294 + 300 Tremblay Road
Planning Rationale Zoning By-law Amendment + Site Plan Control November 17, 2020
Prepared for TCU Development Corporation
Prepared by Fotenn Planning + Design 396 Cooper Street, Suite 300 Ottawa, ON K2P 2H7
November 2020
© Fotenn
The information contained in this document produced by Fotenn is solely for the use of the Client identified above for the purpose for which it has been prepared and Fotenn undertakes no duty to or accepts any responsibility to any third party who may rely upon this document.
1.0 Introduction 1
1.1 Site Context and Surrounding Area 1 1.1.1 Subject Property 1 1.1.2 Surrounding Area 2 1.1.3 Transportation Network 3
2.0 Proposed Development 6
3.0 Policy & Regulatory Framework 8
3.1 Provincial Policy Statement (2020) 8
3.2 City of Ottawa Official Plan 11 3.2.1 Managing Intensification Within the
Urban Area (Section 2.2.2) 11
3.2.2 Mixed-Use Centre Designation 12
3.2.3 Designing Ottawa (Section 2.5.1) 13
3.2.4 Urban Design and Compatibility
(Section 4.11) 14
3.3 New City of Ottawa Official Plan 18
3.4 Tremblay, St. Laurent and Cyrville
Secondary Plan 19
3.5 Tremblay TOD Plan 20 3.5.1 Tremblay Land Use Framework 20
3.5.2 Tremblay Building Heights and
Density Targets 21
3.6 City of Ottawa Transit-Oriented Development Guidelines 22
3.7 City of Ottawa Comprehensive Zoning
By-law (2008-250) 23 3.7.1 Required Amendments 26
4.0 Supporting Studies 28
5.0 Public Consultation Strategy 32
6.0 Conclusion 33
1.0 1 Introduction
Fotenn Planning + Design (“Fotenn”), acting as agents for TCU Development Corporation, is pleased to submit the enclosed Site Plan Control and Zoning By-law Amendment Applications for the lands municipally known as 294 and 300 Tremblay Road in the City of Ottawa. The intent of this Planning Rationale is to assess the proposed development against the applicable policy and regulatory framework, and determine if the proposed development is appropriate for the site and compatible with adjacent development and the surrounding community.
1.1 Site Context and Surrounding Area
1.1.1 Subject Property The subject property, which consists of two parcels, is known municipally as 294 and 300 Tremblay Road. The subject property is bounded by Belfast Road to the east, Tremblay Road to the north, and Avenue L to the west. The subject property has a lot area of approximately 1,047 square metres and frontages of 27.4 metres along Belfast Road, 38.1 metres along Tremblay Road, and 27.4 metres along Avenue L.
Figure 1: Aerial View of the Subject Property (outlined in blue) and Surrounding Area
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Figure 2: Photographs of the Subject Property
1.1.2 Surrounding Area The following provides a brief description of the uses adjacent to the subject property:
North: To the north of the subject property is an east-west major collector road known as Tremblay Road. Further north of the subject property are rail lines for the O-Train Confederation Line and Highway 417.
South: To the south of the subject property are a surface parking lot, a detached dwelling, and automobile service shops, including a tire depot. Further south, approximately 230 metres away, are rail lines leading to and from the Ottawa Train Station.
East: Immediately to the east of the subject property is Belfast Road, which passes over Highway 417 to the north and the rail lines to the south, providing convenient vehicular connections to neighbourhoods to the north and south of the subject property. Further east is a low-rise residential neighbourhood consisting primarily of detached dwellings and townhouses known as Eastway Gardens.
West: To the west of the subject property is a mix of surface parking lots and industrial and office buildings. The Ottawa Train Station and Tremblay LRT Station are located approximately 350 metres and 450 metres, respectively, to the west of the subject property. The subject property is also in close proximity to Raymond Chabot Grant Thornton Park, a baseball stadium located approximately 350 metres to the west, north of Highway 417.
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Figure 3: Photographs of the Surrounding Area
1.1.3 Transportation Network
Road Network As Per Schedule E – Urban Road Network of the City of Ottawa Official Plan (Figure 4), the subject property is located at the corner of a Major Collector road (Tremblay Road) and a Collector road (Belfast Road). Belfast Road becomes a Major Collector road immediately to the north of the intersection of Tremblay and Belfast.
Figure 4: Excerpt from Schedule E – Urban Road Network of the City of Ottawa Official Plan (Subject Property Outlined in Blue)
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Major Collector roads serve neighbourhood travel between collector and arterial roads and may provide direct access to adjacent lands, whereas Collector Roads are roads that serve neighbourhood travel to and from major collector or arterial roads and usually provides direct access to adjacent lands.
Tremblay and Belfast Roads are both two (2) lane roadways featuring dedicated left turn lanes where they intersect, to the northeast of the subject property. A Multi-Use Pathway (MUP) runs along the west side of Belfast Road, whereas a sidewalk runs along the south side of Tremblay Road.
The subject property is located approximately 70 metres from the 417 Highway and is also in close proximity to several Arterial roads including Riverside Drive, Coventry Road, Industrial Avenue, and St. Laurent Boulevard. Arterial roads serve through travel between points not directly served by the road itself and limited direct access is provided to only major parcels of adjacent lands.
Rapid Transit As per Schedule D – Rapid Transit and Transit Priority Network of the City of Ottawa Official Plan (Figure 5), the subject property is located in close proximity to the O-Train Confederation Light Rail Transit (LRT) Line. Two (2) LRT stations are located in proximity to the subject property: Tremblay Station (450 metres to the west); and St. Laurent Station (800 metres to the east).
The subject property is also located close to the Ottawa Train Station (350 metres to the west), an important inter-city rail hub.
Transit priority measures are planned for some roads in the subject property’s surrounding area, including the provisions of continuous public transit lanes along Industrial Avenue to the south of the subject property.
Figure 5: Excerpt from Schedule D – Rapid Transit and Transit Priority Network of the City of Ottawa Official Plan (Subject Property Outlined in Blue)
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Cycling As per Schedule C – Primary Urban Cycling Network of the City of Ottawa Official Plan (Figure 6), the subject property is located in close proximity to several nearby MUPs. A north-south MUP along the Belfast Road Right-of-Way abuts the subject property to the east, whereas an additional east-west MUP runs to the north of Tremblay Road. The two (2) nearby MUPs provide access to several other cycling paths in the surrounding area.
Figure 6: Excerpt from Schedule C – Primary Urban Cycling Network of the City of Ottawa Official Plan (Subject Property Outlined in Blue)
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2.0 6 Proposed Development
The owner of the subject property is proposing to demolish the existing onsite buildings and redevelop the property with a six-storey, mid-rise, mixed-used building consisting of ground floor commercial space and 73 dwelling units. Of the 73 dwelling units, 53 will be one-bedroom units, and the remaining 20 units will be two- bedroom units. The proposed development will be 19.75 metres in height.
Figure 7: Excerpt from the Site Plan of the Proposed Development
The main residential entrance is proposed to face Avenue L, to the west. The ground floor will include six dwelling units, while an additional seven dwelling units located in the basement, which will have large lightwells to provide sunlight. The building’s upper floors will each provide 12 dwelling units. Communal amenity space is proposed to be provided in the form of a rooftop terrace, with an area of 439.75 square metres. The rooftop terrace will satisfy the Zoning By-law’s total and communal amenity area requirements for the proposed development.
The proposed ground floor commercial space will be located at the northeast corner of the building, near the intersection of Tremblay and Belfast Roads, with an entrance facing Tremblay Road. The commercial space will occupy a ground floor area of about 70.7 square metres. An additional 70 square metres of floor area for the commercial use will be located in the basement, for a total area of approximately 140.9 square metres.
