old Montreal Road and Trim Road traffic circle... 10 Figure 14. Bird s eye view showing the approximate boundary of the subject site, 1375 Trim Road, outlined in red, and transit stops indicated by black stars... 12 Figure 15. Map of zoned land uses surrounding the subject site... 13 Figure 16. Site Plan for 1375 Trim Road... 16 Figure 17. Building 'A' Elevations... 17 Figure 18. Building 'B' Elevations... 18 Figure 19. Building 'C' Elevations... 19 Figure 20. Official Plan Schedule B... 22 Planning Rationale Page 3 of 39

1. OVERVIEW Harden Realties is the owner of the lands at 1375 Trim Road, located at the northeast corner of the intersection of Trim Road and Old Montreal Road in Orleans. This site is a well-situated vacant corner lot at the intersection of two urban area arterial roads, within 650 m of Highway 174. The site was purchased by Harden Realties in 2015 from Petro-Canada. The site is a vacant lot absent of any buildings, structures, or mature trees, and is grassed with a depressed grade. The owner s intent is to develop retail and restaurant uses on the site, with access to the site from both Trim Road and Old Montreal Road. As such, the owner is currently seeking approval for Site Plan Control, regarding the Site Plan identified in Section 3, which proposes the construction of two drive-through restaurants, and three leasable units for retail or restaurant use. These uses are divided into three separate buildings, two of which contain two leasable units, and one containing a single leasable unit (three buildings and five leasable units). This proposal necessitates an Application for Site Plan Control, and as part of that submission, a Planning Rationale. This report presents the Planning Rationale component of the submission. 1375 Trim Road Figure 1. Property parcels map Planning Rationale Page 4 of 39

2. SITE AND SURROUNDING CONTEXT 2.1 Site The site is located in the northeast section of Orleans at the northeast corner of the Trim Road and Old Montreal Road traffic circle. The lot is rectangular in shape with an irregularity along the south corner the portion of the lot nearest the Trim Road and Old Montreal Road traffic circle. The majority of the lot is relatively flat but the grade increases towards the south and west property lines abutting Trim Road and Old Montreal Road. 1375 Trim Road Figure 2. Bird s eye view of the site (contains the newly constructed traffic circle) There are no buildings or structures existing on the site. The vegetation on site is primarily a mix of grasses, without the presence of any mature trees. The site appears to have been used for farming activities (most likely crop cultivation or as a grazing pasture) at some point in time, and has been left fallow prior to its current vacancy. The lot has a total area of 4,734 m2 (1.17 ac) with a frontage of 83.34 m (273.4 ft) along Trim Road and approximately 51 m (167.3 ft) along Old Montreal Road. The property s PIN is 145300441, and it is legally known as: CUMBERLAND CON 1 OS PT LOT;30 RP 4R18175 PARTS 5 9 AND;PT PARTS 6 AND 7. Planning Rationale Page 5 of 39

Figure 3. Legal Plan of Survey File No.: 1527 Lloyd Phillips & Associates Ltd. Planning Rationale August 9, 2016 Page 6 of 39

Figure 4. View facing north along Old Montreal Road (right) and Trim Road (left) from the traffic circle Figure 5. View facing north towards 1375 Trim Road (outlined in red); Trim Road (left) and Old Montreal Road (right) Figure 6. View facing north into the site, along Old Montreal Road (right) and Trim Road (left) from the traffic circle Planning Rationale Page 7 of 39

Figure 7. View facing northwest along Old Montreal Road (outlined in red is 1375 Trim Road) Figure 8. View facing west along Old Montreal Road (traffic circle is in the background) Figure 9. View facing north from Old Montreal Road (outlined in red is 1375 Trim Road) Planning Rationale Page 8 of 39

Figure 10. View of the site facing east along Trim Road Figure 11. View from Trim Road facing south towards the Old Montreal Road and Trim Road traffic circle Figure 12. View from Trim Road facing northwest towards the Old Montreal Road and Trim Road traffic circle Planning Rationale Page 9 of 39

Figure 13. View from St. Joseph Boulevard facing east towards the Old Montreal Road and Trim Road traffic circle 2.2 Surrounding Context The site is located in the northeast end of Orleans, under Ward 1 Orleans. In a general context, the site is situated north of Innes Road, east of Tenth Line Road, south of Ottawa Regional Road 174, and west of Cumberland. The general land use along Trim Road includes a combination of mid-sized commercial/retail, service, and light industrial uses which, generally, fall into a variety of Light Industrial (IL) and General Mixed Use (GM) zones. The general land use along Montreal Road includes a combination of residential, service, medical facility, light industrial, and open space uses which, generally, fall into a variety of Residential (R) Parks and Open Space (O), Environmental Protection (EP), General Mixed Use (GM), and Light Industrial (IL) zones. To the immediate northwest and northeast of the site is a lot similar in use and context which would appear to have been an extension of 1375 Trim Road at a previous time. This abutting lot is known municipally as 1301 Trim Road, and it is currently vacant and consisting of primarily mixed-grasses without the presence of any buildings or structures. Further northwest is a recently developed automobile dealership at the corner of Trim Road and Dairy Road, and an OC Transpo Park & Ride to the northwest of the dealership. Further northeast includes a large vacant lot which abuts Healthcare Food Services Ontario Inc., a food processing plant located on the corner of Old Montreal Road and Dairy Drive. To the immediate south of the site are Old Montreal Road and an open space woodlot (Royal Ridge Park) similar in size to the subject site. Beyond the woodlot is a mix of single-detached, semi-detached, and townhouse developments. Planning Rationale Page 10 of 39

