HomeMy WebLinkAboutPSD-018-10Clarington
Leading the Way
REPORT
PLANNING SERVICES
Meeting: GENERAL PURPOSE AND ADMINISTRATION COMMITTEE
Date: February 1, 2010
Resolution #: (,'Pf}-OSS-l0
By-law #: N/A
Report #: PSD-018-10
File #: PLN 38.10.2.
Subject: RELEASE OF THE OFFICIAL PLAN REVIEW PAPER
Courtice Main Street Study Jssues Review Paper
RECOMMENDATIONS:
It is respectfully recommended that the General Purpose and Administration Committee
recommend to Council the following:
1. THAT Report PSD-018-10 be received; and
2. THAT the Region of Durham and all interested parties listed in Report PSD-018-10 be
advised of the release of the Discussion Paper.
~~~ ~
Submitted by: ~ /~-~ Reviewed by:
e Langm 'd, FCSLA, MCIP Franklin Wu,
cting Director, Planning Services Chief Administrative Officer
COS/RP/df/sn
22 January 2010
CORPORATION OF THE MUNICIPALITY OF CLARINGTON
40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L1C 3A6 T (905)623-3379 F (905)623-0830
REPORT NO.: PSD-018-10
1.0 BACKGROUND
PAGE 2
1.1 At a special meeting of Council on December 14, 2009 presentations were made on the
status of the Official Plan Review. They focused on the upcoming Growth Management
Discussion Paper, The Courtice Main Street Study Issues Review Paper, and public
participation throughout the Official Plan Review process.
1.2 Clarington's approach to the Official Plan Review is designed to have continuous
implementation throughout the process. Each major topic is initiated with a release of a
Discussion Paper to highlight the key issues and suggest directions to best suit our
Community.
The themes for the Official Plan Review Discussion Papers are:
• Built Environment and Planning Process;
• Rural/Agriculture;
• Growth Management;
• Intensification;
Employment Lands; and
• Sustainable and Healthy Communities.
The Official Plan Review also includes three special projects:
• Courtice Main Street;
• .Courtice Employment Lands Secondary Plan; and
Parks, Open Space and Trails Plan.
1.3 The Official Plan Review also includes analysis of the infrastructure and transportation
requirements to meet our population and employment targets.
1.4 The purpose of this report is to announce the release of the "Courtice Main Stn:et Study
Issues Review Paper". The report also provides information on the proposed public
consultation process associated with the discussion paper and the resulting proposed
amendment of relevant Official Plan policies.
2.0 COURTICE MAIN STREET STUDY
2.1 The Courtice Main Street Study is being conducted in three phases as illustrated in
Figure 1:
Phase 1: Review of background issues, identification of opportunities and
constrains, and public visioning consultation (completed).
Phase 2: Development Options, public consultation and resulting Master Plan
(underway).
Phase 3: Presentation of a Secondary Plan with supporting Zoning and Urban
Guideline policies.
REPORT NO.: PSD-018-10
PAGE 3
PHASE 1 PHASE 2 PHASE 3
JULY 2009 »> JANUARY 2010 »> MARCH 2010
Master Plan + Review
dy,0.rea Development Development and Final
rofile Options Draft Policy
Options Documents Consukation P°licy
Report Documents
_ .__ _ A;.. -.T-
Consultation Evaluation
and and Preferred
Reporting Option
Workshop Workshop Open House
.~
- t
Figure: Courtice Main Street Study Timing
2.2 The study provides two workshops for community input: A Community Vision Workshop
(Faith United Church in Courtice, July 22, 2009); and a Development Options Workshop
to be held on February 18, 2010.
The community will also have three additional opportunities to express their views. The
Municipality will be hosting the statutory Open House, the General Purpose and
Administration Committee Public Meeting, and the Council meeting to finally consider the
Official Plan Amendment and necessary By-laws.
In addition, all the information is being made available in the Official Plan Review website
http://www.clarington.net/ourplan/. Through the website, the public is also encouraged to
provide comments at any time during the process. The reports are also available to the
public in all Clarington libraries.
2.3 Since the Community Visioning Workshop, municipal staff and the team of consultants
have been making progress in a variety of sub-components of the Courtice Main Street
Study. These include:
• Creating a profile for the Courtice Study Area;
• Defining a preliminary vision for development;
Coordinating planning directions; and
• Identifying opportunities, issues and potential for the corridor.
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REPORT NO.: PSD-018-10
PAGE 4
2.4 The results of the review conducted for the study area has been compiled in `The
Courtice Main Street Study Issues Review Paper". Staff and the consultants will host a
workshop at the Courtice Community Centre to present development options on February
18, 2010.
Staff Contact: Carlos Salazar
The list of interested parties to be advised of Council's decision as maintained in the Planning
Services Department.
I1II iN(/f:al ~/(1111 ~~~~:r:i~~~I (I
Compass to our future
PREPARED BY
Joseph Bogdan Assmcia#es Inc.
Architec#s Urban Design Consultants
in collaboration with
\~ ~''i AECOM
nILLOty Consulting
CONS! ~ 11' I t./.:
FOR
MUNICIPALITY OF CLARINGTON
PLANNING SERVICES DEPARTMENT
January 26, 2010
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FFICIAL
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TABLE OF CONTENTS
EXECUTIVE SUMMARY
V
1.0 INTRODUCTION 1
1.1. CLARINGTON OFFICIAL PLAN REVIEW 1
1.2. COURTICE MAIN STREET PROJECT 3
2.0 COURTICE STUDY AREA PROFILE 6
2.1 West : Townline Road To Prestonvale Road 8
2.2 Central :2.2.1 Central West 13
2.2.2 Central East
2.3 East : Courtice Road to Hancock Road and the 407 East Link 23
3.0 PUBLIC WORKSHOP 28
3.1 Process 28
3.2 Session 1 28
3.3 Session 2 30
4.0 PLANNING POLICY CONTEXT 32
4.1 Provincial Policies 32
4.2 Regional Policies 34
4.3 Municipal Policies 37
4.4 Form Based Zoning and "The Transect" 42
4.4 "Highway to Mainstreet": Courtice Highway 2 Corridor 44
and Main Central Area Study
5.0 INTENSIFICATION, GROWTH MANAGEMENT AND IMPLICATIONS 45
FOR COURTICE
5.1 Interrelationship of Project Components 45
5.2 Implications of the Analyses on Courtice 45
5.3 Preliminary Intensification Scenarios 46
6.0 INFRASTRUCTURE AND SERVICES CONTEXT 54
6.1 Open Space, Parks and Trails 55
6.2 Cycling 56
6.3 Transit 57
6.4 Transportation 59
6.5 Municipal Services 63
Courtice Main Street Study Issues Review Paper -January 26, 2010
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7.0 PROPOSED DEVELOPMENT PROJECTS 69
7.1 Shoeless Joe's 69
7.2. Shoppers Drug Mart 70
7.3. Farewell Development 71
7.4. "Point of View" Residential Development 72
8. ISSUES AND OPPORTUNITIES 73
8.1 Community Input /Vision 73
8.2 Planning Policy 74
8.3 Physical Characteristics, Land Use and Compatibility 75
8.4 Community Infrastructure and Services 76
9. URBAN DESIGN FRAMEWORK -EMERGING PRINCIPLES 80
9.1 Establishing a Vision 80
9.2 Development Principles for Consideration 80
10. NEXT STEPS 83
Appendix 1-Definitions and Terms
84
Courtice Main Street Study Issues Review Paper -January 26, 2010
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TABLE OF FIGURES
Fig. 1.1 Clarington Official Plan Components and Themes 1
Fig. 1.2 Integrated Projects of the Official Plan Review Process 2
Fig. 1.3 Study Area 4
Fig. 1.4 Courtice Study Timing 5
Fig 4.1 Excerpt Four Draft RTP mapping 33
Fig 4.2 Courtice Area -Schedule A- Map A5, ROP2008. 34
Fig 4.3 Courtice Area -Schedule A- Map A5, ROPA 128. 36
Fig 4.4 Excerpt from Land Use -Courtice Urban Area Map A2, Clarington Official Plan 37
Fig 4.5 Land Use Map A, Courtice West Shopping District Secondary Plan. 38
Fig 4.6 Current Zoning Allocations 41
Fig 4.7 The Urban -Rural Transect, Duany Plater Zyberk & Company 42
Fig 4.8 Examples Of Form Based Zoning to Describe the Relationship of Buildings to Property Edges 43
Fig 4.9 Proposed Land Use -Schedule A, "Highway to Mainstreet" 49
Fig 4.10 Proposed Streetscape, Fig 31, "Highway to Mainstreet" 49
Fig 5.1 Application of ROPA 128 Densities to the Study Area 47
Fig 6.1 Regional Cycling Plan (excerpt), Durham Regional Planning Department 56
Fig 6.2 Courtice Regional and Municipal Road Works (excerpt), AECOM, July 2009 57
Fig 6.3 Excerpt from ACS, Section 4.1 "Spatial Definition of the Road Corridor." 61
Fig 6.4 Guidelines for Snow Storage (Section 7.0), Arterial Corridor Guidelines 61
Fig 6.5 407 East Individual EA Study- East Durham Link Preliminary Design Plan 62
Fig.7.1 Artists' Rendering of the Proposed Shoppers Drug Mart 70
Courtice Main Street Study Issues Review Paper -January 26, 2010
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LIST OF REFERENCES
Markson Borooah Hodgson Architects, T. E. A. P., Valerie Cranmer & Associates, TCI Management Consultants
(2001). Highway to Mainstreet: Courtice Highway 2 Corridor and Main Central Area Study. Durham, Municipality
of Clarington, Regional Municipality of Durham.
McCrae, W. (January 26, 2010). AECOM, Courtice Corridor Servicing Overview.
Metrolinx (2009). 25-Year Plan for Regional Rapid Transit and Highway Improvements. Toronto.
Region of Durham. (2008). Regional Cycling Plan Study. Durham, ON.
Robert Steuteville, P. L. (2003). New Urbanism: Comprehensive Report & Best Practices Guide. Ithaca, NY, New
Urban News.
Urban Strategies, TSH (2007). Arterial Corridor Guidelines. Durham Region.
Urban Strategies Inc, W. a. A., TSH (2008). Growth Plan Implementation Study. Growins Durham. Durham, ON.
(2006). Places to Grow Better Choices. Brighter Futures. Growth Plan for the Greater Golden Horseshoe. Ontario,
Ministry of Public Infrastructure Renewal.
(2007). Official Plan -Municipality of Clarington. Clarington.
(2008). Durham Regional Official Plan. Durham.
(2009). Annotated Consolidation of Regional Official Plan Ammendment No. 128 (for Convenience). Growins
Durham. Our Future. Our Community. Durham, ON.
Courtice Main Street Study Issues Review Paper -January 26, 2010
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EXECUTIVE SUMMARY
1.0 INTRODUCTION
The Courtice Main Street Study is one of three Special Projects as part of the Municipality of Clarington's
Official Plan Review. The Study is linked thematically to the Intensification and Growth Management
Studies, two component studies of the Review process undertaken by Dillon Consulting Ltd.
The Courtice Main Street Study Area extends the full length of Durham Highway 2 (referred to as "Highway
2" or the "Corridor") from Townline Road to the proposed future 407 East Link highway interchange east
of Hancock Road. The Study Area also includes the Courtice Town Centre site, a large parcel of mostly
vacant land at the south-east quadrant of Highway 2 and Trulls Road.
In 2001, a study was completed for the Town Centre site and a limited portion of Highway 2 but the
study was not adopted. The purpose of this current Study is to develop a new vision for redevelopment
and intensification in light of recent planning goals towards compact growth. The Study will result in a
Secondary Plan, zoning and urban design policy. The purpose of this Issues Review Report is to highlight
topics that will influence the shape of the Secondary Plan and policies.
2.0 COURTICE STUDY AREA PROFILE
The Study Area can be described in three distinct segments, defined by the Area's two prominent natural
features, Farewell and Black Creeks. Each segment of the Corridor has its own characteristics and potential
for redevelopment and public realm improvement, that will be influenced by physical features, property
configurations and current and anticipated land uses.
West Segment
The west segment is Courtice's commercial and business area, known as the Courtice West Shopping
District. It is adjacent to Oshawa, and has a strong opportunity to become Clarington's and Courtice's
major gateway. Themed streetscaping and landscaping would improve the image and pedestrian comfort
of this area. Ultimate redevelopment of the large plaza properties into mixed use sites would be ideal, but
such a transition would occur in the very long term.
The east end of the Shopping District area has good potential for higher density development along the
Farewell Creek Valley frontage. A special Community Streetscape theme that celebrates the Valley as
a distinct Courtice asset and links the area to the next section of the Corridor, east of Prestonvale Road
should be considered.
Central Segment
The central segment, from Prestonvale Road to Courtice Road is primarily residential, with some
convenience commercial plazas. There is already conversion of residential to business uses, indicating
that some mixed uses could be planned.
Courtice Main Street Study Issues Review Paper -January 26, 2010
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East of Trulls Road is the site of the Courtice Town Centre. It has the potential for higher density, mixed
use development along the Highway 2 frontage, with lower scale development along its edges, compatible
with the adjacent homes. It should be developed with a distinctive streetscape theme, a central gathering
space and open space connections.
East Segment
Highway 2 and Courtice Road is the intersection of two Regional Corridors and should be developed with a
gateway treatment, higher densities and mixed uses. Along the north side of Highway 2, most of the lands
have been acquisitioned by The Ministry of Transportation for a proposed Transitway station as part of
the 407 East Link infrastructure. The lands on the south side should develop at higher, transit-supportive
densities with buffering/transition to the Hancock ramp/bypass frontage. An internal local street network
accessed from Courtice Road will be necessary to provide access to any new development.
3.0 PUBLIC WORKSHOP
The first of three opportunities for public input to the Study was a Community Vision Workshop held
in July, 2009. Approximately 60 residents and business owners discussed the Study Area's positive and
negative attributes or challenges, and identified goals and visions for development and improvement.