Seven partially covered visitor parking spaces will be provided as part of the proposed development. Vehicular access to, and egress from, the parking spaces will be provided via Avenue L. The parking spaces will be largely located under the proposed development’s upper storeys. In addition to the sheltered parking, the
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7 ground floor area will also include a bicycle storage room with 38 bicycle parking spaces directly accessible via a ramp connecting to the Multi-Use Pathway along Belfast Road, and a garbage/recycle area.
Together with new landscaping, the minimal setback of the building along the three street frontages will encourage and provide a strong pedestrian environment, which is currently lacking (Figure 8).
Figure 8: Street level view (Left – Tremblay Avenue looking east; Right – Avenue L looking south)
The six-storey building form provides an appropriate scale for the small site and for transition into the transit- oriented neighbourhood to the southwest of the site, which is currently transitioning from industrial-oriented uses to higher-density transit-supportive uses. The brick façade and dark accents provide a visual linkage to the former character of the neighbourhood while providing a high amount of glazing and connection with the pedestrian environment (Figure 9). The upper storey is lighter in colour to reduce the visual massing.
Figure 9: Proposed development (Left – view from Avenue L; Right – view along Tremblay Avenue looking east)
Figure 10: Proposed development (Left – view along Avenue L looking north; Right – view of rear façade)
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8 3.0 Policy & Regulatory Framework
3.1 Provincial Policy Statement (2020)
The Provincial Policy Statement (PPS), issued under the authority of Section 3 of the Planning Act and in effect since May 1, 2020, provides policy direction on matters of provincial interest related to land use planning and development. The Planning Act requires that decisions affecting planning matters “shall be consistent with” such policy statements issued under the Act.
The PPS encourages planning authorities to permit and facilitate a range of housing options, including new development as well as residential intensification, to respond to current and future needs. The PPS also encourages efficient development patterns which optimize the use of land, resources and public investment in infrastructure and public service facilities.
The proposed development meets the following policies of the PPS, among others:
1.1 Managing and Directing Land Use to Achieve Efficient and Resilient Development and Land Use Patterns Policy 1.1.1 of the PPS states that healthy, liveable and safe communities are sustained by:
a) promoting efficient development and land use patterns which sustain the financial well-being of the Province and municipalities over the long term; b) accommodating an appropriate affordable and market-based range and mix of residential types (including single-detached, additional residential units, multi-unit housing, affordable housing and housing for older persons), employment (including industrial and commercial), institutional (including places of worship, cemeteries and long-term care homes), recreation, park and open space, and other uses to meet long-term needs; c) avoiding development and land use patterns which may cause environmental or public health and safety concerns; d) avoiding development and land use patterns that would prevent the efficient expansion of settlement areas in those areas which are adjacent or close to settlement areas; e) promoting the integration of land use planning, growth management, transit-supportive development, intensification and infrastructure planning to achieve cost-effective development patterns, optimization of transit investments, and standards to minimize land consumption and servicing costs; f) improving accessibility for persons with disabilities and older persons addressing land use barriers which restrict their full participation in society; g) ensuring that necessary infrastructure and public service facilities are or will be available to meet current and projected needs; h) promoting development and land use patterns that conserve biodiversity; and i) preparing for the regional and local impacts of a changing climate.
The proposed development is consistent with Policy 1.1.1 of the PPS, as it is an intensification of the subject property, which is located in a built-up area of the city where services are readily available, with convenient access to planned public transit and nearby amenities and employment opportunities.
1.1.3 Settlement Areas Policy 1.1.3 of the PPS states that the vitality and regeneration of settlement areas is critical to the long-term economic prosperity of our communities, and that it is in the interest of all communities to use land and resources wisely, to promote efficient development patterns, protect resources, promote green spaces, ensure effective use of infrastructure and public service facilities and minimize unnecessary public expenditures. According to Policy 1.1.3.1 of the PPS, settlement areas shall be the focus of growth and development.
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Policy 1.1.3.2 of the PPS states that land use patterns within settlement areas shall be based on densities and a mix of land uses which: a) efficiently use land and resources; b) are appropriate for, and efficiently use, the infrastructure and public service facilities which are planned or available, and avoid the need for their unjustified and/or uneconomical expansion; c) minimize negative impacts to air quality and climate change, and promote energy efficiency; d) prepare for the impacts of a changing climate; e) support active transportation; f) are transit-supportive, where transit is planned, exists or may be developed; and g) are freight-supportive.
Land use patterns within settlement areas shall also be based on a range of uses and opportunities for intensification and redevelopment in accordance with the criteria in policy 1.1.3.3, where this can be accommodated.
Policy 1.1.3.3 states that planning authorities shall identify appropriate locations and promote opportunities for transit-supportive development, accommodating a significant supply and range of housing options through intensification and redevelopment where this can be accommodated taking into account existing building stock or areas, including brownfield sites, and the availability of suitable existing or planned infrastructure and public service facilities required to accommodate projected needs.
According to Policy 1.1.3.4 of the PPS, appropriate development standards should be promoted which facilitate intensification, redevelopment and compact form, while avoiding or mitigating risks to public health and safety.
The proposed development is consistent with Policy 1.1.3 of the PPS, as the subject property is located in a built-up settlement area with sufficient servicing and infrastructure. The proposed transit-oriented development will intensify the subject property with a compact, mixed-use building form. The subject property is in an ideal location with convenient access to existing public transit and a variety of nearby amenities and uses, thus helping to promote air quality, energy efficiency, and public health.
1.3 Employment Policy 1.3.1(d) of the PPS states that planning authorities shall promote economic development and competitiveness by encouraging compact, mixed-use development that incorporates compatible employment uses to support liveable and resilient communities, with consideration of housing policy 1.4.
The proposed development is consistent with Policy 1.3 of the PPS, as it is a compact, mixed-use development that will provide employment opportunities in the form of a ground floor commercial use.
1.4 Housing According to Policy 1.4.3 of the PPS, planning authorities shall provide for an appropriate range and mix of housing options and densities to meet projected market-based and affordable housing needs of current and future residents of the regional market area by:
a) establishing and implementing minimum targets for the provision of housing which is affordable to low and moderate income households and which aligns with applicable housing and homelessness plans. However, where planning is conducted by an upper-tier municipality, the upper-tier municipality in consultation with the lower-tier municipalities may identify a higher target(s) which shall represent the minimum target(s) for these lower-tier municipalities; b) permitting and facilitating: 1. all housing options required to meet the social, health, economic and well-being requirements of current and future residents, including special needs requirements and needs arising from demographic changes and employment opportunities; and
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2. all types of residential intensification, including additional residential units, and redevelopment in accordance with policy 1.1.3.3; c) directing the 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; d) promoting densities for new housing which efficiently use land, resources, infrastructure and public service facilities, and support the use of active transportation and transit in areas where it exists or is to be developed; e) requiring transit-supportive development and prioritizing intensification, including potential air rights development, in proximity to transit, including corridors and stations; and f) establishing development standards for residential intensification, redevelopment and new residential development which minimize the cost of housing and facilitate compact form, while maintaining appropriate levels of public health and safety.
The proposed development is consistent with Policy 1.4.3 of the PPS, as it directs development of new housing in a location where appropriate levels of infrastructure and public service facilities are readily available. The proposed development is compact in form, and its density will make efficient use of the subject property and support nearby rapid transit.
1.6 Infrastructure and Public Service Facilities Policy 1.6.3(a) of the PPS states that before consideration is given to developing new infrastructure and public service facilities, the use of existing infrastructure and public service facilities should be optimized.
Policy 1.6.6.2 of the PPS states that municipal sewage services and municipal water services are the preferred form of servicing for settlement areas to support protection of the environment and minimize potential risks to human health and safety. Within settlement areas with existing municipal sewage services and municipal water services, intensification and redevelopment shall be promoted wherever feasible to optimize the use of the services.
Policy 1.6.7.4 states that a land use pattern, density and mix of uses should be promoted that minimize the length and number of vehicle trips and support current and future use of transit and active transportation.
