KANATA HIGHLANDS URBAN EXPANSION STUDY AREA 820 HUNTMAR DRIVE COMPREHENSIVE STUDY REPORT

August 28, 2018 Prepared for:

Richcraft Group of Companies 2280 St. Laurent Blvd. Suite 201 Ottawa, ON K1G 4K1 www.richcraft.com

Prepared by:

Fotenn Planning + Design 223 McLeod Street Ottawa, ON K2P 0Z8 fotenn.com

August 28, 2018 CONTENTS

1.0 Introduction ...... 1 1.1 A Vision for the Kanata Highlands UESA ...... 1 2.0 How the Comprehensive study report was prepared ...... 3 2.1 Consultation with the Ministry of Natural Resources and Forestry (MNRF) ...... 3 2.2 Community Consultation ...... 4 3.0 Study Area...... 5 3.1 Study Area Context ...... 6 3.1.1 Built Form ...... 6 3.1.2 Community Amenities ...... 7 4.0 Policy and Regulatory Context ...... 10 4.1 Planning Framework ...... 10 4.2 Mississippi Valley Conservation Authority Regulated Area...... 12 5.0 Defining the Developable Area ...... 13 5.1 Supplementary Geotechnical Investigation...... 13 5.2 Environmental Impact Statement ...... 13 5.3 Assessment of Adequacy of Public Services ...... 14 5.4 Transportation Impact Assessment Forecasting Report ...... 15 5.5 Features and Conditions to Refine the Developable Area ...... 16 5.5.1 Carp River Floodplain and Meander Belt ...... 16 5.5.2 Provincially Significant Wetlands ...... 17 5.5.3 Policy and Regulatory Context ...... 17 5.5.4 Species at Risk Habitat ...... 17 5.6 Recommended Developable Area ...... 19 6.0 Preferred Plan ...... 20 6.1 Residential ...... 20 6.2 Parkland and Open Space ...... 22 6.3 Design with Nature ...... 22 6.3.1 Turtle Corridor ...... 23 6.4 Transportation ...... 23 6.4.1 Streets...... 23 6.5 Building Better and Smarter Suburbs ...... 24 6.6 Servicing ...... 25 6.6.1 Stormwater Management Facility ...... 26 6.6.2 Servicing Corridor ...... 27 7.0 Design Guidelines ...... 29 7.1 Streetscape Policies ...... 29 7.2 Streetscape Guidelines ...... 29

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 7.3 Parks Policies ...... 31 7.4 Parks Guidelines ...... 31 7.5 Stormwater Management Policies ...... 32 7.6 Stormwater Management Guidelines ...... 32 7.7 Linkages and Pathways Policies ...... 32 7.8 Linkages and Pathways Guidelines ...... 32 7.9 Residential Site Design and Building Policies ...... 32 7.10 Residential Site Design and Building Guidelines ...... 32 7.10.1 Guidelines for Low Density Residential Site Design and Building ...... 33 7.10.2 Guidelines for High-Density Residential Site Design and Building ...... 33 7.10.3 Guidelines to Provide Parking Opportunities in Residential Areas ...... 34 8.0 Summary ...... 35

Figure 1. Study Area ...... 5 Figure 2. Updated Floodplain Mapping from Mississippi Valley Conservation Authority (2018) ...... 18 Figure 3. City of Ottawa Comprehensive Zoning By-law (2008-250) ...... 18 Figure 4. Recommended Developable Area ...... 19 Figure 5. Preferred Plan ...... 21 Figure 6. Pedestrian Plan ...... 28

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 1.0 1 INTRODUCTION

The Kanata Highlands Urban Expansion Study Area at 820 Huntmar Drive is a Greenfield development area established by the Ontario Municipal Board (OMB) in 2012 as a result of the decision on Official Plan Amendment (OPA) 76. Urban Expansion Study Areas (UESA) such as the Kanata Highlands UESA were determined to be necessary to meet the City’s residential land needs to the year 2031.

Section 3.11 of the Official Plan requires that lands designated UESA be subject to a comprehensive study prior to being brought into the Urban Area and re-designated to “General Urban Area” in the Official Plan. In accordance with these policies, this Comprehensive Study Report (CSR) has been prepared.

The purpose of this CSR is to provide a basis for land use planning and good urban design for this new community. This document includes a Preferred Plan and guidance for environmental protection, infrastructure development, street and park layout, and urban design of the Kanata Highlands UESA. The CSR is supported by a number of guiding documents that, together, form a comprehensive plan for development of the area. These documents include the Environmental Impact Statement (Niblett Environmental Associates), Assessment of Adequacy of Public Services (David Schaeffer Engineering Ltd.), Transportation Impact Assessment Forecasting Report (Parsons) and the existing conditions reports.

The CSR and supporting documents will serve as the guiding policy framework for the City of Ottawa when reviewing applications for development within the Kanata Highlands UESA. It is the objective of the CSR to provide for the development of this new, liveable community in Kanata based on a plan that recognizes and protects important natural features.

1.1 A Vision for the Kanata Highlands UESA

The vision for the Kanata Highlands UESA is to create a new, livable neighbourhood based on a “Design with Nature” approach. This means that development is planned and designed with careful regard to local ecology and the environment. It means that vital ecological areas and habitat are identified and avoided, water balance is preserved and, where possible, low impact development processes are utilized. This also means that buildings are sited in a way that produces a convivial, walkable public realm; that the neighbourhood feels inviting and safe by design, with eyes on the street and active building frontages and public spaces.

To achieve the vision for the Kanata Highlands Community a number of goals have been established. These goals are to:

⁄ Provide a comprehensive framework to manage new development through a plan that has regard for existing natural features and processes including where possible, low‐impact development technologies and green infrastructure;

⁄ Plan for parks and greenspaces that preserve the natural environment;

⁄ Provide a sense of place for residents that they are within a unique neighbourhood, complete with nearby natural elements and a high-quality built realm that places emphasis on quality of life and aesthetics;

⁄ Direct the provision of a range of housing types and densities to support a diversity of ages and income levels; and

⁄ Provide a plan that supports safe connectivity and movement for pedestrians, cyclists, transit‐users, and motorists.

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This CSR will achieve these goals through the fulfillment of a number of related objectives. The objectives are to:

⁄ Guide the character and form of development through contemporary suburban design, which is reflected in the Design Guidelines in Section 7.0 of this CSR;

⁄ Identify and protect important Blanding’s Turtle habitat;

⁄ Locate parks to capitalize on existing trees and natural features;

⁄ Where possible, account for green infrastructure and low‐impact technologies in designing street rights‐ of‐way, parks, and other public facilities;

⁄ Plan for landscaping elements, recreational infrastructure, and compatible land uses and urban design to create a high‐quality public realm and built environment;

⁄ Implement the relevant objectives and strategic directions advanced by the City’s Building Better and Smarter Suburbs (BBSS) and Complete Streets initiatives;

⁄ Permit a range of housing types in the Study Area by demarcating low‐density and higher‐density areas in appropriate locations; and

⁄ Design a fully connected street and block network and a plan for pedestrian movement.

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 3 2.0 HOW THE COMPREHENSIVE STUDY REPORT WAS PREPARED

The comprehensive study process commenced in 2013, with discussions on the project scope and work plan held between Richcraft, their consultant team, City staff, and the Ministry of Natural Resources and Forestry (MNRF).

A Terms of Reference agreed upon by the City, Richcraft, and Fotenn was finalized in May 2015. The Terms of Reference contained the following components:

/ Definition of the Study Area boundaries; / Comprehensive Study Purpose and Objectives; / Comprehensive Study Organization; and / Work Program and Deliverables.

In April 2016, Richraft’s consultant team finalized an Existing Conditions and Constraints Analysis (ECCA) Report, which fulfilled Task 4 in the Terms of Reference. The ECCA report identified opportunities and constraints for future development within the Urban Expansion Study Area (UESA) and documented the findings of studies related to servicing, the natural environment, archaeological evaluations, and transportation. The ECCA report contained the following sections:

/ Site Context; / Community Context; / Policy and Regulatory Context; / Existing Conditions Summary; and, / Summary Considerations.

This Comprehensive Study Report (CSR) fulfils Task 8 of the approved Terms of Reference and is intended to inform the Official Plan Amendment application that is required to bring the lands into the Urban Area and designate them “General Urban Area” on Schedule B- Urban Policy Plan.

