2.3 – Providing Infrastructure

Land use and infrastructure issues are strongly inter-related and together form a cornerstone of the City’s growth management program. Of key importance in this respect is the link between land-use patterns and transportation facilities. The provision of transportation infrastructure deeply affects land-use patterns because it brings a new range of destinations “closer” and encourages travel to them. This influences residents’ decisions about where to live and work, and may change where businesses choose to locate within the city. Land-use patterns affect the performance of transportation systems and the travel options realistically available to residents. For instance, low-density, single-use areas cannot support a frequent transit service and thereby encourage private automobile use, while higher-density mixed-use centres provide concentrated destinations that are more easily served by good-quality transit.

Likewise, the provision of urban infrastructure – such as drinking water, wastewater disposal and drainage – shapes development patterns by making more intense use of the land base possible. Thus, policies governing the extension and upgrade of infrastructure can provide key levers for managing urban growth.

If the city is to grow in an efficient manner and achieve the vision set out in this Plan, it is essential that land use and infrastructure policies be “pulling” in the same direction. This part of the Plan sets out the City’s policies governing the planning and provision of urban infrastructure and these policies are further reflected in subsequent sections of the Plan on designations and the review of development proposals. More detailed information on infrastructure priorities, programs and investment will be contained in the Transportation Master Plan and Infrastructure Master Plan. Because of the close link between this Plan and those supporting plans, any decision to review this Plan will lead to a review of the supporting plans, and vice-versa.

2.3.1 – Transportation

A transportation system should emphasize both mobility and accessibility. Emphasizing mobility means providing the transportation facilities (roads, bus routes, etc.) to get people from one part of Ottawa to their destinations in other areas, no matter the distances involved. In contrast, emphasizing accessibility means planning the city to bring people closer to their destinations and making it easier for people to reach jobs, services, education and recreation. [OMB decision #1582, June 17, 2005]

Accessibility also means increasing the range of options open to people who need to travel within the city. Some residents of Ottawa already have access to quality transit, walking and biking facilities, but these transportation options need to be extended to other areas of the city.

This Plan encourages land-use patterns that reduce the need to travel great distances across the city and encourage alternatives to car travel. More compact and mixed-use development throughout developing areas of the city and a stronger series of urban centres to anchor the transit system is essential to achieving the Plan’s transportation goals. [OMB decision #1582, June 17, 2005]

This strategic direction is compatible with the City’s desire to protect and improve the natural environment, as it will reduce the amount of land used for new transportation facilities and decrease air pollution and greenhouse gas emissions from private automobile use. It will also help minimize the disruption of road construction in established communities and help reduce the amount of traffic in our neighbourhoods.

Accommodating the movement of people during the morning and afternoon peak hours is the major transportation challenge for the planning period. However, independent of City actions, some significant changes in travel are anticipated, including increased reliance on communication technologies to replace travel and the extension of peak-period travel over a longer period as the city grows.

A clear objective of this Plan is a substantial increase in the use of public transit and reduced dependence upon automobile use during peak hours. Increasing the percentage of trips by transit from today’s level (2005) of 23 per cent of total passenger trips using motorized modes (transit or automobile) to about 30 per cent by 2031 is crucial to meet growing travel needs. This increase in the share of travel by transit is very ambitious, in that it far exceeds current usage levels for all of the larger urban areas in Canada and the United States. In fact, it is comparable to the levels realized by many European cities. [OMB decision #1582, June 17, 2005]

Despite the focus on increased transit use, there will be a need for on-going improvements to the road infrastructure network. With a 30 per cent modal split in favour of transit, new roads and road widenings identified in the Transportation Master Plan (2008 update) will be still be needed to accommodate projected traffic volumes in 2031.

The rapid-transit network will also be expanded to directly serve much more of the urban area. Complementary measures will also be needed to enhance the relative attractiveness of transit over private automobile use. These measures include controlling parking supply and pricing parking appropriately.