To the immediate southwest of the site are Trim Road and a strip of service-based uses fronting onto Trim Road. A few of the services across from the subject site and fronting Trim Road, include: veterinary office; recreational and athletic facility; and, an automobile insurance broker. Sidewalks and pathways are extended along both frontages of the site and continue along the abutting properties. There are also depressed curbs at the Old Montreal Road and Trim Road traffic circle for crossing Montreal Road and Trim Road. Along the site s Trim Road frontage is a transit stop serviced by Bus No. 22 and No. 221. Approximately 120 m northeast of the site along Old Montreal Road are transit stops serviced by Bus No. 221, and approximately 140 m southwest along St. Joseph Boulevard are transit stops serviced by Bus No. 122. Planning Rationale Page 11 of 39

No. 221 No. 122 No. 22 No. 221 Figure 14. Bird s eye view showing the approximate boundary of the subject site, 1375 Trim Road, outlined in red, and transit stops indicated by black stars Planning Rationale Page 12 of 39

O1[1687] O1P IL[1574] H(21)-h IL4 H(21) IL4 H(21) IL4 H(21) IL4[295] H(21) IL[295] H(21) IL[1273] H(21) GM15 H(8) IG H(21) IL[1567] H(21) GM15 H(20) IL4[1937] H(21) 1375 Trim Road DR IL4 H(21) IL H(21) IL H(21) O1 EP1 R1HH[677] R1HH O1 EP R1N O1 DR R3V V O1 R1N R1N[679] R1N[681] Figure 15. Map of zoned land uses surrounding the subject site Planning Rationale Page 13 of 39

3. PROPOSED DEVELOPMENT The proposal is to construct three slab-on-grade buildings (see Figure 15), two of which will contain two leasable units (Building A and B), and the third of which will provide a standalone leasable unit (Building C). The multi-unit buildings will each have a restaurant drive-through and a second unit space, which respectively, is intended for retail use (Unit A-2) and restaurant use (Unit B-1). The single unit building is intended for medical services (Building C). The site plan in Figure 15 provides a detailed layout of the proposal, including statistics related to building unit sizes and parking provisions. The Gross Floor Area (GFA) for each unit and of each building, is as follows: Unit A-1: Drive-through Restaurant ±203 m 2 (±2,178 ft 2 ) Unit A-2: Retail ±150 m 2 (±1,500 ft 2 ) Unit B-1: Restaurant ±139 m 2 (±1,500 ft 2 ) Unit B-2: Drive-through Restaurant ±195 m 2 (±2,100 ft 2 ) (Building A: ±353 m 2 ) (Building B: ±334 m 2 ) Unit C: Medical Facility ±175 m 2 (±1,900 ft 2 ) (Building C: ±175 m 2 ) The location of Building A is on the south corner of the lot, the portion closest to the Trim Road and Old Montreal Road traffic circle. Building B will be located opposite Building A, in the north corner of the lot. Building C will be located along the Old Montreal Road frontage separated from the east corner of the lot by the site s Old Montreal Road access. The proposal includes two vehicle access points, one from Old Montreal Road at the east corner of the site, and one from Trim Road at the west corner of the site. Both vehicle access points provide only right-in and right-out access. The proposal also provides consideration for future access between the site and the abutting property to the north as indicated in Figure 16. The main access to the site for pedestrians will be provided by two pathways that merge as they enter the site. As the pathway splits outside of the site, the two end points then connect to the City-owned sidewalk along the corner of Trim Road and Old Montreal Road where pedestrian crossings for each respective road are located. As previously noted, the sidewalk surrounding the frontages of the site extend past the property s extents along Trim Road and Old Montreal Road, which allows for pedestrian connectivity to the abutting lots and any future development at these locations. Planning Rationale Page 14 of 39

The queuing spaces for the drive-throughs are situated along the inside of the north and south corner boundaries of the subject site. Both drive-through aisles provide the required amount of queuing spaces as per Zoning By-law 2008-250. The total amount of parking required for the development is 57 spaces and the total amount provided in the proposal is 50 spaces. This reduction in provided parking spaces would require a minor variance to be approved by the City of Ottawa Committee of Adjustment. Given the location of the site along two arterial roads surrounded primarily by large lots of general mixed use, light industrial, and service uses, it is expected that the site will primarily service the travelling public utilizing the drive-throughs and not staying on site for an extended period of time, and therefore, it is not expected that a reduction in parking from 57 spaces to 50 spaces, will have any undue adverse impact on the functionality of the site. There is also the provision of one loading zone space, three disabled parking spaces, and bicycle parking (one rack in front of Unit A-1 and two racks along the main pedestrian path into the site) as per Zoning By-law 2008-250 and the Traffic and Parking By-law. Furthermore, it is noted that a reduced parking aisle width of 4 metres is located in one small area at the south section of the site. Due to the short span of this reduction, and the modest size of the parking lot, it is not expected that a reduction to 4 metres will cause significant impact. A minor variance would be required for this situation for which Parsons will provide comment on. The proposal also includes a 3 m landscape buffer and building setback along the southwest, south, and southeast property lines. The 3 m setbacks will allow additional space between the public right-of-way and the built form on site, which will soften the transition between the property line and the buildings, and will allow for additional queuing space for vehicles entering and exiting the site. Along the south corner landscape buffer, and nestled between the pedestrian access point and the drive-through aisle for Unit B-2, is a 32.5 m2 (350 ft2) patio. Figure 16 of this report presents the Site Plan prepared by Dreessen Cardinal Architects Inc., while Figure 17 to Figure 19 presents the Elevations prepared by Dreessen Cardinal Architects Inc. Planning Rationale Page 15 of 39

