845 CARLING AVE. OFFICIAL PLAN & ZONING BY-LAW AMENDMENT
04/13 PREPARED FOR:
Richcraft Homes 2280 St. Laurent Blvd, Suite 201 Ottawa, ON K1G 4K1
PREPARED BY:
FOTENN Consultants Inc. 223 McLeod Street, Ottawa, ON K2P 0Z8 613-730-5709
MARCH 2013 TABLE OF CONTENTS
1.0 INTRODUCTION 2 Development Proposal 2
2.0 BACKGROUND 12 Site Context 12 Surrounding Context 12 Community Amenities 13 Transportation Network 14 Transit Network 14 Road Network 15 Multi-Use Pathways 16
3.0 POLICY FRAMEWORK 17 Provincial Policy Statement 17 City of Ottawa Official Plan 18 City of Ottawa Secondary Plan: Preston Champagne 28 Strategic Direction Report and Preston-Carling Community Design Plan 30 City of Ottawa Urban Design Guidelines 37 Urban Design Guidelines for High-Rise Housing 37 Urban Design Guidelines for Transit-Oriented Development 40 Urban Design Guidelines for Development along Arterial Mainstreets 41
4.0 REGULATORY FRAMEWORK 42 City of Ottawa Zoning By-law (2008-250) 42
5.0 REQUESTED APPROVALS 44 Official Plan Amendment to the Preston-Champagne Secondary Plan 44 Zoning By-law Amendment 45 Building Height 46 Shared Visitor and Non-residential Parking 46
6.0 CONCLUSION 47
7.0 APPENDICIES Appendix A – Preliminary Site Plan Appendix B – Built Form Analysis Appendix C – Site Photos Appendix D – Building Elevations Appendix E – Sun Shadow Study
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1.0 INTRODUCTION
FoTenn Consultants Inc. has been retained by Richcraft Group of Companies to prepare a Planning Rationale in support of an Official Plan Amendment and a Zoning By-law Amendment for lands located at 845 Carling Avenue, in the City of Ottawa.
The purpose of this planning rationale is to assess how the proposed development achieves and conforms to the objectives of the applicable policy and regulatory framework, determine if the development is appropriate for the site, and evaluate its compatibility with adjacent development and the surrounding community.
In addition to this Planning Rationale and Urban Design Analysis, the following studies, reports and plans have been submitted in support of the Official Plan Amendment Application and the Zoning By-law Amendment Applications:
• Assessment of Adequacy of Site Services prepared by DSEL; • Environmental Site Assessment prepared by Paterson Group; • Geotechnical Investigation prepared by Paterson Group; • Transportation Impact Study prepared by Delcan; • Preliminary Landscape Concept Plan prepared by CSW; • Preliminary Site Concept Plan prepared by Graziani + Corazza Architects Inc. • Sunshadowing Study prepared by Graziani + Corazza Architects Inc.
Development Proposal
The proposal includes the construction of three (3) high-rise mixed-use buildings on this 0.65 hectare (6,617 m2) site. At full build out, the development will include approximately 1,123 residential units with a total gross floor area of approximately 80,124 m² including retail, amenity and residential uses. This project will be developed in three (3) phases as identified in the graphic below. Buildings A and B are proposed at a height of 48-storeys (162.2 m including mechanical penthouse); Building C at a height of 18-storeys (73.3 m including mechanical penthouse).
The project will capitalize on its advantageous location adjacent to the O-Train Carling station and the multi- use pathway by incorporating a direct connection to transit from Tower B; and creating a seamless transition through coordinated landscaping flowing from the site to the pathway. The mixed use proposal consists of residential condominiums, with at-grade live-work units and retail uses, plus a generous open space urban plaza; all served by six (6) levels of underground parking.
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CONCEPT SITE PLAN SHOWING PHASED CONSTRUCTION
As shown above, the 48-storey towers orient to both Sydney Street and Carling Avenue; and extend to the middle of the site. To ensure that the buildings achieve maximum liveability, a great deal of attention has been paid to building siting and design. These tall towers are curvilinear in shape and have been offset to maximize views and privacy. At its closest point, they located approximately 25 m apart, increasing to 27 m. The sculpting of the buildings’ facades also adds to the iconic design for this landmark site.
While the tall towers are proposed at the same height, with a complementary design, each building is unique in its own right. The curved façade and related building materials demonstrate the relationship between the buildings, while the variation in podium height and design, and the use of similar materials at different heights and the shifting of building elements reinforces each building’s distinctiveness. Further, Tower B shares a two-storey podium with Tower C. The iconic design of the tall towers will function as landmarks in the urban landscape of the Preston-Carling area.
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EAST ELEVATION SHOWING THE THREE (3) PROPOSED BUILDINGS
Building A contains a two (2) storey podium on Carling Avenue, which steps down to one (1) storey within the site, providing for an outdoor amenity terrace on the roof overlooking the proposed urban plaza. Retail uses at-grade will animate both Carling Avenue and the proposed plaza. Building B also has a two (2) storey podium that is fully connected to Building C. Two (2) storey live-work units will face the multi-use pathway to the west and a direct connection to the O-Train station will be provided within Tower B via an escalator and elevator. The two (2) storey live-work units are the equivalent height of a (1) storey podium, also providing for a west-facing outdoor amenity terrace above them along the City multi-use pathway to the west.
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Building A will accommodate 486 residential units and approximately 6,834 m² (gfa) of retail in the ground floor podium. The retail will front on both Carling Avenue and the proposed urban plaza. Building B will provide 491 residential units and provide the direct link to the O-Train Station. The exact unit breakdown is not yet finalized, although it is anticipated to include a combination of studio, and one- and two-bedroom units. Building C is proposed at 18-storeys to transition to the future 9-storey building recommended for the north side of Adeline Street. The building will contain approximately 146 units and fronts on both Adeline Street and the multi-use pathway to the west. Live-work units are proposed along both frontages.
The podium is connected for Towers B and C allowing for the sharing of common facilities, including indoor and outdoor amenity areas. A 21m to 26m separation is provided between the towers. The primary egress/ingress to underground parking will occur at grade between the two towers once all the phases have been constructed.
CONTEXT PLAN
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As shown above, primary access/egress will be from Sydney Street, with secondary access/egress from Adeline Street. Right-in/right-out vehicular access is proposed from Carling Avenue. All parking is to be located underground with approximately 766 spaces distributed over six (6) levels.
A drop off area for residents and visitors is planned for the end of Sydney Street and a north-south drive aisle (7.5m in width) is proposed along the eastern edge of the site connecting to Adeline Street. This will provide for two-way traffic movement between these streets while allowing the urban plaza to function entirely as a pedestrian space. The development also proposes to link transit users to the Carling O-Train Station via an underground pedestrian connection (via elevator and escalators). As this project will be phased including the underground parking garage, interim access to the parking garage is proposed to be constructed as part of Building A.
The proposal includes a publicly accessible urban plaza approximately 1,585 m2 in size that will contribute to the vitality of the district. A landscaped plan is currently being developed for the plaza and will include large common amenity areas, water features, trees/vegetation and programming areas; all framed with at-grade active retail uses (e.g., restaurants, shops) spilling onto it from the podium of Building A. Transit users will frequent the space as they move to the O-Train connection proposed in Building B. It is proposed that the plaza be oriented towards and share synergy with the City owned multi-use pathway to the west.
VIEW LOOKING EAST INTO PUBLIC PLAZA
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BIRDSEYE VIEW LOOKING EAST INTO PUBLIC PLAZA
The live/work units proposed in the podium of Buildings B and C will ensure that the entire length of the site’s frontage onto the multi-use pathway is animated by active, ground-oriented uses that also provide natural security.
VIEW LOOKING EAST TOWARDS LIVE/WORK UNIT ALONG THE MULTI-USE PATHWAY
The proposal conforms to the City’s current design guidelines for tall buildings with respect to distance separation and built form. All of the buildings have a strong podium element that maintains a human-scale
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relationship at grade. The tower floor plates have been limited to approximately 770 m² for the 48-storey towers and approximately 660 m² for the 18-storey tower.
Given the site has an area of approximately 6,617 m², it is well-suited to accommodate three (3) towers while providing appropriate distance separation between the towers, as well as other high-profile buildings on adjacent lots including a future tower on the north-west corner of Carling Avenue and Preston Street (currently the CIBC branch). The buildings are sited in such a way that the distance separation provides for adequate light, air, views and privacy between towers while also allowing for a large at-grade urban plaza with approximately 1,690 m² of publicly accessible open space.
BUILDING SEPARATION
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The development as proposed balances the need to optimize the use of the site by achieving appropriate densities that not only allow the site to achieve its highest and best use, but will also provide critical mass to support and sustain transit given the site’s proximity and integration with the Carling O-Train station. The proposed density will be complemented by retail and commercial uses, private indoor and outdoor amenity areas, publicly accessible open space and plaza and thoughtful urban design. These critical design components will ensure that intensification at this location is successful while creating a lively and animated urban space that benefits not only future residents but contributes back to the surrounding community.
BRIEF SUMMARY OF URBAN DESIGN ANALYSIS
Urban design deals with the details of how buildings, landscapes and public spaces look and function together. Encouraging good urban design and quality and innovative architecture can create lively places with a distinctive character. It is the successful interplay between the built form, open spaces and infrastructure such as sidewalks, bike paths, and transit that has created many of the special places in Ottawa.
The proposed development achieves a high caliber of urban design by protecting and enhancing the quality of life in the neighbourhood of Little Italy. From a City-wide perspective, the Preston-Carling district is emerging as one of the most significant re-urbanization areas in Ottawa. When finally realized, this area will be transformed into a destination location within a broader downtown context. In particular, the south portion of the Preston-Carling area is experiencing significant growth with several developments currently under construction or moving through the City’s approval process.
As the area is anchored by the Carling O-Train Station and not subject to the same height restrictions as the Central Business District, it has been identified as a high-rise node intended to accommodate the greatest building heights in the City. The Parliament Buildings and other major civic buildings located in the City’s downtown core are over three (3) kilometers away, and as a result, the integrity of important and protected national symbols is not affected by the proposed high-rise development at this location. The site is therefore well-suited to accommodate significant height and density being located at the epicenter of this high-rise area and immediately adjacent to the transit station.
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CITY WIDE URBAN DESIGN ANALYSIS
The proposed development capitalizes on its exceptional location, especially as it relates to natural features. Within walking distance, residents will be able to take advantage of the extensive and scenic open space network along Dow’s Lake, the Arboretum and the Rideau Canal. The introduction of high-rise development along Carling Avenue, and in particular at this location, will establish a positive visual presence on the skyline confirming and reinforcing this significance node.
As previously mentioned, the subject site sits at the center of this emerging growth node intended for high- profile development. This proposal respects and complements the existing and future pattern of development by offering an interesting and contemporary architecture and built form. The existing high-rise
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buildings along Carling Avenue range in building height and architecture, but mostly cater to an office-type design and aesthetic. Some of these buildings are set back from the street line resulting in a fragmented built edge along Carling Avenue. Activity and animation at grade has not taken root along the streetscape because of the lack of retail and commercial uses.
The proposed development will introduce active uses along Carling Avenue and contribute to creating a sense of human-scale by proposing a two (2) storey podium with at-grade retail. Bringing retail and commercial uses adjacent to a transit station will help animate the streetscape along Carling Avenue and contribute to establishing the desired continuous street edge along Carling Avenue. These types of visible and accessible places are an integral component of any vibrant and dynamic community and critical to transforming the pedestrian experience along Carling Avenue to the O-Train station.