Highway 2 was seen as an important and convenient route within Clarington, with the potential for
improvement both in terms of its appearance and collaboration of residents and businesses to create a
more community-focused area. Farewell and Black Creeks were seen by all participants as great natural
assets that are distinct to Courtice.
All participants stressed that new development and creating a positive image for Courtice was dependent
on investment in this infrastructure. Other visions for development included higher density and mixed
use development at moderate heights (3-5 storeys) some select sites for higher buildings and an improved
streetscape.
4.0 PLANNING POLICY CONTEXT
"Places to Grow",also known as "The Growth Plan", outlines the Province of Ontario's objectives to reduce
sprawl through intensification and infill of existing areas. It points to the need for a new pattern of compact
development that creates better places for living, working and pedestrian activity. The Regional Official
Plan Amendment No. 128 (ROPA128) furthers the Provincial policies with recommendations for specific
densities and built form (floor space index) for Centres and Corridors. ROPA 128 has been submitted to
the Province but has not yet been approved.
In ROPA 128, Highway 2 is a designated Regional Corridor and the Town Centre site is a Regional Centre.
Other transportation initiatives (Metrolinx, Durham Region Long Term Transit Strategy, Transit-Oriented
Design Strategy and the Region Arterial Corridor Guidelines) require that new development should be
transit-supportive, more urban and have a well developed public realm.
The Clarington Official Plan already contains numerous policies that encourage higher density and mixed
use development; however, they are distributed under various sections of the Official Plan. The Courtice
Main Street Secondary Plan will consolidate these policies.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Current zoning in the Study Area is cumbersome as it has developed over time with many site specific
amendments. The Secondary Plan will include a Master Development Plan which will be described by new
zoning that is more open and flexible and describes both land use and built form character.
5.0 INTENSIFICATION, GROWTH MANAGEMENT AND IMPLICATIONS FOR
COURTICE
The Clarington Official Plan's conformance to Provincial and Regional growth policies will be directed by
the outcomes of the Growth Management and Intensification Studies, two important components of the
Official Plan Review. As the Study Area is a Regional Corridor and Centre, the potential for growth and
intensification along Courtice Main Street will influence the refinements of the Growth Management
scenarios.
Preliminary analyses of Courtice's projected housing demand (or population) indicate that numerically,
intensification of Courtice Main Street is not required to meet Courtice's growth. However, intensification
of the Study Area is necessary to meet the policy requirements of ROPA 128 and in general, to plan
responsibly for the future.
Applying ROPA 128 Recommendations tothe Study Area
A calculation of the recommended densities of ROPA 128 applied along the Corridor and the Town Centre
site resulted in approximately 3,600 units. Two options calculated at different density ranges on actual
property areas were then created to test how intensification of the Study Area compared with the ROPA
128 scenario.
Preliminary Intensification Options with Compatibility
The first option, which explored moderate redevelopment of selected existing residential properties to
medium density development, accommodated 42% of the ROPA 128 scenario. Although it envisions
moderate intensification, it assumes development at current densities which do not satisfactorily approach
ROPA 128 projected units.
A second option that explored complete, but much longer term redevelopment of the entire Study Area at
slightly higher densities almost met the ROPA 128 scenario (95%). The densities and resulting built form
of this option are in stride with current best practice for compact growth. However, this option envisions
redevelopment across the entire Corridor which is unpredictable over the long term.
What do the Options Reveal?
The two options revealed that a balanced mix of medium and higher density development across the
Corridor is needed in the long term. In the shorter term the community could benefit from other strategies
such as streetscaping, which may encourage new development in the near term.
ROPA 128 sets a logical approach for an urban structure with an improved urban form, pedestrian-
oriented and transit supportive design. The density and built form recommendations are a broad
stroke needed to define the basic elements of the Urban Structure. The preliminary intensification
options illustrate that more refined planning at the local level will need to carefully balance planning for
intensification that can approach the recommended densities with compatible built form.
Courtice Main Street Study Issues Review Paper -January 26, 2010
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6.0 INFRASTRUCTURE AND SERVICES CONTEXT
The network of open space, roadways and servicing create the necessary framework for where and how
development will occur.
Open Space
Courtice's most visible and valued open space features are the valleylands of Farewell and Black Creeks,
both of which have frontage along Highway 2. Future development along the north side of Highway 2
will be constrained by the proximity of the valley slope edges and drainage issues; however, the views of
the valley edges and the sloping topography create excellent opportunities for special streetscaping and
developing a theme of "green links". There are numerous parks near the Study Area; these could be better
connected to the valleylands through more formal trails and recreational signage.
Transit
There are many policies and projects that call for the transition to transit-supportive and pedestrian
oriented development along Highway 2. The Regional Official Plan designates Highway 2 as both a Transit
and Cycling Spine. To explore this further the Region has initiated a Long Term Transit Strategy (LTTS) and a
Transit-Oriented Design Strategy. The Metrolinx initiatives of GO Transit Rail service to Clarington and the
proposed 407 East Link Highway and Transitway will improve transit usage in Clarington.
The GO Transit Rail Station is proposed west of Courtice Road north of the Canadian Pacific track, will also
be a great benefit to the surrounding employment lands and residential areas.
Higher densities and urban form that brings people to the street and transit comfortably on foot or cycle
are needed for these exciting transit initiatives to be fully realized and viable.
Durham Highway 2 Characteristics
Highway 2 is a Regional Class B Arterial Road with an ultimate planned right-of-way (ROW) of 36m. It is
a wide road that carries significant traffic, but it is also the front door to many individual residences and
businesses, each with driveway access to the roadway. Residents expressed frustration with services
and access along the Corridor, such as restricted turning and snow clearance which blocks driveways.
However, as development proceeds, improvements to the roadway will be made, which should alleviate
some of these concerns.
Municipal Servicing
Courtice shares its servicing capacity with Oshawa and Whitby which results in more complex analysis and
recommendations than in other areas of Clarington. For development to succeed there must be capacity
in the system to support the greater demands of intensification. There are no current constraints for
water supply, but storm and sanitary sewers do not have increased capacity. Most of the Corridor is on
private septic systems. In 2011, the Region will be undertaking a Fiscal Impact Analysis Study to determine
the future capacity needs of the Corridor. In the interim, development proposals along the Corridor will
be evaluated by the Region of Durham on an individual basis to identify how or if they can be serviced by
existing sanitary sewer infrastructure within or adjacent to the Corridor.
Courtice Main Street Study Issues Review Paper -January 26, 2010
A current Environmental Assessment for a new Courtice Trunk Sanitary Sewer is investigating alternative
designs, but at this time, selection of the preferred alternative has not been identified. This EA process
is in the early stages, and it is hoped that the selected design will enable the Study Area to develop to its
full potential, to meet new Regional density recommendations and support transit initiatives through the
provision of full municipal services.
A section of the Corridor between Prestonvale Road and Sandringham Drive has been identified for
implementation in 2010 in the Region's Capital Sewerage Budget. in the near future (exact timing not
available). The Region has recommended that further sanitary servicing sewer of the Corridor will
require the extension of this sanitary sewer easterly to Courtice Road.
7.0 PROPOSED DEVELOPMENT PROJECTS
There are five projects in various stages of application or completion within the Study Area. The proposed
developments are improvements to the Corridor but some are designed in a low intensity development
format, with buildings set back from the street and large amounts of surface parking. They could utilize
their sites more efficiently with mixed uses at the street edge and structured parking; however, their
current development format implies that the market for mixed use and the viability for structured parking
has not yet come to Courtice. In general, this development activity is a positive sign for Courtice indicating
the relative health of the Study Area for small scale retail and office development, but lesser potential for
higher density residential development.
8.0 ISSUES AND OPPORTUNITIES
There are many opportunities for the Study Area to become a more urban and attractive community area.
There are also obstacles that may limit change.
Opportunities include:
. The community's desire for a strong Courtice identity, through improvements to streetscaping, built
form, transit and infrastructure and enhancement of the views and access to Farewell and Black
Creeks, as well as acceptance of transition to higher densities.
. All levels of existing planning policy mandate and support the need for intensification.
. The presence of the Creek Valleys and Courtice's prime location along Highway 2 provide good
opportunities for redevelopment. Some properties are constrained, but other, larger sites have good
development potential. Some existing residential uses are in the process of conversion to businesses
indicating a potential for the need for mixed use development.
. The designation of Highway 2 as a Regional Corridor and the Town Centre site as a Regional Centre are
strong justifications for intensification and the eventual provision of services so that the Study Area can
develop to its full potential and meet the ROPA 128 recommendations.
Courtice Main Street Study Issues Review Paper -January 26, 2010
. There are several provincial and regional transit initiatives (GO Transit Rail Station, 407 East Link
Transitway) that, once implemented, will improve the development potential of the Study Area and
adjacent areas in Courtice.
. The Region has committed to undertaking a Fiscal Analysis Impact Study to determine the servicing
requirements associated with implementation of ROPA 128. This indicates that the Region recognizes
the imperative for services to support future development.
Challenges or obstacles to redevelopment and improvement of the Corridor include:
. There is community concern about the uncertainty of how sanitary services will be provided to the
Corridor. Residents expressed that this issue is critical to ensuring the civic pride and development
potential of the Corridor.
. Courtice has enough land to fulfill its projected growth to 2031, which implies that development
of the Study Area is likely to occur in the long term. Planning policy will need careful consideration
to promote development with higher densities that ensures that the appropriate amount of
intensification can occur in the long term.
. Physical property configurations may be too small to accommodate more intense land use. Planning
policy will need to determine minimum site areas to achieve higher densities. This will require land
assembly which will take time, potentially slowing development. Transition of larger commercial
properties to mixed use, higher density may be challenging to achieve.
. The lack of municipal services and the uncertainty of the timing for provision of full services in the
future is the most critical issue influencing the planning for growth and intensification along the
Corridor. However, as noted above, the Region has committed to undertaking a Fiscal Analysis Impact
Study to determine the capacity of services that will be needed to meet ROPA 128 and beyond.
9.0 URBAN DESIGN FRAMEWORK -EMERGING PRINCIPLES
This initial phase of the Study has identified some directions on how the Study Area could evolve.
Establishing a Vision
Courtice Main Street should become Courtice's community hub that provides a broad mix of living,
amenity and mobility choices for its residents and businesses. This can be achieved through enhancing
the streetscape of the Courtice West Shopping District; planning for the Town Centre site to be a 'village-
like' focal area where people live, work and can gather; and, planning for building types and heights that
are denser than what currently exists, but make sensitive transitions to adjacent neighbourhoods and do
not create a corridor of isolated high rise buildings.
Courtice Main Street Study Issues Review Paper -January 26, 2010
The Corridor already has distinct functions along it-from retail, to office, to residential. New development
should reinforce existing character and create opportunities for new, small-scale commercial uses as well
asmixed uses.
Recognizing that Highway 2 is an important link across Clarington, the street edge of the Corridor should
be comfortable and attractive for pedestrians, transit and cars. With signage and streetscaping, Farewell
and Black Creeks can be developed as a unique Courtice community theme - "Clarington's Green Link".
Establishing a Vision
The development plan should propose moderately scaled built form that balances full intensification with
creating local, human-scaled places that become the pride of the community. Larger sites with greater
flexibilityto provide access and parking should be considered for higher density, "signature' developments.
The plan should seek to reinforce the current community structure along the Corridor by delineating
distinct neighbourhoods but also link them through streetscaping and definition of key intersections.
Bringing buildings closer to the street, that have active ground floors with convenience uses, and the
potential of transit improvements to Highway 2 will help to slow traffic and create a more urban and
cohesive image of Courtice.
10.0 NEXT STEPS
The next step of the Study will be a Stakeholder Workshop that will explore development options for
specific areas along the Corridor. The results of this session will be integrated into a proposed Master
Development Plan for which Secondary Plan policies will be created. Presentation to Council for approval
is planned for June 2010.
Courtice Main Street Study Issues Review Paper -January 26, 2010
1.0 INTRODUCTION
1.1 Clarington Official Plan Review
The Official Plan is the Municipality's key planning policy document
that provides a framework to guide future land use, development
and community decisions over the next 25 years. The Municipality
of Clarington is currently in the process of reviewing its Official Plan
that was originally adopted in 1996. Since that time, Clarington has
experienced rapid growth, the provincial government has introduced
major legislation, the Durham Regional Official Plan has been reviewed,
and the Municipality is required to conform to both provincial and
regional planning policies. In addition, the Municipality is in the midst
of major structural shifts in the economy and the environment.
The Courtice Main Street Area ("Courtice Corridor") is one of the
elements of the Official Plan Review, as illustrated below:
• Grccnbeltl'lan
• Protection
Agricultural
Lands
- Renewable
• Farm Support
~F~~tirf~L
~~~
•Placesto Grow
•1'opulation -joh
Projections
•Residenlial
F.mploymcnt
Land needs
•Inlensificatiicm
Areas
~ •Urban Separators
PLANNIN(: FOR
1'R(151'FRPI~f
PLANNING FOR PLANNING FOR
ACTION SUSTAINABLI;
MAKING 1'1' AND I[EALTIIY
-CuurlioeCorrido~ IIAI'1'EN (`OMMUNI'1'IHS -WaterR,esources
-limp c-ymen -Natural Features
lands
- Energy
-Transportation Cunscrvaliuu
Expansion • Urban Design
-Zoning By-law -Parks and 'tails
•Development -Greening
Charges Development
-Green Action Plan Standards
Fig. 1.1 Clarington Official Plan Components and Themes
Courtice Main Street Study Issues Review Paper -January 26, 2010
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1.1.1. Official Plan Review Components and Discussion Papers
Clarington's approach to the Official Plan review process is designed to
have continuous implementation throughout the process. Each major
topic will begin with a discussion paper to highlight the key issues
and to suggest directions as to how to address the issues to best suit ;~, ~•'
Cl F F I{.~I~hl
the Clarington community. The proposed themes for the discussion
F'Lr~N
papers are: ~ I-~~1 ~~~
• Built Environment and the Planning Process; ~ ~~'r^1"~~-~-+ t~~e?trP~t~iuvi
• Rural/Agriculture;
Growth Management; - ~ ~ _
• Intensification; and,
• Sustainable and Healthy Communities
The Official Plan Review also includes three special projects:
• Courtice Main Street Study
• Courtice Employment Lands Study
• Parks, Open Space and Trails Plan
An interdisciplinary consultant team, led by Dillon Consulting Ltd. is
undertakingtheGrowth Management, Intensificationand Employment
Lands, Sustainable and Healthy Community Studies and the Special
Projects. This Issues Review Paper is the first phase of the Courtice
Main Street Study, and is coordinated with the study process of the
Intensification Analysis and Growth Management Study components.