Figure 16. Site Plan for 1375 Trim Road Planning Rationale Page 16 of 39

Figure 17. Building 'A' Elevations Planning Rationale Page 17 of 39

Figure 18. Building 'B' Elevations Planning Rationale Page 18 of 39

Figure 19. Building 'C' Elevations Planning Rationale Page 19 of 39

4. PROVINCIAL POLICY STATEMENT, 2014 The Provincial Policy Statement, 2014 (PPS) provides policy direction on planning matters for the Province of Ontario. Decisions affecting all planning matters shall be consistent with the Provincial Planning Policies. The proposed restaurant, retail, and medical facility development at 1375 Trim Road is consistent with the policies of the PPS, 2014, as demonstrated below. Policies: Section 1.1.1 of the PPS sets out the criteria whereby healthy, livable, and safe communities are sustained. In short, these are: to promote efficient development and land use patterns which sustain the financial well-being of the Province and municipalities over the long turn; avoiding development and land use patterns which may cause environmental or public health and safety concerns; promote cost-effective development patterns; improve accessibility for persons with disabilities and older persons by identifying, preventing, and removing land use barriers which restricts their full participation in society; ensuring there is necessary infrastructure; and, promoting development and land use patterns that conserve biodiversity. In the above list of criteria, there is a large emphasis on efficient development that is safe, respects the natural environmental, uses available infrastructure, and provides for the needs of the community both in the short term and long term. Section 1.5.1 of the PPS states that healthy, active communities should be promoted 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. The proposal contains pedestrian access to the site from the portions of the Trim Road and Old Montreal Road traffic circle that contain pedestrian crosswalks. The site is surrounded by Cityowned sidewalks along its street frontages, which extend to the ends of the block, thus providing access from adjacent communities and employment areas. There are existing transit stops along Trim Road, Old Montreal Road, and St. Joseph Boulevard which will provide public transportation to and from the site. The proposal also includes a patio, bicycle parking, and a landscaped buffer along the site s street frontages, all of which promote active transportation and community integration. Section 1.6.6 of the PPS states that planning for sewage and water services shall direct and accommodate expected growth or development in a manner that promotes the efficient use and optimization of existing: municipal sewage services and municipal water services. Planning Rationale Page 20 of 39

Section 1.7.1 of the PPS states that long-term economic prosperity should be supported by: promoting opportunities for economic development and community investmentreadiness. The proposed development will fill in an undeveloped corner parcel fronting the traffic circle at Trim Road and Old Montreal Road. The site is located in the east part of north Orleans within the City s urban area, and thus will be capable of connecting to available city services and infrastructure. The location will allow for an efficient use of land that is compatible with the existing land uses to the north, east, south, and west. The site will also be compatible with the future land uses to the northwest and northeast, which will be supported through a number of planned vehicle and pedestrian connections. The proposal is consistent with the applicable policies of the PPS, 2014. Planning Rationale Page 21 of 39

5. CITY OF OTTAWA OFFICIAL PLAN Schedule B of the City of Ottawa Official Plan designates the site at 1375 Trim Road as General Urban Area, as shown in Figure 17. The general character of this designation is described in Section 3.6.1 of the Official Plan, and summarized as: Urban areas of the City that permit a broad scale of uses, from ground-oriented single-purpose to multi-storey mixed uses, all of which are further regulated through the zoning by-law to ensure an appropriate fit, scale and use of land. OTTAWA RIVER SUBJECT SITE Figure 20. Official Plan Schedule B Planning Rationale Page 22 of 39

5.1 Section 3.6.1 General Urban Area Policies: 1. General Urban Area areas are designated on Schedule B. The General Urban Area designation permits all types and densities of housing, as well as employment, retail uses, service, industrial, cultural, leisure, greenspace, entertainment and institutional uses. This designation permits the uses proposed for 1375 Trim Road, which include, restaurant, retail, and medical facility. 5. The General Urban Area permits uses that may generate traffic, noise or other impacts that have the potential to create conflicts with the surrounding residential community. These types of uses are often large and serve or draw from broader areas. The City will ensure that anticipated impacts can be adequately mitigated or otherwise addressed. Such uses will be directed to: a. Locations along the rapid-transit system, or an arterial or major collector road with sufficient capacity to accommodate the anticipated traffic generated and where frequent, all-day transit service can be provided; b. Suitable locations on the perimeter of, or isolated from, established residential neighbourhoods. In this regard, existing or proposed building orientation, massing and design, and the presence of mitigating circumstances such as distance, changes in topography, or the presence of features such as significant depths of mature forest may be taken into account. While the proposal is not large, it contains two drive-through restaurants, an additional restaurant use, a retail use, and a medical use with proximity to the 174. Any impacts related to traffic will be appropriately mitigated by the site s location at the intersection of two arterial roads that have recently been widened to accommodate a traffic circle and additional traffic lanes. The site is also within 150 m of six transit stops, and contains bicycle parking and pedestrian access which can promote alternative transportation modes that act to further mitigate potential traffic impacts. It is expected that there will be minimal to no adverse impacts to the residential neighbourhood to the south of the development. The proposed development is more than sufficiently setback and buffered from this and all other surrounding residential developments by mature woodlots, roadway, landscaping, and differences in grade. Planning Rationale Page 23 of 39