NEIGHBOURHOOD WIDE URBAN DESIGN ANALYSIS
A more comprehensive and in-depth built form and Urban Design Analysis is provided in Appendix E of this Report.
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2.0 BACKGROUND
Site Context
The subject property is located north of Carling Avenue, east of the O-Train Corridor, south of Adeline Street and west of Preston Street in ‘Little Italy’ or the Preston-Carling area. The subject property which currently accommodates the Dow Honda car dealership is 6,617 m2 in size. It has 62.6 metres of frontage on Carling Avenue, 129.02 metres of frontage along the O-Train Corridor, and 39.24 metres of frontage on Adeline Street. Frontage along the eastern property line varies due to the lot configuration, but generally tapers as the site moves towards the north.
Site photos are provided in Appendix A of this Report.
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PRESTONPRESTONPRESTON ST ST ST 130 450
126 ADELINEADELINE ST ST 89 ADELINE ST 60
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NORFOLK AVE 111 91 97 NORFOLKNORFOLKNORFOLK AVE AVE AVE 93 2
101 99 482 489 ADELINEADELINE ST ST 6
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PRESTONPRESTONPRESTON ST ST ST 484 491 8
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MPAGNEAVE S MPAGNEMPAGNEAVE AVE S S PAGNEAVE S HICKORY ST HICKORYHICKORY STST PRESTON ST PRESTONPRESTONPRESTON ST ST ST
SIDNEYSIDNEY ST ST 140 845 829
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PRESTON ST PRESTONPRESTONPRESTON ST ST CARLINGSTCARLING AVEAVE
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CHAMPAGNEAVE S CHAMPAGNECHAMPAGNECHAMPAGNEAVE AVE AVE S S S 855
PRESTON ST PRESTONPRESTONPRESTON ST ST ST
CARLINGCARLING AVEAVE
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75 AERIAL OF THE SUBJECT LANDS
Surrounding Context
The area surrounding the subject lands varies in land use and built form and is expected to change significantly in a 10 year horizon. The existing areas directly abutting the subject site could be described as follows:
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North Located directly north of the subject site and across from Adeline Street is a vacant lot which is currently being utilized for overflow parking at the Dow Honda dealership. The remainder of the street is made up of single and multiple dwelling units.
East The properties abutting the subject lands to the east are comprised of a three (3) level apartment building fronting onto Adeline Street, a seven (7) storey apartment building fronting on Sydney Street, and a one (1) storey commercial building (CIBC bank branch) located at the north-west corner of Preston and Carling.
South Across from subject lands, south of Carling Avenue, is an existing parking lot used for the Dow’s Lake Pavilion. These lands are likely to be redeveloped in the future. Lands located to either side of this parking area are dedicated for parks and open space.
West Abutting the subject lands along the entire western property line are the O-Train Corridor and multi-use pathway lands. Lands located across from the O-Train Corridor are currently being used as overflow parking for the Ottawa Civic Hospital. These lands are to be redeveloped for a mixed-use development with buildings upwards of 25 storeys.
Community Amenities As well as being in close proximity to transit, the site benefits from a number of community amenities.
COMMUNITY AMENITIES MAP
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The area surrounding Dows’ Lake, including Commissioners Park and the Arboretum, offers residents and visitors to Ottawa some of the City’s most impressive park space. In addition to these generous open spaces, a multi-use pathway runs parallel to the O-Train Corridor while a future multi-use pedestrian bridge over the O-Train corridor and connecting at Hickory Street will provide access to Ev Tremblay Park. Ev Tremblay Park offers residents a tennis court, basketball court, an outdoor wading pool, and outdoor rink, a children’s’ play structure and a community building. It has been identified for expansion in the latest planning exercise for the area.
The site also benefits from being located in close proximity to Preston Street, the main commercial spine anchoring the Little Italy community. A range of retail, commercial and service uses are located along the street including banks, restaurants, personal service businesses, service and repair shops and various specialty retail stores. There are also a number of office and institutional-type uses such as community centres, schools and municipal service centres.
In addition to the Preston Square office towers, the subject lands are also located in close proximity to a large government employment node located along Carling Avenue and Rochester Street. As the City continues to grow, secondary employment areas such as the Carling-Preston district will continue to strengthen. The following lists some of the other essential community amenities located in proximity to the subject lands:
• Hospitals: Ottawa Civic Hospital and Royal Hospital • Seniors Housing: King’s Daughters and Sons Apartment • Daycare Facility: Dow’s Lake Daycare Facility • Schools: St. Mary’s School, Heritage Academy and Adult High School
Transportation Network
Transit Network The subject site is located in an area with an established road network and in close proximity to rapid transit. As illustrated below, the site immediately abuts the Carling Rapid Transit Station. Carling Avenue is identified as a supplementary transit corridor intended to be served by intensive bus and rail transit.
SCHEDULE D: RAPID TRANSIT NETWORK
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In addition to being well serviced by light rail, the site benefits from local bus service with regular service from bus routes 6, 85, 101 and 118.
OC TRANSPO SYSTEMS MAP
Road Network
The subject lands are situated along a well developed roadway network as illustrated by Schedule E of the City of Ottawa’s Official Plan below.
SCHEDULE E: URBAN ROAD NETWORK
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Carling Avenue and Preston Street are both existing arterial roads. Arterial roads carry large volumes of traffic over the longest distances. They function as major public and infrastructure corridors in the urban communities and villages they traverse. They accommodate not only car and truck traffic, but also serve pedestrians, public utilities, cyclists and public transit buses. The roadway and its boulevard are therefore designed to meet the needs of these users through the provision of sidewalks, cycling lanes, bus stops and shelters. Both Carling Avenue and Preston Street feature arterial roadway characteristics. In order to maintain and enhance the function of these roads, the Official Plan identifies a right-of-way protection for major arterial roads. The protected right-of-way width along Carling Avenue is 44.5 metres and 23 m along Preston Street.
Both Adeline and Sydney Streets are classified as Local roads in the City’s Official Plan. Local roads are found within communities and distribute traffic from arterial and collector streets to individual properties typically over short distances. Local roads, to varying degrees, also serve a collector road function by distributing traffic between collector streets and other local streets. Pedestrians and cyclists are major users of local roads, starting or finishing their journeys along these roads. The Official Plan does not typically specify protected right-of-way widths for local roads.
To the south of the site is the Queen Elizabeth Driveway, a federally owned roadway that runs along the Rideau Canal and provides direct access to the City’s Central Business District. The Queensway (Highway 417), a provincially-owned highway, is located in close proximity to the north.
Multi-Use Pathways
The subject lands also benefit from easy access to the City’s integrated off-road Multi-Use Pathway system. These pathways provide residents with access to key areas of the City and beyond and promote an alternative form of transportation.
SCHEDULE I: MULTI USE PATHWAY & SCENIC ENTRY ROUTES
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3.0 POLICY FRAMEWORK
Provincial Policy Statement
The Provincial Policy Statement (PPS) provides policy direction on matters of provincial interest related to land use planning. Decisions affecting planning matters ‘shall be consistent with’ the Provincial planning policies.
The PPS promotes intensification of built-up areas to efficiently use land where existing infrastructure and public service facilities are readily available to avoid unjustified and uneconomic expansions. Planning authorities must identify and promote opportunities for intensification and redevelopment [Policy 1.1.3.3]. In addition to meeting the fundamental objective of concentrating growth within established and serviced urban areas, the proposed development meets the following policy interests among others:
• Promotes efficient development and land use patterns which sustain the financial well-being of the Province and municipalities over the long term [Policy 1.1.1.a];
• Accommodates an appropriate range and mix of residential, employment, recreational and open space uses to meet long-term needs [Policy 1.1.1.b];
• Promotes cost-effective development standards to minimize land consumption and servicing costs [Policy 1.1.3.2.a];
• Directs development of new housing towards locations where appropriate levels of infrastructure and public service facilities are or will be available to support current and projected needs [Policy 1.4.3.c];
• Promotes densities for new housing which efficiently uses land, resources, infrastructure and public service facilities and support the use of alternative transportation modes and public transit where it exists or is to be developed [Policy 1.4.3.d];
• Promotes land use patterns, density and mix of uses that minimize the length and number of vehicle trips and support the development of viable choices and plans for public transit and other alternative transportation modes, including commuter rail and bus [Policy 1.6.5.4];
• Supports energy efficiency and improves air quality through land use and development patterns which promote the use of public transit and other alternative transportation modes and improve the mix of employment and housing uses to decrease transportation congestion [Policy 1.8.1.b through 1.8.1.c].
The proposed development is consistent with the Provincial Policy Statement in that:
• The proposal capitalizes on an infill opportunity of an underutilized site within the City’s built-up area where services are readily available.
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• The proposed development proposes to intensify a site situated in proximity to employment, rapid transit and other amenities contributing to the creation of complete communities and development patterns that are more sustainable over the long term.
• The proposed development promotes densities that contribute to more sustainable land use patterns and contribute to the range and mix of residential housing types.
City of Ottawa Official Plan
The City of Ottawa Official Plan provides a vision of Ottawa’s future growth and a policy framework to guide its physical development to the year 2031. Additionally, the Official Plan addresses matters of provincial interest as defined by the Provincial Policy Statement, and serves as a basis for a wide range of municipal activities.
The Official Plan is organized into eight (8) parts comprising four (4) main policy sections with policies moving from the most general planning principles to the implementation of the Plan. Section 2 sets out the broader strategic direction for growth in the City. Section 3 sets out policies specific to each of the land use designations identified on Schedules A and B forming part of the Official Plan. Section 4 provides the policy framework for review of development applications while Section 5 of the Official Plan deals with implementation and interpretation of the Plan.
Section 2.2- Managing Growth
The Official Plan anticipates that approximately 90 per cent of the growth in population, jobs and housing will be accommodated within the urban boundary of this Plan. Growth is directed to occur within the urban area where existing services, facilities and infrastructure are readily available allowing for efficient development of lands and cost-effective pattern for the provision of municipal services and infrastructure. Concentrating growth within the urban area allows for patterns and density of development that supports transit, cycling and walking over private automobile use and the creation of complete communities- two overarching policy objective in the City’s Official Plan.
The subject site is ideally located in this regard. It is located in an area with existing infrastructure, in proximity to transit, multi-use pathways, open space and within walking distance to amenities and parks and space. The proposal capitalizes on the opportunity to intensify the site at this strategic location meeting the City’s policy direction for sustainable growth.
Section 2.2.2 -Managing Growth in the Urban Area
The growth strategy directs intensification to areas strategically aligned with rapid transit including Mixed- Use Centres and Mainstreets. Mixed-Use Centres are strategically located on the rapid transit network and intended to develop as compact, walkable, mixed-use developments with densities that support transit use throughout the day. Mixed-Use Centres are limited in numbers so to optimize these lands, minimum density targets have been assigned with the Bayview Preston Mixed-Use Centre having a minimum density target of 200 people and jobs per hectare by the year 2031. All new development within the Mixed-Use Centre designation is required to meet this minimum target density as set out above.
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Arterial Mainstreets are designated as supplementary rapid transit corridors and as such, it is the intent of the Plan to guide redevelopment toward denser and more urban forms that will support transit.
Focusing intensification along the rapid transit network will be critical to ensuring the success of City’s light rail transit- the largest infrastructure project in the city’s history. It is therefore important for sites like this one to realize its full development potential and accommodate greater densities without negatively impacting on adjacent properties and the neighbourhood.
Designations and Land Use The property is located at a node where two designations intersect. Schedule B of the City of Ottawa’s Official Plan designates the subject property Mixed-Use Centre with an Arterial Mainstreet overlay.