Input from working Committee, Hemson & AECOM
Internal
Intensification options
Analysis and Parks, Open
Concepts
Space and
Trails Plan
Land Supply Internal
Analysis/ Options
Growth and Consultants
Management Concepts meeting
Structural Recommen-
Evaluation Preferred
Options for of Options Option dations
Growth OPA
Courtice Intern
Main Street options
and
Open House
Study Concepts
GPA
Internal
Employment Options
Lands and
Concepts
1t
Fig. 1.2 Integrated Projects of the Official Plan Review Process
Courtice Main Street Study Issues Review Paper -January 26, 2010
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1.2. COURTICE MAIN STREET PROJECT
1.2.1. Study Goals and Objectives
The goal of the Courtice Main Street Study is to create a Secondary
Plan that reflects new planning, land use and infrastructure criteria.
The Regional Official Plan Amendment 128 (ROPA 128) has designated
the lands along Durham Highway 2 as a Regional Corridor and the
Courtice Town Centre Area as a Regional Centre with specific density
and built form recommendations. These designations now define the
Courtice Main Street Study Area as the primary intensification area in
Courtice.
In 2001, the Clarington Planning Services Department completed
a study of the Durham Highway 2 Corridor and the Town Centre
Site but it was never adopted due to some objections at the time.
Since that time, with the above-noted Regional planning policy, a
new study is required to update and recommend land use, urban
design and transportation policies. The Secondary Plan that will
result from this Study is intended to include proposed land use
policies and intensification built form policies, form-based zoning
recommendations and urban design policy that respond to the new
planning criteria, and builds on themes and policies that are still
relevant from the 2001 study.
I',
The Courtice Main Street Study will also be related to the ~we ~ ~~~`~'~
Intensification and Growth Management Discussion Papers by
identifying a proposed vision for intensification over time of the
Study Area. This vision will help form criteria for an Intensification
Strategy for other Centres and Corridor designations in Clarington
that have similar characteristics as the Study Area. Stakeholder and
public consultation will be an important component of the Study, to
establish a vision for development and to address the current issues
and planned objectives of all stakeholders.
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Courtice Main Street Study Issues Review Paper -January 26, 2010
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Images of some buildings and streetscape
conditions along Highway 2.
1.2.2. Study Area
The Courtice Main Street Study Area extends along 4.7 km of Durham
Highway 2, (referred to herein as Highway 2 and the Corridor)
spanning the width of the Courtice Urban Area, from Townline Road
eastward to the proposed 407 East Link highway at Hancock Road.
The Study Area also includes the Courtice Town Centre site, a large
tract of mostly vacant land (approximately 13 hectares) at the south-
east corner of Trulls Road and Highway 2.
Fig. 13 Study Area
Courtice Main Street Study Issues Review Paper -January 26, 2010
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1.2.3. Study Process and Timing
The Study will be conducted in three phases:
• Phase 1: Review of background issues, identification of
opportunities and constraints, and public visioning
consultation
• Phase 2: Development Options, public consultation and a
resulting Master Development Plan
• Phase 3: Preparation of a Secondary Plan with supporting
Urban Design policies
~ ~ Y ~
PHASE 1 PHASE 2 PHASE 3
JULY 2009 JANUARY 2010 APRIL 2010 JULY 2010
Master Plan + Review
Study Area Development Development Final
Profile Options Options Draft Policy and policy
Documents Consultation Documents
Report
Consultation
and Evaluation
Reporting and Preferred
Option
Community Development Open
Vision Options House/Council
Workshop Workshop Presentation
Fig. 1.4 Courtice Study Timing
1.2.4. Public Input and Process
The Study provides three opportunities for community input:
• a Community Vision Workshop -held July 22, 2009
• a Development Options Workshop -planned for February
2010
• a final Open House/Council for presentation of the
Master Development Plan and accompanying secondary plan
and urban design policy -May or June 2010
Courtice Main Street Study Issues Review Paper -January 26, 2010
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3.0 PUBLIC WORKSHOP
3.1. Process
The first of two public workshop and information sessions for this
Study was a Community Vision Workshop, held on July 22, 2009, from
7:00 to 9:00 p.m. The purpose of this meeting was to introduce the
Study to the Courtice business and property owners and residents,
discuss issues and characteristics of the Study Area and identify some
preliminary goals or vision for development of future built form and
streetscape improvement. The goal of the session was to establish a
Vision Statement, as a foundation for establishing the Study's planning
and urban design principles.
The Workshop was attended by approximately 60 residents,
property and business owners. The evening was structured in two
parts: the consultant presented the key issues of the Study which
was followed by a question/answer period. The second hour of
the evening was devoted to group work. The attendees worked
at eight tables of six to ten participants and responded to a few
simple questions presented by the consultant. Each table was
provided with an aerial photo of the Study Area and some images of
mixed use residential and streetscape development for discussion.
Below are the questions and highlights of the ensuing discussions.
3.2. Session 1
Identify some Positive Attributes of the Highway 2 Corridor.
Participants cited that the Corridor has an important function as
Clarington's primary east-west link, providing convenient vehicular
access to Oshawa and Bowmanville. It was seen as having limited
community character but that there is a great potential for both
business development and community involvement to improve the
area and its image. Many groups cited the presence of the Farewell and
Black Creek Valleys as the area's most noticeable, beautiful and unique
features. These green areas were seen as places to be emphasized,
better utilized and integrated with future development. Some sample
comments were:
. Not much has been done; it is a 'clean slate' for
improvement.
. There is opportunity for working together.
. The two Valleys are beautiful and unique and could be
utilized better for pedestrians and cyclists.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Group working sessions
View of Farewell Creek
Indentify some Challenges and Issues of the Highway 2 Corridor.
A variety of functional issues were identified as the main challenges
and negative issues, ranging from snow clearance to lack of street trees.
Almost each group cited snow clearance as a major obstacle for
private property maintenance and access to Highway 2 from individual
driveways. Snow is ploughed onto sidewalks, blocks driveway access
and causes difficulties for pedestrians, drivers and property owners.
Some residents are physically unable to clear the snow.
The lack of sanitary services was clearly a sensitive point for the
community. Participants stressed that this condition gives Courtice
a poor image in the context of other Clarington communities. Many
stressed that development is not likely to occur as long as properties
remained in private services.
It was also noted that some properties are now vacant with no
apparent plans for redevelopment. There was a perceived increase in
vandalism and crime which participants felt directly resulted from the
deterioration of these properties.
Another one of the most noted issues was Highway 2's high traffic
speeds and volume, which participants felt resulted in noise, dirt and
a route that is neither accessible nor comfortable to pedestrians and
cyclists. Traffic in the Courtice West Shopping District was noted as
congested and transit service was also noted as insufficient.
Other negative characteristics of the Corridor were that it had no
distinct community image; there was no central commercial area;
there were not enough street trees and gathering spaces; and,
there was a perceived lack of commitment for maintenance of
landscaping along the street edge. Some sample comments were:
. Invest in services for the Corridor -development won't
happen without full services.
. Courtice residents feel like the 'second class citizens' of
Clarington (no sanitary services).
. It has no character or'Courtice' image; Courtice is a
bedroom community.
. Street trees and landscaping should only happen if there is
a commitment to maintaining them.
. There is no centralized business area and no central
gathering space.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Views of less desirable qualities of the Corridor
Traffic and lack of identity
What is Courtice's Role in Relation to Oshawa and Bowmanville?
The resounding sentiment to this question was that Highway 2 is
important, as it isthe only majorlink between Oshawa and Bowmanville.
Although convenient, residents felt the area has little connection to
either Oshawa or Bowmanville. They expressed that it should be more
defined as a distinct community. Again, the perception that Courtice has
a poor image in Clarington was voiced. Some sample comments were:
Highway 2 as the main link across Clarington
3.3. Session 2
Identify qualities to be improved and some goals or a Vision for
development.
Investment in sanitary services was registered as the primary need for
improvement. New streetscaping that enhanced the presence of the
Valleys and creation of a gathering space were also important. Other
issues included creating a commercial 'hub', promoting small business
and increasing densities and mixed uses. Some sample comments
included:
. Create a central gathering space with a smaller scale village-
like or historical character for independent businesses and
residents to enjoy; the historical intersection should be the
'hub' of Courtice.
. Improve the edges of the corridor -well-designed
sidewalks, landscaping and lighting area "must" to improve
safety and civic pride.
. Create a realistic and achievable plan!
. Envision Courtice as "A Breath of Fresh Air" between
Oshawa and Bowmanville.
. "Be bold" about encouraging higher density and mixed use
-but not too high!
Courtice Main Street Study Issues Review Paper -January 26, 2010
. Courtice is the 'poor cousin' of Clarington.
. Courtice should be a 'Gateway' between Oshawa and
Bowmanville.
An example of built form in Markham, Ontario, that
was seen as too high and massive for Courtice
What are examples of desirable buildings and streetscaping?
Forthis question, participants were provided two pages of photographs
of higher density residential buildings, from townhouses to 8 and 12
storey buildings (in Markham); images of new commercial uses along
an arterial highway condition; and, some landscaping and public
spaces. Participants were asked to identify which images they liked or
disliked. Some groups numbered the images on stickers provided and
put the stickers that corresponded with the photographs on the aerial
photograph.
Preference for Residential Built Form:
Low rise (three to five storeys) mixed use buildings, with retail at grade
and office or residential above were the preferred types of buildings.
Some groups envisioned higher buildings (six to eight storeys) on select
sites (e.g. at Darlington Blvd overlooking Farewell Creek and at Trulls
Road). Other groups envisioned townhouses along the Black Creek
edge and west of Courtice Road towards Hancock Road.
Non Residential Uses:
A mix of retail and office uses was envisioned at Trulls Road; denser
development closer to Townline Road and lower densities further east.
There was a definite need for a public open space, with seating, shade
and landscaping that is connected to shopping and transit amenities.
Courtice Main Street Study Issues Review Paper -January 26, 2010
31
Examples of "preferred" development forms
4.0 PLANNING POLICY CONTEXT
There is a range of planning policy -from Provincial to Municipal -that
mandates that intensification should be directed to urban areas and
utilize existing infrastructure. The application of these various levels of
planning policy to the Study is summarized in this Section.
4.1. Provincial Policies
4.1.1. Provincial Policy Statement (PPS) and Places to Grow
The PPS
In 2005 the Provincial government issued a new Provincial Policy
Statement (known as the PPS) which includes recommendations
for residential intensification as a means of meeting long term
housing demand. The PPS states that municipalities shall promote
opportunities for intensification and redevelopment that respond to
the local context of existing buildings and the availability of suitable
existing or planned infrastructure and that they should build on these
objectives through the Official Plan Process (Section 1.1.3.3).
Places to Grow - "The Growth Plan"
Shortly following the PPS, the Province issued "Places to Grow" or
"The Growth Plan for the Greater Golden Horseshoe" (2006). This
document provides more detailed policies for managing growth
and revitalization of existing urban areas to ensure that "existing
and new development grows as balanced, complete and compact
communities': Similar to the PPS, The Growth Plan municipalities to
concentrate growth through:
"the intensification of the existing built-up areas, with a
focus on urban growth centres, intensification corridors,
major transit station areas, brownfield sites and greyfields."
(Section 2.1)
These broad policy directives are directly relevant to the Study Area
. it is Courtice's business and community core, which has the
potential to become a more vibrant area and focused area
for intensification;
. it is located along a major transportation route that
provides a vital link between Oshawa and the rest of
Clarington; and,
. there are significant transportation route and infrastructure
initiatives planned for the area.
PLACES TO GROW
Growth Plan
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Courtice Main Street Study Issues Review Paper -January 26, 2010
As a component of the Official Plan Review and creation of a Secondary
Plan, this Study will contribute to determining how Courtice can be
developed as an important element of Clarington's commitment
to reinforcing communities and encouraging compact growth and
development to support the Provincial goals.
4.1.2 Metrolinx -Draft Regional Transportation Plan
In 2006, after a review of the transportation infrastructure of the
Greater Toronto and Hamilton Area (GTHA), the Province created
Metrolinx (formally known as Greater Toronto Transportation
Authority). The result of the review was that the current GTHA
network of transportation corridors is inadequate, both in terms of
physical capacity and implementation, and a new strategy to develop
and implement an integrated multi-modal transportation plan for the
GTHA was necessary.
Metrolinx's resulting Draft Regional Transportation Plan (RTP) identifies
the required infrastructure (roads, rail, subways and bridges); changes
in travel needs and behaviour; and, sustainable implementation and
funding to achieve the strategy over the next twenty-five years.
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NEW TRANSPORTATION CORRIDOR
(IN ACCORDANCE WITH RESULTS OF
~ ~ ~ EA STUDIES)
REGIONAL RAIL (PEAK)
~ ~ ~ (GO TRANSIT RAIL EXTENSION)
OTHER RAPID TRANSIT
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Courtice Main Street Study Issues Review Paper -January 26, 2010
The Draft RTP has identified some priority routes and infrastructure in
the near term (4 -15 year horizon) in Durham Region:
. Rapid transit service along Highway 2 in Durham Region
. Improvements to existing GO Rail services and extension of
GO Rail service to Bowmanville -which includes a potential
GO Station in south Courtice; and,
. A transportation Corridor to be implemented with the
results of Environmental Assessment (EA) studies -The 407
East Link
Preliminary studies for all of these initiatives are currently underway.