City Council has adopted a Transportation Master Plan (TMP) to implement the policies expressed in this Plan. The TMP identifies the transportation policies, facilities and services that the City intends to put in place over the next two decades in order to meet the travel needs of residents and businesses in Ottawa and to support the development pattern identified in the Official Plan. The TMP policies guide the operation of the City's day-to-day transportation programs and provide a basis for developing the annual and five-year capital and operating budgets. While the TMP does not establish design or operating details, it identifies the need for separate guidelines that will give detailed support to policy objectives. It has several recurring themes consistent with the Ottawa 20/20 growth management vision, including minimizing costs, minimizing unnecessary travel, minimizing automobile dependence, keeping neighbourhoods liveable, protecting public health and the environment, and making efficient use of current infrastructure and services. [Amendment 14, September 8, 2004] [OMB decision #1582, June 17, 2005]

In keeping with the Transportation Master Plan, the City will seek to achieve the following increases in the share of morning peak-hour travel by pedestrian, cycling and public transit modes by 2031:

  • Walking modal share of all person trips – from 9.6 per cent in 2005 to 10 per cent in 2031;
  • Cycling modal share of all person trips – from 1.7 per cent in 2005 to 3 per cent in 2031;
  • Public transit – from 23 per cent of total motorized trips in 2005 to 30 per cent in 2031.
  • #76, Ministerial Modification #6, OMB File #PL100206, August 18, 2011]

Figure 2.5 – Projected Transit Modal Splits — Screenlines

(Proportion of travel by motorized modes, morning peak hour, peak direction)

Screenline*

Transit Modal Split

2005

2031

Rideau River

41%

52%

CPR

37%

51%

Total: Inner Area Cordon

39%

51%

Green’s Creek

35%

43%

417 East (2000)

0%

0%

Leitrim

5%

25%

Fallowfield

17%

29%

Eagleson

24%

34%

Total: Greenbelt Cordon

23%

32%

Interprovincial**

26%

43%

CNR West

21%

33%

CNR East

27%

37%

Western Parkway (1996)

22%

34%

Terry Fox (1996)

7%

21%

Rideau South

11%

23%

Bilberry Creek (1996)

35%

40%

Smyth / Hydro (2001)

54%

55%

 

Figure 2.5 – Projected Transit Modal Splits — Screenlines (continued)

Figure 2.4 – Projected Transit Modal Splits - Screenlines
* All 2005 data shown correspond to model simulations unless otherwise noted

[Amendment #76, OMB File #PL100206, August 18, 2011]

Policies

Transportation Master Plan

  1. The City will implement a Transportation Master Plan that sets out Transportation Demand Management (TDM) programs, transportation system management programs and transit-priority measures as described in the policies below. [Amendment 14, September 8, 2004]

Transportation Demand Management

  1. The City will implement a comprehensive Transportation Demand Management (TDM) program as part of its efforts to reduce automobile dependency. TDM measures can reduce transportation infrastructure needs, congestion and pollution by minimizing the need for personal travel and encouraging people to change their travel mode, timing or destination. The City’s TDM program will involve independent action as well as partnerships with the private sector, other governments and non-governmental organizations including educational institutions and community groups. It will make alternatives to driving more attractive, build a positive public attitude towards them, and provide information and incentives that encourage individuals to reduce their car use. [OMB decision #1582, June 17, 2005]
  2. To demonstrate its commitment to leadership, the City will act as a role model by implementing measures that enhance its employees’ options for commuting and business travel.
  3. The City will minimize the effect of excessive traffic speed and volumes on residential neighbourhoods by researching and implementing measures and programs as part of its Area Traffic Management programs to enforce speed limits, discourage speeding, cut through traffic and reckless driving, and encourage walking, cycling and transit as preferred methods for trips in or through neighbourhoods. [Amendment #76, OMB File #PL100206, August 18, 2011]

Transportation System Management

  1. The City will implement a comprehensive Transportation System Management (TSM) program. TSM refers to strategies that can be implemented to make more efficient use of existing facilities through improved management and operation of transportation infrastructure. TSM focuses on optimizing existing infrastructure, for example, adjusting traffic control devices to maximize car flow, or to provide priority to transit vehicles. [OMB decision #1582, June 17, 2005]

Walking

  1. When undertaking comprehensive land-use planning studies, especially community design plans (see Section 2.5.7), the City will emphasize the creation of pedestrian-friendly environments.
  2. The City will require, where feasible, that all new development or redevelopment provide walking facilities in accordance with the policies of Section 4.3. This includes, for example, providing safe, direct and attractive pedestrian access between public sidewalks and building entrances.
  3. In the construction or reconstruction of transportation facilities, such as roadways, bridges, and transit stations, and public buildings, such as community centres and libraries, the City will ensure the provision of facilities to address the needs of pedestrians where feasible.
  4. The City will ensure that pedestrian safety is a high priority in the selection and configuration of traffic control device. [OMB decision #1582, June 17, 2005]
  5. The City will support walking through promotion and education initiatives that address issues such as personal security; safe behaviour by vehicle drivers, cyclists and pedestrians; and an appreciation of the health and environmental benefits of walking and costs of the private and public travel choices.
  6. The City adopted a Pedestrian Plan in 2009 that provides guidelines and standards for pedestrian facilities and circulation, identifies discontinuities in the pedestrian network, and develops a network implementation strategy. The plan will guide the City in the development and implementation of new programs and facilities to encourage people to walk and to reduce their dependence on the automobile. [Amendment #76, OMB File #PL100206, August 18, 2011