SCHEDULE B: URBAN POLICY PLAN, CITY OF OTTAWA OFFICIAL PLAN
Mixed Use Centre Designation
Section 3.6.2 of the Plan provides direction for lands designated Mixed-Use Centre. These areas are strategically located on the rapid-transit network, adjacent to major roads, and act as focal points of activity – both locally and regionally. Lands designated Mixed-Use Centre are key to the City’s strategy of accommodating growth and are intended to support intensification to achieve compact and mixed-use development. Intensification in Mixed-Use Centres will support the public transit system, create an essential community focus, allow for minimum travel, and minimize disruption in existing stable neighbourhoods. Mixed-Use Centres are limited in number and represent opportunities for substantial growth within the City’s urban area.
A broad range of uses is permitted in the Mixed-Use Centre designation including office, retail and high- and medium-density residential uses. Residential development must be provided in the form of apartments and
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other multiples at a medium to high density. The policies of the Mixed-Use Centre designation direct the highest density development to occur within 400 metres of the rapid-transit station.
The proposed development is consistent with the policies Mixed-Use Centre in that:
• The site is located directly adjacent the Carling O-Train station. The Mixed-Use Centre policies direct the highest densities of development to occur within 400 m of rapid transit. In order to capitalize on the site’s proximity to transit and encourage transit use, the proposed development will integrate a direct connection from the site to the station. The development will also provide potential for shared parking arrangement among uses that peak at different time periods.
• High-profile residential is a permitted use in the Mixed-Use Centre designation. As Mixed-Use Centre are limited in number, subject to minimum density targets and strategically located to support transit, the policies require residential development to be provided in the form of apartments or multiples at a medium to high density.
• In addition to providing for new residential opportunities that will increase housing choices in the area, the proposed mixed-use development will also provide for retail and commercial uses, thereby offering a broad range of uses.
• The proposed development meets the City’s objective of intensifying within Mixed-Use Centre through compact and intensive development. The architecture and building design will contribute to creating visual interest along Carling Avenue.
• The policies encourage the redevelopment of surface parking areas. The proposed development will replace the existing automobile dealership with a mixed-use development that will support transit and contribute to the choice and range of housing options.
• The proposed development supports the City’s transit-oriented development policies by functionally integrating transit and enhancing accessibility to transit stations. This development will contribute to the creation of a recognizable pedestrian circulation system that connects development with public transit system that is barrier free and does not conflict with vehicular movements.
• The development contributes to the creation of a complete community by proposing a mix of uses anchored by the existing transit station and within walking distance of community amenities and greenspace. Further, the design of the site incorporates significant public space that supports and encourages informal social activity, recreation and civic gatherings.
Arterial Mainstreet Designation
The portion of the site fronting onto Carling Avenue is subject to an Arterial Mainstreet designation overlay. Although the boundaries of the Mainstreet designation are flexible and depend on site circumstance and lot configuration, the designation generally applies to those properties fronting onto a designated road.
The policies acknowledge that Mainstreets offer some of the most significant opportunities for intensification through redevelopment of sites such as vacant lots, parking lots and former automobile sales lots. Over time
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and through redevelopment of these sites, it is anticipated that Mainstreets will achieve a more compact, mixed-use and pedestrian oriented development patterns.
The policies identify the potential for higher density uses along Mainstreet corridors where focusing intensification will support transit, create an essential community focus, allow for reduced travel time and minimize disruption in existing stable neighbourhoods.
A range of residential and non-residential uses is permitted within the Arterial Mainstreet designation including retail and service commercial uses, offices and residential. Uses can be mixed in individual buildings or occur side by side. To ensure that redevelopment and intensification are successfully integrated within the existing fabric of Mainstreets, development proposals along will be evaluated against the Design Objectives of Section 2.5.1 and Compatibility policies of Section 4.11.
Redevelopment and infill are encouraged along Arterial Mainstreets to optimize the use of land through intensification. Generally, building heights up to nine (9) storeys are permitted along Arterial Mainstreets with greater building heights considered in accordance with policies set out in Section 4.11 and under the following circumstances:
. Specific buildings heights are established in the zoning by-law based on a Community Design Plan or other Council-approved study; . Proposed building height conforms with prevailing heights or provides a transition between existing buildings; . Development fosters the creation of a community focus where the proposal is on a corner lot, gateway location or where an opportunity exists to support transit at a stop or station; . Development incorporates facilities, services or matters as set out in Section 5.2.1 with respect to authorization of increases in height and density that significantly advance vision for Mainstreets; . Application of provisions of Section 2.5.1 and 4.11 determine that additional height is appropriate.
The proposed development is consistent with the policies for Arterial Mainstreets in that:
• The development will provide a mix of uses that will help to support a more compact, pedestrian- oriented and transit friendly place in keeping with the vision for Mainstreets.
• The proposed mix of residential and commercial uses is permitted within the Mainstreet Designation.
• The proposed site layout and design will facilitate multi-modal access between the site, the public street and the transit station.
• The proposed re-development and infill of an underutilized site will optimize the use of land through intensification in a building format that encloses and defines the street edge and provides direct pedestrian access to the sidewalk and to the transit station.
• The proposed building height conforms to the approved building heights in the surrounding area and will provide a transition between proposed and approved buildings.
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• The proposed development will foster the creation of a community focus and destination at a gateway location that is supported by a rapid transit station.
• The site is immediately adjacent to the Carling O-Train Station and development will capitalize on an opportunity to support transit at a transit station.
• The development will be evaluated against the provisions of Section 2.5.1 and 4.11 to determine that additional height is appropriate at this location.
Sections 2.5.1 & 4.11- Urban Design & Compatibility
Introducing new development into an existing urban fabric requires a sensitive approach and respect for the communities established characteristics. The Official Plan seeks to mitigate differences between existing and new development to ensure it is compatible with its surroundings while allowing for sufficient flexibility and variation in building form and architectural design. It considers this approach central to achieving successful intensification.
Compatible development is defined as development that enhances an established community and coexists with existing development without causing undue adverse impact on surrounding properties. It is development that fits well and works well with its surroundings and tries to incorporate common characteristics of its setting. New development can achieve compatibility with its surroundings without necessarily being the same as existing development.
Section 2.5.1 sets out seven (7) design objectives supplemented by design principles to help achieve compatibility of form and function. The proposed development supports the following objectives and associated principles provided in this section:
Design Objective # 1 - To enhance the sense of community by creating and maintaining places with their own identity. Design should: o Support the overall image of Ottawa as the Nation’s capital. o Promote quality consistent with a major metropolis and a prime business and tourist destination. o Create distinctive places and appreciate local identity in patterns of development, landscape and culture.
Design Objective # 2 – To define quality public and private spaces through development. Design should: o Clearly define and connect public and private spaces by: • Defining and enclosing spaces using buildings, structures and landscaping. • Enhance and enliven the quality, character and spatial delineation of public spaces. • Encourage a continuity of street frontages. • Address the relationship between buildings and between buildings and the street. • Meet the needs of pedestrians as a priority. • Contribute to attractive public spaces and important vistas.
Design Objective # 3 – To create places that are safe, accessible and are easy to get to and move through. Design should:
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o Connect buildings and spaces through a network of roads, sidewalks, and pathways in ways that are understandable. o Integrate public transit with existing and new development. o Create places and spaces that are visible and safe and can be confidently used at all hours of the day and night where it is appropriate to do so.
Design Objective # 4 – To ensure that new development respects the character of existing areas. Design should: o Integrate new development to complement and enliven the surroundings. o Complement the massing patterns, rhythm, character and context.
Design Objective # 5 - To consider adaptability and diversity by creating places that can adapt and evolve easily over time and that are characterized by variety and choice. Design should: o Achieve a more compact urban form over time. o Provide flexibility for buildings and spaces to adapt to a variety of possible uses in response to changing social, economic and technological conditions. o Accommodate the needs of a range of people of different incomes and lifestyles at various stages in the life cycle.
In addition to urban design objectives, the Official Plan sets out criteria to objectively evaluate the compatibility of new development. The compatibility criteria includes a review of the proposal with respect to traffic, vehicular access, parking requirements, outdoor amenity areas, loading areas, service areas and outdoor storage, lighting, noise and air quality, sunlight, microclimate and supporting neighbourhood services. By considering the proposed development against the above criteria in relation to the existing context, impacts associated with new development can be better mitigated.
The proposed development meets the compatibility criteria as follows:
COMPATIBILITY CRITERIA CONFORMITY
TRAFFIC • A comprehensive traffic analysis has been prepared and submitted by Delcan as part of the application. • The subject property is located within an established road network and in close proximity to the City’s rapid transit system. Preston Street and Carling Avenue are both Arterial roads situated in proximity to the site. The Carling O-Train Station (future LRT) abuts the subject site and access to this rapid transit station is being proposed via an underground connection from the site. • The site is well served with respect to bicycle routes. A multi-use pathway abuts the site to the west and runs along the O-Train corridor providing a connection to the downtown. The multi-use pathway along Dow’s Lake and the Rideau Canal, located to the south of the site, provides a second direct bicycle route into the core area of the City. • The site’s proximity to transit, employment, well-established multi-use pathways and local amenities are anticipated to reduce the amount of traffic generated by the proposed development and encourage alternative forms of
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COMPATIBILITY CRITERIA CONFORMITY
transportation including transit, bicycling and walking.
VEHICULAR ACCESS • Ingress/egress to the site is proposed at three (3) different locations including Adeline Street, Sydney Street and Carling Avenue. • Primary vehicular access is proposed via Sydney Street. • A right in/right out turning movement is proposed along Carling Avenue. • At full-build out, a third access point is proposed from Adeline Street. • The site has the advantage of having frontage onto three separate streets, allowing for three different access points. Multiple locations will reduce pressure on any one street and allow for a better distribution of traffic. • Ingress and egress to the site is proposed in locations where it will have the least impact on the surrounding community. Additional design consideration and thought will be given to the proposed access via Adeline Street at the Site Plan stage to minimize any potential negative impacts on the properties located along the north side of the street. • As all of the required vehicular parking is located underground, the majority of impacts related to noise and headlight glare will be absorbed internally.
PARKING REQUIREMENTS • The development includes approximately 674 residential parking spaces (0.6 spaces per unit) distributed on six (6) levels of underground parking. The number of residential parking being provided meets the Zoning By-law requirement. • The development will feature approximately 92 shared parking spaces (0.083/unit) for commercial/retail and visitor parking on the first level of underground parking. • A total of 766 vehicular parking spaces are proposed. The total number of spaces being provided seeks to strike a balance between providing sufficient parking to ensure no spillover onto adjacent streets while still encouraging the use of alternative transportation to and from the site. • All of the required residential bicycle parking spaces will be provided. Additional bicycle parking for commercial uses will be incorporated at grade.
OUTDOOR AMENITY AREAS • The site immediately abuts only one other residential property along Adeline Street resulting in limited opportunity for overlook into adjacent outdoor amenity areas. • The abutting property on Adeline Street has been improved with a three- storey multi-unit building at the street and a two-storey building in behind. The two buildings are connected by way of an internal amenity area. Units within the buildings are oriented internally and overlook this outdoor amenity area. Given the close proximity of the two existing buildings and existing overlook, the proposed development is not anticipated to create a new concern. Although outdoor balconies are being proposed and some will be
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COMPATIBILITY CRITERIA CONFORMITY
oriented towards this existing building, the existing outdoor amenity area does not benefit from privacy that will be lost as a result of this development. • The outdoor amenity areas of the single-family homes located on the north side of Adeline Street will not be impacted as a result of this proposal. • The proposed development exceeds the required on-site amenity area requirement by providing a combination of indoor and outdoor amenity space. • In addition to the outdoor amenity areas on top of the building podiums, a large plaza internal to the site and accessible to the public is being provided as part of this proposal.