As part of the extension of transit and GO Rail services, Durham
Region Transit is undertaking a Long Term Transit Strategy and a Transit
Oriented Design Strategy. These studies are investigating the location
of a Courtice South GO Station on the west side of Courtice Road, along
the north side of the existing CPR track, and future improvements to
transit service along Highway 2 are anticipated, subject to further
studies. As part of the transportation Corridor Class EA study for the
407 East Link, preliminary technical designs include a dedicated rapid
transit/Transitway along the west side of the highway corridor which
will provide a transit link between the proposed Courtice South GO
Station and Highway 2. The result of these multi-level, coordinated
initiatives will be a future convenient, interconnected transit network
for Courtice, which demands that Courtice must plan for more intense
land use and compact built form to support the viability of these
commitments.
4.2. Regional Policies
4.2.1 Durham Regional Official Plan - 2008
The Durham Regional Official Plan (ROP) (consolidation 2008)
establishes fundamental goals, objectives and policies for all land uses
in the Region, based on goals and an urban structure pattern that is
intended to preserve farmland and natural areas, define employment
areas and create distinct community focal areaswith a balanced pattern
of residential, commercial and mixed use development. Courtice
figures prominently in the ROP in both broad planning objectives and
detailed policies.
Specifically, Section 7.2.1 -Regional Structure Policies identifies "the
Whitby/Oshawa/Courtice Urban Area as the focal point of the
Region': The subsequent Regional Structure policies establish land
use and intensification patterns for the Regional Urban Areas which
directs growth towards areas called "Centres and Corridors".
Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 4.2 Courtice Area -Schedule A- Map A5, ROP 2008.
This pattern recognizes that the proposed 407 East Link transportation
corridor will have an impact on adjacent communities, that is, that
they will experience growth overtime (Section 7.3.4) and therefore,
these areas are logical areas for intensification.
The Courtice Main Street Study Area is one of these focal areas that
include both a Regional Centre and Regional Corridor: the Town Centre
Site is a Regional Centre and Highway 2 is a Regional Corridor. The
ROP requires that as part of their Official Plan processes, municipalities
shall include detailed policies or a Secondary Plan to guide the
development in these areas. As such, these designations and their
policies are fundamental to the development of the Courtice Main
Street Secondary Plan.
CENTRES
. Regional Centres are defined as areas that should
accommodate the "main concentration of commercial,
residential, cultural and governmental functions in a
well design and intensive land use': (Section 8.A. 1.1).
Regional Centres are to be designed as focal areas with a
mix of uses, pedestrian oriented, high quality urban form
and architectural design with a diversity of compact,
higher density housing forms (Section SA. 1.2.)
CORRIDORS
. Regional Corridors 'form the key connections between
the Centres and are considered the main arteries of
the Region's urban structure." (Section SA.1.4). Similar
to Regional Centres, the policies for the development
of Corridors require mixed use development at higher
densities, transit supportive design and mixed uses that
integrate with existing development (Section 8A. 1.5.)
4.2.2 Growing Durham
After the release of the Growth Plan in 2006, the Region initiated a
Growth Plan Implementation Study - "Growing Durham", to bring
the Regional Official Plan into conformity with the Growth Plan
policies. The Study makes recommendations to address population
and employment forecasts to 2031, intensification and Greenfield
targets and the resulting urban land needs up to that time frame. The
analyses formed the basis for the development of alternative growth
scenarios and a recommended preferred growth option for Durham
which resulted in a set of key planning policy amendments to the ROP.
Courtice Main Street Study Issues Review Paper -January 26, 2010
.~r~.~ ~ ~~ ~ ~
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4.2.3 Regional Official Plan Amendment 128
On June 3rd, 2009, Durham Regional Council approved the Durham
Regional Official Plan Amendment No. 128 (ROPA 128), which
incorporated recommendations from the aforementioned Growing
Durham Study.
The Region has submitted ROPA 128 to the Province for review. At
the time of writing January 2010, the Province has not yet approved
ROPA 128.
ROPA 128 contains a number of policies regarding density, land use
and built form that modify the previous ROP policies for Regional
Centres and Corridors by prescribing specific densities and built form
recommendations for these areas to meet the Region's anticipated
population growth and preferred urban structure. The ROPA128
policies that augment the 2008 ROP Centres and Corridor policies are:
CENTRES
. "Regional Centres should support an overall, long-
term density target of 75 residential units per gross
hectare and a floor space index (FSI) of 2.5, within the
Lake Ontario Shoreline Urban Areas. The built form
should be an appropriate mix of high-rise and mid-rise
development, as determined by municipalities." (Policy
SA2.2 (b) (ii))
CORRIDORS
. "Portions of Regional Corridors with an underlying Living
Area designation...should support an overall, long term
density target of 60 residential units per gross hectare
and a floor space index (FSI) of 2.5. The built form should
be a wide variety of building forms, generally mid-rise
in height, with some higher buildings, as detailed in
municipal official plans." (Policy SA2.9)
(Please refer to Appendix 1 for a discussion of density and FSI.)
In consideration of the planned 407 East Link, ROPA 128 also
recommends expansion to Courtice's Urban Boundary to the 407 East
Link, and designates Courtice Road as an additional Regional Corridor.
Courtice Road intersects with Highway 2; the future intersection
treatment and the type of built form at the Courtice Road /Highway 2
intersection should be of a higher order to mark its linkage and higher
density Corridor designation.
~I = Grooving Durham
L==,~ ®nr• Future, fur Communit
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ANNOTATED CONSOLIDATION
OF REGIONAL OFFICIAL PLAN
AMENDMENT Na. 128
(FOR GOWVENIEWCEr
I Incarpora[ing the Policy Directions of the
Growing Durham Study and Related Matters
~!-l~----~i--~i-~
June 3, 2009
Courtice Main Street Study Issues Review Paper -January 26, 2010
36
Fig 4.3 Courtice Area -Schedule A-
Map A5, ROPA 128.
4.3. Municipal Policies
4.3.1. Clarington Official Plan
(January 2007 Office Consolidation)
As mentioned earlier, the Study Area spans the entire width of the
Courtice Urban Area along Highway 2. There are five primary Official
Plan land use designations within the Study Area:
. Courtice West Shopping District Secondary Plan
. Urban Residential -Medium and High Density
. Special Study Area 1 -Town Centre
. Special Policy Areas F and E
. Environmental Protection (Farewell and Black Creeks)
Each of these designations reflects current land uses, built form
patterns and recognizes the potential constraints of existing property
ownerships and land use activities. The urban design and built form
policies of each designation also promote further intensification and
the transition of site planning and built form to more street-related and
pedestrian oriented and transit-supportive design. However, there is
no single vision for a comprehensive and integrated development of
the length of the Corridor.
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Fig 4.4 Excerpt from Land Use - Courtice Urban Area Map A2, Clarington Official Plan
Courtice Main Street Study Issues Review Paper -January 26, 2010
4.3.1.1 Courtice West Shopping District Secondary Plan
The Courtice West Shopping District Secondary Plan (CWSDP) provides
development policy for the area from Townline Road to the east side
of Varcoe Road/Darlington Blvd. The area is defined as the western
gateway to Clarington and the municipality's interface with Oshawa,
and is to be developed as a focal point of activity. The land uses include
General Commercial, Office Commercial and Mixed Use designations
each with their respective built form policies.
In general, The CWSDP reflects the current Provincial and Regional
planning goals for mixed-uses, high quality urban design and pedestrian
and transit-supportive development. Policies support redevelopment
of the area with more compact form (4 - 6 storeys), mixed uses,
bringing buildings to the street edge, higher quality of public realm,
and propose a solution of access issues through the implementation
of internal lanes.
For this Study, the redevelopment and intensification of the area's
current mix of strip plazas, vacant lands and single dwellings is
anticipated to occur over the very long term. In the interim, the area
will remain as Courtice's business and commercial hub and would
benefit from a simplification of land uses and implementation of a
gateway and streetscape programme.
4.3.1.2 Urban Residential -Medium and High Density
This designation is predominantly for housing purposes with some
ancillary uses such as corner stores and home-based occupations and
mixed use development.
. Medium Density is defined as 31-60 units/net hectare,
in built form ranging from townhouses to mixed use
developments up to 4 storeys.
. High Density is defined as 61- 100 units/net hectare, in
built form ranging from medium rise apartments to mixed
use developments, up to 6 storeys.
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Fig 4.5 Land Use Map A, Courtice West
Shopping District Secondary Plan
Courtice Main Street Study Issues Review Paper -January 26, 2010
38
Views of Shopping District
Courtice West Shopping District from sidewalk
4.3.1.3 Special Study Area 1-Town Centre
Section 17.2 - Courtice Main Central Area
Special Study Area 1 delineates the Courtice Town Centre (termed the
"Main Central Area" in Section 17.2) at the south east quadrant of
Highway 2 and Trulls Road. The area has significant vacant frontage along
both roadways and abuts low density, single family neighbourhoods. It
is to be developed in a Secondary Plan as "the centre of commercial,
cultural and community activity with a fully integrated array of land
uses." (Section 17.2) In conformance with ROPA 128 policy, this area is
Courtice's Regional Centre and if ROPA 128 is approved it will require a
density of 75 persons/gross hectare and an FSI of 2.5.
The policies under Section 17.2 permit the development of a 6.4 hectare
parcel of land at the south-east corner of Highway 2 and Trulls Road to
be developed with up to 13,900 sq.m. (150,000 s.f) of commercial retail
space.
The policies for this area will be consolidated in the new secondary
plan of this Study and will reflect the higher densities, built form
and land use mix of the Regional requirements. Specific boundary
delineations, such as the 6.4 hectare commercial area may be
modified through this process.
~ ._ -
_~_
Section 10.4 -Town and Village Centres
This section provides additional, more detailed policies for the
municipality's Town Centre designation:
. Maximum Gross Leasable Floor Space for Retail and Service
Uses: 30,000 sq.m.
. Maximum Floor Space Index (FSI): 1.5 on a net development
parcel
. Residential and/or mixed use developments to achieve higher
densities, a diverse land use mix with complimentary functions
. Planned on a grid system of streets and walkways to support
pedestrian and transit supportive environments
. Active streetscapes and creation of a pedestrian, human scale
environment as a "paramount" priority for the planning of
buildings and public spaces; and,
. Mitigation of the views of parking areas through provision of
street related built form and siting of parking areas to the rear.
This Study will seek to consolidate the range of density and built form
policies of ROPA 128, simplified Official Plan designations and urban
design policy.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Aerial view of Town Centre Site
View of the Town Centre Site, Looking south-west
4.3.1.4 Special Policy Areas E and F
Section 16.7 - Area E -Redevelopment Districts
These areas are lands defined as being occupied by long-established
commercial or industrial uses. The designation recognizes that there
may be land-use conflicts with adjacent residential uses and the
policy encourages the relocation of these uses to other designated
Employment Areas or Highway Commercial Districts. However, the
designation also recognizes that established businesses, these uses
may bring economic benefits to the area and therefore supports and
encourages the improvement of such operations, if they are to remain.
Special Policy Area E is occupied by the Roy Nichols Motors Ltd.
GM Dealership. As an auto-oriented use, it is generally seen as
incompatible with residential intensification, mixed use higher
density development and pedestrian oriented design. However, this
is an established, local business which contributes to the community's
identity and commercial vitality. The Study will determine along-term
land use, density and desired built form that may be triggered by sale
or redevelopment of the property, should it occur. Further consultation
with the owner is required. In the short term, improved streetscape
conditions and possible gateway development at the intersection
would further enhance the image of this high visibility site.
Section 16.8 - Area F -King Street Corridor
These lands are predominantly existing residential dwellings on larger
lots with individual driveway access to Highway 2. With this Special
Policy Area, the municipality has set in place the intent to transition
these dwellings and individual properties to higher density uses to
create a transit supportive environment along Highway 2, which is
designated as a Regional Transit Spine. Permitted uses are medium
and high density residential uses with some office uses, recreation,
community and institutional uses. The policies are supportive of
intensification and diversity of land use.
Because of individual ownership, lack of sanitary servicing (which will
be discussed later in this report) and access restrictions, redevelopment
would be longer term, yet foreseeable, with future infrastructure
investment and introduction of rapid transit along the Highway.
Many of these properties have already been converted to business, or
a mix of business/ dwellings.
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View of the Roy Nichols Motors Ltd. GM Dealership
from Courtice Road.
Example of a single family dwelling along Highway 2
Courtice Main Street Study Issues Review Paper -January 26, 2010 , ~
Aerial view of Special Policy Area E.
4.3.2 Zoning By-Law
There are three primary zoning categories in the Courtice Main Street
Study Area: Environmental Protection, Residential and Commercial.
The residential and commercial designations fall into several sub-zones
with multiple amendments related to site specific developments that
have occurred over time. In total, the Study Area encompasses 25 sub
designations.
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;;.~ '^ua". s. a ___ µ M _ _,4 EP ~ z q ~ R1 R~ r "p~2 0~ _' 111f,.
LuJ ; EP •iC~j ~~ - ~ RJ.J a ,... I. ~, ~ " {t _.~..-
Fig 4.6 Current zoning allocations: Green= Environmental Protection, Pink=Commercial; and, Yellow=Residential
Residential
Residential zones (yellow areas) extend along the entire corridor except
for the Courtice West Shopping District.
. Permits low density development including single family
and semi-detached housing.
. Site specific zoning amendments to permit townhouse
development, seniors housing (White Cliffe Terrace) and
other non-residential uses (funeral home, real estate
office).
. Building heights are low-rise with an average height of
10.5m (3 storeys)
Courtice Main Street Study Issues Review Paper -January 26, 2010
Commercial
The predominant commercial zone is the Courtice West Shopping
District with sporadic commercial uses across the Study Area and
a small cluster at Courtice Road, at the Roy Nichols Motors Ltd. GM
Dealership and the Courtice Corners Retail Plaza.