2.1 Consultation with the Ministry of Natural Resources and Forestry (MNRF)

A significant amount of consultation occurred with the Ministry of Natural Resources and Forestry (MNRF) regarding the habitat of endangered and threatened species, which is regulated under the Endangered Species Act (2007). In addition to ongoing correspondence, meetings were held on the following dates:

/ July 19, 2016 (Kemptville) / February 28, 2017 (Kemptville) / July 12, 2017 (Ottawa) / October 11, 2017 (Ottawa)

The MNRF has confirmed that there is a reasonable expectation that an “Overall Benefit Permit” could be achieved for the UESA. The purpose of an Overall Benefit Permit is to create habitat and/or carry out other activities that result in a measurable increase in the benefits to a species.

Niblett Environmental Associates, Richcraft’s environmental consultant, has reached the “Avoidance and Alternatives Form” stage of the MNRF’s permitting process. An Overall Benefit Permit cannot be issued until the details of the development are known, which will not occur until the Draft Plan of Subdivision stage. The Draft Plan of Subdivision and Zoning By-law Amendment application process would be the next step after the

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Developable Area shown on the Preferred Plan (Figures 4) is brought into the Urban Area and designated “General Urban Area” through an Official Plan Amendment.

2.2 Community Consultation

Four open houses were held throughout the project in order to inform the public of the study’s progress and solicit feedback. The dates, locations, and purpose of the meetings are noted in Table 1. The material that was presented at the open houses and the “As We Heard It” reports summarizing the comments and questions received and answered are available on the City’s website (ottawa.ca/kanatahighlands).

The open houses and the feedback from residents have directly affected the outcome of the study. Firstly, residents were persistent in the need for updated floodplain mapping, which was completed by the Mississippi Valley Conservation Authority in response to their input. Other elements considered in the plan, including a linear park to buffer the highlands to the north and pedestrian (trail) connections to the floodplain area of the Carp River, are a direct result of input from residents.

Table 1. Open House Information Open House Date Location Purpose

Open House #1 June 16, 2015 Kanata Legion #638 Project start-up and existing conditions

Open House #2 December 8, 2015 John G. Mlacak Centre Existing Conditions and Constraints Analysis Report Open House #3 December 12, 2017 John G. Mlacak Centre Three alternative concept plans

Open House #4 May 29, 2018 John G. Mlacak Centre Preferred concept plan

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 5 3.0 STUDY AREA

The “Study Area” is comprised of the northern portion of the property municipally known as 820 Huntmar Drive (“Subject Property”) in Ottawa’s western community of Kanata (Figure 1). More specifically, of the entire Subject Property (81.4 hectares), the Study Area (approximately 60 hectares) only includes those lands located north of the Carp River, which bisects the Subject Property in a northwest/southeast direction. The lands located to the south of the Carp River were not included in the Study Area due to the fact that the majority of these lands are designated and zoned for agricultural uses.

Figure 1. Study Area

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The Subject Property, which is legally described as Part of Lots 8 and 9, Concession 1, Geographic Township of March, is currently located outside the Urban Boundary in Ward 5 (West Carleton-March). The property has approximately 1.2 kilometres of frontage along Huntmar Drive to the west and approximately 725 metres of frontage along Terry Fox Drive to the east. In comparison, the Study Area (only those lands located north of the Carp River) has approximately 515 metres of frontage along Huntmar Drive and 530 metres of frontage along Terry Fox Drive.

The lands located east of Terry Fox Drive are located within the Urban Boundary and are designated “General Urban Area” on Schedule B- Urban Policy Plan, a primarily residential designation. Plan of Subdivision and Zoning By-law Amendment applications for a Richcraft development have been submitted for the lands located immediately opposite the Subject Property, on the east side of Terry Fox Drive. This residential development has a municipal address of 457 Terry Fox Drive and is referred to as Kanata Highlands- Phase 1.

The lands located west of Huntmar Drive are located in the City’s Rural Area and are designated and zoned for agricultural uses in the City’s Official Plan and Zoning By-law respectively.

The South March Highlands are located to the immediate north of the Study Area. These lands are a significant natural area for maintaining biodiversity and ecological function and are designated “Natural Environment Area” and “Significant Wetlands” on Schedule A- Rural Policy Plan of the Official Plan. A rail corridor runs on an east- west axis through the South March Highlands, between Terry Fox Drive and Huntmar Drive. It is understood that a train operates on the rail corridor approximately once a week.

The Carp River crosses the Subject Property and defines the southern boundary of the Study Area. The Carp River Restoration Policy Area is located just over 1 kilometre to the south of the Study Area.

3.1 Study Area Context

The following section outlines the community context surrounding the Study Area. It is intended to provide a review of the existing built form and area amenities such as schools, parks and other recreational facilities.

3.1.1 Built Form The Study Area consists of vacant lands and therefore contains no buildings and/or structures with the exception of an abandoned farmstead and associated buildings. Lands to the north, west, and south of the Study Area can be generally described as being agricultural and rural in nature, with the majority of properties consisting of detached dwellings and associated farm buildings.

The Carp Rural Employment Area is located approximately three kilometres west of the Study Area and is composed of industrial and commercial operations. Approximately five kilometres northwest of the Study Area is the Village of Carp (concentrated along Carp Road), which is occupied by a mix of homes and retail/commercial uses in a village setting.

To the east of Terry Fox Drive is the neighbourhood of Kanata Lakes – Marchwood Lakeside – Morgan’s Grant, which is characterized by detached dwellings, townhouses and low-rise condominium developments. Once part of the Township of March, this area remained mostly agricultural until the 1960s when residential development began to occur in the area. The vast majority of existing dwellings were built from the 1990s onward, coinciding with the development of the Kanata North Business Park, known as Silicon Valley North during the high-tech boom of the 1990s. Higher density dwelling types such as townhouses and stacked townhouses tend to be located in the eastern portion of Kanata Town Centre. To the west, around Terry Fox Drive, residential development is predominantly comprised of detached homes. Similarly, the residential development on

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Richardson’s Ridge, east of Terry Fox Drive and in Morgan’s Grant located northwest of the Study Area is predominantly made up of detached homes.

Commercial development is focused at interchanges along the Highway 417 corridor and is composed of primarily large format retail and highway commercial shopping centres. Kanata Centrum is host to retail stores, restaurants, and a cinema. To the southwest is the Kanata West Business Park, the Tanger Outlets and the Canadian Tire Centre (located south of Highway 417).

3.1.2 Community Amenities The following is a summary of the community amenities located in the vicinity of the Study Area. The majority of the community amenities are located within the Urban Boundary east of the Study Area in the Kanata Town Centre, and the Kanata Lakes – Marchwood Lakeside – Morgan’s Grant area.

Schools The surrounding area is served by a number of elementary schools from all four school boards as well as private institutions. Two French language schools and 15 English language schools offer Catholic and secular curricula. In terms of secondary schools, three public, English language schools are located within five kilometres of the Study Area. A summary of the area schools are found in Table 2 and Table 3.

Table 2. Secondary schools within a five kilometre radius of the Study Area School Address School Board Earl of March Secondary School 4, Parkway Ottawa – Carleton District School Board (OCDSB) All Saints High School 5115 Kanata Avenue Ottawa Catholic School Board (OCSB) Holy Trinity Catholic High School 180 Katimavik Road

Table 3. Elementary schools within a five kilometre radius of the Study Area School Address School Board South March Public School 1032 Klondike Road Ottawa – Carleton District School Board (OCDSB) Jack Donohue Public School 101 Penrith Street Roland Michener Public School 100 Penfield Drive Stephen Leacock Public School 25 Leacock Drive W. Erskine Johnston Public School 50 Varley Drive Castlefrank Elementary School 55 McCurdy Drive Katimavik Elementary School 64 Chimo Drive Kanata Highlands Public School 425 Terry Fox Drive Georges Vanier Catholic School 40 Varley Drive Ottawa Catholic School Board (OCSB) St. Isidore School 1105 March Road Holy Redeemer School 75 McCurdy Drive

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School Address School Board St. Gabriel School 400 Keyrock Drive École élémentaire publique Julie- 1385 Halton Terrace Conseil des écoles publiques de Payette l’Est de l’Ontario (CÉPÉO) École élémentaire catholique Saint- 100 Walden Drive Conseil des écoles catholique du Rémi Centre-Est (CECCE)

Kanata Academy 180 Huntmar Drive Private (Preschool to Grade 8) March Academy 325 Sandhill Road The Greenwoods Academy 1056 Klondike Road (Pre-school to 7 Yrs.)