LOADING AREAS, SERVICE • Loading and Service Areas are proposed to be located internally to the AREAS AND OUTDOOR proposed development with each building featuring its own Loading and STORAGE Service Area. • No Outdoor Storage is being proposed as part of this development.
LIGHTING • The lighting of this site will meet the City’s standards, with no anticipated impacts on adjacent development.
NOISE AND AIR QUALITY • There are no anticipated significant impacts related to noise and/or air quality as a result of this proposal.
SUNLIGHT • A Sun Shadow Study has been provided in Appendix D.
• This site is located in an area designated to accommodate high-profile development and as a result, the impacts are considered reasonable. • The Sun Shadow Study illustrates that the shadows are cast primarily to the north and east of the property. The relatively small floorplate sizes will ensure that sun shadows are narrow and move quicker across the affected properties.
MICROCLIMATE • A Wind Study has been prepared and will inform the design of the buildings in order to minimize wind impacts resulting from this proposal. • Microclimate conditions are being studied as part of the landscaping plan to ensure that the proposed publicly accessible open spaces are inviting and enjoyable.
SUPPORTING NEIGHBOURHOOD • The subject lands are well served by existing community amenities including SERVICES but not limited to:
o Preston Street: retail, commercial & restaurants
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COMPATIBILITY CRITERIA CONFORMITY
o Hospitals: Ottawa Civic Hospital and Royal Hospital o Seniors Housing: King’s Daughters and Sons Apartment o Daycare Facility: Dow’s Lake Daycare Facility o Schools: St. Mary’s School, Heritage Academy and Adult High School • New residents will strengthen existing amenities and will contribute to the critical mass required to attract other amenities to the surrounding area.
Locations for High Rise Buildings The most recent update to the Official Plan included the introduction of policies specifically addressing the location, design and integration of taller buildings. Of particular interest, policies 4.11.8 and 4.11.9 state that high-profile buildings can be considered on lands: a) Designated Mixed-Use Centre and Mainstreet; b) Located within 600 m of rapid transit station; c) Where a community design plan, secondary plan or other similar Council-approved planning documents identifies locations suitable for the creation of a community focus on a strategic corner lot, or at a gateway location or on a terminating site to strategic view, or a site that frames important open space, or at a location where there are significant opportunities to support transit at a transit stop or station by providing a pedestrian and transit-oriented mix of uses and activities. d) Within areas where a built form transition as described by Policy 12 below can be provided.
As per Policy 4.11.12, Building Transitions, the integration of taller buildings within an area characterized by a lower built form is an important design consideration. Development proposals must address issues of compatibility and integration with surrounding land uses by ensuring an effective transition in built form will serve to link the proposed development with both planned and existing uses. In particular, transitions can be accomplished through a variety of means including such measures as:
a) Incremental changes in building height (e.g. angular planes or stepping building profile up or down); b) Massing (e.g. inserting ground oriented housing adjacent to the street as part of a high profile development or incorporating podiums); c) Character (e.g. scale and rhythm, exterior treatment, use of colour and complementary building finishes); d) Architectural design (e.g. the use of angular, cornice lines), and; e) Building Setbacks.
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Legend
-Subject Site
AERIAL VIEW OF FUTURE HIGH-RISE BUILDINGS IN THE PRESTON-CARLING DISTRICT
Due to the subject property’s unique setting abutting a rapid transit station and an arterial road and at the periphery of an existing community, an opportunity exists to provide for significant building height in the Carling-Preston district. As previously discussed, given the sites location and size, it is well suited to accommodate three (3) high-rise buildings of this scale, as it will allow the surrounding (proposed) buildings to transition to the lower profile areas.
SOUTH FACING CROSS SECTION OF FUTURE BUILDINGS IN THE PRESTON-CARLING GATEWAY DISTICT
The future vision of the Preston-Carling district has recently been set out in a Strategic Directions Report intended to inform the Preston-Carling Community Design Plan (CDP). The report directs the tallest buildings on sites closest to the rapid transit station and abutting Carling Avenue. As a result, the subject lands are perfectly suited for the proposed increase in height being immediately adjacent the O-Train station. The surrounding properties are identified as being as either approved or proposed for high-rise buildings in the 30 to 45 storeys.
Architectural techniques and distance separation will ensure that the development transitions appropriately to the existing context. Architectural techniques such as the use of podium, stepping down of building heights across the site from north to south and incorporation of ground-oriented units are all elements that will ensure a successful transition. Active, pedestrian uses at grade will further animate the street and focus attention at grade.
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The proposed development is consistent with the policies for Urban Design and Compatibility in that:
. The Official Plan directs high-rise buildings to lands designated Mixed-Use Centre and Mainstreet; in areas where taller buildings already exist and have access to an arterial road, and; within 600 m of a rapid transit station and where a transition in built form can be provided. The proposed development is located on Carling Avenue, an existing Arterial Road with existing medium- to high- profile buildings. The site abuts the Carling O-Train Station and careful consideration has been given to the arrangement of built form and density on the site to ensure an appropriate transition.
. The proposal incorporates low-profile, ground-oriented units and commercial/retail uses at grade to create an active and animated streetscape. Further, the use of a podium will effectively provide for a strong street presence and help to create a sense of human scale with particular focus on the public plaza.
. To achieve an appropriate transition, the building’s design includes incremental changes in building height. This is achieved through a combination of step backs and further recessing of the tallest portions of the building. The two-storey podium creates a sense of human scale at grade and the tower is pulled back from the edges of the podium to reduce its visual impact and massing at grade. The proposed eighteen (18) storey tower fronting on Adeline Street incorporates a two-storey podium maintaining a similar sense of scale to those buildings currently existing on the street. The tower component is pulled back 2.3 m from the edge of the podium to provide a clear delineation of tower and podium and emphasize the two-storey scale.
. The proposed uses, generous amount of landscaped open space along with the arrangement of buildings and density on site enhances the development and ensures successful integration into the existing community and future community context.
City of Ottawa’s Secondary Plan: Preston Champagne
In addition to the City’s upper-tier Official Plan, the property is also subject to the Preston-Champagne Secondary Plan. The Preston-Champagne Secondary Plan was first approved in May 1996 and has since had five (5) approved Official Plan Amendments (OPA 19, 54, 89, 96 & 115).
As per the vision laid out in the Secondary Plan (Section 6.2), 845 Carling Avenue is located in the southeast quadrant. The southeast quadrant is intended to continue to include medium and high profile employment uses. As shown below, the subject lands are designated i) Employment High Profile, Offices, and ii) Residential Low profile.
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Employment High Profile, Offices Residential Low Profile
SCHEDULE L, PRESTON-CHAMPAGNE LAND USE PLAN
The Employment High Profile, Offices designation, permits medium and high profile office uses. Even though this designation does not explicitly permit residential uses, it also does not prohibit these uses either. Currently a Mixed-Use Centre zoning applies to this portion of the subject lands and, as a result, high-density residential uses are permitted. To bring the Official Plan designation, Secondary Plan designation and current zoning into conformity, a new Mixed-Use High-Profile designation is being proposed for the site as part of the Official Plan Amendment application filed for this property.
The Residential Low Profile designation permits low-profile residential development up to 4-storeys in building height. As a result, the proposed Official Plan Amendment will seek to re-designate the property to a new Mixed-Use High Profile Designation in order to permit the development of an eighteen (18) storey high- rise building at this location. It should also be noted that this portion of the subject lands is designated Mixed-Use Centre in the City’s Official Plan, a designation that permits the most intensive and dense form of development and requires residential development at a medium to high density in the form of apartments or multiples.
The Secondary Plan also speaks to enhancing open space and linkages. A major feature of the Greenway system within Preston-Champagne is the linkage along the O-Train corridor from Dow's Lake to Somerset Street, where pedestrian and cycle linkages are meant to be improved. The proposed development will include an enhanced open space and improve connectivity to the multi-use pathway where it directly abuts the proposed development. The development will also contribute to increasing natural surveillance and safety by with the inclusion of work/live residential townhouses and direct linkages throughout the area.
The requested re-designation of the property through the Official Plan Amendment will bring the entire site into conformity with the Mixed-Use Centre designation in the Official Plan.
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Strategic Directions Report and Preston-Carling Community Design Plan
The City re-launched the Carling-Bayview Light Rail Transit (LRT) Corridor Community Design Plan (CDP), a study originally initiated in 2005. The CDP had developed a Community Vision and a Design Framework before it was put on hold in the fall of 2006 due to the deliberations of the City’s rapid transit network. With the approval of the Transportation Master Plan, the City re-initiated the CDP in order to complete the study and set the direction for new development proposals within this unique LRT corridor.
The significant number of development applications received by the City within the Preston-Carling district prompted an accelerated timeframe for the completion of the Community Design Plan. As a result, the Carling-Bayview Community Design Plan has been separated into three (3) CDPs, one for each station area (Bayview, Preston-Carling and Gladstone). Given that the Preston-Carling district is emerging as one of the most significant re-urbanization areas in the City and experiencing rapid growth, the City’s focus is to complete the CDP for this area first. To re-launch the CDP process, the City initiated a design charrette with the assistance of Urban Strategies and undertook the completion of a Strategic Directions report which summarized the findings of the charrette and set a preliminary vision on its basis.
The findings of the Preston-Carling Design Charrette (September 2012) include a draft built form strategy and comprehensive public realm strategy for this area, with the conceptual recommendations being illustrated through a series of draft schedules and related guidelines. The City of Ottawa will be using the draft policies and guidelines to assess development applications until such time as the CDP is approved by Council. As a result, it is important that the strategic direction and findings set out in the report are discussed in the context of the present application.
Overall, the proposed development is consistent with the primary intent of these Key Findings as it will contribute directly to the two (2) key elements identified in the Draft Report, that is:
I. Defining the area as a western gateway into the larger downtown area, and; II. Providing a high-quality public space that contributes to the public realm strategy and supports the transformation of the district.
The subject property is one of the only properties of a size capable of accommodating intensive high-quality architecture that fulfills the City’s transit-oriented development goals, while also providing a significant public benefit on site in the form of a large public plaza. The public plaza will integrate and complement the Multi- Use Corridor along the east side of the O-Train, while also providing for a direct pedestrian connection to the Carling Rapid Transit Station.
In addition to contributing to the public realm in the form of a large plaza, the development is of a size that will contribute significantly to the funding required for other community benefits. The CDP outlines a public realm plan aimed to improve community infrastructure and developments, and developments, such as the present application, will help to realize these goals (e.g., the proposed extension of Ev Tremblay Park).
Built Form Strategy
As illustrated by the Draft Character Areas Schedule, the subject land abuts the existing Carling O-Train (future LRT) Station and is located in the Station Character Area.
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STATION AREA
PROPOSED OPEN SPACE
DRAFT CHARACTER AREAS SCHEDULE
The area located adjacent to the LRT Station is meant to realize the highest density and tallest buildings in the entire district and the City, with a transition towards the surrounding stable residential neighbourhoods.
The two 48-storey towers provide for a well-positioned high density node of development with direct and unobstructed access to the Carling Transit Station. The proposed eighteen (18) storey residential building fronting on Adeline Street provides for a transition to the nine (9) storey block proposed on the north side of Adeline Street.