6. Throughout the General Urban Area, the City will encourage the provision of a variety of small, locally-oriented convenience and service uses that complement adjacent residential land uses, and are of a size and scale consistent with the needs of nearby residential areas. The City will ensure that these uses: a. Are compatible and complement surrounding land uses, and can be developed in accordance with Section 2.5.1 and Section 4.11; b. Are conveniently located with respect to concentrations of residential development and provide direct access for pedestrians and cyclists from adjacent residential areas; c. Are permitted to cluster with other community-oriented uses, such as parks, pedestrian linkages, community centres or leisure facilities, in order to facilitate interaction among residents and contribute to a sense of community; d. Are situated to take advantage of pedestrian and cycling patterns; e. Are of a size and scale that will not result in the attraction of large volumes of vehicular traffic from outside the immediate area. The proposal is compatible with the surrounding land uses, which include various types and densities of: residential (i.e., R1; R3; etc.), service (i.e., recreational and athletic facilities; veterinary; mortgage brokers; medical centres; etc.), institutional, general mixed use, light industrial, etc. Through means of compatibility, proximity, and accessibility, the integration of the proposal with the surrounding land uses will promote interaction among residents and contribute to a sense of community. The proposal is conveniently located with respect to nearby residential areas (to the south), employment areas, and within close proximity to Highway 174. It also provides direct access for pedestrians and cyclists that link to Trim Road and Old Montreal Road crosswalks, pathways, and transit stops. The proposed uses are sized to meet the needs of the immediate community and the travelling public. There are no large retail uses, and the proposed drive-throughs have been designed for efficient movement through the site and connecting to the surrounding road network. It is expected that the site s location and size will draw users primarily from the nearby residential community, employment area, and members of the travelling public. The proposal is consistent with the Policies of Section 3.6.1 of the Official Plan. Planning Rationale Page 24 of 39

5.2 Section 2.5.1 Urban Design and Compatibility Section 2.5.1 of the Official Plan regarding urban design and compatibility generally deals with patterns and locations of land use, relative densities, street networks, and the allocation of community services and facilities. Urban design is more concerned with the details relating to how buildings, landscapes and adjacent public spaces look and function together. Section 2.5.1 also deals with matters of compatibility regarding new development, and how new development can be made to fit well and work well with the surrounding context. The following are a number of Design Objectives that are qualitative statements of how the City wants to influence the built environment as the city matures and evolves. These Design Objectives contain Design Principles that have been satisfied throughout the design process that culminated in the proposed Site Plan displayed in Figure 16 of this report. Design Objectives 1. To enhance the sense of community by creating and maintaining places with their own distinct identity, design should: Create distinctive places and appreciate local identity in patterns of development, landscape and culture. Reflect a thorough and sensitive understanding of place, context and setting The proposal takes into account the absence of a similar development within the area, and thus provides a development that would enhance the sense of community by creating a distinctive identity along the north corner of the recently constructed traffic circle where Trim Road and Old Montreal Road intersect. 2. To define quality public and private spaces through development, design should: Clearly define and connect public and private spaces by: Defining and enclosing spaces using buildings, structures and landscaping. Meet the needs of pedestrians as a priority. The proposal clearly defines and connects public and private spaces by enclosing spaces with landscaping, buildings, and structures. The proposal also ensures that pedestrian access to the site is oriented towards street frontages that connect to crosswalks and other pathways. 3. To create places that are safe, accessible and are easy to get to, and move through, design should: Planning Rationale Page 25 of 39

Connect buildings and spaces through a network of roads, sidewalks, and pathways in ways that are understandable. These connections should be accessible to all users and incorporate the principles of universal access and where connections lead into a building, the building and its facilities should be designed so that it can be approached, entered, and used by persons with physical or sensory disabilities. Integrate public transit with existing and new development, where feasible. Create places and spaces that are visible and safe and can be confidently used at all hours of the day and at night where it is appropriate to do so. The proposal contains vehicle access points on both Trim Road and Old Montreal Road to provide a more natural flow of traffic to and from the site, as well as through the site. Pedestrian connections to the site arrive from street frontage sidewalks and pathways that provide direct links to crosswalks. Barrier-free parking spaces and bicycle parking have been provided in appropriate locations. Public transit stops are located along both Trim Road and Old Montreal Road within approximately 120 m of the subject site, both of which are connected to the site by City-owned sidewalks and paved pathways. The site is located at a large traffic circle intersection where two arterial roads meet and provide ample street lighting and pedestrian accessibility. The orientation of the buildings as well as the vehicle access (furthest ends of the lot from the intersection along each respective road) and pedestrian access points to the site (main access at the corner fronting the traffic circle intersection), all allow for increased safety by maximizing the distance between the vehicle access points and the intersection, and by orienting areas of pedestrian traffic along the well-lit south corner of the site which connects to the crosswalks for Trim Road and Old Montreal Road. 4. To ensure that new development respects the character of existing areas, design should: Integrate new development to complement and enliven the surroundings. The proposed development will complement the mix of surrounding uses that range in type and density, and include residential (i.e., R1; R3; etc.), service (i.e., recreational and athletic facilities; veterinary; mortgage brokers; medical centres; etc.), institutional, general mixed use, light industrial, etc. By developing a vacant lot along an intersection between two arterial roads that connect to nearby employment areas, residential, and Highway 174, the proposed site is Planning Rationale Page 26 of 39