Municipal Parks To the east of the Study Area, several parks provide green space and amenities for the surrounding community. These parks include a range of recreational facilities such as baseball diamonds, soccer fields, basketball courts, splash pads, outdoor ice rinks, public tennis courts and playgrounds. The nearest park is located immediately north of the Study Area and is known as the South March Highlands Conservation Forest. It offers outdoor recreation such as hiking and mountain biking. In addition to the many parks in the area, the Morgan’s Grant Hydro Corridor Community Garden operates north of Klondike Road.

Recreational Facilities There are two major recreational complexes located in the Study Area’s surrounding area. The Richcraft Recreational Complex is located approximately two kilometres from the Study Area. This newly constructed recreational complex features a pool, two full gymnasiums, sports fields, a weight and cardio centre, play structures and a splash pad, a skate-plaza and multi-programming rooms. The Kanata Recreation Complex in the Walter Baker Park is the largest recreation facility in Kanata, located approximately five kilometres away. The Complex and Park include the Gary Burke Rink, the Tom Flood Arena, a full basketball court, play structures, a splash pad, the Walter Baker Skateboard Park, soccer fields, football fields, baseball diamonds, a sledding hill and volleyball courts.

Other nearby recreational facilities include the Kanata Leisure and Wave Pool Centre and the John G Mlacak Centre located less than five kilometres from the Study Area.

Community Centres In addition to recreational facilities, the Study Area is surrounded by several community centres. These include the: / Historical School House #1 located at 400 Goldridge Drive, less than three kilometres east of the Study Area;

/ Beaverbrook Community Centre located at 2 Beaverbrook, less than four kilometres east of the Study Area;

/ Old March Town Hall located at 821 March Road, less than four kilometres north of the Study Area;

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/ Kanata Seniors Centre located at 2500 Campeau Drive, approximately five kilometres east of the Study Area; and

/ John G. Mlacak Community Centre at 2500 Campeau Drive, approximately five kilometres east of the Study Area;

Libraries The City of Ottawa operates one library in proximity to the Study Area: the Beaverbrook Library, which is located approximately five kilometres east of the Study Area in the John G. Mlacak Community Centre at 2500 Campeau Drive. Approximately six kilometres to the south, the Hazeldean Library on Castlefrank Road south of Hazeldean Road serves the South Kanata community.

Trails Kanata provides extensive trails for the surrounding community. Schedule C- Primary Urban Cycling Network and Schedule J- Cycling, Multi-Use Pathways and Scenic Entry Routes (Rural) of the Official Plan identify Huntmar Drive and Terry Fox Drive as “On-Road Cycling Routes”. Schedule J also identifies the rail corridor to the north of the Study Area as an “Off-Road Multi-Use Pathway”. Hiking and biking trails are available in the South March Highlands Conservation Forest and Trillium Woods.

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 10 4.0 POLICY AND REGULATORY CONTEXT

4.1 Planning Framework

The preparation of the Kanata Highlands CSR has been driven in large part by the planning policies and guidelines that are applicable to the area. The following table provides an overview of the key planning considerations and the direction for their implementation in this study.

Document Direction Direction in Kanata Highlands Provincial Policy Housing ⁄ An appropriate range and mix of housing types and densities Statement (PPS) required to meet projected requirements of current and future residents.

⁄ The Kanata Highlands Urban Expansion Study Area contributes to the City’s 10-year urban residential housing supply required under the PPS. Natural Heritage & ⁄ The PPS restricts development within natural heritage Natural Hazards resources and areas, requiring at minimum, that development and site alteration ensure it will have no negative impact on the ecological features and functions of these areas. The EIS prepared for this study contains recommendations and mitigation measures and addresses cumulative impacts.

⁄ No development will occur within the floodplain. Culture, Archeology and ⁄ The PPS requires the protection and conservation of cultural Heritage heritage and archaeological resources. Through a multi-stage archaeological assessment, excavations have been made so that there will be no loss of features that are of cultural heritage value or interest. Official Plan Growth Management ⁄ Development will meet minimum density requirements (34 (2003) units/ha)

Transportation ⁄ The Pedestrian Plan prepared in support of the CSR encourages walkability.

Servicing ⁄ The Official Plan requires that development within what is referred to as the “Public Service Area” will be on the basis of full municipal services.

⁄ Appropriate drainage and stormwater management, with the capacity required, will be developed. Natural Environment ⁄ An Environmental Impact Study has addressed the requirements relating to the protection of the natural heritage system.

⁄ Species at Risk have been studied and their habitat protected.

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Document Direction Direction in Kanata Highlands ⁄ The MVCA has determined the unstable slope hazard for the Carp River to be the meander belt, with the meander belt width for this particular section of the Carp River being 200 metres in total. This constraint is to be addressed at the subdivision planning stage but is also reflected on the Preferred Plan. Greenspace ⁄ All homes in the Urban Area should be located within 400 metres (or a 5 minute walk) to open space and leisure land. Urban Design & ⁄ The Official Plan outlines seven design objectives including Compatibility the creation of a sense of community; creating safe, accessible spaces; and understanding and respecting natural processes and features in development design. Affordable Housing ⁄ 25% of all new ownership housing is to be affordable to households up to the 40th income percentile. Urban Expansion Study ⁄ Comprehensive study must consider site location, phasing, Area access and servicing, the natural heritage system, recreational pathways, community facilities, policies that relate to affordable housing and design, and a mix of types of dwellings.

⁄ Mix of residential dwelling types (45% to 55% detached units and 10% high density).

⁄ Provide on-site and off-site servicing systems through development charges or at the expense of the developer.

⁄ Dedicate any natural heritage systems to the City. In the case of the Kanata Highlands Urban Expansion Study Area, the lands to be dedicated to the City include the turtle corridor (Figure 5) and the lands proposed to be redesignated to Major Open Space along the Carp River corridor and along the northern edge of the Study Area. Official Plan Amendment 150 ⁄ Removed the Urban Expansion Study Area policy requiring the demonstration that the lands are needed in order to maintain a 10-year supply of designated residential land (former Policy 3.11.2). ⁄ Terry Fox Drive has been re-designated from a proposed Arterial Road to an existing Arterial Road. ⁄ A “Major Pathway” has been added along the stretch of the Carp River that abuts the southern edge of the Study Area on Schedule C- Primary Urban Cycling Network. ⁄ Schedule L3- Natural Heritage System Overlay (West) has been updated.

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In addition to the policy framework, there are various guidelines that apply to the Kanata Highlands Urban Expansion Study Area. Each of the following have been considered in the formulation of this plan:

⁄ Building Better and Smarter Suburbs (2015)

⁄ Urban Design Guidelines for Greenfield Neighbourhoods (2007)

⁄ Park Development Manual, 2nd Edition (2017)

4.2 Mississippi Valley Conservation Authority Regulated Area

Portions of the Study Area along the Carp River are designated as Hazard Lands in the Official Plan and Zoning By-law. These lands also fall under the jurisdiction of the Mississippi Valley Conservation Authority (MVCA) through Ontario Regulation 153/06. This Regulation requires that permits from the MVCA be obtained for:

/ The construction, reconstruction, erection or placing of a building or structure of any kind, changes that would alter the use or potential use of a building or structure;

/ Increasing the size of the building or structure or increasing the number of dwellings units in the building or structure;

/ Site grading;

/ The temporary or permanent placing, dumping or removal of any material, originating in the site or elsewhere;

/ The straightening, changing or diverting or interfering with an existing channel of a river, creek, stream or watercourse; or

/ Changing or interfering with a Provincially Significant Wetland (including other adjacent lands within 120m of the wetland boundary).

The MVCA’s Regulation Limit in the Study Area is the most restrictive of the floodplain (2018) plus an additional 15 metres and the meander belt (100 metres from the centre of the Carp River) plus an additional 15 metres. David Schaeffer Engineering Limited (DSEL) has been in correspondence with the MVCA regarding the overall servicing requirements for the Study Area.

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 5.0 13 DEFINING THE DEVELOPABLE AREA

The following reports, which were prepared by the consultant team, influenced the design of the Preferred Plan for the Kanata Highlands Urban Expansion Study Area (UESA) (Figure 5). These reports were originally prepared at the Existing Conditions and Constraints Analysis (ECCA) stage and refined through the extensive study and consultation that occurred between the ECCA stage and the submission of an Official Plan Amendment application.