New development within the Station Area is required to provide exceptional architectural design to ensure the highest streetscape quality and to create a unique skyline that is representative of the south-west gateway to the down town area.
The proponent has engaged Graziani & Corazza Architects Inc., a highly regarded and innovative architectural firm with a reputation for quality design and excellence. It is our opinion that the proposal supports the City’s expectations for high-profile mixed use development in the following ways:
I. The buildings' podium is fully articulated and engaging on all public faces. There is a human scale to the architectural elements and an abundance of visual cues of access, visibility and permeability.
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II. The tall towers are primarily curvilinear which softens the impact on the skyline as well as offering protection to individual residents views, while offering enhanced opportunity for privacy within units.
III. The floor plates of the tall towers have been kept relatively small (approximately 770 m2) to ensure a reduced impact on the skyline, to lessen the shadow impacts on the surrounding neighbourhood, and to ensure other future towers in the immediate area are not blocked.
IV. The distance maintained between the two (2) tall towers ranges from 25m to 27m. The distance to the 18-storey building ranges from 21m to 26m.
V. The architectural quality of the towers can be seen in the well-articulated and pedestrian oriented base which supports the street and provides strong interest to the public space provided by the project. The curvilinear design of the towers draws the eye upwards and around the buildings, unveiling themselves in a rising crescendo of form to the peak which softens as the towers meets the sky. The variation in surface treatment, colour and form suggest a well thought out design taking into consideration the context of the site (which will have a number of neighbouring high rise towers) and the relation of the two fraternal towers to each other.
Lastly, redevelopments of properties adjacent to the O-Train Corridor (future LRT) are encouraged to be integrated with the Carling Station.
The proposal currently includes a direct interior access to the future LRT Station from the lobby of the podium of the middle high-rise tower. The entrance to the Station is given an identity at grade, thereby extending the public realm indoors, and includes the potential for an escalator connection below grade to the Carling Station.
Height
The proposed Height Strategy for the Preston-Carling district identifies a number of criteria for new developments in the area. High-profile mixed-use development in the order of forty (40) storeys is to be permitted on blocks fronting on Carling Avenue adjacent to the Carling Station. The Key Findings also state that development should have frontage on public lands along three (3) sides - comprised of a combination of streets and/or public owned open space.
The subject property fronts on Carling Avenue and immediately abuts the existing Carling O-Train Station (future LRT) and as such is suited to accommodate significant height. The property also has public frontage along four (4) sides comprising a combination of streets and public-owned open space: Carling Avenue to the south; Sydney Street to the east; Adeline Street to the north, and; the City-owned Multi-use pathway to the west.
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DRAFT HEIGHT SCHEDULE
The Preston-Carling Design Charrette conceptually illustrates two (2) towers located directly adjacent to the future LRT Station. The proposed plan also suggests the extension of Sydney Street through the site, ‘green’ connections to Carling Avenue and a small neighbourhood park on Adeline Street.
The magnitude of the proposed development reflects the City’s planning objectives for development at this key transit oriented location. The three (3) towers generally reflect the urban design character anticipated by the Preston-Carling Design Charrette. As mentioned, the proposal consists of two slender towers (770 m² floorplates) each forty-eight (48) storeys in height. A third eighteen (18) storey tower has been shaped to be slimmer, with a floorplate of approximately 660 m².
The property is large enough (6,515 m²) to accommodate three (3) towers with ample spacing between the towers, as well as any future high-profile buildings in the direct vicinity. As also mentioned, building separation between Tower B and C ranges from 21 to 26 metres. The distance separation between Towers A and B range from 25 to 27 metres. In addition to providing light, air and views between towers, the separation of the tall towers still allows for a large at-grade urban plaza.
Two (2) towers would not optimize development of this key transit-oriented site. By way of comparison, the Tall Building Study in Toronto establishes the minimum lot size for tall buildings at mid-block to be 2,025 m² and corner-block to be 1,575 m². Under these guidelines, the subject lands could easily provide for three (3) towers. Assuming only two (2) towers on this large site, could create up to a seventy (70) metre separation distance between towers.
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TWO TOWER ANALYSIS
The Key Findings report also states that each development should pursue distinction and variation, and that no single project shall have high-rise buildings of the same height and identical design.
We accept that height variation is an important design objective; however it would be short-sighted to not permit the consideration of a twin tower design at this key location. This is clearly a landmark site within the district. There are many examples world-wide of twin towers designed by renowned architects that are celebrated for their positive contributions on the skyline and City. The peer review architects assigned with assessing the twin tower design should determine the appropriateness of the proposal.
Architecturally the towers are well-articulated and distinctive. The curvilinear form increases the privacy within the units while enhancing views in all direction, including primary views to Dow’s Lake and secondary views in all other directions.
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VIEW CONE ANALYSIS
Public Realm Strategy
The proposed Public Realm Strategy identifies a pattern of new public streets and open spaces that will require the provision of a sufficient and generous high quality public realm. Many of these new streets and open spaces are to be acquired through the redevelopment process, with residual sites utilized for private development.
DRAFT PUBLIC REALM SCHEDULE
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As illustrated by the Draft Public Realm Schedule (and also the Street & Pedestrian Infrastructure Draft Schedule), the improved public realm would consist of two primary elements:
I. The establishment of a new approximately 15 metre Right-of-Way extending Sydney Street through the subject site towards the O-Train and Multi-Use Pathway and turning north to Adeline Street, and; II. The creation of three (3) new public open spaces from land taken from the subject property.
The rationale for the proposed Sydney Street extension is to create a new public street and frontage through the subject site and along the existing Multi-Use Pathway (adjacent to the O-Train Corridor) and extending north towards Beech Street. The purpose of the proposed open spaces is to provide for two (2) new pedestrian connections (in addition to an existing pedestrian connection) between Sydney Street and Carling Avenue and to provide for a small neighbourhood parkette on Adeline Street.
From an urban design perspective, the City’s proposed concept plan for the subject lands is problematic for a number of reasons.
I. The comprehensive public realm strategy does not permit the development of buildings reflecting the built form strategy illustrated in the Height schedule on the subject lands. Due to the reduction in the lot sizes as a result from the creation of new public streets, the size and location of open spaces as well as the building setbacks. II. The Sydney Street extension would effectively bisect the subject site and would preclude the development of a comprehensive underground parking structure with complimentary servicing. The underground development of this site is necessary in order to accommodate a pedestrian oriented public plaza on these lands. It would also eliminate the opportunity for the proposed urban plaza. III. The proposed Public Realm Plan comprised of new Right-of-Ways and open spaces on the subject lands would reduce the area of the site from 6,616m² to 3,342 m², a reduction of approximately 49%. This ‘vision’ would fragment the site and create three (3) disconnected parcels with seven (7) public frontages. Hatched areas in the graphic below represent buildable areas, whereas the remaining blank areas would be dedicated for new parks, linkages and roadway.
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The proposed configuration of two (2) major buildings and a third high-rise building provides an enhanced urban design solution. The vehicular turning circle (including drop-off area) at the western end of Sydney Street minimizes vehicular impact on the site, while providing for an internalized loading and servicing area located between Sydney and Adeline Streets. The proposed development is a better utilization of a pivotal site abutting a rapid transit station. A 7.5 metre wide laneway on the east side of the site will result less pedestrian/vehicular conflict points. In addition, the laneway will provide for the two-way movement of vehicular traffic from Preston Street, thereby achieving the City’s objective of connecting two (2) existing dead end street (Sydney and Adeline Streets), while preserving the development potential of the property intact.
The publically accessible pedestrian plaza space at the west end of Sydney Street would also visually extend the street to the Carling Transit Station and also connect the north to Adeline Street and south to Carling Avenue via the existing Multi-Use Pathways system. This will also provide for active frontages and ‘eyes on the street’ facing the plaza, street and Multi-Use Pathway.
City of Ottawa Urban Design Guidelines Urban Design Guidelines for High-Rise Housing
The Urban Design Guidelines for High-Rise Housing document was approved by Council on October 28, 2009. The guidelines apply to all high-rise development in the City of Ottawa and are intended to help evaluate the appropriateness of high-rise buildings and achieve a better fit into its existing context. The guidelines address seven (7) components including: Context, Built Form, Pedestrian and the Public Realm, Open Space and Amenities, Environmental Considerations, Site Servicing and Parking, and Services and Utilities.
The proposed development meets the following applicable design guidelines, among others:
Context Guideline # 1a – The proposed project is located in an area where the existing context does not reflect the planned context and as a result is experiencing substantial change and growth. The development will maintain a building line along the street with an at-grade podium. A direct link will be provided from the site to public transit, sidewalks and streets.
Guideline # 2a – The proposed development will accommodate substantial height and density distributed in three (3) buildings. Due to its proximity to rapid transit and Dow’s Lake, this development is a landmark project for Ottawa and as such will feature quality architectural design, materials, detail and color. The area has been referred to as the Western Gateway to the City’s downtown core and as such this proposal will serve as a landmark project for the City.
Guideline # 3 – Each tower will sit on top of a podium to help define a human-scaled built form.
Guideline # 4 – The location and orientation of the buildings addresses the issue of compatibility and transition to the surrounding community. The adjacent properties are expected to accommodate high-profile buildings in the range of 25 to 45 storeys and as such a proposal for forty-eight (48) storey towers located at the transit station and transitioning down to the adjacent high-profile buildings is appropriate at this location.
Guideline # 7 – The property represents a prominent development site in Ottawa. The proposed development will enhance this node through a pattern of activity at this ‘community gateway’. Innovative architecture and design will contribute to the public realm through way-finding and place-making.
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Guideline # 8 –The development will draw the public to the site with its large public plaza and open space connections.
Guideline # 9 – The location of the high-profile buildings will afford new views and vistas to other landmarks and historic buildings, including the UNESCO World Heritage site of the Rideau Canal and Dow’s Lake.
Guideline # 11 – The three (3) buildings will feature compact floorplates minimizing the extent and duration of shadowing on adjacent sites and streets.
Built Form Guideline # 12 – All three (3) buildings proposed will include the three (3) primary elements of high-profile buildings: a base or podium; a tower, and; a top.
Guideline # 13 – The base of the proposed buildings will support and enhance a human-scaled streetscape for pedestrians. The buildings will be further enhanced through quality architectural design and detailing, while the spaces in between the buildings will support the public realm through landscaping, site furnishing, canopies, and other complimentary elements.
Guideline # 14 – The pedestrian level façade will be highly transparent and accessible by the inclusion of a high amount of glazing.
Guideline # 15 – The podium will be built with a higher floor-to-floor height ratio to accommodate a range of uses that are adaptable over time.
Guideline # 17 – All pedestrian entrances at grade will be directly accessible, clear and protected from the weather. The appropriate use of signage will help direct visitors to the site.
Guideline # 18 – All three (3) buildings will feature rich and architecturally detailed facades to maintain a desirable built form.
Guideline # 20 – The concept plan illustrates a sufficient building separation between towers. Whereas the minimum separation distance is generally twenty (20) metres, the distance separation between the proposed towers ranges from 21 metres to 27 metres.
Guideline # 21 – The three (3) towers have been designed with compact floorplates to maximize views, light and air filtration through the site. The two (2) forty-eight (48) will each feature a 770 m² floorplate, an appropriate size for high-profile residential towers, while the eighteen (18) storey tower will feature a 660 m² floorplate.
Guideline # 22 – The curvilinear design of the building will improve the privacy of individual units. Future adjacent developments have also been considered in the siting and design of the proposed development. The design and separation distances will effectively mitigate any potential conflicts.