The proposal is consistent with Section 1.6 (Infrastructure and Public Service Facilities) of the PPS, as the subject property is located in a built-up area with existing infrastructure and public service facilities. The proposed intensification of the subject property will help optimize the existing infrastructure, public service facilities, and public transit.
1.7 Long-Term Economic Prosperity Policy 1.7.1 of the PPS outlines a variety of strategies that should support long-term economic prosperity. Relevant strategies for the purposes of the above-noted application include the following:
/ encouraging residential uses to respond to dynamic market-based needs and provide necessary housing supply and range of housing options for a diverse workforce; / optimizing the long-term availability and use of land, resources, infrastructure, and public service facilities; / encouraging a sense of place, by promoting well-designed built form and cultural planning, and by conserving features that help define character, including built heritage resources and cultural heritage landscapes; and / promoting the redevelopment of brownfield sites.
The proposed development is consistent with Policy 1.7 (Long Term Economic Prosperity) of the PPS, as the application will intensify lands in a built-up area and thus optimize the long-term availability and use
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11 of land and resources. The proposed development also contributes to a more diverse supply of housing options in the surrounding area.
1.8 Energy Conservation, Air Quality and Climate Change Policy 1.8.1 of the PPS states that planning authorities shall support energy conservation and efficiency, improved air quality, reduced greenhouse gas emissions, and preparing for the impacts of a changing climate through land use and development patterns which:
a) promote compact form and a structure of nodes and corridors; b) promote the use of active transportation and transit in and between residential, employment (including commercial and industrial) and institutional uses and other areas; c) focus major employment, commercial and other travel-intensive land uses on sites which are well served by transit where this exists or is to be developed, or designing these to facilitate the establishment of transit in the future; d) focus freight-intensive land uses to areas well served by major highways, airports, rail facilities and marine facilities; e) encourage transit-supportive development and intensification to improve the mix of employment and housing uses to shorten commute journeys and decrease transportation congestion; f) promote design and orientation which maximizes energy efficiency and conservation, and considers the mitigating effects of vegetation and green infrastructure; and g) maximize vegetation within settlement areas, where feasible.
The proposal is consistent with Policy 1.8 (Energy Conservation, Air Quality and Climate Change) of the PPS, as it represents an intensification of the subject property with a compact, dense, transit-supportive built form.
3.2 City of Ottawa Official Plan
3.2.1 Managing Intensification Within the Urban Area (Section 2.2.2) The City of Ottawa Official Plan supports intensification throughout the urban area where there are opportunities to accommodate more jobs and housing and increase transit use. Intensification is directed to Target Areas for Intensification which have the potential to develop at moderate to high densities in a compact form.
Policy 3 of Section 2.2.2 of the Official Plan states that target areas for intensification are the Central Area, Mixed Use Centres, Mainstreets, and Town Centres defined on Schedule B, and the Community Core in Riverside South.
Policy 5 of Section 2.2.2 of the Official Plan notes that minimum density targets, expressed in jobs and people per gross hectare, are set out in Figure 2.3 of the Official Plan and applied to those target areas with the greatest potential to support the Rapid Transit and Transit Priority Networks. As per Figure 2.3 of the Official Plan, the density target for the Tremblay Mixed Use Centre is 250 jobs and people per gross hectare.
According to Policy 6 of Section 2.2.2 of the Official Plan, all new development within the boundaries of the intensification target areas listed in Figure 2.3 will be required to meet the minimum density targets. Higher or lower densities may be permitted in a secondary plan for a target area where that Plan reallocates density among sites to achieve the overall objective of people and jobs. Where phased development is proposed the proponent must demonstrate how the density target will be achieved at build out. Where implemented through secondary plans and zoning, the targets in Figure 2.3 will be converted from gross density to net density and from people and jobs per hectare to dwelling units and gross floor area equivalents
The proposed development conforms with Section 2.2.2 of the City of Ottawa Official Plan as it represents an intensification of the subject property in a target intensification area. In providing a
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12 density of approximately 697 dwelling units per hectare (73 dwelling units on an area of 1,047 square metres), the proposed development will help the Tremblay Mixed Use Centre achieve its density target found in Figure 2.3 of the Official Plan.
3.2.2 Mixed-Use Centre Designation The subject property is designated “Mixed-Use Centre” in Schedule B – Urban Policy Plan of the City of Ottawa Official Plan (Figure 11).
Figure 11: Excerpt from Schedule B – Urban Policy Plan of the City of Ottawa Official Plan (Subject Property Outlined in Blue)
Mixed Use Centres occupy strategic locations on the Rapid-Transit network and act as central nodes of activity within their surrounding communities and the city as a whole. These centres are a critical element in the City's growth management strategy, being areas with potential to achieve high densities and compact and mixed-use development oriented to rapid transit. More jobs and housing at these locations will increase transit ridership and draw more commuter travel to these locations. In the long term the centres will become complete, liveable communities that attract people for the jobs, leisure, lifestyle, and business opportunities they provide.
Mixed Use Centres will become more transit-supportive destinations through intensification and development of vacant land. The challenge is to preserve this potential as the centres develop to meet today’s markets. The retail success of some centres and large office developments in others have required large parking areas to serve surrounding communities where an automobile is needed for many types of trips. In many centres, the mix of uses is incomplete and there is a need for housing or jobs or other uses to achieve the area’s potential to become a complete, liveable community. The key to preserving this potential is to maintain a grid pattern of roads and rights-of-way that define walkable blocks and sites for future intensification.
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13 Policy 5 of Section 3.6.2 of the Official Plan states that Mixed Use Centres will permit a broad variety of land uses at transit-supportive densities, such as offices, secondary and post-secondary schools, hotels, hospitals, large institutional buildings, community recreation and leisure centres, daycare centres, retail uses, entertainment uses, services (such as restaurants), high- and medium-density residential uses and mixed-use development containing combinations of the foregoing.
The proposed mid-rise, mixed-use redevelopment conforms with the Mixed Use Centre Designation of the City of Ottawa Official Plan. The proposed development represents an intensification of the subject property in proximity to rapid transit and contributes to the provision of a range of housing options in the area. Its mix of residential and commercial uses will help transform the surrounding area into a complete community.
Policy 9a of Section 3.6.2 of the Official Plan states that all development applications will be evaluated in the context of the Design Objectives and Principles in Section 2.5.1 and the criteria set out in Section 4.11, particularly with regard to achieving a compact, mixed-use, transit-oriented, pedestrian-friendly environment and creating a place with visual interest.
3.2.3 Designing Ottawa (Section 2.5.1) Section 2.5.1 of the Official Plan contains objectives and principles for urban design and compatibility. The proposed development meets most of these objectives and associated principles as follows:
/ To enhance the sense of community by creating and maintaining places with their own distinct identity The proposed development will greatly enhance the community, which is currently underdeveloped and characterized by several surface parking lots and industrial buildings. The proposed development will contribute to the transformation of the area around Tremblay Station into a vibrant, dense, transit-supportive, mixed-use community. The proposed development’s design aims to act as a nod to the area’s industrial history.
/ To define quality public and private spaces through development The proposed development will incorporate ground floor commercial space at the corner of Belfast and Tremblay Roads, providing a commercial space that is accessible to the public. The proposed development will include a quality outdoor communal area for its residents in the form of a rooftop terrace.
/ To create places that are safe, accessible and are easy to get to, and move through The proposed development will help increase the security of the surrounding area by providing more “eyes on the street”. The proposed development’s main entrance and the entrance to the ground floor commercial space will be easily identifiable from the street.
/ To ensure that new development respects the character of existing areas The proposed development is not located adjacent to any low-rise residential properties. The proposed development’s mid-rise massing and scale will have no adverse impact on the low- rise character of the residential neighbourhood to the east.