5.1 Supplementary Geotechnical Investigation

Paterson Group prepared a Supplemental Geotechnical Investigation (April 22, 2013) for the Study Area in order to determine the subsoil and groundwater conditions and provide geotechnical recommendations for the design of the Preferred Plan.

The Study Area consists mostly of former agricultural land and treed areas. It is grass covered with dense wooded areas and bedrock outcrops located along the east and northeast edges. The lands located north of the Carp River generally slope down to the southwest toward the Carp River. The lands located south of the Carp River are relatively flat and generally slope down in a northeast direction toward the Carp River. A maximum difference in ground surface elevations of approximately 10 m was measured amongst the borehole locations within the Study Area.

Generally, the soil conditions encountered at the borehole locations consist of topsoil overlying a silty clay deposit. The thickness of the silty clay layer encountered at the borehole locations varied between 1.1 to approximately 19 m. Layers of silty sand and clayey silt were encountered overlying and/or within the silty clay deposit at several borehole locations. Glacial till and bedrock were encountered under the silty clay at several boreholes locations.

Based on measurements obtained from the boreholes, it is estimated that groundwater can be expected between 2 to 3 m depth. It should be noted that groundwater levels are subject to seasonal fluctuations. Therefore, the groundwater level could vary at the time of construction.

The proposed residential dwellings are located in a low to moderate sensitivity area with respect to tree plantings over a silty clay deposit. It is recommended that trees placed within 4 m of the foundation wall should consist of low water demanding trees with shallow roots systems that extend less than 1.5 m below ground surface. Trees placed greater than 4 m from the foundation wall may consist of typical street trees, which are typically moderate water demand species with roots extending to a maximum depth of 2 m below ground surface.

The Study Area is subject to grade raise restrictions, with the maximum permissible grade raise across the site ranging from 1.2 metres up to 4.0 metres and the majority of the site being in the 2.5 metre to 4 metre range. If higher grade raises are required, preloading with or without a surcharge, lightweight fill and/or other measures should be investigated to reduce the risks of unacceptable long term post construction total and differential settlements. Note: the Test Hole Location Plan reflects an earlier concept plan for the Developable Area which differs from the Preferred Plan.

5.2 Environmental Impact Statement

Niblett Environmental Associates Inc. has prepared an Environmental Impact Statement (EIS) for the Study Area (June 2018). The EIS supplements the Existing Conditions Report that was prepared by Niblett in March 2016. More specifically, the EIS provides an assessment of potential impacts from the development proposed in the Preferred Plan and provides detailed recommendations and mitigation measures for the protection of the various identified natural features and functions.

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The EIS identifies the impacts of development activities on tree cover and vegetation, wildlife corridors and wildlife, nuisance wildlife, fish and fish habitat, buffers and setbacks. Federal, Provincial, and Municipal legislation is identified. The EIS recommendations address:

/ Tree Cover and Vegetation: o Retention of Larger Existing Trees o Post-construction landscaping and inclusion of native species. / A Wildlife Mitigation and Monitoring Plan; and

/ Fish and Fish Habitat.

The EIS also contains mitigation measures for general construction for:

/ General mitigation;

/ Vegetation and Soils;

/ Sediment and Erosion Control;

/ Wildlife;

/ Timing;

/ Blasting;

/ Contaminant and Spill Management; and

/ Operation of Machinery.

The EIS states that the Kanata Highlands development project will not result in cumulative impacts on the Carp River or South March Highlands to the west of Terry Fox Drive due to the fact that the Study Area is constrained by Environmental Protection zoning, hazard lands and undevelopable lands outside of the Urban Boundary. As a result, no further urbanization can occur to the north, west or south of this development boundary.

The EIS concludes that the proposed construction of this site will not have a significant negative impact on the natural features or ecological functions on area provided the recommendations in the report are implemented.

At the Draft Plan of Subdivision stage, updates to the EIS or an addendum to the EIS would be required, when details on the stormwater pond and lot layout are known. Additional mitigation measures and recommendations specific to this development may be required.

5.3 Assessment of Adequacy of Public Services

David Schaeffer Engineering Ltd. (DSEL) has prepared an Assessment of Adequacy of Public Services report in support of the Preferred Plan (June 2018). Key findings and recommendations from DSEL’s report include:

/ The City of Ottawa has been pre-consulted regarding this application and various open houses have been held to discuss this Urban Expansion Study Area. Approvals will be required from the City of

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Ottawa, Ministry of Environment and Climate Change (MOECC) and Mississippi Valley Conservation Authority (MVCA).

/ The proposed development is within the City’s water distribution Pressure Zone 3W. Water servicing is to be provided via connections to a future extension of an existing 300 mm diameter watermain along Terry Fox Drive, as well as, a proposed redundant smaller 200 mm watermain. Based on boundary condition water elevations associated with the Kanata Highlands- Phase 1 development on the east side of Terry Fox Drive, it is anticipated that there will be sufficient water supply to support the Developable Area in the Study Area. Once updated boundary conditions are provided for the Developable Area this can be further verified.

/ Sanitary sewers are to be designed as per the City of Ottawa guidelines. There are several sanitary options considered, with the preferred option being construction of a new sanitary pumping station to be located in the Study Area on the west side of Terry Fox Drive. The sanitary pumping station flows will discharge to either the Signature Ridge Pump Station or future KLN sewers via a proposed sanitary forcemain. This proposed servicing concept provides a viable servicing outlet for the Urban Expansion Study Area lands on the west side of Terry Fox Drive;

/ Storm sewers are designed as per the City of Ottawa guidelines, including amendments to the guidelines per Technical Bulletins. Storm sewers will outlet to a new stormwater management (SWM) pond located in the northwest corner of the site;

/ The new SWM pond will be designed to achieve the quality control target of 70% Total Suspended Solids (TSS) removal (Normal Level of Protection) as well as controlling post-development flows to pre- development conditions;

/ A Hydraulic Grade Line (HGL) analysis will be completed and underside of footing elevations will be set at a minimum of 0.30 m above the 100-Year HGL elevation during detailed design. The HGL must remain below the underside of building footing during the stress test event (100-year + 20%).

5.4 Transportation Impact Assessment Forecasting Report

Parsons has prepared a Transportation Impact Assessment Forecasting Report (June 29, 2018) for the Study Area/Preferred Plan. Parsons completed the required screening form and the Trip Generation, Location and Safety triggers were met based on the estimated unit count of 680 units, the cycling spine network, and road speed/geometry.

The following City-owned roads are within the study area network:

/ Terry Fox Road is a north-south arterial, which extends from Eagleson Road in the south (where it continues as Hope Side Road) to Herzberg Road in the north. Within the study area, Terry Fox Drive is a two-lane undivided roadway with a rural cross section on the west side and an urbanized cross-section on the east side. A paved shoulder is provided in the southbound direction and both a bike lane and multi-use pathway are provided in the northbound direction. The posted speed limit within the study area is 80 km/h and Terry Fox Drive is a trucking route.

/ Second Line Road is a north-south major collector, which extends from Terry Fox Drive in the south to Thomas A Dolan Parkway in the north. Within the study area, Second Line Road is a two-lane undivided roadway with a rural cross section. A paved shoulder is provided on both sides of the road and a multi- use pathway starts on the east side of the road, approximately 120m north of Terry Fox Drive. The posted speed limit within the study area is 60 km/h.

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/ Kanata Avenue is an east-west major collector, which extends from Terry Fox Drive in the east to Aird Place (where if continues as Castlefrank Road) to the southeast. Within the study area, Kanata Avenue is a two-lane undivided roadway with an urban cross section, including bike lanes in either direction. Sidewalks are provided on both sides of the roadway that connect to the Terry Fox Drive sidewalk. The posted speed limit within the study area is 60 km/h.

In terms of the existing pedestrian/cycling network, a multi-use pathway is provided along the east side of Terry Fox Drive (transitioning into a sidewalk south of Richardson Side Road) and a paved shoulder is provided on the west side. A bike lane is also provided in the northbound direction.

Existing transit service within the vicinity of the site is currently provided by OC Transpo Route #165 and Connexion Route #264. Route #165 provides daily service looping between the Terry Fox and Innovation stations, passing the subject site twice per hour between 9am and 10pm. The Route #264 provides peak hour service to Mackenzie King station in the morning and to Terry Fox station in the afternoon. Trips pass the subject site approximately every 20 minutes between 5:30-8:20 am and 4:10-7:10pm. Stops are located on Huntsville Drive and on Terry Fox Drive at Tillsonburg Street to the south of the subject site, and beyond the Second Line Road intersection north of the site.