. Permits mixed use development (buildings with commercial
ground floor and residential floors on top) including all non-
industrial commercial uses.
. Average permitted coverage of 75% is high, indicating the
potential for intensification in commercial zones.
. Average building height limit is 3-4 storeys.
The Study Area's current zoning format and site specific content
point to the need for simplified and flexible "ready-to-go" zoning.
Pre-zoned areas that permit a wider mix of uses would facilitate a
quicker development /approvals period and may be an incentive for
redevelopment. New policy must be careful to set in place and protect
for the desired land use, density and built form relationships that
support longer term intensification goals.
4.4 Form Based Codes and the "The Transect"
As part of the Official Plan review, the Municipality has reviewed the
potential for improving Clarington's urban design, built form and public
realm. Two planning models, Form-Based Zoning and "The Transect",
have been identified to assist in re-crafting the current zoning by-law
from either a "one-size-fits-all" or site specific, to a more design-
oriented format that conveys a better image of a desired built form
that is sensitive to adjacent buildings and public areas. The following
definition is summarized from the American Form-Based Codes
Insitute:
• Through the use of diagrams and words as opposed abstract
parameters of FAR,(floor-area-ratio) densities and parking
ratios etc. form-based codes address the relationship
between building facades and the public realm, the form
and mass of buildings in relation to one another, and the
scale and types of streets and blocks. They relate to an
"Regulating plan" or "master plan" that provides the overall
designations of built form and scale, not only land use. In
contrast to guidelines, Form-based codes are regulatory, not
advisory.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 4.7 Examples of Form-based zoning to describe
the relationship of buildings to property edges and
adjacent land uses
The Transect
The Transect is a simple model used by new urbanist planners in the
United States to assist in creating development standards that are
sensitive to context and convey an image of desired built form. The
Transect is essentially a master plan that identifies zones or distinct
areas of different character (referred to in new urbanist theory
as "tiers"). The different zones identify certain characteristics of
streets and buildings that categorize the main function and physical
environment of that area, and the desired transition between zones.
This "regulating plan" or master plan sets the structure that the more
detailed Form-based codes, mentioned above, will describe through
diagrams and text.
4 NATURAL
F ~ Z(7NE
Fig 4.8 The Urban -Rural Transect, Duany Plater Zyberk & Company
Relevance of "The Transect" and Form-Based Codes
The resulting Master Development Plan of this Study will be, in
essence, the "regulating plan". The concept of The Transect is useful in
that it suggests that a linear area is composed of segments that need
transition between them. As illustrated in Section 2.0, the Highway 2
Corridor is naturally divided into distinct segments. As the Corridor will
most likely develop with a mix of commercial and residential uses, at a
range of densities and scales, the differences in strict land use will be
subtle. The type and character of the buildings and streets will be the
defining characteristics.
Therefore, The Transect and Form-based Codes are planning
mechanisms that can help structure the definition of the Corridor's
distinct areas and convey the desired form of their development. The
resulting secondary plan will be a Master Development Plan described
by description and illustration of the type of desired built form that will
be easier to use by both applicants and officials.
Courtice Main Street Study Issues Review Paper -January 26, 2010
R U R A L 1 1 1 1 1 1 1 I Y I I 1 1 1! I I I T R A N 3 E C t l 1 1 1 1 1 1 1 I I 1 1 I I I I I I I I U R 0 A N Y
4.5. "Highway to Mainstreet": Courtice Highway 2
Corridor and Main Central Area Study
Completed in 2001 by Markson Borooah Hodgson Architects and a
multi-disciplinary consulting team, this study proposed a land use
plan, policy and guidelines for the segment of Highway 2 between
Prestonvale Road and Courtice Road, including the Main Central Area.
Forthis limited area of Highway 2, the study presented a comprehensive
streetscape and public realm program for this limited area of Highway
2 and detailed land uses, street pattern, built form, open spaces and
the pedestrian system for the Main Central Area (Town Centre site).
The study was never adopted because of some stakeholder objections.
However, the main principles of improved public realm, compact
form, an interconnected street network, mixed uses and creating a
community focal area remain valid. This current Courtice Main Street
Study will build upon these principles, where they prove appropriate to
the site specific conditions.
Fig 4.9 Proposed Land Use -Schedule A, "Highway to Mainstreet"
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Fig 4.10 Proposed Streetscape, Fig 31, " Highway to Mainstreet"
Courtice Main Street Study Issues Review Paper -January 26, 2010 , ,
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5.0 INTENSIFICATION, GROWTH MANAGEMENT AND IMPLICATIONS FOR COURTICE
As discussed in the first section of this report, this study is concurrent
with the Growth Management and Intensification Strategy components
of the Official Plan Review. Centres and Corridors are key policy
elements of the Growth Management and Intensification analyses and
strategies.
5.1 Interrelationship of Project Components
The Intensification Study component of the Official Plan review will
determine how much land within the built-up areas of Courtice,
Bowmanville and Newcastle can accommodate intensification. In
general, this definition of intensification means the "filling in", or
development, of existing vacant lands. The Study will also propose
a strategy for achieving higher densities along the key policy areas of
Centres and Corridors. In some cases, these areas have of underutilized
existing land uses and low intensity built form that have the potential
to transform to more intense uses and development formats. The
Courtice Main Street Study Area is one such environment and to that
end, how the Courtice Main Street Study can respond to the ROPA 128
intensification objectives for Centres and Corridors will act as a "test"
and possibly a "template" fora "Centres and Corridors" intensification
strategy for Clarington.
The Growth Management Study (GMS) component of the Official
Plan Review determines the capacity of each of the three urban
areas to accommodate Places to Grow, Growing Durham, ROPA 128
and Clarington Council's Corporative Strategic Plan to tackle some of
the challenges facing growth. The Municipality's GMS examines how,
when and where growth should occur by testing and distributing
the Growing Durham population and employment forecasts to the
local urban communities. The outcome of GMS will have significant
fiscal implications for the Municipality and influence the provision of
services and local infrastructure. The GMS will be the basis for updating
Clarington's Official Plan to conform to Places to Grow and Growing
Durham.
The Courtice Main Street Study's proposal for future development and
the appropriate amount of intensification will directly influence the
allocation and timing of growth across the municipality.
Courtice Main Street Study Issues Review Paper -January 26, 2010
5.2 Implications of the Analyses on Courtice
The preliminary Housing Projection analysis for Courtice has identified
a projected housing demand to 2031 of 4,010 units. Preliminary
analyses of lands available for development indicate that, there are
sufficient other Greenfield and vacant lands that, if developed, will
fulfill both the Provincial intensification requirements and Courtice's
projected population demand. This means that Courtice has sufficient
available lands to meet this housing demand, without taking into
consideration any intensification that could occur within the Courtice
Main Street Study Area This begs the question: Why intensify Courtice
Main Street?
The answer is twofold: the Region's urban structure of Centres and
Corridors recognizes the importance of the Study Area for Durham
and Clarington to achieve intensification and managed growth;
and, the Courtice community is ready for improvement and change.
Intensification of Courtice Main Street is a strategic component to
respond to higher level policies, create an integrated growth pattern
for Clarington and galvanize the local community's civic pride.
5.3. Preliminary Intensification Scenarios
5.3.1 Applying ROPA 128 Recommendations to the Study Area
If the Courtice Main Street Study Area does not need to fully intensify
in order for the Courtice Urban Area to fulfil its housing demand, to
2031, then one scenario for the Study Area to remain on its current
development pattern is -changing slowly with intermittent residential
and commercial development. However, ROPA 128 requires specific
densities and built form for Regional Centres and Corridors over time.
Continuing with current development patterns will not be sufficient to
meet these policies, nor is it acceptable planning to permit unplanned,
low density development in existing community area.
The diagram on the following page illustrates the application of the
ROPA 128 densities to the Study Area:
. The pink areas represent 60 units/gross hectare (Corridors)
along a 45m strip on both sides of the Highway, excluding
the Highway 2 right of way and environmental areas. This
yields 2,520 units.
. The blue area represents 75 units/gross hectare (Centres)
to the Town Centre site. This yields 1,157 units.
Courtice Main Street Study Issues Review Paper -January 26, 2010
If Highway 2 and the Town Centre were to be developed at the ROPA
128 recommended densities, the Study Area would accomodate
3,677 residential units.
The definitions of density used in ROPA 128 describe that the
distribution of density should be applied to 45% of an overall or gross
site area (refer to Appendix 1 for further explanation). The implication
of allocating development on less than half of the overall land area
means that building heights would need to increase, possibly in the
range often storeys, in order to meet the recommended densities.
For comparison, as illustrated in the Growth Management Discussion
Paper, areas of recent intensification in established urban centres
are similar to ROPA 128's density recommendations. For example,
Toronto's Yonge/Eglinton area has a gross density of 84 units/gross
hectare and North York Centre at Yonge/Sheppard has a gross density
of 52 units/gross hectare. These gross densities are significantly higher
than Clarington's recent new medium density development.
However, these densities are broadly defined, a clear and simple tool
needed to describe density across the entire Region. The structure
of Centres and Corridors of ROPA 128 provides a logical based for a
long term intensification and development strategy, and it is also
reasonable that each condition needs to be refined to local conditions.
Determiningthe right "fit" of density at the municipal level is essentially
the role of this Study, not "planning by numbers". Understanding the
definition of ROPA 128 sets the benchmark but is not the solution.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 5.1 Application of ROPA 128 densities to the Study Area
5.3.2 Recent Development Trends in Clarington
The ROPA 128 density and built form recommendations would
represent a significant change in overall appearance of the Study Area.
Some recent site plan applications along Highway 2 have illustrated the
desire to build at higher densities, but these applications have not gone
forward. Recent commercial redevelopment applications propose one
and two storey, single use buildings with surface parking, mostly at
the street edge. Other recent residential development in Clarington
consists of three storey townhouses and condominium complexes
with at-grade garage and/or surface parking. In addition, Municipal
staff have reported that based on recent projects, unit sizes tend to
be larger than average sized units found in other Greater Toronto Area
(GTA) high rise buildings. This reflects the motivations of buyers who
move outside the GTA to smaller communities such as Clarington, to
have more spacious dwellings at lower real estate costs.
These trends indicate that Clarington's current market can support
three storey development with surface parking. Continuing to permit
low intensity development on a case-by-case basis, will not meet the
ROPA 128 recommendations. Highway 2 and the Town Centre site are
at risk of continuing to evolve as acar-focused commercial area with
little community "character" or distinct image. Courtice will have lost
its opportunity to be in control of creating a vibrant focal area for the
community.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Examples of recent townhouse and medium
density condominium developments in Clarington.
5.3.3 Getting To ROPA 128 -Preliminary Planning Options with
Compatibility
To address the broad strokes of ROPA 128 and test the potential of
development in Courtice, two preliminary development options were
created. They were based on the application of planning principles that
considered compatibility with adjacent development and the physical
potential of specific sites to accommodate density.
Option A: Moderate Growth - Intensification of Selected Areas
This development pattern envisions a partial redevelopment of select
sites along the Corridor using moderate densities of 30 units/net
hectare for medium density and 75 units/net hectare for high density:
. high density redevelopment of select sites with high
visibility (short term)
. medium density and some mixed use redevelopment of
individual properties (long term)
. development of the Town Centre with mixed use with a mix
of medium and high densities (mid-term)
. retention of existing neighbourhood convenience sites (no
redevelopment)
. retention of the Courtice West Shopping District (no
redevelopment)
It results in a total increase of approximately 1,563 residential units.
This target achieves 42% of the number of units of applying ROPA 128
densities (ROPA 128 Scenario).
Option A: Moderate Growth
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HIGH DENSITY POTENTIAL (A) 2.28 ^ TOWN CENTRE (TC) t3n4
MEDIUM DENSITY RESIDENTIAL (0) 33.54 ~ COMMERCIAL (D7) 8.95 EXISTING HSE RETAINED (N!A)
NEIGHdODHHOQD c:QNV[NIFNCE SITES (D2) 1.96 EXISTING USE RETAINED (NIA)
TOTAL 69.15
Courtice Main Street Study Issues Review Paper -January 26, 2010 ,
Option A: Moderate Growth
it Density Residential
i Area (ha)
Unit Mix - 100%High Density
sity-High (unit/net ha)
d UnrtS
216
100
75
169
antial Density Residential
Land Area (ha)
red Unit Mix - 100%Med Density
Density -Medium (unit/net ha)
ected Units
33.54
1~%
30
TC Potential Residential Density Mix @ Town Centre
Gross Land Area (ha) 13.44
Net Land Area (ha)
40
{for stormwater, commercial, roads, parks etc) 8.07
Scenarios Al A2' A3 A4
Mix of uses (Medium Density, High Density) (75%, 25%) {60%, 40%) {50%, 50%~ (40%, 60%)
Unit Projection Density {unit/ha)
Low NA 0 0 0 0
Medium 30 1$1 145 121 97
High 75 151 242 302 363
SUB TOTAL TOWN CENTRE 333 387 423 460
TOTAL UNITS (A + B + TC) 1,508 1,563 1,599 1,636
The densities applied to this option reflect current medium density
development in Clarington, such as two storey townhouses and
three storey condominiums with surface parking. New high density
development is essentially non existent, so the "high" density
calculation actually reflects the upper end of medium density. As a
result, this option yields less than half the number of units than the
ROPA 128 scenario. The issues highlighted by this option are:
. Recognizes the physical and market limitations of many of
the sites to be redeveloped at higher densities; and, that
many existing sites may not intensify;
. The lower densities require surface parking, a less efficient
use of land;
. Larger, more flexible sites need to accommodate more
density to compensate (somewhat) for the lower density or
non-developed sites;
. Reflects the intent of ROPA 128 to increase densities along
Corridors and in Centres in a built form that is compatible
with Courtice today, but it falls well short of the
recommended units; and,
. Provides a quick illustration that more intensification, in a
different format, is needed to approach ROPA 128's long
term vision.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Option B: Long Term Redevelopment - Transition to Full
Intensification
This development pattern envisions the eventual redevelopment of
every site along the Corridor using higher densities of 45 units/net
hectare for medium density and 150 units/net hectare for high density.
