Section 5.0 - Transportation

The transportation network in the Town Centre will be an accessible and sustainable system focused on non-automobile modes of transportation, such as public transit, cycling and walking. This transportation network contains four components: the transit network, the street network, the pedestrian and cyclist network, and the parking network. The proper design of all components is critical to achieving the built form and urban design objectives for the Town Centre.

5.1 Transit Network

Two rapid transit lines will service the Town Centre, one oriented east to west and operated with light rail transit (LRT) and one oriented north to south and operated with bus rapid transit (BRT). The LRT route will operate in the central lanes of Chapman Mills Drive that are divided from automobile traffic with landscaped medians. The BRT will operate in a dedicated transit corridor north of Chapman Mills Drive, and in the central lanes of both Chapman Mills Drive and Greenbank Road south of Chapman Mills Drive.

Three LRT stations are proposed along Chapman Mills Drive: the eastern station at Longfields Drive; the central station at the LRT and BRT intersection; and the western station at Jockvale Road. Three stops for the BRT are proposed within the Town Centre: one north of Chapman Mills Drive, one on Chapman Mills Drive, and one south of Chapman Mills Drive. The transit focus of the South Nepean Town Centre is at the intersection of the LRT and BRT routes. This transit “hub” will be a public transit focal point for the broader community, at which both residents within the Town Centre and transit users transferring from local buses serving nearby residential and commercial areas can access rapid transit services. The transit network will evolve over time as the construction of the rapid transit lines, development within the Town Centre, and development within the surrounding residential and commercial areas occurs.

Policies

  1. The proposed LRT and BRT alignments and station locations are identified on Schedule 3. The alignment of the routes and the location of stations have been identified by Environmental Assessment studies prepared for both the westward extension of the North-South Light Rail Transit project and the Southwest Transitway Extension.
  2. All development must follow the principles of transit-oriented development, including considerations for Section 4.3 of the Official Plan and urban design policies and guidelines of this Secondary Plan.
  3. The City will undertake the development of a conceptual design plan for the transit “hub” at the intersection of the LRT and BRT routes, as per Section 7.6. This design will illustrate how the transit “hub” will accommodate such elements as pedestrian travel routes, buildings close to the street, landscaping, street furniture, and the central public plaza.
  4. Park & Ride facilities will not be located within the Town Centre in the long-term.
  5. In the short-term, arterial, major collector, and collector streets will accommodate local transit services that provide service to the existing termini of the rapid transit network. In the long-term, the rapid transit facilities will carry most of the frequent and long distance services while the local transit service will be changed to local service to the Town Centre and may be removed from some streets altogether.

5.2 Street Network

The street network is organized to connect the Town Centre with surrounding communities, provide a pattern of regular development blocks, and integrate different neighbourhoods within the Town Centre. The basis of the street network is a hierarchical grid pattern of interconnected arterial streets, collector streets, local streets, and rear lanes. Arterial streets will have the largest capacities for moving traffic throughout and surrounding the Town Centre. Collector streets will connect different neighbourhoods within the Town Centre and carry traffic between local and arterial streets. Local streets are shorter in length and primarily function to distribute traffic to individual properties. Rear lanes are intended only to provide rear access to parking areas and garages for a particular block. They are intended to carry minimal traffic capacity, and generally perform an urban design function by removing the prominence of driveways and garages from the primary streetscape.

Policies

  1. The proposed street network of arterial, major collector, collector and local streets is shown on Schedule 2.
  2. Proposed right-of-ways for all streets and lanes within the Town Centre are identified in Table 4.
  3. All public streets in the Town Centre will be constructed in accordance with approved City of Ottawa standards. New street standards may need to be approved to match the vision identified by the Secondary Plan.
  4. Full access intersections with arterial streets will be limited to certain points, as defined through further study as part of the development approval process. At a minimum, the remaining access points will have “right-in, right-out” functions.
  5. The grid of arterial, major collector, and collector streets will be built to a design standard that will accommodate convenient regular transit service. Streets must be configured to ensure that bus operations are not delayed by any auto traffic congestion that may occur. This includes avoiding the use of bus bulges where there is on-street parking, avoiding the use of bus bays, and using transit priority signals at busy intersections.
  6. The City will work with affected landowners during the design of major roads to address issues of access and circulation to existing buildings.

5.3 Pedestrians and Cyclist Network

The pedestrian and cyclist system will be safe and accessible for all users, it will work well with the surrounding built form, and it will be connected to various destinations within the Town Centre and in adjacent communities. The pedestrian system within the Town Centre will be comprised of both sidewalks along streets and walking or multi-use trails throughout parks and natural areas, while the bicycle system within the Town Centre will be comprised of both dedicated routes along major streets and also multi-use trails throughout parks and natural areas.

Policies

  1. All streets will have sidewalks on both sides.
  2. The development of streets must include safe, convenient and attractive facilities for pedestrians and cyclists, with connections to transit stops and linkages between buildings, adjacent sites, surrounding areas and public streets.
  3. An adequate supply of bicycle parking, as per the applicable zoning by-law, must be provided near transit stops, in high activity areas, in parks, and in locations linked to the pedestrian and cyclist network.

5.4 Parking

Parking within the Town Centre will be noticeably different than in conventional suburban sites. Parking within the Town Centre will be largely accommodated by parking structures, both above and below-grade, and on-street parking in order to avoid the preponderance of large surface parking areas that detract from the streetscape aesthetics and to maximize the available land for development.

Policies

  1. Access for surface parking and loading from rear lanes is preferred for all development and will be encouraged during the development review process. While this Secondary Plan permits different alternatives for parking and access, parking must:
    1. Not be located between the public right-of-way and the front of the adjacent building, or the front and exterior side for corner sites;
    2. Have a limited number of access points from the primary street to reduce conflicts with the pedestrian realm; and
    3. Not detract from the aesthetic appearance of any streetscape.
  2. The City will encourage sharing of parking facilities, subject to evaluation.
  3. Underground parking will be encouraged for all development, regardless of policies in Section 3.0 concerning minimum requirements for underground parking.
  4. On-street parking on both sides of all streets within the Town Centre is permitted. Restrictions, such as peak hour restrictions, may be required on major streets in the long-term.
  5. Cash-in-lieu of parking will be considered by the City within the Town Centre, with the minimum parking requirements used as the benchmark for the calculation of required parking.
  6. Parking requirements for any individual non-residential development do not necessarily need to be provided on the same lot, or on a lot contiguous to the development. Required parking for any development within the Town Centre may be provided within 500 metres of the development that is being served by the parking facility subject to the approval of the City.
  7. Parking standards throughout the Town Centre will be based on reduced standards in support of transit-oriented development, as determined by the Zoning By-law. For the Town Centre, the parking targets are as follows:
    1. A minimum of 3.75 and a maximum of 4.25 spaces per 100 square metres of gross floor area for all retail commercial uses;
    2. A minimum of 2.5 and a maximum of 3.0 spaces per 100 square metres of gross floor area for all office commercial uses;
    3. A minimum of 1.0 and a maximum of 1.75 spaces per unit, which includes visitor parking, for all condominium based residential uses; and
    4. A minimum of 1.0 and maximum of 2.0 spaces per unit for freehold residential uses.
  8. City staff will prepare a parking strategy for the Town Centre following the approval of this Secondary Plan. The strategy will provide specific direction for such elements as on-street parking, municipal parking lots or facilities, and reductions in parking requirements.
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