The main findings of Parsons’ report include:

/ Trip Generation: o A total of 417 and 523 vehicles/hour are projected to travel to/from the proposed development during the weekday morning and afternoon peak hours.

o The proposed development is projected to generate approximately 695 to 872 two-way person-trips per hour during the weekday peak hours.

/ Trip Distribution: o Using the 2011 NCR Household Origin – Destination Survey, existing volume splits at study area intersections and Parsons’ knowledge of the surrounding area, 60% of traffic is expected to/from the north via Terry Fox Drive and 40% is expected to/from the south via Terry Fox Drive.

Following the Official Plan Amendment, subsequent Transportation Impact Assessments will be completed for the Plan of Subdivision, which will update the forecasting and analysis components of the Transportation Impact Assessment guidelines.

5.5 Features and Conditions to Refine the Developable Area

The information and analysis undertaken in the reports summarized in Sections 5.1 to 5.4 were used to identify the extent of the Developable Area within the Kanata Highlands Urban Expansion Study Area (UESA) designation (Figure 4). More specifically, the following features and conditions allowed for the identification of a Developable Area.

5.5.1 Carp River Floodplain and Meander Belt As discussed previously, the 1:100 year floodplain for the reach of the Carp River that abuts the Kanata Highlands UESA was recently updated by the Mississippi Valley Conservation Authority (MVCA). The MVCA undertook a complete floodplain assessment using a hydrotechnical model (PCSWMM), which accounts for future urbanization conditions, including the completion of the restoration plan and filling all remnant floodplain

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areas. The updated flood plain line (Figure 2) was provided to the City and the consultant team in February 2018 and is illustrated on the Preferred Plan.

The MVCA has determined the unstable slope hazard for the Carp River to be the meander belt, with the meander belt width for this particular section of the Carp River being 200 metres in total.

At the southeast end of the Study Area, it is the meander belt that is the most restrictive whereas at the northwest end of the Study Area, it is the updated floodplain that is the most restrictive.

5.5.2 Provincially Significant Wetlands As required, the Developable Area is more than 120 metres from the boundaries of Provincially Significant Wetlands (PSW), which are located approximately 200 metres to the southeast (Kizel Drain Wetland Complex) and approximately 160 metres to the north (South March Highlands Wetland Complex).

5.5.3 Policy and Regulatory Context All of the lands currently designated “Natural Environment Area”, “Significant Wetlands”, and “Agricultural Resource Area” in the Official Plan were excluded from the Developable Area on the Preferred Plan. Similarly, all lands currently zoned “Environmental Protection (EP3) Zone” and “Agricultural Zone (AG1)” in the Comprehensive Zoning By-law (2008-250) (Figure 3) were excluded from the Developable Area.

5.5.4 Species at Risk Habitat Several Species at Risk (SAR) have been observed within the Study Area, including Blanding’s turtle, Whip-poor- will, Butternut, Barn Swallow, and Bobolink. The habitat of these individual species, other than Blanding’s turtle, are mapped in the Natural Environment Existing Conditions Report prepared by Niblett Environmental Associates (March 2016). Mapping for the Blanding’s turtle habitat is not included in the Existing Conditions Report due to the fact that it is sensitive information.

The Developable Area illustrated on the Preferred Plan excludes all Category 1 Blanding’s turtle habitat and the majority of the Category 2 habitat, which influenced the northern and southern boundaries of the Developable Area. The area of Category 2 habitat that cannot be avoided is associated with the drain that flows from Terry Fox Drive, southwest to the Carp River. Compensation for removing this habitat will be required through the Ministry of Natural Resources and Forestry’s (MNRF) permitting process.

The focus is on Blanding’s turtle habitat (as opposed to other SAR) due to the fact that turtles are not able to move as easily as, for example, birds. Therefore, it is easier to create new habitat for other species than it is to create new habitat for turtles. As such, the MNRF has advised that the habitat of different SAR species should not be viewed as equally constraining to development.

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Figure 2. Updated Floodplain Mapping from Mississippi Valley Conservation Authority (2018)

Figure 3. City of Ottawa Comprehensive Zoning By-law (2008-250)

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5.6 Recommended Developable Area

As a result of the features identified in the Existing Conditions and Constraints Analysis Report and outlined in Section 5.5, the portion of the Study Area that is recommended for development is illustrated in Figure 4. The total area of the Developable Area is approximately 34 hectares.

Figure 4. Recommended Developable Area

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018 20 6. PREFERRED PLAN

The Preferred Plan for the Kanata Highlands Urban Expansion Study Area (UESA) (Figure 5) illustrates an idealized concept for the location of residential uses, local and collector streets, parkland, a turtle corridor, and a stormwater management facility. The intent and permitted uses in each land use category is outlined in the following sections.

6.1 Residential

Two categories of residential are illustrated on the Preferred Plan, including Low-Medium Density Residential and High-Density Residential. The Low-Medium Density Residential category would permit the following land uses:

/ Detached dwellings

/ Semi-detached dwellings

/ Linked-detached dwellings

/ Duplex dwellings

/ Townhouse dwellings, including back-to-back and rear-lane townhomes

The High-Density Residential category would permit low-rise apartment buildings (maximum 4 storeys), and stacked, back-to-back and back-to-back stacked dwellings.

Table 4 provides a breakdown of the Low-Medium- and High-Density Residential areas illustrated on the Preferred Plan. Official Plan policy requires that developing communities in Urban Expansion Study Areas establish a mix of residential dwellings with at least 45%, but not more than 55% detached dwellings, at least 10% apartment dwellings, with the remainder being multiple dwellings other than apartments. The Official Plan also requires a minimum density of 34 units/net hectare. As demonstrated in Table 4, it is expected that a density of 38 units/net hectare will be achieved in the Kanata Highlands UESA, exceeding the minimum requirement in the Official Plan.

Table 4. Estimated Number of Dwelling Units Dwelling Type Net Area Units (estimate) Units by Percentage Detached 16.46 ha 370 units 54% Townhouse 190 units 28% Apartments (or similar density) 1.42 ha 120 units 18% Total 17.88 ha 680 units 100% Net Density 38 units/net ha

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Figure 5. Preferred Plan

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6.2 Parkland and Open Space

The Preferred Plan illustrates a 2.14 hectare linear park along the ridge that is located along the northern property line. This unique park is expected to accommodate a walking trail between Terry Fox Drive and the turtle corridor and may also include a small programmed area, potentially a “tot lot”. Through the use of sidewalks, pedestrians could continue from the park, over the turtle corridor, and towards the stormwater management pond block, which may have a trail that encircles the wet pond component of the block.

Public parks and trails, community centres, washroom and change facilities, parking facilities, and commercial uses in support of the primary park function are all permitted uses within the Park land use category.

The City’s Parkland Dedication By-law (2009-95) requires that 1 ha of parkland be provided for every 300 units at densities of 17 dwellings per net hectare or greater and 10% of the land area of apartment blocks. Table 5 demonstrates that the dedication requirements will be met.

Table 5. Parkland Required and Proposed Land Use Parkland Dedication By- Number of Units/Land Area Parkland Required law Requirement Residential at densities 1 ha per 300 units 560 units 1.867 ha of 18 dwellings/net ha or greater Apartments 10% of land area 1.42 ha 0.142 ha Total Parkland Required 2.01 ha Total Parkland Proposed 2.14 ha

Given that there is a projected over-dedication of 0.13 hectares, the parkland shown on the Preferred Plan is subject to a reduction in size at the time of Plan of Subdivision. Alternatively, if actual unit counts at the time of Plan of Subdivision are higher than currently projected, additional parkland or cash-in-lieu of parkland may be required.

A triangular-shaped area of open space is illustrated on the northwestern edge of the turtle corridor. This block was created to avoid lot depths deeper than Richcraft’s standard, which is 30.5 metres. Due to the fact that it is adjacent to the turtle corridor, this area was identified as a potential open space block.

6.3 Design with Nature

The vision of the community is based on a “Design with Nature” approach, which is met in part by the fact that the Developable Area avoids environmental features, such as:

⁄ The Carp River floodplain and meander belt;

⁄ Category 1 and the majority of Category 2 Blanding’s turtle habitat (a Species at Risk); and

⁄ Lands identified for environmental protection through the City’s Official Plan and Zoning By-law.