Cycling

  1. When undertaking or reviewing comprehensive land-use planning studies, such as community design plans (see Section 2.5.7), the City will require that emphasis be placed upon creating environments highly favourable to cyclists.
  2. The City will require, where feasible, that all new development or redevelopment provide cycling facilities in accordance with the policies of Section 4.3. For example, bicycle parking spaces will be located in highly visible and lighted areas, sheltered from weather if possible.
  3. In the construction or reconstruction of transportation facilities (roadways, bridges, transit stations, etc.) and public buildings (community centres, libraries, etc.), the City will ensure, to the extent possible, the provision of facilities to address the needs and safety of cyclists.
  4. The City will protect corridors for and develop the network of major urban cycling routes identified on Schedule C. Schedule C includes those routes identified in the Ottawa Cycling Plan and select routes shown in the National Capital Commission’s study, Pathway Network for Canada’s Capital Region. As illustrated on Schedule C, the City will accommodate commuter cycling needs on the road network to the greatest extent possible. However, the network of major multi-use pathways, identified on Schedules I and J, may also be used by commuter cyclists. [Amendment #76, OMB File #PL100206, August 18, 2011]
  5. As part of the implementation of policies 15 and 16, the City will identify missing links in the cycling network and develop a program to rectify these discontinuities. [Amendment #76, OMB File #PL100206, August 18, 2011]
  6. The City will implement the Ottawa Cycling Plan, which outlines infrastructure requirements and programs to encourage people to cycle such as the expansion of the cycling network in urban and rural areas and the continuance of support for cycling education. [Amendment #76, OMB File #PL100206, August 18, 2011]
  7. The City will support cycling through promotion and education initiatives that address issues including, but not limited to, proper driver and cyclist behaviour, safe cycling techniques, awareness of designated cycling routes, and an appreciation of the health and environmental benefits of walking and costs of the private and public travel choices.

Transit

  1. The City will protect corridors for and develop the Primary and Supplementary Rapid-Transit Network and transit-priority network as shown on Schedule D. Rapid transit means a convenient, fast, and frequent public transportation service that features a high carrying capacity. Rapid transit operates on its own right-of-way, as a separate system or in shared corridors, and is not delayed in general traffic. The rapid-transit network consists of an interconnecting system of existing and planned rights-of-way and corridors in which a rapid-transit facility, such as a transitway, O-Train, or streetcar, may be located. A transit-priority network is a system of primarily arterial roads upon which transit-priority measures may be implemented to improve the quality of transit service in terms of speed and reliability. Specific segments of the transit-priority network may represent the interim stage in the long-term development of a rapid-transit network. [Amendment #76, OMB File #PL100206, August 18, 2011]
  2. The City will introduce rapid-transit quality service at an early stage in the development of new urban communities. As these communities mature, they will ultimately be served by the extension of full rapid-transit facilities.
  3. The City may acquire lands for transit rights-of-way as a condition of approval for a subdivision, severance, site plan, condominium or minor variance. Reference should be made to Schedule 4- Rapid Transit Network and its accompanying notes. [Amendment #96, February 22, 2012]
  4. The City will improve the speed and reliability of transit service by providing transit-priority measures to lessen delays on transit vehicles caused by other traffic and traffic control signals. Transit-priority measures will be implemented for those transit-priority corridors identified on Schedule D and at other opportune locations.
  5. In new development, the City will require that the layout of the road network be designed to facilitate transit routing and ensure reasonable walking distances to transit stops, as required by Section 4.3.
  6. Further to any land-use requirements associated with a particular designation, development within 600 metres of transit stations will occur in accordance with Section 4.3.
  7. In addition to the provision of excellent pedestrian and cycling access to transit stations, the City will ensure, where feasible, the provision of separate multi-use pathways in or adjacent to rapid-transit corridors.
  8. The City will pursue partnerships with the private sector to develop lands at or over transit stations and park-and-ride facilities.
  9. The City will ensure the provision of park-and-ride facilities to enhance accessibility to rapid-transit service at selected stations and other appropriate sites. In this regard, the City may require that the proponents of major development at existing or planned rapid-transit stations provide sufficient land for park-and-ride facilities, for which the City may enter into agreements for purchase, rent, operation or shared use. [Amendment #76, OMB File #PL100206, August 18, 2011]
  10. The City will work with the City of Gatineau and the federal government to improve transit service between the Cities of Ottawa and Gatineau and investigate means to reduce or discontinue the use of King Edward Avenue and Rideau Street as bus waiting areas. Pending completion of the Interprovincial Rapid Transit EA Study, the City will protect for the possible inclusion of exclusive rapid transit service across such bridges as the Prince of Wales Bridge, the Portage Bridge, the Chaudière Bridge, or other locations as may be identified in the environmental assessment. [OMB decision #1582, June 17, 2005] [OMB decision #2787, October 24, 2005] [Amendment #76, OMB File #PL100206, August 18, 2011]
  11. At the time of initial development or at a later date, the City in partnership with affected parties may construct pedestrian overpasses to provide improved access to rapid-transit facilities such as the overpass between the transitway and the Blair Road office complex south of Ottawa Road 174 and the Corkstown Bridge over the Rideau Canal that connects Centretown and the transitway. Other sites that could be considered for pedestrian overpasses in the future include the Ottawa baseball stadium on Coventry Road and the Algonquin College Woodroffe Campus. [Amendment #76, OMB File #PL100206, August 18, 2011]