not only providing uses to meet the needs of the public, but that will do so in a way that will enliven an area that currently experiences minimal community interaction. 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, design should [OMB decision #2649, September 21, 2006]: Achieve a more compact urban form over time. Provide flexibility for buildings and spaces to adapt to a variety of possible uses in response to changing social, economic and technological conditions. Accommodate the needs of a range of people of different incomes and lifestyles at various stages in the life cycle. The proposed development includes three buildings, two of which include multiple units, and 50 proposed parking spaces seven less than what is required. The site also includes an appropriate landscape buffer and setback along its boundaries, and two future access points to abutting properties, all of which highlight the proposal s compact form, design, and adaptability within the context of the lot layout, and potential future development on the adjacent lot. The buildings are of typical size and design for a variety of uses, and will also be leased out; therefore providing flexibility for adapting to changing social, economic, and technological conditions. The uses proposed for the site (restaurant, retail, and medical facility) as well as the accessibility aspects incorporated into the design of the site (two vehicle access points; bicycle parking; barrier-free parking; pedestrian sidewalks and pathways along the entire street frontage of the site, including a linkage to the crosswalks at the traffic circle and to the two nearby transit stops), will help to accommodate the needs of a range of patrons. 7. To maximize energy-efficiency and promote sustainable design to reduce the resource consumption, energy use, and carbon footprint of the built environment, design should: Maximize opportunities for sustainable transportation modes (walking, cycling, transit facilities and connections). Reduce hard surfaces and maximize landscaping and site permeability on site. The proposed development would provide a site that is well accessed by both pedestrians and vehicles. Vehicle access points have been provided on both Trim Road and Old Montreal Road, with two future connections available between the site and the abutting site. The main Planning Rationale Page 27 of 39

pedestrian access to the site comes from the crosswalks for Trim Road and Old Montreal Road, and passes by soft landscaping and a patio as it enters the site. The site also contains bicycle parking and pedestrian access, via City-owned sidewalks and pathways, to nearby transit stops on Trim Road, Old Montreal Road, and St Joseph Boulevard. The proposal achieves the intent and purpose of the Design Policies, Objectives, and Principles of Section 2.5.1 of the Official Plan. 5.3 Section 4.11 Urban Design and Compatibility Section 4.11 of the Official Plan regarding urban design and compatibility generally deals with the criteria of height, massing, scale relationship, and building/lot relationships within the context of built form and operational characteristics, such as traffic, access, and parking. The following are a number of policies regarding urban design and compatibility that have been satisfied throughout the design process that culminated in the proposed Site Plan displayed in Figure 16 of this report. The City will evaluate the compatibility of development applications on the basis of the following compatibility criteria. a. Traffic: Roads should adequately serve the development, with sufficient capacity to accommodate the anticipated traffic generated. Generally development that has the potential to generate 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; The roads serving the development are Trim Road and Old Montreal Road, both of which are arterial roads which have recently received a new layout along their intersection which includes the addition of lanes to both roads, as well as a large traffic circle to improve the flow of traffic, and the safety of pedestrians. The proposal contains two drive-through restaurants, an additional restaurant use, a retail use, and a medical use. It is anticipated that the majority of the traffic drawn to the site will result from the two restaurant drive-throughs, and that the impacts of that traffic will be appropriately mitigated by the site s location along the newly laid out intersection at Trim Road and Old Montreal Road, as well as by the site s provision of vehicle access points along Trim Road and Old Montreal Road. The site is also within approximately 120 m of two transit stops (one of which is immediately adjacent to the site), and contains bicycle parking and pedestrian access which can promote alternative transportation modes that act to further mitigate potential traffic impacts. Planning Rationale Page 28 of 39

b. 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; [Amendment #76, OMB File #PL100206, August 18, 2011] The proposal is located at the corner of two arterial roads which contain development on only one of the other three corners of the intersection (the other two contain mature woodlots zoned Open Space and Environmental Protection). The west corner of the intersection, which contains development, does not contain any residential uses, nor does it have any buildings or structures above two-storeys fronting Trim Road. Additionally, it should be noted that the development on the west corner of the intersection rests within a topographic depression in relation to Trim Road, and so only portions, if any at all, of the upper floors of the buildings are expected to be visible from 1375 Trim Road. All of that said, it is expected that the proposed development will not have any undue adverse impact on surrounding development in regards to vehicle noise and light glare resulting from the location of the site s vehicle access points. c. 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; [Amendment #76, OMB File #PL100206, August 18, 2011] The proposed development provides 50 surface parking spaces, whereas 57 parking spaces are required by Zoning By-law 2008-250. This reduction in provided parking spaces would require a minor variance to be approved by the City of Ottawa Committee of Adjustment. Given the location of the site along two arterial roads surrounded primarily by large lots of general mixed use, light industrial, and service uses, it is expected that the site will primarily service the travelling public, and therefore, the demand for parking is expected to be less. Please see the Transportation Impact Study by Parsons as included with this submission. As surrounding areas develop, there will be more opportunities for pedestrian, cycling, and transit access to the site, supporting a more multi-modal environment. Overall, the difference of seven spaces will not be significant for the function and use of the site. Planning Rationale Page 29 of 39