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The Preferred Plan also accommodates a unique, linear park through the forested escarpment that is located along the northeastern boundary of the Developable Area and sets aside a protected turtle corridor that will allow wildlife to cross from the Carp River to the rocky escarpment area to the north. Finally, a stormwater pond is proposed at the lowest elevation in the Study Area, which will allow stormwater to drain via gravity.

6.3.1 Turtle Corridor

A 45 metre wide “turtle corridor” is proposed to cross the Developable Area in a southwest/northeast direction. The turtle corridor is strategically located to follow a small watercourse that runs between the Carp River in the south and the rocky escarpment area to the north and is a route known to be used by wildlife.

The turtle corridor would have exclusion fencing on both sides in order to prevent the disturbance of species in the corridor. An approximately 1.5 metre high culvert would be provided under the single road crossing in order to allow for the movement of animals along the turtle corridor. The details of the turtle corridor will be developed more fully at the Overall Benefit Permit stage of the Ministry of Natural Resource and Forestry’s (MNRF) permitting process, which will not occur until the Draft Plan of Subdivision stage in the development planning process.

6.4 Transportation

The Transportation Impact Assessment Forecasting Report by Parsons (June 29, 2018) provides a high level overview of transportation impacts that may result based on development as contemplated by the preferred plan. To support any development applications, a full Transportation Impact Assessment (TIA) will be prepared. This assessment will fulfill the requirements of the City’s TIA guidelines.

6.4.1 Streets

At the recommendation of Parsons, the transportation consultant, two street classifications are proposed on the Preferred Plan, including:

⁄ A collector street with a 24 metre Right-of-Way (ROW) which loops around the perimeter of the southern portion of the Developable Area (south of the turtle corridor) and connects with Terry Fox Drive in two locations.

The southern connection was strategically located to line up with the proposed vehicular access point for the subdivisions that are planned on the east side of Terry Fox Drive. The northern connection would form a T-intersection, with no access to the subdivisions on the east side of Terry Fox Drive.

⁄ Multiple local streets are proposed in both the southern portion and at the northwest end of the Developable Area. The majority of the local streets will have a ROW width of 18 metres, while cul-de- sac(s) and the window street proposed parallel to Terry Fox Drive may have an alternative ROW width.

A single-loaded (window) street is proposed along Terry Fox Drive in order to achieve urban design objectives that discourage rear lotting along arterial roads. More specifically, the proposed window street allows for rear yard amenity space to be buffered by the homes, avoiding the need for continuous noise walls along Terry Fox Drive. Further, with homes facing Terry Fox, there will be “eyes on the street”, serving to improve pedestrian and cyclist safety along this arterial road. Vehicular access to the homes would be provided off of a parallel local street (the window street) in order to minimize traffic disruptions along Terry Fox Drive. The window street may be two-directional (14 metre right-of-way) or a one-way street in the southbound direction, which would allow for a narrower right-of-way.

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One local street is proposed to cross the turtle corridor in order to provide access to residential units proposed at the northwest end of Developable Area and the stormwater management facility.

⁄ As shown on the Pedestrian Plan (Figure 6) sidewalks or a Multi-Use Pathway would be provided along one side of select local streets.

6.5 Building Better and Smarter Suburbs

The Preferred Plan meets a number of the City’s Building Better and Smarter Suburbs (BBSS) strategic directions, such as:

/ Design the street network based on a modified or offset grid to maximize choices of travel routes and opportunities for utility connections. The proposed street network for the southeastern portion of the Developable Area is comprised of: o A collector street that follows the perimeter of the area and connects with Terry Fox Drive in two places;

o A series of local streets that are laid out in an offset grid pattern.

In order to minimize disruptions to the turtle corridor, the northwestern portion of the Developable Area is proposed to be accessed via a local street that loops around this area and has one connection with the collector street to the south.

/ Design the street network in conjunction with the land use and open space system to ensure direct pedestrian and cycling connectivity to key destinations in the community. The collector street follows the linear park that is proposed along the northern edge of the Developable Area, providing opportunities for pedestrians and cyclists to access the parkland at various locations.

The collector street will feature either sidewalks or Multi-Use Pathways. If sidewalks are proposed, cycle tracks may be provided depending on utility and street tree requirements, which will be addressed at the Plan of Subdivision stage.

As illustrated on the Pedestrian Plan (Figure 6), a sidewalk/Multi-Use Pathway is proposed along the local street that crosses the turtle corridor, enabling pedestrians to safely access the northwestern portion of the Developable Area, including a potential trail around the stormwater management facility at the northwestern end.

The Pedestrian Plan also proposes a potential pathway block that would provide access to the Carp River corridor.

/ Ensure that a range of appropriate sized roadways complements the character and functional needs of each community area. As noted above, one collector street and a series of local streets are proposed on the Preferred Plan. Terry Fox Drive is an existing arterial road that abuts the southeastern edge of the Developable Area and provides bus transit service.

/ Avoid reverse frontage lots (rear yards abutting public streets) within a community. As discussed previously, a window street is proposed along Terry Fox Drive, avoiding reverse frontage lots.

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/ Create street and lot patterns and building orientations that frame and enhance the presence of all parks, regardless of size. A collector street is proposed along a large portion of the linear park along the northern edge of the Developable Area. The high-density residential block abuts the remainder of the linear park, which provides access for residents residing in a unit type that traditionally offers limited outdoor amenity space.

/ Blocks are to be approximately 1.0 hectare in size.

/ Identify opportunities to connect separate features of the open space network (e.g. a park to a nearby woodlot) with streets that support canopy trees. As addressed previously, sidewalks or Multi-Use Pathways are proposed to connect such features as the linear park, a potential pathway around the stormwater management facility, and the Carp River corridor.

/ Ensure that land attributed to large stormwater management facilities can serve additional functions, such as recreation trails or multi-use paths as part of the open space system, and support the connection of trails in stormwater management facilities to parks and open spaces, and to pedestrian and cycling facilities. It is expected that the stormwater management facility proposed at the northwest end of the Developable Area will be a wet pond that may allow for a pathway along its perimeter.

/ Right-of-Way cross-sections, roadway widths, and design speeds should respond to built form and land use context. The rights-of-way proposed for the collector street (24 metre) and local streets (18 metre) are the standard ROW widths for new, suburban subdivisions in the City of Ottawa.

/ Where appropriate, incorporate retained tree stands or woodlots in parks and open spaces. The linear park is strategically proposed in the location of an existing treed area in order to take advantage of this natural feature. The preservation of trees will be addressed when the parkland is designed at the Plan of Subdivision stage.

/ Continue to support the burial of overhead wires on new roads. It is expected that hydro wires will be buried, as is standard in new, suburban subdivisions in the City of Ottawa.

6.6 Servicing

The Assessment of Adequacy of Public Services Report (DSEL, June 2018) provides a preliminary demonstration that the Developable Area can be provided with municipal services within the design criteria of the City. The next step is the preparation of an overall functional servicing plan. This servicing plan will be necessary to substantiate any development on this site and will be noted through a site-specific Official Plan policy.

The following describes the scope of work associated with the preparation of an overall functional servicing plan in support of the development of the site known as Kanata Highlands- Phase 2 (Urban Expansion Study Area), and associated lands that may share the same local infrastructure, including Kanata Highlands-Phase 1 (east of Terry Fox Drive):

/ Confirm study area, considering existing surface drainage systems (major and minor), sanitary drainage systems, outlet conditions, and potential water distribution system connection points

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/ Provide an overall constraint map to confirm buffers, setbacks, and other constraints.

/ Develop and evaluate functional servicing alternatives, considering: o Available capacities in existing services upon which the development will depend;

o Opportunities and constraints presented in previous related studies including the Environmental Impact Statement Report (NEA, 2018), Utility and Servicing Existing Conditions Report (DSEL, 2015), Assessment of Adequacy of Public Services report (DSEL, 2018); and

o Potential impacts to existing City infrastructure (including Terry Fox Drive) and receiving streams. / Identify and evaluate site water budget and Low Impact Development (LID) opportunities and prepare strategy in accordance with the requirements of the Carp River Subwatershed Study (Robinson, 2004) and the Ministry of the Environment and Climate Change (MOECC) Draft Runoff Volume Control Target (RVCt) hierarchy.

/ Identify preferred servicing alternative for water distribution, wastewater collection, stormwater management, conveyance and grading. Confirm property blocks required for any facilities, impacts to existing City infrastructure and receiving streams, and mitigation measures.