Roads and Rights-of-Way Protection

  1. The City will develop the road network shown on Schedules E to H to provide for the safe and convenient movement of people and goods.
  2. The City will protect rights-of-way for the road network shown on Schedules E to H and as listed in detail in Annex 1. A description of the road network classification and further rights-of-way protection policies are also found in Annex 1.
  3. An amendment to this Plan is required when an arterial road or city freeway is to be added or deleted from the schedules, or when an Arterial – Conceptual (Alignment Undefined) is proposed to be changed to an Arterial – Proposed (Alignment Defined). An amendment to this Plan will not be required to add or delete major collector or collector roadways, such roads being generally deeded to the City through the subdivision approval process. An amendment will be required for all other schedule changes.
  4. The City may acquire land for rights-of-way or the widening of rights-of-way through conditions of approval for a subdivision, severance, site plan, condominium or minor variance. As detailed in Annex 1, this may involve unequal road widenings, the requirement for additional land for corner triangles at intersections or railway crossings, and the use of easements in the Central Area.
  5. When the City permits interim uses of the land in its rights-of-way, it will ensure that the uses are in accordance with the objectives of this Plan.
  6. Priority use of lanes on a road or planned new lanes may be given exclusively to certain classes of roadway users if it contributes to the implementation of transportation and land-use objectives of this Plan. This may result in roadway lanes reserved for transit vehicles in identified locations supportive of rapid-transit and the transit-priority network. The City may give priority to lanes used for high-occupancy vehicles on selected roads. Additional truck-priority lanes (e.g., Waller to Nicholas Streets) may also be implemented.
  7. The City will ensure that road corridors function as public spaces, while providing the necessary public infrastructure by implementing approved corridor or street design guidelines, including those for road classification types and for heritage districts, tourist areas and business improvement areas. It is recognized that the parkway network in the city, primarily developed by the National Capital Commission, contributes greatly to the distinct open space character of Ottawa. [Amendment #76, OMB File #PL100206, August 18, 2011]
  8. In recognition of the importance of preserving and enhancing the visual and aesthetic appeal of the main scenic and entry routes in Ottawa, the City will require additional development controls for lands along these routes, as identified in Schedules I and J, and detailed in Section 4.6.4.
  9. The City recognizes the role of Ottawa Road 174 as an important rural arterial roadway and as a consequence, new accesses from individual properties along this roadway will generally not be permitted, particularly when shared or joint access points are possible, or alternative road access might be provided for. Additional related policies are found in Section 3.7.2, policy 22 and Volume 2C, former City of Cumberland Section 3.4.1. [Amendment #76, OMB File #PL100206, August 18, 2011]
  10. The City will work with the federal and provincial governments and the Province of Quebec and the City of Gatineau, to determine the location of future bridge crossing(s) of the Ottawa River. Pending agreement on the location(s), the City will continue to prohibit development that might hinder the eventual use of potential crossing and approaches, such as those to Kettle Island or from Orleans to Angers.
  11. Provincial highways are the core elements of the City transportation system. In considering prospective changes to the provincial highway network, the City would likely favour actions to improve road safety and reduce emissions, but it is not likely to favour actions that have substantial neighbourhood impacts or increase congestion on parallel or intersecting streets. [OMB decision #1582, June 17, 2005]