/ To consider adaptability and diversity by creating places that can adapt and evolve easily over time and that are characterized by variety and choice The surrounding area is planned to evolve into a vibrant mixed-use neighbourhood, as per the Tremblay Transit-Oriented Development (TOD) Plan vision. The proposed development will help fulfill this vision by providing a dense, mid-rise residential use in proximity to public transit and by including a ground floor commercial space that will contribute to a mix of uses in the neighbourhood.
/ To understand and respect natural processes and features in development design
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The proposed development will have no adverse impact on natural areas.
/ To maximize energy-efficiency and promote sustainable design to reduce the resource consumption, energy use, and carbon footprint of the built environment The proposed development will provide no resident parking, which will help encourage public transit use, especially given the subject property’s proximity to the Tremblay LRT Station.
3.2.4 Urban Design and Compatibility (Section 4.11) Policy 2 of Section 4.11 contains criteria for evaluating the compatibility of development applications. The proposed development meets the applicable criteria, including:
Compatibility Criteria Proposed Development Views The proposed mid-rise development will have no impact on significant views. Building Design Section 5 of Section 4.11 of the Official Plan notes that compatibility of new buildings with their surroundings will be achieved in part through the design of the portions of the structure adjacent to existing buildings and/or facing the public realm. Proponents of new development will demonstrate, at the time of application, how the design of their development fits with the existing desirable character and planned function of the surrounding area in the context of: / Setbacks, heights and transition; / Façade and roofline articulation; / Colours and materials; / Architectural elements, including windows, doors and projections; / Pre- and post-construction grades on site; and / Incorporating elements and details of common characteristics of the area.
The proposed development is of a compact, dense built form, and its mid-rise height will appropriately bring intensification to the area without causing any undue adverse impacts to the low-rise residential neighbourhood to the east. The proposed development aims to recall the area’s historically industrial character through its loft-style outdoor design and brick materiality.
According to Policy 6 of Section 4.11 of the Official Plan, The City will require that all applications for new development: / Orient the principal façade and entrance(s) of main building(s) to the street. / Include windows on the building elevations that are adjacent to public spaces; / Use architectural elements, massing, and landscaping to accentuate main building entrances.
The proposed development’s main entrances are oriented to the street, and its façades adjacent to streets feature heavier glazing. All four façades are heavily articulated so as to provide visual architectural interest. The main entrances are accentuated with overhangs of a different colour and materiality.
Policy 8 of Section 4.11 of the Official Plan states that, to maintain a high quality, obstacle free pedestrian environment, all servicing, loading areas, and other required mechanical equipment and utilities should be internalized and integrated into the design of the base of the building where possible. If they cannot be internalized these services are to be screened from public view (i.e. trees, landscaping, decorative walls and fences etc.) and are to be acoustically dampened where
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Compatibility Criteria Proposed Development possible. The location and operation these areas and equipment should be designed to maintain a pedestrian friendly environment and not impede public use of the sidewalk.
Further, Policy 9 of Section 4.11 of the Official Plan states that rooftop mechanical or telecommunications equipment, signage, and amenity spaces should be incorporated into the design and massing of the upper floors of the building.
The proposed development will internalize all servicing, loading areas, and other required mechanical equipment, where possible, at the base of the building and/or in a rooftop mechanical penthouse, which will be designed in a way to complement the massing of the building’s upper floors. Massing and Scale Policy 10 of Section 4.11 of the Official Plan states that, where a secondary planning process establishes criteria for compatibility of new development or redevelopment in terms of the character of the surrounding area, the City will assess the appropriateness of the development using the criteria for massing and scale established in that Plan. Where there are no established criteria provided in an approved Plan, the City will assess the appropriateness of the proposal relying upon its approved Design Guidelines, as applicable, and the following criteria: / Building height, massing and scale permitted by the planned function of adjacent properties as well as the character established by the prevailing pattern of abutting development and development that is across the street; / Prevailing patterns of rear and side yard setbacks, building separation and landscaped open spaces and outdoor amenity areas as established by existing zoning where that pattern is different from the existing pattern of development; / The need to provide a transition between areas of different development intensity and scale as set out in policy 12 of this section.
As the Secondary Plan which applies to the subject property does not establish criteria for compatibility of new development or redevelopment in terms of the character of the surrounding area, the above criteria will instead be considered.
The proposed development does not immediately abut any properties with existing buildings. There is no established development pattern in the surrounding area, as buildings vary in size, massing, height, and use. The proposed development’s six-storey height is appropriate for the planned context as established by the Secondary Plan’s building height limit of six storeys for the subject property. The proposed development’s minimal setbacks will not have any undue adverse impact on other existing developments and are appropriate for the area, which is planned to be redeveloped into a compact, dense, mixed-use destination.
Policy 11 of Section 4.11 of the Official Plan states that the City may require a Shadow Analysis and/or Wind Analysis as part of a complete application, except where identified in the Wind/Shadow Terms of Reference. The study(s) will evaluate the potential impacts of the development on the adjacent properties and pedestrian amenity areas. The intent of each Analysis is to demonstrate how these impacts have been minimized or avoided.
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Compatibility Criteria Proposed Development It was determined, through Pre-Application Consultation process with City staff, that neither a Shadow Analysis nor a Wind Analysis was required to be submitted in support of the proposed development.
Policy 12 of Section 4.11 of the Official Plan notes that transition refers to the integration of buildings that have greater height or massing than their surroundings. Transition is an important building design element to minimize conflicts when development that is higher or has greater massing is proposed abutting established or planned areas of Low-Rise development. Proponents for developments that are taller in height than the existing or planned context or are adjacent to a public open space or street shall demonstrate that an effective transition in height and massing, that respects the surrounding planned context, such as a stepping down or variation in building form has been incorporated into the design.
The proposed six-storey development meets the planned context for the subject property as established in the Tremblay, St. Laurent and Cyrville Secondary Plan. The proposed mid-rise development is located a significant distance from the low-rise neighbourhood to the east (to the other side of Belfast Road and O-Train corridor leading to and from the maintenance facility to the south) and, as such, should not present any massing or height concerns.
Building height and massing transitions will be accomplished through a variety of means, including: / Incremental changes in building height (e.g. angular planes or stepping building profile up or down); / Massing (e.g. inserting ground-oriented housing adjacent to the street as part of a high-profile development or incorporating podiums along a Mainstreet); / Building setbacks and step-backs.
The proposed development provides a massing transition from the fifth to the sixth floor through a slight step back and change in materiality, as the sixth floor is devoid of any brick and therefore has a lighter colour and “feel” to it. Outdoor Amenity Policy 19 of Section 4.11 of the Official Plan states that applicants will demonstrate Areas that the development minimizes undesirable impacts on the existing private amenity spaces of adjacent residential units through the siting and design of the new building(s). Design measures include the use of transitions or terracing and the use of screening, lighting, landscaping, or other design measures that achieve the same objective.
The proposed development is not located in close proximity to any existing private amenity spaces and as such will have no or minimal impacts in terms of shadowing and privacy (overlook) concerns.
According to Policy 20 of Section 4.11 of the Official Plan, applications to develop residential or mixed-use buildings incorporating residences will include well- designed, usable amenity areas for the residents that meet the requirements of the Zoning By-law, and are appropriate to the size, location and type of development. These areas may include private amenity areas and communal amenity spaces such as: balconies or terraces, rooftop patios, and communal outdoor at-grade spaces
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Compatibility Criteria Proposed Development (e.g. plazas, courtyards, squares, yards). The specific requirements for the private amenity areas and the communal amenity spaces shall be determined by the City and implemented through the Zoning By-law and site plan agreement.
The proposed development will include an outdoor communal amenity area in the form of a rooftop terrace. The proposed rooftop terrace will meet the minimum communal and total amenity area requirements outlined in the Zoning By-law. Design Priority Areas The subject property is located in a Design Priority Area; given the proposed development’s mid-rise nature, formal consultation with the Urban Design Review Panel is required. An informal pre-application consultation took place on September 3, 2020.