The ROPA 128 scenario applies higher densities to 45% of the land
within a narrow strip along either side of the Corridor, while this option
applies lower densities to all sites, utilizing their full depth. The match
will most likely be somewhere in between, where some sites may not
redevelop, and other sites may need to accommodate more density.
. high density redevelopment of several select sites with high
visibility based on relatively larger lot sizes (short term)
. medium density and some mixed use redevelopment of
individual properties (long term)
. development of the Town Centre with mixed use with a mix
of medium and high densities (mid-term)
. redevelopment of existing neighbourhood convenience
sites as mixed use high density sites
. redevelopment of the Courtice West Shopping District as
mixed use medium density
It results in a total increase of approximately 3,517 residential units.
This target achieves 95% of the of the number of units of applying
ROPA 128 densities (ROPA 128 Scenario).
Option B: Long Term Redevelopment -Transition to Full Intensification
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AREA (HA) AREA (HA)
HIGH DENSITY POTENTIAL (A) 7,9d ^ TOWN CENTRE (TC) 134q
MEDIDM DENSITY RESIDENTIAL (B) 29.82 ^ COMMERCIAL (D7) 8.95
TOTAL 60.15
Courtice Main Street Study Issues Review Paper -January 26, 2010
Option B: Long Term Redevelopment -Transition to Full Intensification
A Potential Density Residential
Net Land Area (ha) 7.94 (includes two D2 sites)
Desired Unit Mix - 100% High Density 100%
Net Density -High (unit/net ha) 150
Projected Units 1,191
B Potential Density Residential
Net Land Area (ha) 29.82 (includes two D2 sites)
Desired Unit Mix - 100°fo Med Density i00%
Net Density -Medium (unit/net ha) 45
Projected Units 1,342
TC Potential Residential Density Mix t1a Town Centre
Gross Land Area(ha) 13.44
Net Land Area (ha)
40
(far stormwater, commercial, roads, parks etc) 8.07
Scenarios Al AZ • A3 A4
Mix of uses (Medium Density, High Density) (75%, 25%) (60%, 40%) (50%, 50%) (4D%, 60%)
Unit Projection Density (unit/haJ
Low NA 0 D D 0
Medium 45 272 218 181 145
High 150 302 484 605 726
SU8 TOTAL TOWN CENTRE 574 702 786 871
TOTAL UNITS (A+B+TC) 3,107 3,235 3,319 3,404
Dl Commercial Sites -Lang Term Mixed Use/Med Density Potential
Net Land Area (ha) 9
net net area (take out 30%) (ha) 6.27
Desired Unit Mix - lOD%Med Density 100%
Net Density -High (unit/ net ha) 45
Projected Units 282
TOTAL UNITS (A+B+TC+Dl) 3,389 3,517 3,601 3,686
These densities reflect current trends for townhouse development and
medium-rise apartment buildings served by structured or underground
parking. The resulting building heights would be a moderate four to
six storey apartment building. This option produces almost the same
number of units as the ROPA 128 scenario. However, it also assumes
the eventual redevelopment of the entire Corridor, including the
Courtice West Shopping District. The ultimate reality of such a full scale
transformation is unknown. The issues highlighted by this option are:
. To achieve generally lower building heights,
redevelopment of all sites is needed which may not
be reliable;
. To achieve more units with moderate building heights, the
general scale of all development should be higher, with
greater investment needed in higher quality residential built
form and the provision of underground or structured parking;
Courtice Main Street Study Issues Review Paper -January 26, 2010
. Larger, more flexible sites need to accommodate
more density; these sites may need to be at 8 -12
storeys, to enable most other buildings to be remain
between three and six storeys;
. Reflects the intent of ROPA 128 to increase densities
along Corridors and in Centres in an urban form
that is comparable to current developments towards more
sustainable and compact development that utilize sites and
infrastructure more efficiently; this is the potential urban
form for Courtice.
. Indicates that ROPA 128's long term vision is achievable,
but requires a realistic understanding of the long term
development potential of key sites (such as Courtice West
Shopping District) and carefully allocating density to other
sites to ensure that intensification goals still can be achieved
they have the flexibility to be altered as development
progresses.
5.2.4 What do the Options Reveal?
Option A indicates that in the short term, limited intensification
might occur in areas not currently occupied by viable commercial
activity. Option B indicates that in the long term, with fuller and more
comprehensive development throughout the study area, the density
and built form expectations of ROPA 128 may be achievable. However,
Option B is likely to occur only when full infrastructure and transit is in
place.
These early directions point to the need to provide for other strategies
to improve the Courtice Main Street Area in the short term, such as
streetscaping and public realm beautification. For the long term,
planning and zoning policies that both facilitate development yet
protect for the desired land uses and densities needed to achieve the
Region's recommendations and planned infrastructure projects is
required.
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.0 INFRASTRUCTURE AND SERVICES CONTEXT
The access of the community to parks and green space, the ability to
move conveniently and safely through the community along roads and
sidewalks and the availability of basic water supply, storm and sanitary
sewers create an the "skeleton" or structuring network of a community.
The ease with which residents can walk or cycle to open spaces
delineates the pedestrian network. The type and location of roads and
access to them influences the kind of kind of buildings that can be built
adjacent to them and the ability for development to utilize existing
sewers and water supply impacts the ease and cost of construction. As
a result, the discussion of a community's infrastructure is an important
element of understanding the key drivers for future development.
Courtice already has a good distribution of parks, with excellent
opportunities for improving access to its beautiful natural system.
It also has the built-in economic benefit of being located along
Clarington's primary east-west travel route, adjacent to Oshawa. These
infrastructure pieces are in place and simply require enhancement.
For Courtice, the key driver for development is the provision of
sanitary sewers to the Corridor. The availability, capacity and cost of
infrastructure will have a major impact of when and how development
will occur. This chapter will describe these infrastructure elements,
their opportunities and how improvement of them is essential in order
to achieve ROPA 128's vision of sustainable development and compact
growth.
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Most notable view of the crossing of Farewell Creek along Highway 2 at Centrefield Drive
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.1. Open Space, Parks and Trails
Open Space
As noted throughout this report, Courtice's most notable and valued
open space assets are the two Valleys of Farewell and Black Creeks.
Farewell Creek crosses Highway 2 between Darlington Boulevard and
Prestonvale Road and Black Creek runs parallel along the north side
of Highway 2, from Prestonvale Road to Hancock Road. The lands
within the Creek Valleys are designated Flood Plain and Environment
Protection Areas.
The Creek Valleys' configuration and location present some physical
development constraints. Sloping topography,top-of-bank delineations
and setbacks restrict the amount of table land available for future
development. For example, according to the Central Lake Ontario
Conservation Authority, at any one property, the total development
setback may require a 15m setback, horizontal allowance to achieve
a 3:1 slope, and a 6m easement for municipal erosion control access.
The determination of the ultimate setback is conducted on a case-by-
case basis as the profile of the creek edges change from property to
property. For some properties, these setbacks would eliminate more
than half the property depth.
However, the Creek Valleys also offer significant opportunities for:
. development of view corridors that can contribute to
defining an image for Courtice
. development of formal, local trails that could link to the
broader Durham Region Trail System
. development of a naturalized streetscape edge design and
trail along Highway 2
Parks and Trails
There are severalneighbourhood andcommunityparks nearoradjacent
to the Study Area. As well, the Clarington Official Plan designates
that the undeveloped lands to the west of Farewell Creek and in the
Town Centre site are to contain parks or public squares. The Courtice
Community Centre, located along the north side of Black Creek just
north of the Study Area offers passive and programmed open space
with pathways to Black Creek.
Mountain biking is a popular sport in the area and residents noted at
the Community Vision Workshop that a system of trails that connect to
the Creek Valleys could be improved.
Courtice Main Street Study Issues Review Paper -January 26, 2010
View of existing pathway access at Farewell Creek
For example, the Farewell Creek Valley is already being developed as
an important heritage and active community location. As part of plans
for a Courtice Tooley Memorial, the Municipality recently acquired
the house and property at 71 Old Kingston Road with the intention
of providing a trailhead and small parkette along the Farewell Creek
Valley. The property acquired was the homestead of Augustus Tooley,
who operated a mill along the creek. Although the home was destroyed
by fire, the stone foundation walls have been removed and will be used
for a cairn. (source: January 21, 2010 Clarington E-Planning update)
6.2 Cycling
In October of 2008 the Region of Durham endorsed a Regional
Cycling Plan that outlines Regional and Municipal responsibilities and
commitments to develop and encourage active transportation within
the Region. The cycling network is comprised of Regional Cycling Spines
connecting key attractions, including Regional Centres designated
in the Regional Official Plan, and key intermodal facilities such as GO
Stations.
Highway 2 is identified as the Municipality's only Regional Cycling
Spine that has adjacency to the Regional Centres in Courtice and
Bowmanville. Future planning along this spine and within these
Centres must consider integration of the recommendations outlined in
the Regional Cycling Plan. The Municipality will be undertaking a Parks,
Open Space and Trail in 2011 that will address these linkages. (source:
Clarington OP Review Overview of Transportation Studies & Major Infrastructure
Related Initiatives, AECOM, July 2009)
Designated Regional Cycle Routes should have linkages to an
interconnected trail system that potentially could wind through the
valleys of Farewell and Black Creeks. This recreational amenity could
also be a potential draw or "destination" for Courtice.
r~ Legend
Z Regional Cycling Spines
~ a ~ ~ To Be Studied Further
+a ...
+s 53" ails' ~"f f„'?~;,v ,, __ ... GO Station
~~~ Co~rtice ~ r- ~ ,a'~ • Exist;ng
Bowmanville ~., • Proposed
' Municipal Boundary
=2 Urban Area Boundary
~w
r ~ ~ Urban Area Boundary Oaferred
.~ ' I -
`~_ • ~ Regional Centre
+~'`~`~''p1 -- RivedCreeks
Fig 6.1 Regional Cycling Plan (excerpt), Durham Regional Planning Department
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.3 Transit
At the Community Vision Workshop, one of the most cited positive
characteristics of Highway 2 was that it is the main link between
Oshawa and Bowmanville. However, it was also noted that general
transit service along the Corridor and pedestrian comfort at transit
waiting areas are insufficient.
6.3.1 Current Service
Highway 2 is served by two majortransit routes: GOTransit and Durham
Transit. Two Durham Transit bus routes (Townline and King) provide
30 and 60 minute daily service and two GO Transit buses stop at the
Courtice Road intersection at 30 and 60 minute intervals.
6.3.2 Planned Transit Infrastructure
6.3.2.1- Provincial - GO Transit
GO Transit is currently undergoing a Transit Expansion Environmental
Assessment, which has proposed preliminary locations and station
designs for new commuter GO Stations along the Canadian Pacific (CP)
Rail Corridor to Clarington. This eastern extension of the GO service
is one of the component of the Metrolinx transit strategy described in
Section 3.0.
In Courtice, a new GO Station is proposed within the Courtice
Employment Lands, west of Courtice Road, along the north side of the
existing CP track. In the short term, the current GO Bus service along
Highway 2 may diminish because of the service provided by the station;
however, it is anticipated that local transit (Durham Transit) may
increase in service, as ridership to the GO Station from the surrounding
areas increases. As mentioned previously, the GO Station is one piece
of a future integrated transit network for the Region.
STUDY AREA
PROPOSED
COURTICE GO TI
STATION
~•_
Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 6.2 Courtice Regional and Municipal Road Works (excerpt), AECOM, July 2009
6.3.2.2-Regional-Rapid Transit
The 2008 Regional Official Plan designates Highway 2 as a Transit
Spine, defined as route that 'facilitates inter-regional and inter-
municipal services along arterial roads, and intersect with local
transit services." [11.3.17]. The ROP specifies the type of adjacent
development needed to support transit infrastructure and encourages
Highway 2 to be developed "to its fullest potential" [11.3.19]. This
includes:
. complementary higher density and mixed uses;
. buildings oriented towards the street, to reduce walking
distances to transit facilities;
. facilities which support non-auto modes including: drop off
facilities, bus bays, bus loops, bus shelters, walkways, trails
and other pedestrian and cycling facilities; and,
. limited surface parking and the potential redevelopment of
existing surface parking. [11.3.18]
Durham Region Transit Long Term Transit Strategy (LTTS)
The Region is currently undertaking a Long Term Transit Strategy to
evaluate opportunities for improved transit services across the Region.
Future improvements to transit service along Highway 2 are anticipated
and will be subject to further studies to be completed by the Region of
Durham.
Durham Region Transit Oriented Development Strategy
In the October 2009, Durham Region Transit also initiated a Transit
Oriented Design (TOD) Strategy Study, led by Urban Strategies. This
study will investigate the more detailed aspects of the potential for LRT/
BRT within the Highway 2 Corridor and linkages to the proposed GO
Rail Transit Stations. It will present the fundamentals of TOD planning
and design principles for public realm, densities and private building
form along transit corridors that provide sustainability of usage and
reduction of car use. The Courtice Main Street Study will attempt to
integrate the results of the Region's work, as it relates to Highway 2.
The Transit Spine designation, urban design principles, LTTS and the
TOD Strategy study echo and reinforce the goals and policies that
appear throughout the Provincial, Regional and Municipal planning
documents for transit supportive development and utilization of
existing infrastructure.
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.4. Transportation
6.4.1 Durham Highway 2 - A Class'B' Arterial Road
Durham Highway 2 is a Regional Road and is classified in the 2008
ROP as a Class 'B' Arterial Road. Policies for functional design are
detailed in Schedule E of the ROP and these criteria are refined in the
Regional Arterial Corridor Guidelines (ACGs) (introduced earlier in this
document).