Other Rights-of-Way Protection

  1. The City will purchase surplus railway rights-of-way and select utility (e.g., hydro line) corridors and will consider purchasing spurs, and other associated railway corridor properties as they become available, for use as future transportation and utility corridors. When such rights-of-way are acquired, recreational and agricultural uses may be permitted as interim uses. Future use as a transportation or utility corridor will have priority over any interim use. Provision will be made for recreational uses to continue, wherever possible. [Amendment #76, OMB File #PL100206, August 18, 2011]
  2. The City will not close and sell unopened road allowances, lanes or roads that have reasonable potential, in the short- or long-term, for use as a roadway, a transit or utility corridor, or a pedestrian or cyclist link or, as outlined in Section 2.4.5, public access to the shore of a water body. [Amendment 14, September 8, 2004] [Amendment #76, OMB File #PL100206, August 18, 2011]
  3. When utilizing the dedication of lands for highway requirements, the City may also include the dedication of lands for pedestrian pathways, bicycle pathways and public transit right-of-ways.. [Amendment #76, OMB File #PL100206, August 18, 2011]

Parking

  1. The City maintains the following strategic objectives related to parking:
    1. To produce short-term parking that supports the needs of local businesses, residents, institutions and tourism destinations;
    2. To limit the supply of long-term parking in a matters that balances transit ridership objectives with the needs of automobile users;
    3. To support intensification and minimize the amount of land devoted to parking through measures such as parking structures and arrangements to share parking among land users;
    4. To continue to regulate both the minimum and maximum parking requirements for development within 600 metres of existing and proposed rapid transit stations, recognising that the regulations may vary in response to the contextual influences of the geographic location and the stage of rapid transit development. The Zoning By-law parking provisions for lands within 600m of rapid transit stations will be amended to respond to any changes or expansions of the rapid transit network.

[Amendment #76, OMB File #PL100206, August 18, 2011]

  1. The City will ensure, through application of the Parking Management Strategy, and other related initiatives, the overall coordination and management of: municipal parking needs and supply; parking programs; pricing; parking needs of cyclists, motorcyclists, carpools, and other non-auto users; TDM initiatives and opportunities; allocation of parking revenues; and regular communication and consultation with stakeholders. [Amendment #76, OMB File #PL100206, August 18, 2011]
  2. The City will update, as appropriate, the City’s cash-in-lieu of parking policy to ensure fair and equitable application across the city. This policy permits entering into agreements with an applicant to reduce or eliminate the provision of on-site parking otherwise required by the zoning by-law, subject to the payment of money to the City.
  3. As a condition of development application approval, the City will apply further policies for parking lots as outlined in Section 4.3.

Movement of Goods

  1. The City will minimize the impact of truck traffic on residential neighbourhoods caused by the presence of these vehicles and their noise, vibration and emissions by ensuring the availability of a comprehensive truck route network based on the arterial road system.
  2. The City will explore alternative means to accommodate interprovincial truck travel to minimize impacts on the Central Area, in particular along and in the vicinity of King Edward Avenue. The City will, working with other levels of government, remove Rideau Street and King Edward Avenue from the City’s identified truck route system upon the completion of a new interprovincial corridor to accommodate trucks. See also, policy 8 in Section 3.6.6 of Central Area [Amendment #76, OMB File #PL100206, August 18, 2011]

Transportation Terminals

  1. The preferred location for any intercity passenger transportation terminal is at a rapid transit station. [Amendment #76, OMB File #PL100206, August 18, 2011]
  2. The City will provide convenient road and transit access to all major inter-city passenger terminals (airport, train and bus stations).
  3. The City will support the establishment of multi-modal, inter-city passenger terminals like the existing co-location of the Fallowfield VIA Rail and transit stations.
  4. In industrial and commercial areas with rail access, the City will encourage the development of inter-modal terminals such as truck/rail transfer facilities that reduce the amount of freight transported by road.