/ Prepare functional design of local sewer collectors, stormwater management facilities, local water feedermains, pump station, and forcemains that are required to service Kanata Highlands Phase 1 and Area #2, and provide drainage for any external areas.

/ Develop recommendations needed to complete detailed design of each phase of development

/ It should be demonstrated how the requirements of Phase 1 and 2 of the Environmental Assessment Act are being met through the Planning Act processes.

A detailed Terms of Reference for the overall functional servicing plan will be approved by the City prior to commencing the study.

6.6.1 Stormwater Management Facility

A stormwater management facility is proposed at the northwest end of the Preferred Plan, at the lowest elevation in the Study Area. The facility will likely be designed to be a wet pond and will manage stormwater from both the Preferred Plan and the subdivision proposed on the east side of Terry Fox Drive (Richcraft’s Kanata Highlands- Phase 1 development).

The stormwater management block is currently shown as 2.70 hectares in area, however, the exact area required will not be confirmed until the preliminary design is advanced at the Plan of Subdivision stage. If a larger area is required than currently illustrated on the Preferred Plan, the number of residential units accommodated north of the turtle corridor would be reduced.

It is envisioned that a pedestrian pathway will encircle the wet pond, which could connect to the proposed linear park to the south through the use of sidewalks or Multi-Use Pathways. In order to provide pedestrian and servicing maintenance access to the stormwater management facility block, a six metre wide corridor is illustrated on the Preferred Plan.

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6.6.2 Servicing Corridor

The Preferred Plan illustrates a six metre wide corridor crossing over the southern end of the turtle corridor. In the event that 50 or more units are proposed at the northwestern end of the Developable Area, this corridor would be required in order to loop a watermain to provide redundancy.

The servicing corridor, if needed, would be subject to future City approval as well as Provincial approval under the Endangered Species Act. It may also be subject to a permit from the Mississippi Valley Conservation Authority (MVCA).

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Figure 6. Pedestrian Plan

Kanata Highlands Urban Expansion Area Comprehensive Study Report August 2018 29 7.0 DESIGN GUIDELINES

The following design policies and guidelines provide a framework for the overall identity and structure of the Kanata Highlands Urban Expansion Study Area. They are intended to apply to buildings, streetscapes, and the parkland within the community. Their purpose is to ensure a consistent high quality design standard throughout the community. These design policies and guidelines, in conjunction with Official Plan policies and other Council-approved documents, such as the “Urban Design Guidelines for Greenfield Neighbourhoods” (2007) and the “Building Better and Smarter Suburbs (BBSS)” initiative will ensure the final build-out of the area to be an attractive, livable and healthy community composed of well-designed structuring elements.

The following subsections provide specific direction to the streetscape and block development in the Developable Area by providing both policies and guidelines. The difference between policy and guidelines relates to two things; specificity and whether the strategic direction is compulsory.

Policies are specific and should be considered compulsory in future subdivision design. Guidelines are less specific and, although every effort should be made to achieve them, there is an understanding that this is not possible in all instances through future subdivision design. In all instances, however, where a policy or guideline is not achievable, alternatives should developed which respect and are consistent with the goals and objectives of this document.

Finally, lists of policies and guidelines have been numbered. This is to support reference in future applications; there is no implied precedence of one policy or guideline over another based on numbering.

The following policies and guidelines will be applied to support the streetscape:

7.1 Streetscape Policies 1. Along arterials, access from local roads will be limited, except as an offset modified grid street pattern that does not allow for full directional access. 2. Arterials shall be lined with large trees. Specifically, the median that separates Terry Fox Drive from the window street is to be planted with the tallest possible deciduous tree species at intervals of approximately 7 to 10 metres. 3. Along collector and local streets, residential dwellings will face the street. 4. Buildings backing onto the community edges, such as arterials, should be designed to provide a strong edge condition and reinforce the image of the community. A landscape edge should also be provided. 5. The design of the collector streets will be consistent with the City of Ottawa “Road Corridor Planning and Design Guidelines- Urban Collectors” (2008) and any subsequent updates. 6. Development in the area will provide for a framework of complete streets. 7. Acoustic Fencing (noise walls) will be prohibited on collector streets. 8. Window Streets will not be permitted along collector streets.

7.2 Streetscape Guidelines The following guidelines will be applied to the design of streets in the Developable Area:

Guidelines for All Streets 1. The location of underground services and utilities within the rights-of-way may be refined during the detailed subdivision design. The intent is that services and utilities should be made as invisible as possible within the community. 2. Streets will be designed to include bump-outs to better define crossing points, shorten the crossing distance, and ensure visibility between parked cars. Signage to warn drivers of pathway crossing locations will also encourage reduced speeds and improve safety. These measures will be constructed at the onset of development.

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3. Bus stops and associated infrastructure (such as concrete waiting areas, shelters and / or benches), should be provided at designated locations as determined by OC Transpo through the development approval process or as needed. 4. Community mailboxes, newspaper boxes and bus shelters, seating, waste receptacles, and mailboxes should be located together, and should facilitate and prioritize pedestrian and cycling access. 5. The location of trees, street fixtures, telecommunications equipment, utility and light poles and on street parking locations will be coordinated as a condition of subdivision approval.

Arterial Road Guidelines 1. The use of acoustic fencing (noise walls) along arterials should be avoided except where no other design options are available. 2. The use of a more urban cross section design for arterials is to be considered as a way to moderate speeds and avoid the need for noise walls.

Collector Street Guidelines 1. Collector streets accommodating transit routes should be designed within a 24.0m right-of-way. 2. New collector street rights-of-way should include a paved road surface with one driving lane in each direction, a boulevard, sidewalk or Multi-Use Pathway on both sides of the street and at least one parking lane protected by bulb-outs and intersection narrowings will be provided. If sidewalks are provided, cycle tracks may be provided, if feasible. 3. On collector streets identified for transit service, on-street parking may only be permitted along one side of the collector street, and the sides may alternate to produce traffic calming. 4. Where multi-use pathways or sidewalks cross the collector streets, traffic calming measures will be provided, such as standard pedestrian crossovers, where appropriate, to provide safe and comfortable road crossings. Speed bumps / humps should not be installed on collector streets to maintain efficiency of transit operations. 5. Collector streets will generally be designed to have an effective operating speed of 40 km/h. If abutting a school site or park, collector streets will generally be designed and signed to have a maximum speed of 30 km/h. 6. In general, cycle tracks are strongly encouraged and should be designed within the street right-of-way with the appropriate facilitates to ensure cycling is safe for all ages. 7. Where most effective, traffic calming measures, such as landscape boulevards, parking lanes, narrowed intersections, or elevated crosswalks, will be provided on collector streets abutting school sites.

Local Street Guidelines 1. The local street pattern will be designed as a fully-connected, offset grid.

2. Primary consideration will be given for the provision of safe crossing points for pedestrians. 3. Local streets may be designed within an 18.0m right-of-way and include a paved road surface with one driving lane in each direction, a boulevard on both sides of the street, and a sidewalk or Multi-Use Pathway on one side or both sides of select local streets, in accordance with the Transportation Master Plan (TMP) and Pedestrian Master Plan and street tree planting. Local soil conditions may require a larger road right-of-way. 4. A row of trees shall be planted on each side of the street with regular spacing between trees (in accordance with City of Ottawa standards). 5. Sidewalks or Multi-Use Pathways will be provided along select local streets connecting residential areas and other land uses. 6. Local streets will be designed to have an effective operating speed of 30 km/h or less.

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Street Trees and Boulevard Design Guidelines In addition to their environmental benefits, street trees contribute a range of health benefits for residents, ranging from more comfortable environments for physical activity, more engaging public spaces and public realm, and improved mental health.

1. Trees and other plant materials, lights, directional signage, transit amenities and street furniture should be provided. 2. Coordinate the location of trees, street fixtures, telecommunications equipment, utility and light poles, transit amenities and signs. 3. A row of trees should be planted in the boulevard on both sides of the street with regular spacing between trees (in accordance with City of Ottawa standards). 4. Landscape features and planting, in accordance with City of Ottawa standards, should be integrated into any traffic circles, and require minimal maintenance by the City. 5. The number, type and location of street trees to be planted with any street right-of-way shall be in conformity with the City’s standards and where necessary, address any constraints presented by the underlying soil conditions. 6. The planting of trees and the installation of distribution poles along public roadways will require planning and coordination with the utilities. 7. Where soil conditions permit, consistent street tree planting will be encouraged in order to create neighbourhood character among many other benefits, along all street frontages, at the developers cost. 8. Opportunities to accommodate living elements in landscaping and infrastructure will be encouraged. Emphasis will be on locations such as noise fences, window streets, bio-swales, or other remnant pieces of land.