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Pedestrian & the Public Realm Guideline # 25 – The proposal includes generous sidewalks and a large public plaza in order to accommodate high volumes of pedestrians. The streetscape plan will be consistent with the City’s standards for development projects.
Guideline # 29 – Pedestrian links to the Multi-use Pathway, Carling Transit Station and other outdoor spaces will be safe, accessible and barrier-free. These public areas will be maintained year round.
Guideline # 31 – In addition to the live/work units facing the Multi-use Pathway system, views from the residential condominiums will improve the safety pedestrians through informal surveillance. Open spaces will be integrated with near-by pedestrians destinations.
Guideline # 34 – The proposal incorporates an integrated and direct connection to the Carling Transit station from the site.
Open Space & Amenities Guideline # 35 – The site layout and design allows for the incorporation of high quality public open spaces.
Guideline # 37 – The proposal includes retail uses fronting Carling Avenue and the west-facing corner of the public plaza. Retail and commercial uses at grade will animate the street and open spaces.
Guideline # 40 – The communal amenity spaces for residents will be located at grade and on top of the podiums. These outdoor communal areas will be sufficient is size for gathering and will also be directly accessible and visible from common areas for convenience and security.
Site Circulation & Parking Guideline # 52 – A safe, direct and continuous pedestrian walkway will connect the buildings’ main doors with the public sidewalk, transit station and drop-off area.
Guideline # 54 – Walkways and driving surfaces will be easily distinguishable by the use of varied paving treatments.
Guideline # 55 – The location of the drop-off area will meet the needs of residents, visitors and commercial areas. The circular lay-by will permit vehicular access without blocking other vehicles from accessing the parking structure.
Guideline # 58 – The garage entry is located at the least prominent location and will mitigate any potential for conflicts between drivers and pedestrians.
Guideline # 59 – The bicycle parking for the residential component will be located underground. Visitors to the site will be able to park their bicycles close to building entrances for ease of access and weather protection.
Guideline # 60 – The proponent will dedicate several parking spaces for the use of a car-sharing program. The spaces will be located underground and marked appropriately to ensure they are highly visible.
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Service & Utilities Guideline # 61 – All mechanical and electrical building equipment will be integrated with the building design in order to mitigate any potential noise or aesthetic issues.
Guideline # 62 & 63 – All transformer vaults, utility metres, service, loafing, garbage and recycling areas will be located within the buildings’ interior and away from public areas.
Urban Design Guidelines for Transit-Oriented Development
The Urban Design Guidelines for Transit-Oriented Development (TOD) document was approved by Council on September 26, 2007. The guidelines apply to all development throughout the City within a 600 m walking distance of a rapid transit stop or station to provide guidance to the proper development of these strategically located properties. The guidelines address six (6) components including: Land use; Layout; Built Form; Pedestrians and Cyclists; Vehicles and Parking, and; Streetscape and Environment.
The proposed development meets the following applicable design guidelines, among others:
Land Use Guideline # 1 – The guidelines encourage transit supportive land uses to locate adjacent within 600 m of stations including residential and retail uses. The proposed mix of uses will create a multi-purpose destination for transit users and local residents and contribute to the creation of a vibrant community.
Layout Guideline # 6 – The proposal includes a direct and accessible link to the future Carling Transit Station, while existing pedestrian and cycling ‘shot cuts’ will be maintained and enhanced.
Guideline # 8 – The proposal achieves the City’s goals by locating the highest density immediately adjacent to the Carling Transit Station.
Built Form Guideline # 11 –The buildings have been designed with a podium at the street front in order to maintain a human scale.
Guideline # 12 – The iconic design of the tall towers will contribute to a distinctive and interesting skyline.
Guideline # 15 – A generous amount of glazing will be employed to improve the pedestrian level façade.
Pedestrians & Cyclists Guideline # 16 – The site design favors the public realm by providing pedestrian connections that are convenient, comfortable, safe, easily navigable, continuous and barrier-free and lead directly to transit.
Guideline # 17 – The public plaza and all other pedestrian and/or cyclist pathways will be easily identifiable through the use of different materials.
Guideline # 21 – Adequate on-site signage and way finding will help transit users locate the transit station.
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Vehicles & Parking Guideline # 34 – Shared visitor and commercial parking will be a feature of the proposed development as they have different peak parking demands at different times of the day.
Guideline # 36 – The underground access driveways will be phased and the driveways will be limited in number reducing the potential for conflicts between pedestrians and vehicles.
Guideline # 43 – The location of loading areas will be interior to the development and away from pedestrian, transit and cyclist routes.
Streetscape & Environment Guideline # 48 – The public plaza will include benches, trees, lighting and other types of street furniture in order to tie in the streetscape environment.
Guideline # 50 – Lighting will help to define a pedestrian realm and promote walking to and from transit.
Urban Design Guidelines for Development along Arterial Mainstreets
Approved by Council in May 2006, the Urban Design Guidelines for Development along Arterial Mainstreets provides guidance to assess, promote and achieve appropriate development along Arterial Mainstreets. The objectives of these guidelines are:
o To foster compatible development that will contribute to the recognized or planned character of the streets; o To promote a comfortable pedestrian environment and create attractive streetscapes; o To achieve high-quality built form and establish a strong street edge along Arterial Mainstreets; o To facilitate a gradual transition to more intensive forms of development on Arterial Mainstreets; o To accommodate a broad range of uses including retail, services, commercial, office, institutional and higher density residential; o To enhance connections that link development sites to public transit, roads and pedestrian walkways.
The following guidelines are of relevance to the proposed development:
Streetscape Guideline # 4 – The building and landscaping create a continuous streetscape along Carling Avenue.
Built Form Guideline # 7 – The proposed development will be compatible with the future surrounding high-rise context. The existing positive elements, including the pedestrian connection located to the west of the subject site, have been protected and enhanced.
Guideline # 13 – The proposed building fronting on Carling Ave. will occupy the majority of the lot frontage.
Guideline # 14 – The scale of the proposed buildings will permit a successful transition to the adjacent residential towers in each direction thereby mitigating potential impacts on nearby uses.
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Guideline # 16 – The design of the buildings at grade will create visual interest and add to a more human scale due to the distinct architectural detailing and design.
Pedestrian & Cyclists Guideline # 20 – The proposal illustrates a direct, safe, continuous and clearly defined pedestrian access from the public sidewalk to the proposed building, including the buildings that do not front on the Arterial road.
Guideline # 21 – All pedestrian walkways will be a minimum of 2.0 metres. The public plaza will be pedestrian- oriented and as a result all primary entrances will be easily accessible.
Guideline # 22 – Weather protection will be provided at key locations, such as building entrances and access to the transit station.
Vehicles and Parking Guideline # 28 – The underground parking area will serve all buildings.
Landscape & Environment Guideline # 40 – Where possible, the proposed development will provide landscaped areas between the building and sidewalk with foundation plantings, trees, street furniture and walkways to the public sidewalk.
Signs Guideline # 43 - The design of the buildings will accommodate signage that is respectful of building scale, architectural features, signage uniformity and established streetscape design objectives.
4.0 REGULATORY FRAMEWORK
City of Ottawa Zoning By-law (2008-250)
The City of Ottawa’s comprehensive Zoning By-law (2008-250) zones the subject property Mixed-Use Centre, Exception 138, with a Maximum Floor Space Index of 2.5 [MC[138] F(2.5)], and Residential Fourth Density, Subzone T [R4T]. The southern majority portion of the subject lands is zoned MC [138] F(2.5), while the north portion of these lands is zoned R4T as illustrated below.
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25 127 129 49 137 445 51 47 438 53 548 55 PRESTON ST 548 440 PRESTONPRESTONPRESTON ST ST ST 447 57 59 36 PAMILLA ST 40 PAMILLAPAMILLA STST 116 442 61 ADELINEADELINE ST ST 118 449 63 120 444 42 122 65 44 101 124 451 126 128 PRESTON ST 130 PRESTONPRESTONPRESTON ST ST ST 124 450 ADELINEADELINE ST ST 60 89 91 93 MC F(2.0) H(41) 95 485 60 785 2 NORFOLK AVE 111 R5B H(34) 97 NORFOLKNORFOLKNORFOLK AVE AVE AVE 101 99 482 MC 6F(2.0) PRESTON ST PRESTONPRESTONPRESTON ST ST ST ADELINEADELINE ST ST 489 484 8 843 491 *_TM[86]486 10 R5B[1777] S260 88 115 90 488 12 92 495 94 14
R4T 499 849 *_TM[86]490 F(6.5) H(67) CARLINGCARLING AVEAVE 7 505
MPAGNEAVE S MPAGNEMPAGNEAVE AVE S S PAGNEAVE S 505
PRESTON ST HICKORY ST PRESTONPRESTONPRESTON ST ST ST HICKORYHICKORY STST 140 SIDNEYSIDNEY ST ST
*_MC[24] F(2.5) S129 CARLINGCARLING AVEAVE AM1 CARLING AVE 829 CARLINGCARLING AVEAVE
PRESTON ST PRESTONPRESTONPRESTON ST ST ST 845
MC[138] F(2.5)
MC[24] F(4.1) S129
855
CHAMPAGNEAVE S CHAMPAGNECHAMPAGNECHAMPAGNEAVE AVE AVE S S S
PRESTON ST 875 PRESTONPRESTONPRESTON ST ST ST CARLINGCARLING AVEAVE
CARLINGCARLING AVEAVE
QUEENQUEENQUEEN ELIZABETH ELIZABETHELIZABETH DRWY DRWYDRWY
520
CARLINGCARLING AVEAVE O1[356] ZONING MAP
Mixed-Use Centre Zone The purpose of the Mixed Use Centre Zone is to ensure that the areas designated Mixed-Use Centres in the Official Plan accommodate a combination of transit-supportive uses such as offices, secondary and post secondary schools, hotels, hospitals, large institutional buildings, community recreation and leisure centres, day care centres, retail uses, entertainment uses, service uses such as restaurants and personal service businesses, and high- and medium-density residential uses. The MC Zone allows development in a compact pedestrian-oriented built form in mixed-use buildings or side by side in separate buildings.
The current zoning on the subject lands also permits an automobile dealership (Exception 138) with a Maximum Floor Space Index of 2.5.
Residential Fourth Density Zone The purpose of the Residential Fourth Density Zone is to allow a wide mix of residential building forms ranging from detached to low-rise apartment dwellings, in some cases limited to four units, and in no case more than four storeys in height on lands designated as General Urban Area in the Official Plan. The R4T
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zoning also allows a number of other residential uses to provide additional housing choices and permits ancillary uses to the principal residential use in order to allow residents to work at home.
The current split zoning makes a logical and functional development of the property difficult and as such, the subject lands will be rezoned to one comprehensive Mixed-Use Centre zone with site specific zoning provisions related to building heights and setbacks.
5.0 REQUESTED APPROVALS
Official Plan Amendment to the Preston-Champagne Secondary Plan
The Preston-Champagne Secondary Plan designates the small (approximately 1,196 m²) northerly portion of the subject lands Residential Low Profile with the remainder of the lands designated Employment, High Profile Office. As a result, an Official Plan Amendment is being sought for the entire site to permit high- profile residential and commercial uses.
Residential Low Profile Designation triggering the Official Plan AAmendment
Employment High Profile, Offices Residential Low Profile
In the Residential Low Profile designation, the policy states that the predominant residential use is low profile in order to preserve the residential character of the area. The current Residential Fourth Density zone that applies to this portion of the site permits low-rise apartment dwellings as the dwelling type with the highest density. As a result of the Preston-Champagne Secondary Plan designation and the corresponding zoning, an Official Plan Amendment (OPA) is required in order to permit the development of an eighteen (18) storey high-rise building on these lands.