2.3.2 – Water and Wastewater Services

Water treatment and distribution and sanitary wastewater collection and disposal services are important to the health of both the community and the environment. The City owns and operates two major water treatment facilities and one major wastewater treatment facility, along with the associated infrastructure (pipes, pumps, and storage facilities). These facilities make up the City’s central systems, which service areas within the designated urban boundary. At other locations, public water and/or wastewater services are provided by smaller-scale City facilities, including the Villages of Munster, Carp, Richmond, Manotick, Marionville, Carlsbad Springs, Note-Dame-des-Champs and Vars, specific locations in the Greenbelt and a limited number of locations where services have been provided due to a unique circumstance, such as to remedy a specific health concern. Altogether, these constitute the Public Service Area. [Amendment #76, August 04, 2010]

The Infrastructure Master Plan directs the management and extension of public works systems:

  • Water supply and treatment;
  • Wastewater collection and treatment;
  • Stormwater collection and treatment [Amendment #76, Ministerial Modification #7, August 04, 2010]

The Infrastructure Master Plan provides a comprehensive statement of the City’s public works policies. It also provides direction for new initiatives to minimize capital and operating costs, to ensure the reliability and level of service, and to mitigate environmental impacts of service provision.

In addition to the Infrastructure Master Plan, infrastructure planning is also directed to supporting documents and initiatives such as:

  • Operational reviews to provide feedback to ensure that the City’s policies are being achieved and that public works systems are being managed in a cost-effective and environmentally-sensitive manner;
  • Major facilities plans for the City’s two water treatment plants, the wastewater treatment plant, and stormwater management facilities;
  • Master Servicing Strategies that address provision of water, wastewater and stormwater management services throughout the entire Public Service Area; [Amendment #76, August 04, 2010]
  • Area infrastructure plans which identify the specific needs for infrastructure arising from projected growth, system management requirements and new initiatives. The plans identify the full capital and operating costs of infrastructure requirements; [Amendment #76, August 04, 2010]
  • Design guidelines, which provide specific means by which the City’s policies will be achieved in the construction of new or rehabilitated infrastructure.

The Infrastructure Master Plan also addresses the City’s role in managing private services.

Publicly-owned and managed systems serving large areas of compact development provide the highest value in terms of the City’s ability to protect public health and safety, minimize negative impacts on the natural environment and support the types of growth and development envisioned in the Official Plan. Value and efficiency are reduced as the scale of water and wastewater systems is reduced, the number of systems increases and the locations of the systems become scattered.

However, small stand-alone water or wastewater systems or significant linear extensions of the central systems to serve small areas may be the best available means by which to address public health or environmental problems, but may not provide the standards of service generally expected in a Public Service Area. The City does not support individual subdivision applications in the rural area proposing public water and/or wastewater systems designed only to service that subdivision.

Public Service Areas

Public Service Areas and the terms under which services are provided are generally defined in the Infrastructure Master Plan. However, in some cases the details regarding Public Service Areas and the terms under which services are provided are contained in agreements or by-laws.

Policies

  1. Development in Public Service Areas must be on the basis of both public water and wastewater services, except as provided for in Policies 9 and 10. [Amendment #76, August 04, 2010]
  2. In order to provide sufficient water and wastewater system capacity to assist in meeting the City’s intensification targets inside the Greenbelt, the City will:
    1. Utilize both system design standards and results of direct monitoring of system demands in order to assess the potential for new development to adversely impact existing systems;
    2. Promote intensification and infill where sufficient water and sewer capacity is available or can be provided to support the magnitude of the resulting growth;
    3. Identify growth constraint areas where the risk of wet weather flow conditions could lead to greater occurrence of basement flooding;
    4. Fully integrate infrastructure assessment and system solutions with the development of community design plans and other planning studies for areas inside the Greenbelt;
    5. Permit intensification and infill to proceed in a phases manner consistent with the policies in Section 6, Managing Capacity to Support Intensification and Infill, of the Infrastructure Master Plan (IMP) in conjunction with other policies of the IMP and the target and phasing of policies of the Official Plan.