Policy 22 of Section 4.11 of the Official Plan states that the portion of the building(s) which are adjacent to the public realm will be held to the highest building design standards by incorporating specific building design features: / Design the building’s first storey to be taller in height to retain flexibility or opportunity for ground floor uses in the future; / Locate front building façades parallel to the street; however, consideration may be given to allow for interruptions of continuous building facades at strategic locations to provide pocket parks, plazas or other open spaces that provide a supportive function to the street activity or enable views and vistas; / Transparent windows at grade to give views into the building to observe the function of the building and out of the building to enhance natural surveillance; / Using architectural treatments (e.g. projections from continuous building lines, awnings, canopies, alcoves and bays) to soften the interface between buildings and the public realm; / Sufficient lighting sources for public uses after dark and to accentuate and animate buildings, natural features, public monuments and public spaces; / Utilize façade treatments to accentuate the transition between floors and interior spaces to provide visual interest and relief; and / Signage that contributes to the character of the surrounding area and architectural design of the building through appropriate architectural design elements, materials, and colour.
The proposed development locates the main residential and commercial building entrances parallel to Avenue L and Tremblay Road, respectively. Transparent windows are proposed to be located at grade to give view into the building and provide additional surveillance through “eyes on the street”. Façade treatments are used to accentuate the transition between floors, in particular from the second to the third floor and again from the fifth to the sixth floor (where brick is discontinued on the sixth floor).
Policy 23 of Section 4.11 of the Official Plan notes that the portion of the development which impacts the public realm will be held to the highest site design standards and should incorporate enhanced public realm improvements, such as: / weather protection elements, (e.g. colonnades, and awnings); / shade trees, median planting and treatments and other landscaping; / wider sidewalks and enhanced pedestrian surfaces;
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Compatibility Criteria Proposed Development / coordinated furnishings and utilities, transit stops, and decorative lighting; and / memorials and public art commissioned for the location.
To achieve these public realm improvements, coordination with the City will be required in accordance with Section 2.5.1, policy 5(d).
The proposed development will include overhangs at the main pedestrian entrances to the building. The proposed development’s landscaping aims to provide generous landscaping along the streetscapes abutting the subject property’s surrounding streets.
According to Policy 24 of Section 4.11 of the Official Plan, the massing and scale of development will define and enclose public and private spaces (e.g. streets, parks, courtyards, squares) using buildings, structures and landscaping; and relate to the scale and importance of the space they define (e.g. street width to height ratios).
The proposed development includes minimal setbacks from the surrounding streets and ground floor glazing, which will help provide street level activity. The proposed development’s six-storey, mid-rise massing maintains a human scale along the streets that surround the subject property.
Given the above, the proposed development conforms with the urban design and compatibility criteria outlined in Section 4.11 of the City’s Official Plan.
3.3 New City of Ottawa Official Plan
The City of Ottawa is currently in the process of developing a new Official Plan that will replace the existing Official Plan from 2003 (as amended). The new Official Plan will have a 25-year time horizon which spans from 2021 to 2046. In December 2019, a detailed set of Preliminary Policy Directions for the new Official Plan was approved by City Council. The Preliminary Policy Directions are intended to address the challenges that Ottawa is expected to face over the next 25 years as the population expands from approximately 1 million to just over 1.4 million people.
The proposed development meets the following Preliminary Policy Directions:
Growth Management / By 2046, achieve a majority of new residential units by intensification in the urban area and serviced villages. / Grow the city around its rapid transit system. / An increased intensification target should be gradual in the short-term, and gradually increase over the long-term horizon of the Plan. / Ensure city infrastructure is considered as part of any intensification strategy. / Ensure intensification strategy will consider housing and transportation affordability. / Incent intensification in targeted areas through a variety of mechanisms.
The proposed development represents an intensification of the subject property in the City’s urban area, in proximity to rapid transit.
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Housing / Encourage denser, walkable 15-minute neighbourhoods to help reduce or eliminate car dependency and promote social and physical health and sustainable neighbourhoods. / Strengthen the current policy direction which focuses new growth around existing higher-order transit. / Continue to monitor and adjust City policies to ensure there is a range and mix of housing types and housing availability for all income groups.
The proposed development will intensify the subject property and contribute to the creation of a mixed- use community in proximity to rapid transit, as per the vision of the Tremblay TOD Plan.
Transit / New or significantly updated OP policies that are proposed to help achieve the goal of the majority of trips by sustainable transportation by 2046.
The proposed development will increase the number of people living within walking distance of the existing LRT Station at Tremblay, which is expected to help generate additional transit users.
3.4 Tremblay, St. Laurent and Cyrville Secondary Plan
The Tremblay, St. Laurent and Cyrville Secondary Plan provides direction on maximum building heights and minimum densities within the planning area identified in the Tremblay, St Laurent and Cyrville Transit-Oriented Development Plans.
The minimum densities set out in this Secondary Plan will result in the achievement of transit-supportive development densities over the long term. The intent of requiring minimum densities is to set the stage for intensification so that development with increased densities can occur in context-sensitive locations at the time market pressure for density exists. In response to this, the implementing zoning will provide flexibility by permitting existing constructed uses of land to be expanded and rebuilt at densities below the minimum densities in this Secondary Plan. Also in response, land estimated to be subject to development intensification pressure beyond 2031 in the TOD Plan for the related station area is permitted to remain in the existing zoning until such time as the owner requests rezoning in response to intensification pressure. At that time the property is to be rezoned to the appropriate TD zone in accordance with this Secondary Plan.
As per Schedule A: Tremblay TOD – Maximum Building Heights of the Secondary Plan, the subject property is designated Area C, which permits a maximum building height of six storeys and requires a minimum density of 150 residential units per net hectare and a 0.5 floor space index for non-residential uses.
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Figure 12: Excerpt from Schedule A: Tremblay TOD – Maximum Building Heights of the Tremblay, St. Laurent and Cyrville Secondary Plan (Subject Property Outlined in Blue)
The proposed mid-rise development’s six-storey height conforms with the Secondary Plan’s maximum permitted building height of six storeys for the subject property. The proposed development also meets the minimum density target of 150 units per net hectare by providing a density of approximately 697 dwelling units per hectare.
3.5 Tremblay TOD Plan
In anticipation of land development pressure in proximity to the LRT stations, City Council has established priority areas for the creation of transit-oriented development (TOD) plans. The TOD plans set the stage for future transit-supportive, or "intensified", land development by adding in appropriate locations opportunities for additional land use types and densities. The first three TOD studies for land surrounding the Train, St. Laurent and Cyrville LRT stations were approved by City Council on November 14, 2012.
The Tremblay TOD Plan area is approximately 100 ha and includes approximately 40 properties. It is bounded generally on the west by the VIA main line and the Vanier Parkway, on the south by Industrial Avenue, on the east by Belfast Road and on the north by Coventry Road. It is a unique area given the central location of the VIA Rail terminal which is located adjacent to the Confederation Line LRT station. It enjoys excellent proximity to the Rideau River open space area to the west, has a major community baseball stadium facility and a large retail shopping area. The Tremblay TOD Plan area is located approximately four kilometres from downtown Ottawa.
3.5.1 Tremblay Land Use Framework As per Figure 13 below, The Tremblay TOD Plan’s Land Use Framework designates the subject property as “Mixed Use”.
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Figure 13: Excerpt from Figure 41: Tremblay Land Use Framework of the City of Ottawa TOD Plans
Mixed Use is permitted in the majority of TOD plan areas as implemented by the TOD zoning. Mixed Use provides an opportunity to develop many different transit-supportive land uses such as residential, commercial, office, institutional, entertainment and recreation accommodated in a variety of built form.