The Preston-Champagne Official Plan was adopted in 1996 and has since been amendment five times. The most recent OPA (OPA #115) was a site specific amendment at 101 Champagne St. South to permit Residential High Profile. A new Mixed-Use High-Profile designation is being proposed for the entirety of site.
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It should be noted the site is designated Mixed-Use Centre in the City’s Official Plan, a designation that permits high-rise development. The proposed OPA will bring the lower-tier Secondary Plan up-to-date with the upper-tier Official Plan.
The Preston-Champagne Secondary Plan is out-of-date and as a result, the City of Ottawa has initiated a review of this Secondary Plan. A Draft Secondary Plan, with supporting studies, is scheduled to be completed in the fall 2013. As part of the City’s transit-oriented development initiatives, it is anticipated that lands located in the direct vicinity of the future LRT Stations will be re-designated in order to accommodate High- profile development. The subject lands are ideally located abutting the future LRT Carling Station and as such are perfectly suited to achieve the City’s goals and objectives.
Zoning By-law Amendment
In order to move forward with the proposed development, an application has been filed with the City of Ottawa to amend the current R4T and MC [138] F(2.5) Zones. The Zoning By-law Amendment request the introduction of site specific zoning for the entire property under the Mixed-Use Centre (MC) Zone. As illustrated by the Concept Site Plan, the Zoning By-law Amendment requests a Maximum Building Height of 162.2 metres (48 storeys), including mechanical penthouse.
162.2 m
77.3 m
162.2 m
CONCEPT SITE PLAN ILLUSTRATING PROPOSED BUILDING HEIGHTS
Building Height
The site’s Mixed Use Centre designation, location at the periphery of the community, proximity to other high- profile developments and transit make the site appropriate to accommodate high-profile buildings. Moreover, this site represents a unique opportunity to capitalize on an increase in density and height in an
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area that is beginning to take shape as the Western Gateway to the City’s downtown Core Area. The district is emerging as a high-profile development node and as such, the present application appropriately requests an amendment to the City’s Zoning By-law to accommodate this increase in height.
In order to accommodate high-profile development across the entire site, the northern portion of the subject lands currently zoned Residential Fourth Density (R4T) need to be rezoned to add apartment dwelling, mid- high rise as a permitted use on that portion of the property. Building height of 77.3 m, including mechanical penthouse, is being sought for this portion of the lands.
The remainder of the site is zoned Mixed-Use Centre with a Floor Space Index of 2.5. Building heights within the Mixed-Use Centre zoning vary depending on proximity to residentially zoned lands. Any portion of the site within 20m to 30m of an R1 through R4 zone is limited to a building height of 11m to 20 m. Lands beyond 30 m of a R1 through R4 zone have no maximum height limit unless indicated on a zoning map. Building height and density for that portion of the site beyond 30m of an R1 to R4 zone is controlled by the allowable building envelope and Floor Space Index. The staggered building height and allowable Floor Space Index will be addressed as part of the zoning application for this property.
The Zoning By-law Amendment request is to rezone the entire site to a Mixed-Use Centre Zone with a Maximum Building Height of 166.2 metres and 77.3 m. The proposed building heights include mechanical and service equipment usually located on the building roof. With the exception of new development within Central Area, maximum building heights typically do not apply to the mechanical and service equipment.
Shared Visitor and Non-residential Parking
In addition to increasing the permitted height on this property, the Zoning By-law Amendment also seeks relief from the required number of parking spaces for visitors and the retail/commercial uses.
The commercial and retail uses are proposed to have a gross floor area of approximately 1,510 m² generating the need for approximately 38 vehicular parking spaces (assuming a retail store parking rate of 2.5 spaces / 100 m² of GFA). A total of 1,123 residential units require approximately 222 visitor parking spaces. The requirement for 222 visitor parking spaces is based on a rate of 0.2 spaces per unit. This amount of visitor parking has been deemed excessive and has consistently been reduced to the former downtown rate of 0.083 spaces per unit.
As a result, the Zoning Amendment seeks to reduce the visitor parking rate to the former rate of 0.083 spaces resulting in the need for approximately 93 visitor parking spaces. In order to support transit-oriented development, it is proposed that the required visitor parking be used to fulfill the required commercial parking. The shared visitor and non-residential (retail and commercial) parking spaces will be located on the first level of the underground parking structure, while the remaining five (5) levels of underground parking will be dedicated exclusively for residential uses. A shared parking arrangement represents a better use of required parking and encourages alternative modes of transportation while meeting parking needs on site.
Other amendments to the zoning may be required as a result of additional review and changes to the plans.
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6.0 SUMMARY CONCLUSION
In summary, It is our professional planning opinion that the proposed development represents good land-use planning, is appropriate for the subject site, and is in the public interest for the following reasons:
• The proposed development is consistent with the Provincial Policy Statement. The development will to capitalize on an infill opportunity of an underutilized site within the City’s built up area where services are readily available.
• The development also proposes to intensify a site situated in proximity to employment, rapid transit and other community amenities, further contributing to the creation of complete communities and development patterns that are more sustainable in the long term.
• The proposal for a mixed-use development at this location conforms to the goals, objectives and policies for managing growth in the City of Ottawa’s urban area. Growth is directed to lands located in the urban area where services and infrastructure is already available such as the subject site.
• The development conforms to the Official Plan policies and meets the planned function for the area as set out in the Mixed-Use Centre designation. In particular, the proposal is for a mixed-use infill development that provides residential uses at medium to high density, is compact and transit- oriented, and enhances the pedestrian environment and streetscape.
• The development conforms to the Official Plan policies for Arterial Mainstreets. While the Arterial Mainstreet designation typically permits building heights up to 9 storeys, greater buildings heights can be considered in certain circumstances including proximity to transit and gateway location. The subject property abuts a future rapid transit station (Carling Station) and is located at a gateway location.
• The proposed development complies with the City’s design objectives and compatibility criteria and meets the spirit of the applicable urban design guidelines.
• The proposed development was evaluated against the compatibility criteria, including traffic, privacy and sun-shadowing, and it has been determined that the property is well suited to accommodate the scale and density of development being proposed.
• The proposal meets the Official Plan policies for tall buildings. The site is designated Mixed-Use Centre and Mainstreet in the Official Plan, both encouraging height and density at key locations; the site is located immediately adjacent a rapid transit station and is identified as appropriate for high- profile development in preliminary CDP studies.
• The proposed building heights are consistent with recently approved building heights in the neighbouring area and provide a transition to approved and proposed buildings to the west and east.
• The podiums of the towers will be occupied by ground-oriented units and commercial/retail uses at grade to create an active and animated streetscape and public plaza. Including active uses at grade
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and incorporating a generous amount of landscaped open space will ensure the successful integration into the existing and future community context.
• The site is located within the Preston-Champagne Secondary Plan area and split designated with the northern portion of the property designated Residential Low-Profile and the southern portion of the site designated Employment, High-Profile Office. As the Secondary Plan designation is outdated relative to the Official Plan Mixed-Use Centre designation, an Official Plan Amendment accompanies the rezoning request to bring the two Plans into conformity with each other.
• The proposed development will enhance open space and pedestrian/cycling linkages as directed by the Secondary Plan. The site includes a large, publicly accessible urban plaza that will seamlessly transition to the City owned multi-use pathway. The development proposal also includes an integrated connection to the transit station from the site.
• The proposed development is generally consistent with the vision set out in the Strategic Directions Report for the Preston- Carling area. The site is identified as accommodating intensive development in the 40-storey range. The proposed concept plan was developed on the basis of a more thorough review of the site, rather than an area wide basis and as such differs slightly from the said Report. In general terms however, the proposed development is consistent with the principles and objectives set out in the report with respect to building heights, distance separation between towers, exceptional architectural design and incorporation of meaningful publicly accessible open space and amenities.
• The proposed development maintains the intent of the Mixed-Use Zoning by proposing a compact mixed-use development that is integrated to the surrounding uses and is also integrated into a future Rapid Transit Station.
• The requested increase in height is not anticipated to have significant impacts on the surrounding community. The proposed building design and distance separation between towers ensures that the surrounding properties continue to have access to light and air.
• The requested reduction in non-residential (including visitor) is considered appropriate in light of the site’s location adjacent to the transit network and the City substantial investments in the Rapid Transit Network.
• The proposed development is supported by all technical studies submitted with this application.
• Overall, the proposed development achieves a good fit within the proposed future context of the Preston-Carling district. The development will contribute positively to the streetscape along Carling Avenue and the public realm in the form of a public plaza, all the while sensitively increasing the height and density to meet the City’s intensification goals and policy objectives of creating complete communities centered on rapid transit.
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Prepared by:
Matthew McElligott, MCIP, RPP Katherine Grechuta, MCIP, RPP Planner Planner
Reviewed by:
Ted Fobert, MCIP, RPP Partner
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7.0 APPENDICIES Appendix A – Site Photos Appendix B – Preliminary Site Plan Appendix C – Urban Design Analysis Appendix D – Building Elevations Appendix E – Sun Shadow Study
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Appendix A: Site Photos
ST ST LA E L LIN AMI DE 01 02 P A R O C H E S T E R
S T ST INE EL AD
T N E S O IN R EL F AD O L K
A V P E R VE E S T 03 04 06 O
T N Y S OR ICK H ST EY S ST DN RY SI KO T
VE A 01 05 NG 04 I 05 06 C L H A R Y M A W P 02 A R C D G N H T E E A B V A E IZ L S 03 E N E E U Q
R D S SITE & SURROUNDING PHOTOS E L A W 22/01/2012 845 CARLING AVENUE, OTTAWA F O ST ST LA E L LIN AMI DE 01 02 P A R O C H E S T E R
S T ST INE EL AD 04
T N E S O IN R EL F AD O L 03 K A V P E R VE 01 E S 02 T 03 04 O
T N Y S OR ICK H ST EY S ST 05 DN RY SI KO T 06
E AV G IN 05 06 C L H A R Y M A W P A R C D G N H T E E A B V A E IZ L S E N E E U Q
R D S SITE & SURROUNDING PHOTOS E L A W 22/01/2012 845 CARLING AVENUE, OTTAWA F O
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Appendix B: Preliminary Site Plan
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Appendix C: Urban Design Analysis
01 CITY WIDE ANALYSIS 02 NEIGBOURHOOD WIDE ANALYSIS
Traditional CeremonialRoute Parliament Views Preston St. District LansdownePark Buildings NCC Protected Mainstreet Preston-Carling
To Chinatown 600 m
DOWNTOWN CORE
600 m
World
kILOMETERS Arterial CarlingMainstreet Ave. NCC Subject Site Civic HospitalCampus Heritage Site lands
3.1 03 URBAN MORPHOLOGY / SECTION ALONG PRESTON ST. The subject site sits at the epi-centre of this emerging growth area.
adjacent to LRT station Transition of heightalong Preston St. Transition of height 600m 600m
Urban transformation respecting existing PRESTON STREET conditions. Preston-CarlingDistrict Subject Site DOW CARLIN G AVE.CARLING TRANSIT STATION EXISTING FABRIC HIGHWAY GLADSTONE417 TRANSIT STATION S LAK re-urbanization areas in Ottawa. It will transform into a destination E location within a broader downtown context.