[Amendment #76, August 04, 2010]

  1. The City has no obligation to provide service connections to every property in Public Service Areas. [Amendment #76, August 04, 2010]
  2. The City will provide for the creation of new Public Service Areas to provide for the growth management strategies of the Plan for the urban area. [Amendment #76, August 04, 2010]
  3. The City may provide for the creation of new Public Services Areas in the rural area where public services have been deemed to be the appropriate solution in the following circumstances:
    1. To support growth in Villages based on a boundary change or intensification of use and the recommendations contained in a Village community design plan where:
      1. The community design planning process has included a comprehensive servicing study which uses standardized criteria including costs and benefits to evaluate a range of servicing options and innovative technologies to deliver public water and/or wastewater services,
      2. The community design plan establishes a definition of a Public Service Area boundary and the terms of provision of service,
      3. The mechanisms for financing capital costs, operating costs and infrastructure replacement reserve costs are established to the satisfaction of City Council,
      4. The community design plan is adopted by amendment to this Plan and the boundaries of the Village or boundaries of the serviced area within the Village are amended on Schedule A;

[Amendment #76, August 04, 2010]

    1. To remedy a public health or environmental problem in a privately serviced area where:
      1. The community design planning process has included a comprehensive servicing study which uses standardized criteria including costs and benefits to evaluate a range of servicing options and innovative technologies to deliver public water and/or wastewater services,
      2. The mechanisms for financing capital costs, operating costs and infrastructure replacement reserve costs are established to the satisfaction of City Council,
      3. A definition of the Public Service Area boundary and the terms of provision of service are established
    2. To support economic development in unique situations in the rural area, such as for the Carp Airport, where:
      1. The community design planning process has included a comprehensive servicing study which uses standardized criteria including costs and benefits to evaluate a range of servicing options and innovative technologies to deliver public water and/or wastewater services,
      2. The mechanisms for financial capital costs, operating costs and infrastructure replacement reserve costs are established.
      3. The definition of the Public Service Area boundary and the terms of provision of service are established.

[Amendment #76, August 04, 2010]

  1. Areas adjacent to public water and wastewater services but outside any defined Public Service Areas are not permitted to connect to public services. [Amendment #76, August 04, 2010]
  2. The City will discourage future growth on the basis of partial services, particularly where City water is provided to resolve a groundwater contamination issue. Growth may be considered where an Environmental Assessment, as referred to in policy 4 c) above, has addressed the potential for aquifer contamination by pollution from septage, and has addressed the impact of indiscriminate water use. [Amendment #76, August 04, 2010]
  3. Notwithstanding the policies of Section 2.3.2, development on the properties known municipally as 800 and 848 Cedarview Road, and 4497 O’Keefe Court (legally defined as Part of Lots 22, 23, 24 and 25, Concession 4, Rideau Front, former City of Nepean), located outside the urban boundary, will be permitted to connect to the potable water service. [Amendment #57, November 28, 2007] [Amendment #76, August 04, 2010]

Private Water and Wastewater Services

Outside of the water or wastewater Public Service Areas, water supply or wastewater treatment and disposal is on the basis of privately-owned services. Construction and maintenance of privately-owned services are the responsibility of the owner. The policies in this Plan provide for the continued use of private services where it is done in a safe and environmentally-appropriate manner.

Areas serviced by private services can be subject to unique operational problems that can result in health and environmental concerns. Owners should understand the proper operation of their systems to protect both their own and their neighbours’ health and safety. The technologies available to ensure the safe operation of private individual systems have improved substantially over recent years. Modern technologies for water treatment and wastewater pre-treatment can ensure the safe operation of private systems under even the most severe circumstances.

The City is investigating means to implement more proactive inspection processes for well and septic systems, including better inspection procedures at the time of construction and on-going regular inspections for the life of the well or septic system. Properly constructed and operated private systems provide a cost-effective and safe means to service property. Private services include water supply or wastewater disposal systems serving development on one lot and under single ownership. These typically include single well and septic systems serving residential development, but also include larger well and septic systems serving commercial or institutional development. Some areas in the city are serviced by a combination of private and public services. Section 4.4 of the Plan contains more detailed policies related to private services and types of developments.

Policy

  1. All development outside of Public Service Areas will be on the basis of private services.

Partial Services

The intention of this Plan is to ensure that where public services are provided, that this include both public water and public wastewater. However, some rare exceptions may occur.

Policy

  1. Partial Services shall only be considered in the following circumstances:
    1. Where they are necessary to address failed individual on-site sewage services and individual on-site water services in existing development; or
    2. Within the urban area and in villages where development on partial services already exists and the proposal constitutes minor infill. [Amendment #76, August 04, 2010]

Private Services in Public Service Areas

At some locations in the city, pockets of development exist on private services within designated Public Service Areas and the City has no commitment to extend public services to these pockets. This situation has typically resulted as the expansion of the Public Service Areas has surrounded previously established areas.