Urban residential uses are permitted in all TOD zoned areas. Residential can be located to establish a compatible use and height transition between existing stable neighbourhoods and potentially tall buildings developed in other TOD area locations. Residential development in transitional locations should be at a moderate to low density, accommodated in buildings that are no more than six storeys in height. The ground- floor treatment should include a street-oriented built form such as row houses and have individual primary entrances oriented to the sidewalk.
The proposed development conforms with the Tremblay Land Use Framework’s Mixed Use designation. In particular, the proposed development will provide a mix of permitted residential and commercial uses. The proposed ground floor commercial space’s entrance street level will help anchor the proposed development at the intersection of Tremblay and Belfast Roads.
3.5.2 Tremblay Building Heights and Density Targets As per Figure 14 below, the Tremblay TOD Plan designates the subject property as “TD1”, which corresponds to a general range of 250 to 500 people per net hectare and a maximum building height of six storeys, or 20 metres.
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Figure 14: Excerpt from Figure 42: Tremblay Density Range and Maximum Building Height of the City of Ottawa TOD Plans
The proposed development conforms with the Tremblay TOD Plan’s Building Heights and Density Targets policies. In particular, the proposed six-storey height is in conformity with the maximum designated building height of six storeys for the subject property. Although the proposed density of approximately 697 dwelling units per hectare exceeds the subject property’s designated general density range of 250 to 500 people per net hectare, it is in part due to the subject property’s small area and does not represent an overdevelopment of the subject property.
3.6 City of Ottawa Transit-Oriented Development Guidelines
Approved by City Council on September 26, 2007, the City of Ottawa’s Transit-Oriented Development Guidelines seek to provide guidance to assess, promote and achieve appropriate Transit-Oriented Development within the City of Ottawa.
These guidelines are to be applied throughout the city for all development within a 600 metre walking distance of a rapid transit stop or station, in conjunction with the policies of the Official Plan and all other applicable regulations. Enhanced cycling facilities and cycling infrastructure should be considered within a 1,500 metre cycling distance. Areas served by high-quality transit (frequent service, numerous routes, extended hours of service) rather than rapid transit will also benefit from applying these guidelines.
The proposed development meets several of the guidelines including the following: / Provide transit supportive land uses within a 600 metre walking distance of a rapid transit stop or station (Guideline 1). / Create a multi-purpose destination for both transit users and local residents through providing a mix of different land uses that support a vibrant area community and enable people to meet many of their daily needs locally, thereby reducing the need to travel. Elements include a variety of different housing
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23 types, employment, local services and amenities that are consistent with the policy framework of the Official Plan and the City’s Zoning By-Law. The mix of different uses can all be within one building and/or within different buildings within close proximity of one another (Guideline 3). / Locate buildings close to each other and along the front of the street to encourage ease of walking between buildings and to public transit (Guideline 7). / Provide convenient and attractive bicycle parking that is close to building entrances, protected from the weather, visible from the interior of the building and that does not impede the movement of pedestrians (Guideline 29). / Provide no more than the required number of vehicle parking spaces, as per the Zoning By-law (Guideline 32). / Encourage underground parking or parking structures over surface parking lots (Guideline 39).
3.7 City of Ottawa Comprehensive Zoning By-law (2008-250)
As per Figure 15 below, the subject property is currently zoned “General Industrial Subzone 3, Exception 263” (IG3[263]).
Figure 15: Zoning Map of the Subject Property (outlined and shaded in blue) and Surrounding Area
The Zoning By-law Amendment Application is being submitted to rezone the subject property to “Transit- Oriented Development Subzone 1” (TD1) with a site-specific exception as detailed herein.
The purpose of the TD Zone is to:
/ Establish minimum density targets needed to support Light Rail Transit (LRT) use for lands within Council-approved Transit Oriented Development Plan areas; / Accommodate a wide range of transit-supportive land uses such as residential, office, commercial, retail, arts and culture, entertainment, service and institutional uses in a compact pedestrian-oriented built form at medium to high densities;
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/ Locate higher densities in proximity to LRT stations to create focal points of activity and promote the use of multiple modes of transportation; and, / Impose development standards that ensure the development of attractive urban environments that exhibit high-quality urban design and that establish priority streets for active use frontages and streetscaping investment.
The proposed dwelling units are permitted, as are several commercial uses.
The following table summarizes the compliance of the proposed development with the proposed base TD1 zoning. Areas of non-compliance are noted with an “X”.
Zoning Mechanism Required Provided Compliance
Minimum Lot Area No minimum 1,047 m2
Minimum Lot Width No minimum 27.4 m
Minimum Front Yard and 0.5 m Front Yard (Avenue L): 1.79 m Corner Side Yard Setback Corner Side Yard (Tremblay Road): 1.75 m
Minimum Interior Side Yard No minimum Interior Side Yard (south): 2.5 Setback m
Minimum Rear Yard No minimum Rear Yard (Belfast Road): Setback 1.875 m
Minimum Amenity Area Total (6 m2 per dwelling unit): Total: 438 m2 438 m2 Communal (1/2 of required Communal: 438 m2 total): 219 m2 Layout of Communal Layout of Communal Amenity Area: Aggregated Amenity Area: The communal into areas up to 54 m2, and amenity area is over 54 m2 where more than one aggregated area is provided, at least one must be a minimum of 54 m2
Minimum Residential On lots 0.125 ha in area or ~697 dwelling units/ha Density less: no minimum
Minimum Floor Space Index On lots 0.125 ha in area or 140.9 m2 of commercial GFA: (FSI) for Non-Residential less: no minimum 0.135 FSI Uses
Maximum Building Height 20 m 19.75 m
Minimum Building Height 6.7 metres and 2 storeys 19.75 m
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Zoning Mechanism Required Provided Compliance Minimum Width of No minimum, except that A portion of the rear yard and X Landscaped Area where a yard is provided and interior (south) side yard is not used for required yard used as a ramp to access driveways, aisles, parking, an interior bike parking room. loading spaces or outdoor commercial patio, the whole yard must be landscaped
Minimum Required Vehicle Resident spaces: 0 0 Parking Spaces (Area Z) Visitor spaces (0.1 per unit 7 after the first 12 units): 6 Commercial spaces: 0 0 Minimum Driveway Width 6.0 m for a parking garage 6.0 m TBD 6.7 m for a surface parking lot Minimum Aisle Width 6.0 m for a parking garage 6.0 m TBD 6.7 m for a surface parking lot
Minimum Required Bicycle Residential (0.5 per unit): 37 Total: 38 Parking Commercial (1 per 250 m2): 0
Minimum Required 15% of the area of a parking 37% of the area of the parking Landscaped Area lot must be provided as lot is provided as perimeter perimeter or interior landscaped area landscaped area Minimum Required Abutting a street: 3 m Abutting Avenue L: 1.9 m X Landscaped Buffer Not abutting a street: none
Minimum Parking Space 5.2 m by 2.6 m 5.2 m by 2.6 m Dimensions Minimum Bicycle Parking Horizontal: 1.8 m by 0.6 m 1.856 m by 0.6 m Space Dimensions Minimum Bicycle Parking 1.5 m 1.989 m Space Aisle Width Permitted Projections – Canopies and awnings ay Canopy above the residential X Canopies and Awnings project a distance equal to ½ entrance along Avenue L: 0m the depth of a front, rear or from lot line corner side yard but not closer than 0.6m to a lot line Canopy above the commercial entrance at the northeast corner of the subject property: / 0.4 m from corner side lot line (Tremblay) / 0.6 m from rear lot line (Belfast)
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Zoning Mechanism Required Provided Compliance Corner Sight Triangles Required corner sight triangle A canopy is located partly TBD to be determined through the within the 3m by 3m corner Site Plan Control Approval sight triangle provided at the process corner of Belfast and Tremblay Roads
2 2 Loading Space Rates Les than 350 m of Commercial GFA of 140.9 m : commercial GFA: no loading no loading spaces required spaces required
3.7.1 Required Amendments Given the above, relief from the Zoning By-law is required for the following provisions:
Minimum Width of Landscaped Area (Table 195) Table 195(h) of the Zoning By-law notes that there is no required minimum width of a landscaped area, except that where a yard is provided and not used for required driveways, aisles, parking, loading spaces or outdoor commercial patio, the whole yard must be landscaped. The proposed development includes a concrete ramp in part of the subject property’s rear yard and interior (south) side yard. The ramp provides convenient access to sheltered bicycle parking, and therefore consists of a functional benefit to the proposed development. The ramp will not have an undue adverse impact on the proposed development’s landscaping.