URBAN DESIGN ANALYSIS 22/01/2012 845 CARLING AVENUE, OTTAWA 03 CONTEXT & CONNECTIONS 03 CONTEXT & CONNECTIONS
04 BUILT FORM ANALYSIS 600 m URBAN CONTEXT INFRASTRUCTURE/ URBAN DESIGN ANALYSIS | 505 PRESTON | SECTION 03 | CONTEXT & CONNECTIONS Mixed-use GREENSPACE/ neighborhood BOULEVARDS where policy Animated public spaces directed growth is through pedestrian- transforming this friendly uses and major urban location. architectural features such as commercially active facades, windows, doors, and porches/entrances.
Existing Built Form SUBJECT SITE Transit ConnectionsGateway Opportunities PROPOSED BUILDINGSPROPOSED BUILDINGS Green Connections PROPOSED BUILDINGS 03 CONTEXT & CONNECTIONSPRESTON-CARLING DISTRICT 03 CONTEXT & CONNECTIONSBUS TRANSIT PEDESTRIAN ACCESS PARKS + OPEN SPACES LIGHT RAIL TRANSITVEHICULAR ENTRANCE CYCLING ROUTES STATION AREA 600 m DISTANCEENTRY NODE PATHS URBAN CONTEXT TRANSIT PUBLICINTEGRATION SPACES / STREETSCAPE ELEMENTS PEDESTRIAN CIRCULATION / GREENSPACE / BOULEVARDS CONTEXT & CONNECTIONS 03 | | SECTION | 505 PRESTON URBAN DESIGN ANALYSIS Preston Street and Little Italy as a whole are under flux and re- The intent toThe make site the incorporates Carling LRT the station entire awidth hub ofof activitythe NE withblock the at the intersectionThe site has limited opportunity to provide amenity space to its residents development due to a number of factors including the new plans forpotential the forof intermodal Preston St. public and Carling transit Ave.needs The to basebe supported or podium by of the the right building willand to the community, however its location offers one of the largest 14 LRT and the growing desire for commercial retail in the neighbourhood.amount of density,make up proximity part of the and evolving access. story 505 Preston of street contributes life and urban to a form beginningand well loved parks in the City, with direct linkage to downtown and 15 There are many supporting factors for the desirability of this location,collection ofto sites emerge which along be a Preston. key to attracting Framing athe large street number and offering of users, an opportunitythe Parlaiment. Combined with direct access to public transit and the however, perhaps none are as strongTRANSIT as it being the centre of overlapwhile the intersectionto energize of the transit intersection, opportunities while withproviding the right a back blend drop of tostreet the parkcommercial heart of Little Italy, thePUBLIC pedestrian SPACES/ realm of the canal is an between commercial heart, mass publicINTEGRATION transit and world renownedscale public amenity and to Dow’s maintain Lake and to thesupport south a requiresbalance willa sophistication be the elements of massing to andamenity unequaled in all of Ottawa.STREETSCAPE amenity. All of these ingredients mark the600 significance m of this location,provide for aarticulation. ‘whole’ community. A strong architectural response to dialogue with this grand Integration with URBAN DESIGN ANALYSIS | 505 PRESTON | SECTION 03 | CONTEXT & CONNECTIONS ELEMENTS capable of supporting an icon and scale unparralleled in the City. city park is therefore needed. the LRT Station 1. A comprehensive is encouraged public realm strategy for buildings in to ensure sufficient, immediate proximity. generous, and high 600 m quality public spaces. 2. Streescape improvements will be encouraged / throughout. // 3. Continuous retail and // commercial frontages // shall be provided along // Preston St. /// Transit Connections PROPOSED BUILDINGS Existing BuiltGreen Form Connections SUBJECT SITE PROPOSED/ BUILDINGS/ Gateway Opportunities PROPOSED BUILDINGS BUS TRANSIT PARKS// + OPEN SPACES PEDESTRIANCOMMERCIAL ACCESS STREETSCAPE LIGHT RAIL TRANSIT CYCLING ROUTES VEHICULARMAJOR PUBLIC ENTRANCE SPACE 600 m DISTANCE PATHS ENTRY NODE TRANSIT INTEGRATION URBAN CONTEXTPEDESTRIAN CIRCULATION / GREENSPACE / BOULEVARDSPUBLIC SPACES / STREETSCAPE ELEMENTSIMPORTANT LINKS | SECTION 03 | CONTEXT & CONNECTIONS | SECTION | 505 PRESTON URBAN DESIGN ANALYSIS The intent to make the Carling LRT station a hub of activity with thePreston StreetThe and site Little has Italylimited as opportunitya whole are tounder provide flux amenity and re- space to its residentsThe site incorporates the entire width of the NE block at the intersection potential for intermodal public transit needs to be supported by thedevelopment right and due to to the a number community, of factors however including its location the new offers plans one for of the the largestof Preston St. and Carling Ave. The base or podium of the building will URBAN DESIGN ANALYSISamount of density, proximity and access. 505 Preston contributes14 toLRT a and the andgrowing well desireloved parks for commercial in the City, retail with directin the linkageneighbourhood. to downtown andmake up part of 15the evolving story of street life and urban form beginning collection of sites which be a key to attracting a large number of users,There are manythe supportingParlaiment. factors Combined for the with desirability direct access of this to publiclocation, transit and tothe emerge along Preston. Framing the street and offering an opportunity 22/01/2012 845 CARLING AVENUE, OTTAWAwhile the intersection of transit opportunities with the right blend however,of street perhapscommercial none are heart as strongof Little as Italy, it being the pedestrianthe centre ofrealm overlap of the canal tois anenergize the intersection, while providing a back drop to the park scale amenity to maintain and support a balance will be the elementsbetween to commercialamenity unequaledheart, mass in publicall of Ottawa. transit and world renowned public and Dow’s Lake to the south requires a sophistication of massing and provide for a ‘whole’ community. amenity. All of these ingredients mark the significance of this location, articulation. A strong architectural response to dialogue with this grand capable of supporting an icon and scale unparralleled in the City. city park is therefore needed. 05 # 7'' # $ ' $8$ 9#:# ; #' :<8 $ <85 $7 :85 $='&
NO MAX
EXISTING BUILT FORM WITH ZONING LIMITS ALONG CARLING AVE.
# $ :<8 $7'$
PROPOSED BUILDING HEIGHTS ALONG CARLING AVE. PRESTON BRONSON LRT STREET STREET CORRIDOR
# # $ % %& # ' ( ) % ( *% % % + 5 % &
URBAN DESIGN ANALYSIS 22/01/2012 845 CARLING AVENUE, OTTAWA ADELINE ST
SOHO ITALIA 18 STOREYS (30 STOREYS) 6,500 ft2 O-TRAIN CORRIDOR MULTI-USE PATHWAY
PRESTON ST FUTURE HIGHRISE
AD mR 25 m RADIUS SOHO ITALIA CARLING AVE (30 STOREYS) FUTURE ACCESS
48 STOREYS ADELINE ST 8,300 ft2 25 m RADI 25 m RADI OPEN UP VIEWS R RAR BETWEEN TOWERS AD DIUSDI DIUSDIU US 21 m 48 STOREYS 25 m FUTURE 8,300 ft2 HIGHRISE 18 STOREYS PEDESTRIAN FUTURE 6,500 ft2 FLOW + TRANSIT 48 STOREYS CONNECTIVITY 48 STOREYS HIGHRISE 8,300 ft2 8,300 ft2 27 m
26 m LIVE/WORK SUITES AT GRADE
INTEGRATE PEDESTRIAN CONNECTION WITH MULTI-USE PATH
VE O-TRAIN CORRIDOR MULTI-USE PATHWAY CARLING A
AMENITY SPACE = 18,264 ft2 OPPORTUNITY FOR LARGE PUBLIC PLAZA PEDESTRIAN CIRCULATION AND ACCESS
TOWER SEPARATION CONTEXTUAL ANALYSIS
CONTEXT PLANS 22/01/2012 845 CARLING AVENUE, OTTAWA 23 23 SECONDARY VIEWS SECONDARY VIEWS
27 27
25 25
25 25 18 30 18 30 42 42 48 48 25 25 30 30
48 48 25 25
30 30
PRIMARY VIEWS PRIMARY VIEWS
VIEWS FROM SOUTHERN BUILDING (BELOW 30 STOREYS) VIEWS FROM MID-BLOCK BUILDING (BELOW 30 STOREYS)
NOTE: ALL FLOORS ABOVE 30 STOREYS HAVE ALMOST 360° VIEWS
VIEWCONE845 CARLING ANALYSIS / VIEWCONE ANALYSIS 22/01/201217/01/2013845 CARLINGRICHCRAFT AVENUE, OTTAWA SITE PLAN Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013 P1 UNDERGROUND FLOOR PLAN Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013 GROUND FLOOR PLAN Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013 2ND FLOOR PLAN Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013 TYPICAL FLOOR PLAN Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013 01 - VIEW NORTH FROM DOW’S LAKE 02 - VIEW EAST ALONG HICKORY STREET
03 - AERIAL VIEW EAST 04 - AERIAL VIEW WEST FROM ROCHESTER STREET
CONTEXT VIEWS 22/01/2012 845 CARLING AVENUE, OTTAWA 05 - AERIAL VIEW NORTH ON PRESTON STREET 06 - VIEW NORTH-WEST FROM QUEEN ELIZABETH DRIVE
07 - VIEW EAST ALONG HICKORY STREET 08 - VIEW EAST ALONG CARLING AVENUE
CONTEXT VIEWS 22/01/2012 845 CARLING AVENUE, OTTAWA
845 CARLING AVE. | RICHCRAFT GROUP OF COMPANIES MARCH 2013 | 54
Appendix D: Building Elevations
845 CARLING AVE. | RICHCRAFT GROUP OF COMPANIES MARCH 2013 | 55
Appendix E: Sun Shadow Study
Rochester St. Rochester St. Rochester St. Rochester St.
Beech St. Beech St. Beech St. P Preston St. Beech St. Preston St. P reston St. reston St.
Champagne Ave S O Train Track Champagne Ave S O Train Track Champagne Ave S O Train Track Champagne Ave S O Train Track
Loretta Ave S Loretta Ave S Loretta Ave S Loretta Ave S
Breezehill Ave S Breezehill Ave S Breezehill Ave S Breezehill Ave S
Adeline St. Adeline St. Adeline St. Adeline St.
Carling Ave. Carling Ave. Carling Ave. Carling Ave. Hickory St. Hickory St. Hickory St. Hickory St.
Queen Elizabeth Dr. Queen Elizabeth Dr. Queen Elizabeth Dr. Queen Elizabeth Dr.
March 21, 10:00 a.m. March 21, 12:00 p.m. March 21, 02:00 p.m. March 21, 04:00 p.m.
Rochester St. Rochester St. Rochester St.
Rochester St.
Beech St. Beech St. Beech St. P Preston St. P reston St. reston St. Beech St. P reston St.
Champagne Ave S O Train Track Champagne Ave S O Train Track Champagne Ave S O Train Track
Champagne Ave S O Train Track
Loretta Ave S Loretta Ave S Loretta Ave S
Loretta Ave S
Breezehill Ave S Breezehill Ave S Breezehill Ave S
Breezehill Ave S
Adeline St. Adeline St. Adeline St. Adeline St.
Carling Ave. Carling Ave. Carling Ave. Hickory St. Hickory St. Hickory St. Carling Ave. Hickory St.
Queen Elizabeth Dr. Queen Elizabeth Dr. Queen Elizabeth Dr. Queen Elizabeth Dr.
June 21, 10:00 a.m. June 21, 12:00 p.m. June 21, 02:00 p.m. June 21, 04:00 p.m.
N Subject Site
Subject Shadow Outline
SUN SHADOW STUDY Richcra Group of Companies Carling Avenue, O awa 1036.12D January 24, 2013