Highway 2 is a route that operates more at the scale of a provincial
highway than a regional main street that links two communities. It is
characterized by high traffic speeds, (60 and 70km/h) wide lanes (five
lanes), and deep building setbacks. These were the characteristics that
residents noted as undesirable, which conflicted with their appreciation
of the Corridor as a convenient and important travel route through
Clarington.
Access and Roadway Services
One of the design criteria for a Regional Class B Arterial is limited
individual driveway access. Highway 2 has numerous individual
driveways that have evolved with the historic lot patterning and
incremental growth. As long as these properties remain in their current
state, they maintain their right to access. Consolidation of accesses as
right-in/right-out points or alternative access off local streets would be
required when sites redevelop. Permission for such accesses would be
at the discretion of the Region.
Medians have been added to better regulate turning movements
at busy commercial sites. Continued installation of medians with
controlled turning breaks may alleviate the difficulties experienced
with individual driveway access. Although perceived as inconvenient,
medians improve pedestrian movement by restricting turning in both
directions.
One of the most noted issues from the Community Vision Workshop
were the effects of snow clearance, which results in high snow banks
that block visibility, driveway access and continuity of the sidewalks.
Some residents are not physically able to clear the snow banks. For
future development and streetscaping, this reality points to the need
for sidewalks to be set well back from the curb to allow for snow
storage. Driveway blockage will eventually diminish as the number of
driveways becomes eliminated as properties redevelop.
_' ,.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Views of properties on septic services with
individual driveway to Highway 2
Streetscape
Because ofthe unpredictable nature of redevelopment, implementation
of a comprehensive Streetscape program will be challenging. However,
if a Streetscape strategy or concept were in place, new development
could be required to incorporate it incrementally. Such a concept
that is designed to be achieved in stages would be required.There
are sidewalks at all developed areas, although they are inconsistent
in appearance because of their age and the varying quality of private
landscape adjacent to them.
Demonstrating an understanding of the importance of greening
Highway 2, the Municipality recently planted 26 street trees at four
locations between Townline and Courtice Road. Future funding
is anticipated to augment the street tree planting program on the
municipal road allowance, in accordance with the development and
recommendations of this Study and future studies.
Future Roadway Infrastructure
As a Class B Arterial Road, Highway 2 will have an ultimate right-of-way
(ROW) of 36m. The current ROW varies from 21m to 50m at certain
intersections. As site plan applications are submitted, the Region will
obtain the necessary land to accommodate the 36m ROW. Although
there are no immediate plans for roadway works, the Region's
Transit -Oriented Design Strategy will study how rapid transit can be
accommodated within the 36m ROW, the requirements forthe interface
with private property and built form, and how this infrastructure would
be implemented. For the purposes this Study, the profile of the existing
roadway with provisions for the 36m ROW will be assumed.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Views of properties on septic services with
individual driveway to Highway 2
6.4.2 Arterial Corridor Guidelines
In 2007 the Region approved the Arterial Corridor Guidelines (ACGs)
to help guide the evolution of the Region's higher order transportation
network towards creating a more attractive, pedestrian and transit
supportive environment that balances "liveability" and "mobility"
within and adjacent to the public road allowance. (Section 1.0,
ACGs).
Maio Street Corridor
..! ~ -
~~
Higher Order Corrftlor
The ACGs present a "toolbox of potential strategies' that are intended Fig 6.3 Excerpt from ACGs, section 4.1
"Spatial Definition of the Road Corridor."
to be applied during the planning and design of arterial road corridors.
They attempt to integrate the technical requirements of transportation
issues with land use planning, development and the design of the
public realm.
The ACGs propose seven general street types based on function,
land use, transit, and context. The purpose of this street typology is
to assist planners and designers in defining the roles and character
of streetscape improvements and land use changes (i.e. residential,
mixed-use, intensification, transit, pedestrian etc.) and urban form
when new development occurs along an arterial corridor.
Relevance for Highway 2
Durham Highway 2 is a Class B Regional Arterial Road and as such, is
influenced both by Regional Official Plan Transportation policies and
the ACGs. In light of the current Regional transit studies and the impact
of Metrolinx on Highway 2, the ACGs will be amended. However,
until that time, they provide a good starting point for establishing
streetscaping principles and the desired relationships of built form to
the Highway's edge. The streetscape design should be the mechanism
to provide the physical and visual connection between the various
segments of the Corridor while containing special elements that might
highlight gateways or areas of special character.
Highway 2 most closely resembles Type 11 of Street Type but elements
from other Types are also applicable. Bearing in mind that the ACGs
and the Street Types will be modified to reflect the outcome of the
TOD Strategy with the implementation of transit-dedicated lanes,
the development setbacks and other policy for this Study will utilize
the most appropriate elements and recommendations of the current
ACGs.
Align trees,
utility poles and
other elements
to keep the
zone dear.
-• A 1 To 1.5 metre
t ~ _ strip along the
1.5 m curb should be
provided for
snow storage
Provide an area to accornmodate
snow of the edge of streets
Fig 6.4 Guidelines for Snow Storage (Section 7.0),
Arterial Corridor Guidelines.
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.4.3 407 East Link and Transitway
An extension of the 407 Highway eastwards is planned for Durham
Region as part of a current Environmental Assessment (407 East EA
Study). Two north-south freeway links connecting the proposed
407 extension to Highway 401 are planned: one in Whitby (West
Durham Link) and the other in Clarington (East Durham Link). Each is
approximately 10 km in length and includes protection for a dedicated
transitway corridor. (source: htto://www.4o7eastea.coml.
The eastern boundary of the Courtice Main Street Study Area is
terminated by the East Durham Link located between Hancock and
Solina Roads. The Ministry of Transporation's (MTO) preliminary
designs include land dedication for a proposed Transitway station/
commuter parking lot and stormwater facility at the north-west
quadrant of Highway 2 and Hancock Road. A future ramp will extend
southwards from Highway 2 to merge onto Hancock Road and lands
have been acquisitioned and protected for this infrastructure (Hancock
Road by-pass). MTO's land requirements have resulted in the isolation
of a pocket of residential properties at the edge of Black Creek. A
proposed land use for these properties is commercial that could
potentially serve Transitway users.
The Transitway is proposed as a dedicated route along the west side
of the 407 East Link Highway. It is planned for buses in the short
term, transitioning to light rail in the long term future. The design and
functionality of the station/parking area is undetermined at this stage.
The 407 East Linkwill have an interchange at Highway 2. This connection
will improve Courtice's access and exposure to surrounding areas, but
will change the face of Courtice's eastern edge from a pastoral, rural
environment to a highway condition. Indeed, the lands around the 407
East Link are designated as Future Living and Future Employment in
ROPA128 in the expectation that development of the agricultural lands
to higher density residential will take place over time.
The challenge of the 407 East Link will be to plan for the appropriate
densities and mix of uses along this frontage, to be transit supportive
while creating an attractive first "image" and gateway ofthe community.
A green buffer or setback at the ramp/bypass frontage may be required.
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Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 6.5 407 East Individual EA Study- East Durham
Link Preliminary Design Plan (excerpt - at Highway 2
and Hancock Road)
6.5. Municipal Services
Because of its proximity and connectivity with Oshawa and Whitby,
Courtice shares its servicing capacity with the larger Oshawa and
Whitby systems. As a result, analysis and recommendations are more
complex than for other areas of Clarington. In 2001 AECOM (formerly
TSH Associates) provided infrastructure and servicing related input to
the Courtice Corridor and Main Central Area Study. From a servicing
perspective, there have been minimal physical infrastructure changes
along the Courtice Corridor since 2001. This section serves to confirm/
update the information included in the 2001 study and provide similar
information for areas west of Prestonvale Road and east of Courtice
Road that were not addressed in the original study.
Preliminary comments from the Region have been received and
this study will continue to consult with Regional Staff as the study
progresses.
6.5.1 Storm Sewer
Highway 2 East of Farwell Creek Crossing
Existing storm sewer infrastructure along the Highway 2 Corridor east of
the Farewell Creek crossing is consistent with the portions of the system
described in the 2001 report. In this regard, storm sewer infrastructure
in the area between Black Creek and Hancock Road consists of three (3)
small systems, two that outlet directly to Black Creek and one directly to
Farewell Creek. These systems were designed to convey only localized
surface drainage from the roadway itself and thus consist mainly of
small diameter pipes installed at shallow depths (between 1.2m and
2.Om). As a result, the existing sewer network east of Farewell Creek
has limited capacity to service additional development.
In this area the majority of the lands located on the north side of the
Highway2corridoraredevelopedwith singlefamilyresidentialdwellings
and naturally drain north directly to Black Creek, which is a cold water
stream. Given the proximity of Black Creek and the relatively flat grade
of Highway 2 as it parallels Black Creek, opportunities to consolidate
outfalls throughout the eastern portion of the Courtice corridor or
locate suitably large spaces for the construction of centralized Storm
Water Management (SWM) facilities are limited. In this regard, it is
likely that redevelopment in this area would require SWM quality and
quantity controls to be implemented on site as individual properties or
small groups of properties redevelop.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Highway 2 West of Farewell Creek Crossing
West of the Farewell Creek crossing two larger storm sewer systems
exist. The first extends 300 m westerly from Farewell Creek collecting
roadway drainage from that area. This system also receives and conveys
storm water flows from the residential subdivision south of Nash Road
and immediately west of Centrefield Drive. Opportunities to direct
additional flow to this system are likely limited as the majority of the
lands serviced by this system along the Highway 2 corridor are either
fully developed or consist of protected natural environment areas.
The second system outfalls to Farewell Creek via a small tributary located
approximately 400 m west of the Farewell Creek crossing. This system
collects storm water from Highway 2 and the adjacent developed sites
between Darlington Boulevard and Townline Road, and is inclusive
of the sites centred on the Darlington Boulevard intersection. As the
catchment area of this system is largely developed in a fashion that
is almost completely impervious it is likely that the system would be
sufficient to support long-term redevelopment as the quantity of run-
off is already approaching its potential maximum. However, if sites
are redeveloped it may be necessary to introduce storm water quality
control measures as a condition of development approvals.
The lands located immediately west of Centrefield Drive between
Farewall Creek and the tributary, which serves as the outfall for
this system, may provide an opportunity for the development of a
centralized SWM facility such as a pond if sufficient land area exists
above the floodplain elevation.
Courtice Town Centre
A large diameter trunk storm sewer on Trulls Road that drains north
towards Black Creek borders the western boundary of the Courtice
Town Centre site and is capable of servicing much of the site. The
design of this sewer accounted for the drainage from 15.2 ha of the
Town Centre site which includes all ofthe parcels fronting on Trulls Road
north of Sanderingham Drive and the southern portion of the lands
owned by Bonnydon Ltd. (RP;40R15590 PART 1,3, PART 2,4;PT). The
northern portion of Bonnydon Ltd. lands could likely be served by the
sewer on future Maplefield Drive that borders the eastern Boundary
of the site and ultimately drains north under Highway 2 to outlet at
Black Creek. Given the size of Town Centre site and the requirement
for direction of all drainage towards Black Creek, it is anticipated that
the site would be developed with some form of internal SWM facility
to provide sufficient quality and quantity control.
Courtice Main Street Study Issues Review Paper -January 26, 2010
6.5.2 Sanitary Sewer
As noted in the 2001 report, there is no comprehensive sanitary sewer
system within the Highway 2 corridor east of Centrefield Drive. In this
regard, many of the existing homes and businesses east of Centrefield
Drive fronting on Highway 2 are serviced by private septic systems.
Wastewater flows from the serviced portion of the Highway 2 corridor
and areas north of Highway 2 are conveyed to the Harmony Creek
WPCP via the Farewell Creek trunk sanitary sewer (TSS) that crosses
the Highway 2 corridor in the vicinity of Centrefield Drive. Similarly, a
sub-trunk sanitary sewer on Sandringham Drive conveys flows from the
area south of Highway 2 to the Farewell Creek TSS.
Unserviced Section East of Prestonvale Road
Given the natural drainage pattern of the area and the structure of
existing system, the unserviced lands within the Highway 2 corridor
are to be serviced from the Farewell Creek TSS which is tributary to
the Harmony Creek WPCP. A section of sanitary sewer on Highway
2 extending from the existing terminus at Prestonvale Road to
Sandringham Drive has been identified for design and construction
in 2010 in the Region of Durham's Capital Sewerage Budget. Further
sanitary servicing of the corridor will require the extension of this
sanitary sewer easterly to Courtice Road.
The strategy of extending a sanitary sewer on Highway 2 to provide
sanitary servicing to the corridor is more viable now than it was at
the time of the previous planning study because the Ministry of
Transportation (MTO) would not permit sanitary sewers to be permitted
within the Highway 2 roadway at that time. Therefore, this required a
dual sanitary sewer system to be located within easements on both
sides of Highway 2. Now that Highway 2 is under the Region of Durham's
jurisdiction, a single sanitary sewer within the Highway 2 roadway is an
option. Additionally, the Growing Durham Plan identifies the Courtice
Corridor as a Regional Corridor and the Courtice Town Centre Lands as a
Regional Centre. Both of these designations incorporate intensification
objectives established by the Region of Durham in order to meet the
goals set out in the Province's Places to Grow Growth Plan Study.
Courtice Main Street Study Issues Review Paper -January 26, 2010
The Region of Durham is presently undertaking an Infrastructure and
Fiscal Analysis Impact Study that will examine in detail the servicing
requirements associated with implementation of the Growing Durham
Plan. This study will:
. Examine the servicing needs for areas like the Courtice Corridor
on a block-by-block level to identify any necessary infrastructure
upgrades to accommodate the proposed intensification.
. Provide timelines and define funding mechanisms for
implementing the necessary infrastructure improvements.
Presently the Region of Durham's Infrastructure and Fiscal Analysis
Impact Study is anticipated to be completed in 2011. In the interim
period, development proposals associated with the Courtice Corridor
will be evaluated by the Region of Durham on an individual basis
to identify how or if they can be serviced by existing sanitary sewer
infrastructure within or adjacent to the Courtice corridor.