e. 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 (e.g., location, containment, screening, berms, and/or landscaping). These uses and activities should be located away from residences where possible; The proposed development does not abut, nor is it within unbuffered proximity to any residential development. The location of the provided loading area is buffered by a mix of hard and soft landscaping, and is visually hidden by the northwest facing exterior wall of Building B, and a visual screen which houses a Molok Garbage Receptacle. The other garbage disposal location on site (west of Building C) will also be provided with a visual screen in addition to the landscaping buffer and the natural grade depression which exists between the site and the street frontages. f. 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. [Amendment #28, July 13, 2005] [OMB decision #2649, September 21, 2006] The proposed development will contribute to existing and proposed services and amenities at a scale that is appropriate for the needs and character of the area. By developing a vacant lot along an intersection between two arterial roads with pockets of undeveloped land, the proposal will provide services, such as a medical facility and other amenities that are lacking in this portion of Orleans and would contribute to the needs of the surrounding community. The proposal achieves the intent and purpose of the Policies of Section 4.11 of the Official Plan. Planning Rationale Page 30 of 39

6. DRIVE-THROUGH FACILITIES URBAN DESIGN GUIDELINES The purpose of the Urban Design Guidelines for Drive-Through Facilities (2006) is to provide urban design guidance at the planning application stage in order to assess, promote and achieve appropriate development of drive-through facilities. The proposed development for 1375 Trim Road includes two drive-through restaurants. The following section serves to address how the proposal has identified and integrated the objectives of the Urban Design Guideline for Drive-Through Facilities into the design of the proposed development for 1375 Trim Road. Objectives 1. To promote compatible development that s fits well with, and improves, its existing or planned context. The proposed development is on a vacant corner lot fronting two arterial roads in east Orleans. The drive-throughs are oriented to provide optimal visibility from Trim Road, Old Montreal Road, and St. Joseph Boulevard given the configuration and the location of the lot. The built form and orientation of the buildings on site are complementary to what is found on the west corner of the same intersection (the only other developed corner at Trim Road and Old Montreal Road). The proposed drive-throughs will provide amenities to the travelling public, adjacent community and employment area, that currently, are absent from the surrounding area. 2. To enhance public streets and contribute to a high quality public space. The proposed development takes advantage of the extensive street frontage that wraps around approximately half the site s perimeter along Trim Road and Old Montreal Road. These frontages will have a mix of soft and hard landscaping, and pedestrian connections to and on the site, and that helps provide a smooth visual and physical transition between the street and the drive-throughs. A patio, two bicycle racks (a third is provided in front of Unit A-1), and a main pedestrian access (links to intersection crosswalks) have all been distributed along the areas between the street and the drive-through closest to the intersection and street frontages. This orientation of pedestrian friendly infrastructure between the street and the drive-through will enliven the street frontage at an underutilized section of Orleans. 3. To create efficient stacking movements on site. The proposed drive-throughs meet the amount of queuing spaces required as per Zoning Bylaw 2008-250. Additionally, the stacking lanes provide for up to 4 (drive-through nearest the Planning Rationale Page 31 of 39

intersection) and 6 (drive-through furthest from the intersection) vehicle spaces between the order board and the potential pick-up window locations. In terms of movement, both stacking lanes are located along the inside edges of the site s south and north corners, which corresponds with the orientation of the vehicle access points to the site, and allows for efficient and safe vehicle circulation through the site. 4. To create a safe and comfortable pedestrian environment on site. In addition to ample landscaping along the street frontages, the proposed development includes a patio, two bicycle racks (a third is provided in front of Unit A-1), and a main pedestrian access (links to intersection crosswalks) that are distributed along the areas between the street and the drive-through closest to the intersection. The site is also within proximity to six transit stops which are linked to the site by City-owned sidewalks and pathways. Pedestrian crossing within the site will be clearly identified and additional signage will be provided as necessary to ensure safe movement within the site. 5. To minimize impacts on adjacent land uses that could be caused by on-site activities. The proposed development fronts onto public roadways along two of its property lines (across those portions of roadway are mature woodlots and a strip of service uses). A large, currently vacant parcel of land, wraps around the site at 1375 Trim Road, which is zoned GM15 H(20), the same as the subject site. The site has been designed in a way that would accommodate opportunities to connect with the abutting property and any future development by means of future access points indicated in Figure 16 along both the northeast and northwest property lines. The proposed development incorporates the identified Design Guidelines in its design, creating drive-through facilities that will function safely and efficiently without resulting in negative impacts to the surrounding area or the pedestrian environment. Planning Rationale Page 32 of 39