7.3 Parks Policies The purpose of the Park land use category is to identify lands that accommodate recreational opportunities, ranging from organized play areas to more passive leisure areas including pathways, trails, and seating areas.

Public parks and trails, community centres, washroom and change facilities, parking facilities, and commercial uses in support of the primary park function are all permitted uses within the Park land use category.

1. The City’s “Park Development Manual, 2nd Edition” (2017) classifies the proposed parkland as a Neighbourhood Park, which is to be approximately 0.8 to 3.2 hectares in size, but may be reduced as approved by Parks & Facilities Planning. 2. Sidewalks or Multi-Use Pathways and street trees will be provided within the right-of-way of all streets that abut parks. The sidewalks or Multi-Use Pathways will extend beyond the park in either direction. 3. Parks will have a minimum of 50% street frontage, or a percentage approved by Parks and Facilities Planning. 4. Intersection narrowings shall be provided around all park edges to facilitate safer pedestrian crossings.

7.4 Parks Guidelines 1. Pedestrian connections should be provided through the park to the sidewalks or Multi-Use Pathways in the abutting rights-of-way and other pedestrian access points. 2. View corridors terminating at the park and the Carp River corridor should be highlighted through landscape treatment. 3. Where possible, amenities such as shade structures and trees should be incorporated into the design of the park.

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7.5 Stormwater Management Policies 1. Where a stormwater pond fronts onto a street, the facility should be designed with a landscaped treatment along the street edge that is compatible with the street landscaping.

7.6 Stormwater Management Guidelines 1. The design of the stormwater ponds will generally be naturalized (slopes, contours). 2. Edges of stormwater management areas may feature hard edges as part of a public realm plan that incorporates stormwater ponds as a water feature in a public space. 3. Stormwater ponds will be designed with native plant materials. 4. Multi-use pathways should be provided around the stormwater management ponds and, where possible, be integrated into the community trail network, which may include co-ordination with trails in municipal parks. 5. Pedestrian walkways around ponds and corridors should double as access streets, where necessary, but should be designed to look and feel like a pedestrian pathway, and include structural elements to prevent vehicles other than those required for maintenance from accessing the pathway.

7.7 Linkages and Pathways Policies 1. Pathway connections will be included mid-block along long residential streets to facilitate pedestrian access to schools, parks and transit facilities. 2. Bicycle routes will be permitted within the street right-of-way.

7.8 Linkages and Pathways Guidelines 1. Where possible, pedestrian pathways should be provided from residential neighbourhoods to adjacent features such as the Carp River, the stormwater management facility, and Terry Fox Drive. 2. Amenities, such as seating, lighting, signage, and garbage and recycling containers should be provided along pathways. 3. Design pathways to reduce the negative impacts on open space and natural features and habitats. 4. The principles of Crime Prevention Through Environmental Design (CPTED) will be considered in the design of pathways and their linkages. 5. All pathways and cycling facilities should be clearly signed / identified and any street crossings should be marked. 6. Where practical, some selected pathways should be developed to accommodate year-round uses.

7.9 Residential Site Design and Building Policies 1. A variety of housing densities and designs will be provided to enhance the streetscape. 2. Front entrances will face and be visible from the street. 3. Projecting garages will not be permitted. 4. Small scale service and retail will be permitted on corner lots on collector streets. To permit these uses in strategic locations, use of the “-c” suffix may be considered through the Zoning By-law Amendment process for the CDP area. No additional parking is to be provided on such sites.

7.10 Residential Site Design and Building Guidelines 1. Residential dwellings should be located close to the street to reinforce a strong street edge. 2. Residential dwellings located on window streets should face the street, and incorporate a high quality of architectural design and detail. 3. Residential dwellings that face or flank a park should incorporate a high quality of architectural interest. 4. Driveways should be designed to avoid conflict with the driveways of adjacent uses, such as schools, parks, commercial blocks, etc. 5. Where possible, utility elements and equipment should be located away from publicly exposed views, and are discouraged from being located in the front yard or flankage yard.

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6. Where utilities are required to be located in the front or flankage yards, the utilities should be located in a discreet area or screened from public view through landscaping or other screening mechanisms. 7. For multiple dwelling blocks, every design effect should be made to rationalize and combine access to off-street parking and maintain the greatest possible capacity of curbside parking.

7.10.1 Guidelines for Low Density Residential Site Design and Building 1. Rear and flankage elevations of corner lots should be consistent in the quality and detail of the front elevation. 2. Driveways should be paired, wherever possible, to maximize on-street parking capacity, provide for ample space for trees within the boulevard, and allow for the locating of bus stops along streets identified for transit service. 3. There should be enough space between driveways for a full parking spot, where possible. 4. Where possible, residential dwellings on streets that intersect with collector streets on which transit will operate, should be oriented to face the local street to provide the opportunity for the placement of transit stops on the collector street. 5. Residential dwellings located on elbowed, ‘T’-intersections, and cul-de-sac streets should be sited to minimize the visual impact of the garage and increase the opportunity for special landscaping treatments. Architectural elements (such as porches, turret/bay windows) are encouraged to provide visual interest. 6. A modulation in front yard setback distances, elevations and massing is encouraged in order to provide visual variety of the streetscape and of townhouse blocks. 7. Additionally, for townhouse blocks: ⁄ Sufficient articulation should be provided to avoid large unbroken expanses of roof or wall planes (such as the stepping of units and / or the use of bay windows or other architectural features); ⁄ The end units should be designed with the same architectural features (such as turrets, bay windows or other suitable architectural features) as the other units on the block; ⁄ Blocks of even numbers of units are encouraged to allow for paired driveway locations and improvements to the streetscape.

7.10.2 Guidelines for High-Density Residential Site Design and Building 1. All residential apartments should be located close to a public street with a principal façade and entry facing a street or public open space. For buildings that are interior to a site, the main entrance should be oriented toward the interior driveway and where applicable, the amenity area. 2. Surface parking areas, excluding private driveways, should be to the side or rear of buildings. 3. Architectural design on all elevations should be consistent. 4. Parking areas should be screened from the public street through landscaping and buildings. 5. Visitor parking spaces should be provided in clearly signed and convenient locations that are in proximity to building entrances. 6. Bicycle parking spaces for both residents and visitors should be provided. 7. Service areas should be located at the rear of the building and screened from public view. 8. Where possible, utility elements and equipment should be located away from publicly exposed views, and are discouraged from being located in the front yard or flankage yard of a corner lot. 9. Where utilities are required to be located in the front or flankage yards, the utilities should be located in a discreet area or screened from public view through landscaping or other screening mechanisms. 10. Interior driveways should have the look and feel of a narrow public street and include sidewalks on at least one side. They should be posted and designed at a maximum of 20 km/h or less.

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7.10.3 Guidelines to Provide Parking Opportunities in Residential Areas 1. In general terms, there should be proximity between: ⁄ Dwelling types with narrow lots and dwelling types with wider lots; or ⁄ Dwelling types with narrow lots and dwelling types with consolidated vehicular access. 2. Where ever possible, lot widths should account for one on-street parking space in front of each house. Alternatives to this include: ⁄ Wider lots with less depth; ⁄ Pairing of driveways on narrow lots to allow for at least one on-street space per pair of dwellings; ⁄ Use of consolidated vehicular access to provide a longer curbside supply of on-street parking; ⁄ Use of block flanks (i.e. the narrow sides of blocks) to provide angled on-street parking, instead of parallel parking; and ⁄ Use of public rear lanes (minimum cross-section of 8.5 metres) or privately-owned lanes is preferred. ⁄ Where possible, fire hydrants will be located in order to allow for a full parking spot between driveways.

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Richcraft’s team of consultants, in concert with City of Ottawa staff and input from the public, have completed a comprehensive study process to guide the development of the Kanata Highlands Urban Expansion Study Area. The final design, policies and guidelines have involved substantial input by the Ministry of Natural Resources and Forestry (MNRF), the Mississippi Valley Conservation Authority (MVCA), and City Staff. Public input has also been central to the design of the plan. This has yielded a Preferred Plan that meets the vision of a “Design with Nature" approach while also meeting contemporary needs, including the strategic directions of the City’s Building Better and Smarter Suburbs initiative.

Kanata Highlands Urban Expansion Study Area Comprehensive Study Report August 2018