Minimum Required Landscaped Buffer Width (Table 110) Whereas Table 110(a)(II) states that, for a parking lot containing 10 or fewer spaces, a minimum landscaped buffer width of 3 metres is required where abutting a street; the proposed landscaped buffer between the parking lot and the lot line abutting Avenue L is only 1.9 metres.
The parking lot only partially extends beyond the building's upper storey walls, and as such the visual impact of the reduced buffer is relatively minor.
Maximum Permitted Projections into Required Yards (Table 65) Whereas Table 65(4)(b)(i) of the Zoning By-law states that canopies and awnings projecting from all buildings (other than residential use buildings outside of low-rise apartment dwellings and mid-high rise apartment dwellings) are permitted to project a distance equal to ½ the depth of a front, rear or corner side yard, but not closer than 0.6m to a lot line, the proposed development incorporates two canopies, both of which project into required yards as follows:
/ A canopy over the residential entrance projects into the front yard (abutting Avenue L), and at its closest point is located right at the lot line. / A canopy over the commercial entrance projects into the corner side yard (abutting Tremblay Road) and rear yard (abutting Belfast Road) up to 0.4 metres from the corner side lot line and 0.6 metres from the rear lot line along Belfast Road.
The proposed canopies will provide weather protection for the building’s residents, visitors and commercial unit customers. The canopies will also provide visual interest along the surrounding streetscapes while helping to identify the main entrances to the building from the public rights-of-way.
Minimum Driveway and Aisle Width (Section 107) Section 107(1)(a) of the Zoning By-law states that a driveway providing access to a parking or parking garage must have (ii) a minimum width of 6.7 metres for a double traffic lane in the case of a parking lot; and (iii) a minimum width of 6.0 metres for a double traffic lane in the case of a parking garage.
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27 Section 107(1)(c) of the Zoning By-law, meanwhile, states that an aisle providing access to parking spaces in a parking lot or parking garage (i) must comply with the minimum required width specified in Table 107; and (ii) despite (i), an aisle serving parking spaces angled at between 56 and 90 degrees must be at least 6.0 metres wide. Table 107(d) notes that for a 71-90 degree angle of parking, the minimum required aisle width is 6.7 metres.
The proposed development’s parking area qualifies largely as a parking garage given that it is mostly covered; however, a portion of the parking area is not sheltered and may be considered a surface parking lot.
The proposed driveway and aisle are both 6.0 metres wide, which is compliant in the case of a parking garage but falls short of the requirements for a surface parking lot. Out of an abundance of caution, relief is requested from the minimum driveway and aisle width requirements for a parking lot.
Canopy Projecting into the Corner Sight Triangle (Section 57) Section 57(2) of the Zoning By-law states that for development other than that listed in Section 57(1), the required corner sight triangle will be determined through the City’s Site Plan Control Approval process. As the proposed development is not listed in Section 57(1) of the Zoning By-law, section 57(2) applies. Through the Pre-Application Consultation process, City staff has identified the requirement for a 3 metre by 3 metre sight triangle at the corner of Belfast and Tremblay Roads.
A canopy over the proposed development’s commercial ground floor unit entrance will project slightly into the required corner sight triangle. Although not a zoning issue, the proposed canopy is being brought to City staff’s attention early in the application process in order to determine whether or not it would be a permitted condition within the corner sight triangle.
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4.0 28 Supporting Studies
The following studies have been prepared and submitted under separate cover in support of the applications:
Environmental Impact Statement – Species at Risk, prepared by Muncaster Environmental Planning Inc., dated July 13, 2020 Muncaster Environmental Planning Inc. prepared an Environmental Impact Statement (EIS) assessing the subject property and proposed development. The scope of the EIS is focused on an assessment of potential Species at Risk, with an emphasis on butternut, barn swallow, chimney swift, and bat species.
The EIS concludes that the subject property is highly disturbed from a natural environment perspective with existing buildings and surface parking. No woody vegetation was observed on the site. Potential Species at Risk, including chimney swift, barn swallow, butternut, and bats, were not observed. No natural heritage features, as identified in the Provincial Policy Statement, are present on or adjacent to the site.
The EIS also provides recommended mitigation measures during construction.
Geotechnical Investigation, Report PG5407-1, prepared by Paterson Group, dated July 24, 2020 Paterson Group was commissioned to conduct a geotechnical investigation for the proposed development. The objectives of the investigation were to:
/ Determine the subsoil and groundwater conditions at this site by means of boreholes. / Provide geotechnical recommendations for the design of the proposed development including construction considerations which may affect the design.
The report includes observations on existing surface conditions, the subsurface profile, and groundwater levels.
The report notes that, from a geotechnical perspective, the subject property is satisfactory for the proposed multi-storey building. It is recommended that the proposed building be founded over conventional shallow foundation placed on an undisturbed, stiff clayey silt, compact sandy silt, and/or compact glacial till bearing surface.
The report also provides considerations and recommendations on matters such as site grading and preparation, foundation design, design for earthquakes, basement slab construction, basement wall design, and pavement structure, as well as a variety of design and construction precautions.
Environmental Noise Control Study, Report PG5406-1, prepared by Paterson Group, dated September 25, 2020 Paterson Group was commissioned to conduct an environmental noise control study for the proposed development. The objectives of the study were to:
/ Determine the primary noise sources impacting the site and compare the projected sound levels to guidelines set out by the Ministry of Environment and Climate Change (MOECC) and the City of Ottawa. / Review the projected noise levels and offer recommendations regarding warning classes, construction materials or alternative sound barriers.
The study makes the following conclusions:
/ A roof top patio was identified on the building plans. The preliminary analysis indicated that there was an exceedance at this reception point. After utilizing all possible mitigation measures, including
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29 maximizing the distance setback and altering the ordination of the building to provide sheltered zones, it was determined that there would be a 3.32 dBA exceedance of the 55 dBA guideline specified by the ENCG. This exceedance is considered acceptable provided a warning clause Type A is provided for this development.
/ The following warning clause is to be included on all Offers of Purchase and Sale and/or lease agreements:
“Purchasers/tenants are advised that sound levels due to increasing road traffic may occasionally interfere with some activities of the dwelling occupants as the sound levels exceed the sound level limits of the Municipality and the Ministry of the Environment.”
/ Several reception points were selected for the analysis, consisting of pane of glass reception points on both the first and top level. The northern, eastern, southern, and western elevations of the proposed building exceeded the 55 dBA guideline specified by the ENCG. Therefore, a warning clause Type D will be required for this dwelling in addition to the installation of a central air conditioning unit.
/ The results of the surface transportation noise indicates that the noise levels will be above 65 dBA on the northern and eastern elevations. Therefore, a review of the construction materials will be required. Based on industry standards, the construction materials suitable for the proposed noise attenuation would be brick veneer, with windows being double pane. If alternative construction materials are proposed, a review will be required.
/ The following warning clause is to be included on all Offers of Purchase and Sale and/or lease agreements:
“This dwelling unit has been supplied with a central air conditioning system which will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the sound level limits of the Municipality and the Ministry of the Environment.”
Alternatively, the City of Ottawa provides a standard warning clause that may be used on all Offers of Purchase and Sale and/or lease agreements. This clause is noted on the following page.