7. CITY OF OTTAWA ZONING BY-LAW 7.1 Zoning By-law 2008-250 The property at 1375 Trim Road is zoned GM15 H(20) General Mixed Use Zone, Subzone 15, height limit of 20 m (see Figure 15). The purpose of the GM General Mixed-Use Zone is as follows: (1) allow residential, commercial and institutional uses, or mixed use development in the General Urban Area and in the Upper Town, Lowertown and Sandy Hill West Character Areas of the Central Area designations of the Official Plan; (2) limit commercial uses to individual occupancies or in groupings in well defined areas such that they do not affect the development of the designated Traditional and Arterial Mainstreets as viable mixed-use areas; (3) permit uses that are often large and serve or draw from broader areas than the surrounding community and which may generate traffic, noise or other impacts provided the anticipated impacts are adequately mitigated or otherwise addressed; and (4) impose development standards that will ensure that the uses are compatible and complement surrounding land uses. This zone permits a variety of uses and densities, including restaurant, retail food store, drivethrough facility, convenience store, retail store, medical facility, and personal service business. The GM15 Subzone provisions do not affect the proposal; these provisions add automobile service station, car wash, and gas bar as permitted uses in addition to the base zoning. The table on the following page sets out the provisions of the GM Zone: TABLE 187 - GM ZONE PROVISIONS I ZONING MECHANISMS II PROVISIONS (a) Minimum lot area (b) Minimum lot width (c) Minimum front yard and corner side yard setbacks No minimum No minimum 3 m (d) Minimum interior side (i) for a non-residential or mixed-use building, from any 5 m Planning Rationale Page 33 of 39

yard setbacks portion of a lot line abutting a residential zone (ii) for a residential use building (iii) all other cases 1. for a building equal or lower than 11 metres in height 2. for a building higher than 11 metres in height 1.2 m 3 m No minimum (e) Minimum rear yard setback (f) Maximum building height (i) abutting a street (ii) from any portion of a rear lot line abutting a residential zone (iii) for a residential use building (iv) all other cases 3 m 7.5 m 7.5 m No minimum 18 m (g) Maximum floor space index 2, unless otherwise shown (h) Minimum width of landscaped area (i) abutting a street (ii) abutting a residential or institutional zone (iii)other cases 3 m 3 m No minimum (i) minimum width of landscaped area around a parking lot see Section 110 Landscaping Provisions for Parking Lots (4) Storage must be completely enclosed within a building. (5) For other applicable provisions, see Part 2 General Provisions, Part 3 Special Use provisions, and Part 4 Parking and Loading Provisions. (6) (Introduced by By-law 2015-192) The proposal is in conformity with the applicable Sections and Provisions of Zoning By-law 2008-250, with the exception of a reduction in required parking from 57 to 50 spaces provided, and the required drive aisle width of 4.0 metres in one location. To permit this reduction in required parking and a reduced aisle width, a Minor Variance application will be required. Planning Rationale Page 34 of 39

8. SUPPORTING STUDIES 8.1 Planning Considerations The proposed development has been carefully and sensitively designed to respect the site constraints, the prevailing context and character of the area, including its variations in land use, density, topography, and the road and pedestrian network. The proposed Site Plan is consistent with the Provincial Policy Statement, 2014, and conforms to the policies of the City of Ottawa Official Plan. The proposed development demonstrates compliance with the City s Design Guidelines for Drive-Through Facilities. The proposed development conforms to the zoning, except in regards to the minimum required amount of parking spaces and a short section of reduced drive-aisle width, for which Minor Variance approval will be applied for. 8.2 Site Servicing Study and Storm Water Management Brief A Site Servicing Report was prepared by Parsons, dated July 28, 2016. The report reviewed the serviceability of the site in regards to water, sanitary, and Storm Water Management. The Study noted that a pre-consultation meeting and follow-up discussions with the City of Ottawa led to the following determinations: water service should connect to the existing 406 mm Zone 1E watermain along Old Montreal Road sanitary service should connect to the existing 250 mm sanitary sewer along old Montreal Road storm system should connect to the existing 750 mm storm sewer on Trim Road, with the condition of limiting the flow into the existing system to 15 litres per second (this option was best as a result of the grade differences between the site and Old Montreal Road). On-site storm water storage will be provided via ponding, roof storage, and within the pipe network. The report recommends approval in regards to associated site grading, drainage and servicing plans. Please see the report for further details. 8.3 Geotechnical Report A Geotechnical Report was prepared by Paterson Group Inc., dated June 06, 2016. The report included a review of the geotechnical conditions and contained recommendations relating to the current proposal. Planning Rationale Page 35 of 39

The review revealed a difference in grade of approximately 1.2 m sloping downwards from south to north. The review indicated that ground water levels ranged from 0.9 m to 3.8 m below the ground surface, and that these values were subject to seasonal fluctuation. The bedrock was referenced as being between 15-50 m below the ground surface, with the uppermost layer of topsoil as being approximately 5 cm in thickness, and a silty clay crust beneath the topsoil that extended between 2.9 m and 3.7 m from the ground surface. Appropriate tests indicated that these soils were of a stiff consistency. The review recommended that subsurface conditions are favourable for shallow foundation design and conventional light to medium commercial structures. The review also recommended that with the removal of all topsoil and unspecified fill, if any, within the footprint of the proposed buildings, the native soil surface will be considered to be an acceptable subgrade on which to commence backfilling for floor slab construction. Please see the report for further details. 8.4 Phase 1 Environmental Site Assessment (ESA) A Phase 1 Environmental Site Assessment (ESA) was prepared by Terrapex Environmental Ltd. for 1375 Trim Road, dated July 28, 2015. The purpose of the investigation was to identify actual and potential sources of contamination associated with the site arising from current and/or historical activities on the site and on properties within the Phase One Study Area. Following the completion of the Phase One investigation, Terrapex determined the following: The site in not an enhanced investigation property The Phase One study area consists of the site and properties located wholly or partly within approximately 250 m from the nearest point on a boundary of the site, and that it need not include any properties beyond this point. The property has not been developed. Based on the review, evaluation, and interpretation of the information obtained from the records review, interviews, and site reconnaissance completed as part of the Phase One ESA study, three Potentially Contaminating Activities (PCA) were identified relating to activities within the Phase One study area that may be contributing to an Area of Potential Environmental Concern (APEC) on the site. The off-site PCAs do not result in an APEC as it was determined that they are unlikely to impact the site. No APECs were identified. Planning Rationale Page 36 of 39