Policy

  1. Notwithstanding policy 1 above, where no provision for public services exists, the City may permit development on private services in defined Public Service Areas provided that it can be demonstrated to the satisfaction of the City that such development:
    1. Is proposed in a circumstance where public services are not currently technically or reasonably available;
    2. Can adequately be serviced by private individual services in accordance with Section 4.4;
    3. Is of a minor nature that consists of a single building comprising a commercial, institutional or public use; residential infilling within residential clusters; a farm severance as provided for in Section 3.7.3 of this Plan or other uses of similar nature and scale;
    4. Will not compromise the longer-term development of the area on public services.

Public Service Area developments that are permitted on private services under this policy will be required to pay for connection to the public services as they become available.

2.3.3 – Drainage and Stormwater Management Services

Land-use change creates the need for drainage services to ensure safe, well-drained sites. The provision of storm sewers to efficiently convey frequent runoff is combined with overflow (or surface) routes that convey larger, less frequent flows that exceed storm sewer capacity. This “major/minor” system approach to drainage provides protection from flooding in new developments.

Uncontrolled stormwater runoff can also impair aquatic habitat, increase erosion threats and limit the recreational potential of local rivers and streams. Increased flooding and erosion can also impact municipal drains when development occurs adjacent to them. Beyond protecting life, property and infrastructure from flooding, stormwater management services are also required to mitigate the impacts of land-use change on receiving watercourses, including municipal drains.

The provision of appropriate drainage and stormwater management services requires coordination with land-use planning, and assessment of receiving watercourses (including municipal drains), environmental features and natural hazards, all of which is typically achieved through environmental management plans and subwatershed plans. Policies for these plans and stormwater site management plans are found

elsewhere in this Plan.

As noted above, the Infrastructure Master Plan provides a comprehensive statement of the City’s stormwater management policies. These policies cover established practices as well as identify new directions for stormwater management planning, in particular:

    • Planning for stormwater retrofit; and
    • Requiring increased efforts to reduce runoff volumes.

Stormwater retrofit planning is required to address the cumulative impacts of infill/ redevelopment in areas of the city that developed without stormwater management. Requiring increased efforts to reduce runoff volumes reflects the growing body of science that indicates conventional stormwater management efforts (peak flow controls) are not always sufficient to maintain the long-term health and stability of receiving watercourses.

Policies also exist in the Infrastructure Master Plan that require new development adjacent to municipal drains to implement appropriate stormwater management measures.

[Amendment #76, OMB File #PL100206, August 18, 2011]

Policies

  1. Development will be in accordance with the system capacity for drainage and will implement stormwater management and where relevant, will conform to stormwater site management plans, the Infrastructure Master Plan and community design plans practices necessary to protect, improve or restore the quality and quantity of water in the receiving watercourse. [Amendment #76, OMB File #PL100206, August 18, 2011]
  2. In order to mitigate the impacts of intensification on receiving watercourses inside the Greenbelt, the City will”
    1. Fully integrate the assessment of receiving watercourses and required mitigating works with the development of community design plans and other planning studies for areas inside the Greenbelt;
    2. Develop a citywide stormwater management (SWM) retrofit plan to identify and prioritize SWM retrofit projects.

[Amendment #76, OMB File #PL100206, August 18, 2011]

  1. Where approved Master Drainage Plans are in place but do not meet current receiving system standards or requirements for quality or quantity controls, as identified in consultation with appropriate Conservation Authority and municipal infrastructure staff, current standards may supersede the requirements of the Master Drainage Plan. The determination of the application of current standards will be subject to consultation between the City, appropriate Conservation Authority, affected landowners and other relevant stakeholders and will have regard to the planning, design and approval status of developments and infrastructure within the drainage area [Amendment #76, Ministerial Modification #9, OMB File #PL100206, August 18, 2011]
  2. Where an approved Master Drainage Plan exists but the supporting facilities are not yet in place or are not being implemented, interim or alternative measures must meet quality and quantity standard for the received water body identified in consultation with appropriate Conservation Authority and municipal infrastructures staff. [Amendment #76, Ministerial Modification #9OMB File #PL100206, August 18, 2011]
  3. Alternative mitigation measures proposed in Stormwater Management Plans for rural subdivisions will include provisions that have monitoring components and mitigation requirements to ensure that the implemented plans are meeting quality and quantity objectives. [Amendment #76, Ministerial Modification #9, OMB File #PL100206, August 18, 2011]

[ top ]

WD024320