“Purchasers/tenants are advised that despite the inclusion of noise control features in the development and within the building units, sound levels due to increasing road traffic may, on occasion, interfere with some activities of the dwelling occupants as the sound levels exceed the sound level limits of the City and the Ministry of the Environment.
To help address the need for sound attenuation this development includes: - multi-pane glass; - high sound transmission class walls.
To ensure that provincial sound level limits are not exceeded it is important to maintain these sound attenuation features. This dwelling unit has been supplied with a central air conditioning system and other measures which will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the sound level limits of the City and the Ministry of the Environment.”
Transportation Impact Assessment, Step 4 – Strategy Report, prepared by Parsons, dated September 18, 2020 Parsons has been retained to prepare a Transportation Impact Assessment (TIA) in support of the applications. This document follows the TIA process, as outlined in the City Transportation Impact Assessment (TIA) Guidelines (2017). The following report represents Step 4 – Strategy Report.
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30 Based on the results summarized in the report, the following findings and recommendations are provided:
Existing Conditions: / The site proposes to replace two properties currently consisting of retail and a restaurant. / Overall, there are no existing safety concerns along the proposed development frontage and broader study area. Therefore, no mitigation measures were considered. / Existing intersections operate at excellent overall LoS ‘A’ with critical movements of ‘C’ or better during the weekday peak hours.
Proposed Development: / The proposed development will comprise of 73 apartment units and 1,580 ft² of ground floor commercial/retail in a 6-storey building at the joint addresses of 294 & 300 Tremblay Road with an estimated build-out in year 2022. / The proposed development is projected to generate ‘new’ vehicle volumes of approximately 8 and 7 veh/h two-way total during the weekday morning and afternoon peak hours respectively. / The proposed development is projected to generate approximately 30 ‘new’ transit trips/h during the AM and PM peak periods, which can be accommodated by the nearby high-capacity Confederation LRT Line. Additional capacity is available on local bus routes such as Route #18 with stops on Tremblay Road located less than 250 meters away. / A total of 7 vehicle parking spaces and 38 bicycle parking spaces are proposed which meet the City’s parking requirements for this development. / The proposed access to the site relies on an asphalt drive aisle which connects Avenue L to a 7-vehicle surface parking area. Clear throat issues are not anticipated at this location based on the low number of parking spaces available.
Future Conditions: / Other nearby developments and a 0% growth rate on existing volumes were layered on to existing volumes to create background volumes. / Given the good overall intersection performance and few site generated vehicle trips (i.e. less than 10 veh/h during the morning and afternoon peak hours), this site is anticipated to have little impact on the surrounding road network, no analysis needed. / The MMLOS road segment analysis shows that conditions on boundary streets do not meet MMLOS minimum desirable targets for pedestrians due to traffic volumes being greater than an average 3000 veh/day along Tremblay Road and Belfast Road and a lack of sidewalk Avenue L. The addition of a 2- meter sidewalk on Avenue L would improve it to a PLoS ‘B’ along the frontage of the site. The bike, transit and truck minimum desirable targets are met for all applicable road segments. / The MMLOS intersection analysis at both Belfast/Tremblay and Train Station/Tremblay intersections show that the truck and transit minimum desirable targets were met. o The pedestrian targets are not met at each intersection. o The bicycle minimum desirable target was met for the Train Station/Tremblay intersection with BLoS ‘B’ and was not met at the Belfast/Tremblay intersection with a BLoS ‘D’ due to mixed conditions along the north leg of the intersection.
Based on the foregoing findings, the proposed development located at 300 Tremblay is recommended from a transportation perspective.
Servicing and Stormwater Management Report, Project No. CP-20-0190, prepared by McIntosh Perry, dated October 1, 2020. McIntosh Perry was retained to prepare a Servicing and Stormwater Management Report in support of the Site Plan Control process for the proposed development.
The main purpose of this report is to present a servicing design for the development in accordance with the recommendations and guidelines provided by the City of Ottawa (City), the Rideau Valley Conservation
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31 Authority (RVCA), and the Ministry of the Environment, Conservation and Parks (MECP). This report addresses the water, sanitary and storm sewer servicing for the development, ensuring that existing and available services will adequately service the proposed development.
The report’s summary is as follows: / A new 6 storey commercial and residential building will be constructed on the subject property. / A new 200 mm diameter sanitary service and monitoring manhole will be installed and connected to the existing 225 mm diameter sewer within Avenue L. / A new 150mm diameter water lateral will be extended from the existing 300 mm diameter main within Tremblay Road and from the existing 150 mm diameter main within Avenue L to service the development. / A storm service will be installed and will connect to the existing 900 mm storm sewer within Tremblay Road. / As discussed with the City of Ottawa staff, the stormwater management design will ensure that the post-development flow rates are restricted to the 5-year pre-development flow rate calculated with a C value of 0.5. / Storage for the 5- through 100-year storm events will be provided on the roof.
Macintosh Perry recommends that the City of Ottawa approve this Servicing and Stormwater Management Report in support of the proposed development.
The sediment and erosion control plan outlined in Section 7.0 and detailed in the Grading and Drainage Plan notes are to be implemented by the contractor.
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5.0 32 Public Consultation Strategy
All public engagement activities will comply with Planning Act requirements, including circulation of notices and the Statutory Public Meeting. The following Public Engagement steps and activities have already been undertaken in preparation of this application submission or will be undertaken in the following months after the application has been submitted:
/ Notification of Ward Councillor, Councillor Jean Cloutier o The Ward Councillor will be notified by the City of Ottawa’s “Heads Up” e-mail once the application is received.
/ Notification to residents and local registered Community Associations o Will be completed by the City of Ottawa pursuant to the Planning Act and the City of Ottawa’s Public Notification Policy.
/ Planning Committee Meeting Advertisement and Report Mail out to Public o Notification for the statutory public meeting will be undertaken by the City of Ottawa.
/ Urban Design Review Panel Formal Consultation o The applicant attended an informal review with the Urban Design Review Panel on September 3, 2020. o The application process requires formal review by the Urban Design Review Panel as the building is within a Design Priority Area. o Formal review of the proposed development will be undertaken during the application review process. The City of Ottawa will provide notifications via the City’s website and to any residents who have requested to be notified of the application.
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6.0 33 Conclusion
It is our professional opinion that the proposed Major Zoning By-law Amendment and Site Plan Control applications represent good planning and are in the public interest, due to the following:
/ The proposed development is consistent with the Provincial Policy Statement (2020). More specifically, the proposed development consists of a compact, mixed-use development in a built-up area of the city in proximity to rapid transit.
/ The proposed mid-rise, mixed-use development conforms with the Mixed Use Centre policies in Section 3.6.2 of the City of Ottawa Official Plan. More specifically, the proposed building height and uses are permitted.
/ The proposed development conforms with the City’s urban design and compatibility criteria established in Sections 2.5.1 and 4.11 of the Official Plan.
/ The proposed development meets the intent and purpose of some of the Preliminary Policy Directions for the new Official Plan, in particular relating to growth management and housing.
/ The proposed mid-rise development conforms with the Secondary Plan’s maximum permitted building height and minimum density target for the subject property.
/ The proposed development conforms with the Tremblay TOD Plan policies for the subject property. In particular, the proposed mix of uses meets the Land Use Framework’s Mixed Use designation, and the proposed development meets the maximum building height outlined in the TOD Plan’s Building Heights and Density Targets policies. Although the proposed development’s density is higher than the general density range for the subject property, the proposed design does not represent an overdevelopment of the subject property.
/ The proposed development meets the intent and purpose of several of the City’s Transit-Oriented Development Guidelines (2007).
/ The proposed development complies with most of the provisions of the City of Ottawa Zoning By-law, and the requested amendments are reasonable and maintain the intent and purpose of the Zoning By- law.
/ The proposed development is supported by a range of technical studies.
Sincerely,
Nico Church, MCIP RPP Kersten Nitsche, MCIP RPP Planner Senior Planner
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