As a result, the completion of a Phase Two ESA is not required in order to file a Record of Site Condition (RSC) for the Phase One property in accordance with the requirements of O. Reg. 153/04. Please see the report for further details. 8.5 Environmental Impact Statement (EIS) A Scoped Environmental Impact Assessment (EIS) was prepared with Paterson Group Inc., dated May 27, 2016. The purpose of the EIS was to identify any sensitive species or habitats at the site that may be affected by the proposed development. The report reveals that a site visit was conducted to assess the subject site. The site visit identified vegetation communities or species at risk as identified by the Ministry of Natural Resources and Forestry (MNRF). The site visit identified potential species at risk habitat for bobolink (threatened), common nighthawk (special concern), eastern meadowlark (threatened), and eastern whip-poor-will (threatened). The habitats of threatened and endangered species at risk are automatically protected under Section 10 of the Endangered Species Act (2013). The report concludes that further monitoring is required in order to confirm the presence or absence of bobolink and/or eastern meadowlark on the subject site (this is to avoid contravention of Section 10 of the Endangered Species Act during the proposed site development works). The report also recommends that the site surface be regularly observed from mid-june to early August for the presence of bobolink and eastern meadowlark nests on the ground. Additionally, the reports states that if bobolink and/or eastern meadowlark are determined to be nesting on the site, excavation activities should be registered with the MNRF, and conducted outside the breeding/nesting season (mid-may to early August). Please see the report for further details. 8.6 Transportation Impact Study A Transportation Impact Study was prepared by Paterson Group Inc., dated July 27, 2016. The report included a review and forecast of the traffic conditions surrounding the site, and contained recommendations relating to the current proposal. Consistent with the Traffic Impact Assessment Guidelines, the study accounted for three separate year horizons: 2016 (current conditions); 2017 (Full Build-out, assumed); and 2022 (Full Build-out plus five years). The report indicated that the traffic study demonstrated that the proposed access intersections can operate effectively, and the site is adequately designed to accommodate both drive- Planning Rationale Page 37 of 39

throughs. As demonstrated by the 2017 total future conditions, if a modest amount of growth is experienced the intersection will operate within permissible operational thresholds. 8.7 Stage 1 Archaeological Assessment A Stage 1 Archaeological Assessment was prepared by Paterson Group Inc., dated June 29, 2016. The report included a review of the archaeological potential of the property in order to determine whether further archaeological study was required on the study area prior to development activities. Based on the background research and the distance from topographic features, historic roads and structures, it is determined that the entire study property has archaeological potential. It is recommended that: 1. A Stage 2 archaeological assessment be conducted by a licensed consultant archaeologist using the pedestrian survey method in areas that have been recently ploughed and are in appropriate conditions at the time of survey undergo pedestrian survey at 5 m intervals. 2. A Stage 2 archaeological assessment be conducted by a licensed consultant archaeologist using the test pit survey method at 5 m intervals in all areas which have not been recently ploughed or do not have appropriate conditions for pedestrian survey at the time of the stage 2 assessment. 3. The Stage 2 archaeological assessment follow the requirements set out in the 2011 Standards and Guidelines for Consultant Archaeologists (MTC 2011) Please see the report for further details. Planning Rationale Page 38 of 39

9. CONCLUSION The proposed commercial development takes advantage of an undeveloped vacant corner lot at the intersection of two arterial roads in Orleans, located 650 m from Highway 174. The proposed development fits well and works well with the surrounding land uses, and is highly compatible with the general context of the area. The proposed development would contribute to a more animated street frontage along the newly upgraded traffic circle and lane expansions at the intersection of Trim Road and Old Montreal Road. Furthermore, the proposed drive-throughs will provide services, that currently, are absent from the surrounding area. The proposed development has accounted for pedestrian accessibility to the site by providing a design that accommodates multiple modes of transit (i.e., public transit; cycling and walking). The site has oriented buildings, stacking lanes, parking, and landscaping in a manner that promotes user visibility, as well as safe and efficient site circulation. The proposed development is consistent with the applicable policies of the Provincial Planning Policy, 2014, it conforms to the City of Ottawa Official Plan, it complies to the Urban Design Guideline for Drive-Through Facilities, and with the exception of the reduction in required parking and a short section of a reduced drive-aisle width, it conforms to the regulations and provisions of the Zoning By-law. The proposal is compatible with its surrounding context, provides uses that are lacking in this area, and as it is consistent with the applicable policies and guidelines, save and except for parking and drive-aisle width, the proposed site plan application is recommended for approval from an urban planning perspective. Lloyd Phillips & Associates Ltd. Prepared by: Reviewed by: Barrett L Wagar, M. Pl Christine McCuaig, MCIP RPP Planning Rationale Page 39 of 39