Courtice Trunk Sanitary Sewer Class Environmental Assessment
Presently all flows treated at the Courtice WPCP are pumped from the
Harmony Creek WPCP. The Region of Durham is currently undertaking
a Class Environmental Assessment (EA) to establish an alignment for
the future Courtice Trunk Sanitary Sewer (TSS). When complete, the
Courtice TSS will convey sewage flows from north Whitby (Brooklin),
north Oshawa, south and east Courtice and west Bowmanville directly
to the Courtice WPCP. The exact location and extent of lands in Courtice
that may be serviceable by the Courtice TSS will not be definitively
known until the EA is complete and a preferred alignment is selected.
The portion of the Courtice Corridor located between Courtice Road
and Hancock Road is included within the limits of the expected east
Courtice portion of the Courtice TSS drainage area. As such, there may
be future potential to direct sewage from this area to the Courtice
TSS. However, the extent of additional local and/or sub-trunk sewer
construction required to service this section of the corridor via the
Courtice TSS will not be known until the Class EA is completed and
detailed local analysis can be undertaken on the basis of the preferred
alignment.
With respect to timing, the initial stage of construction will likely extend
the Courtice TSS northward from the Courtice WPCP to a location in
the vicinity of Baseline Road/the CPR Tracks by 2015.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Existing Serviced Lands West of Prestonvale Road
Townline Road to Centrefield Drive
The developed western section of the Highway 2 corridor between
Townline Road and Centrefield Drive is serviced by an existing 300/375
mm sanitary sewer on Highway 2. Future intensification on these lands
would have to be considered in the context of the reserve capacity
provided by the existing sanitary sewer as well as any upstream
commitments.
Centrefield Drive to Prestonvale Road
Sanitary servicing requirements in this area are minimal as the majority
of the lands are not developable due to environmental constraints
associated with the Farewell Creek and Black Creek floodplains and
valley lands. On the north side of Highway 2, the existing Tim Horton's
at Centrefield Drive and the banquet hall west of Prestonvale Road are
both serviced by existing sanitary sewers. On the south side, the lands
between Highway 2 and Old Kingston Road would likely be readily
serviceable by the existing sanitary sewer on Old Kingston Road.
6.5.3 Watermain
West Townline Road to Prestonvale Road
This area is serviced by an existing 300 mm watermain located underthe
roadway with interconnections at each of the intersecting side streets.
Between Centrefield Drive and Prestonvale Road the alignment of the
watermain diverts south of Highway 2 to cross Farewell Creek along the
alignment of Old Kingston Road. The configuration of this portion of
the watermain is such that all developable lands along Highway 2 have
access to the watermain along their frontage.
Prestonvale Road to Trulls Road
As noted in the 2001 report, this area is serviced by two watermains:
a 300 mm watermain located within a 6-metre wide easement on the
south side of Highway 2 and a 150 mm watermain located within an
easement along the north side of Highway 2. The configuration of
these watermains is such that all lands on both sides of Highway 2
between Prestonvale Road and Trulls Road have direct access to existing
water supply services along the entirety of their frontages. Ultimately,
additional interconnections between the 300 mm watermain and the
150mm watermain will be required. Additional fire hydrants may also
be required within this section.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Trulls Road to Courtice Road
This section of the Highway 2 corridor is serviced by a 300 mm
watermain which is located under the south lane and extends westerly
from Courtice road to a stub approximately 100 m west of the future
intersection of Maplefield Drive. Between Trulls Road and this stub
there is no existing watermain. In this regard, development in this
area will require the construction of approximately 250 m of 300
mm watermain along the Highway 2 frontage of the Courtice Town
Centre lands. The 2001 report indicates that the existing configuration
is adequate for the current demands, thus the completion of the
watermain will be development driven.
Courtice Town Centre Lands
As noted above, completion of the 300 mm watermain on Highway
2 is required to extend services along the Highway 2 frontage of the
Town Centre Site. A 400 mm watermain exists on Trulls Road. Several
200 mm stubs have been extended from this watermain to the western
boundary of the Town Centre Site.
Courtice Road to Hancock Road
There is currently no watermain in the Highway 2 corridor east of
Courtice Road. In this regard, the extension of a watermain would
be required to support potential development on the south side of
Highway 2. To avoid a dead end, a secondary watermain feed will be
required to interconnect with the existing watermain on Courtice Road.
Courtice Main Street Study Issues Review Paper -January 26, 2010
7.0 PROPOSED DEVELOPMENT PROJECTS
There are several proposed redevelopment projects at various stages
of approval and completion along Highway 2 which range from single
use retail to medium density residential projects. The commercial
projects are more advanced than the residential proposals. This may
reflect the health of the Study Area for ongoing commercial activity
and the absence of a current market for higher density residential
development. The following summarizes the developments.
7.1 Shoeless Joe's
Site Plan Approval was granted in June of 2009 and construction is well
underway on a new 490 sq.m. Shoeless Joe's Restaurant located east of
Darlington Boulevard on the south side of Highway 2. The building will
feature a 75 person patio. It is a one storey building with a prominent,
raised entrance area. The building is set close to the street with parking
in the rear.
The Shoeless Joe's site is one of the the last properties to enter into a
site plan agreement with the Municipality to implement an integrated
system of private lanes, a provision of the Courtice West Shopping
District Secondary Plan. The intent ofthis laneway system is to facilitate
the movement of cars between the adjoining properties along the south
side of Highway 2. The participation of the final property will trigger
the remainder of the cross easements to be registered. Shoeless Joe's
has the only north/south easement that connects back to Highway 2.
There will be a break in the future cement median in front of Shoeless
Joe's to allow for full traffic movement.
View of the Shoeless Joe's construction
Courtice Main Street Study Issues Review Paper -January 26, 2010
7.2. Shoppers Drug Mart
Shoppers Drug Mart has applied for Site Plan Approval for a new store to
be located on a vacant site on the north-west corner of Highway 2 and
Varcoe Road. The project proposes a partial two storey development,
with a 1,698 sq.m. prototypical store at grade and 948 sq.m. of second
storey medical office space. The application is still in the review stage.
The site plan proposes two access points, one at Highway 2, to the
main parking area and one on Varcoe Road. The Varcoe Road access
provides a connection to the rear internal laneway easement provision
in the Courtice West Shopping District Secondary Plan forthe properties
along the north side of Highway 2 (similar to the easement described
in the description of Shoeless Joe's).
The building is set close to the street corner with parking to the side and
rear. It is located across from the Courtice Health Centre, a three storey
medical office building that shares its property with the White Cliffe
Terrace Retirement Home on the opposite corner of Varcoe Road.
This Shoppers' site has the potential to provide more mixed uses,
combining retail and office with some residential. However, its two
storey retail/commercial mix signals a positive transition from single
storey, single uses to higher density and more efficient land use. Its
proximity to the Courtice Health Centre and White Cliffe Retirement
Home Site also creates a community service node at this location.
Courtice Health Centre
Shopper Drug Mart site
Courtice Main Street Study Issues Review Paper -January 26, 2010
Fig 7.1 Artists' rendering of the proposed Shoppers
Drug Mart
70
- _ _ --- e>,~,~,~~
7.3. Farewell Development
Commercial Component
A small parcel proposed for commercial development has been
proposed on the south side of Highway 2 between Darlington Boulevard
and Farewell Creek. It is associated with a larger land holding that
includes redevelopment of series of properties along the western edge
of Farewell Creek.
The project proposes four small commercial buildings with internal
surface parking. One small commercial building is located at the
street at the driveway access to Highway 2 and the other buildings
are arranged around the side and rear edges of the site. The eastern
building proposes adrive-through facility with the stacking lane along
the eastern property line.
The site could be better much utilized with more building frontage at
the street face with parking to the rear, partially screened by the by
buildings at the street edge. However, the intention to develop the
site from a vacant lot signals positive development activity. If this
development proceeds, it will remain as a low intensity commercial
site for the next 10 - 15 years and as intensification eventually occurs
along the Corridor, could be redeveloped as a mixed use site with some
retail on the ground floor, office uses potentially on the second floor
and residential uses above.
Residential Component
The larger "Farewell" residential development proposes development
of vacant lots along Darlington Boulevard and along Farewell Creek,
with multiple access points provided from the lots along Darlington.
The proposal envisions a mix of bungalows, two storey townhouses
and a 6 - 8 storey residential building. Schematic plans and three-
dimensional renderings have been submitted to the Municipality for
preliminary Site Plan Approval but the project has not proceeded.
Although technically outside the Courtice Main Street Study Area,
the Farewell Development indicates there is an interest for infill
residential that provides a range of housing type and density that is
both compatible with adjacent existing development and capitalizes
on the distinctive setting of the Farewell Creek frontage, suitable for
higher intensity land use.
Schematic site plan for the new Farewell
commercial plaza
NOTICE
PROP05E0 OFFICIAL PLAN ANO ZONING CHANGE
,~
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12i64610ntario limited has submitted as application to amend the lam
use designation and reioae these lands to permit the development of a
6.8 storey resiseetial aparlmenf building contaiaiog 111 units, a
townhouse hlach caotaiaing 6 units, 3 single detached dwellings, am an
eapaasion al commercial parking associates with the loads located aloni,
Durham Highway No. 2,
FILES; COPA 2007-002 S
ZBA 2001-005
For further information please contact the PUBLIC MEETING
Municipality o(Clarington Planning Services
Department a1190i) 623 3179 ~~..~
View of Public Notice sign at the redevelopment
property along Darlington Boulevard
Courtice Main Street Study Issues Review Paper -January 26, 2010
7.4. "Point of View" Residential Development
East of the Farewell Commercial development along Highway 2 and
extending southwards along the Farewell Creek valley edge is a multi-
storey, high density residential development proposal. Also at the
preliminary site plan stage, the project envisions three, four-storey
condominium buildings served by internal surface parking. The
proposed density is approximately 90 units/net hectare with an FSI of
1.0.
In the long term, if served by underground or structured parking, this
site could accommodate more density as a signature, higher building
development at the Creek edge. The current proposal reflects the scale
and intensity of other recent Clarington developments. If it proceeds,
it will set the intensity of this site for the next 10 to 20 years at least,
until pressure for higher density may trigger further redevelopment.
This site is relatively large with excellent visibility. It has potential for
excellent long range views and could be an attractive landmark building.
It would be preferable to designate this site as a key "signature" high
density development in the Courtice Main Street Secondary Plan.
Similar to the Farewell residential project, the proposal signals an
interest for higher density residences in Courtice but it should be
required to accomodate much higher density and higher built form.
Courtice Main Street Study Issues Review Paper -January 26, 2010
8.0 ISSUES AND OPPORTUNITIES
There are many opportunities and the potential for the Corridor to
become a more urban, attractive and community-focused area. There
are also obstacles that may limit the ability for change in the short
term. The following summary groups these potentials, challenges
and other critical issues as they pertain to public/community vision;
planning policy and infrastructure. Please refer to Maps A, B and C for
illustration of these issues.
8.1 Community Input /Vision
Oooortunities /Potential
The following points summarize the potentials for development, as
seen by residents and business owners. Overall, there is a positive
community interest for Courtice to develop into a more attractive,
urban area that is pedestrian and transit supportive.
. Residents perceive there is potential for more business
development and that the area can and should become
the community focal area for Courtice; there is a desire for
smaller scale shops and services.
. Residents would welcome attractive, higher density
development that reflects Courtice's small community
character. Moderate building heights of 4 - 6 storeys are
acceptable with some limited sites for higher buildings.
. Improvements to the sidewalks, landscaping and lighting
along the Highway's edge to make it more attractive and
safe for pedestrians are strongly desired.
. Better transit service and waiting areas as well as cycle
opportunities are desired. The Study Area is long, but
convenient because a range of amenities can be accessed
along one route. There was a perception that better transit
service would increase ridership.
. Residents see a great potential in the presence of the two
Creek valleylands along Highway 2. The natural areas are
the community's most valued asset and have the potential
to be enhanced through streetscaping and views to become
an image unique to Courtice.
Courtice Main Street Study Issues Review Paper -January 26, 2010
Challenges /Issues
. The lack of sanitary services along some portions of the
area has a negative impact on the community satisfaction
and pride of the area; residents expressed that this will limit
development interest and feasibility.
. The highway-like conditions, such as high speeds, volume,
noise and dirt do not support pedestrian activity and
increase dependence on driving.
. Snow clearance is a significant difficulty for pedestrians,
property maintenance, access and visibility.
8.2 Planning Policy
Long term planning policies at the Provincial and Regional levels
recommend and designate intensification of the Study Area. However,
the physical conditions may limit the type ofgrowth that can be realized.
Planning policies will need to be flexible to accommodate these factors
and facilitate development patterns that are compatible with the site
specific conditions and adjacent development.
Oaaortunities /Potential
. All levels of planning policy mandate improvement and
intensification of the area -there is strong planning
justification for intensification.
. The Clarington Official Plan already has urban design
principles in place to encourage more urban, pedestrian
and transit supportive development.
Challenges /Issues
. The densities and built form recommendations proposed by
Durham Region may not be realistic to achieve in Courtice
for the near to mid term (10-15 years) because of the
current market trend toward low and low/medium density
development and larger units.
. Planning policy will need careful consideration to
encourage higher densities that are compatible with
development in the short term yet Courtice's character
ensure that the densities needed to meet ROPA 128 in the
long term are provided for.
. The current zoning contains multiple designations and site
specific amendments. New, flexible zoning that facilitates
mixed land uses and provides easy to use requirements
through illustrations and simple text should be developed.
. Development of the Study Area will most likely occur once
all other Greenfield and vacant lands are built-out without
policy intervention.
Courtice Main Street Study Issues Review Paper -January 26, 2010
8.3. Physical Characteristics, Land Use and
Compatibility
The current land uses and configuration along the Corridor provide a
range of development potential but also have several limiting factors.
Oaoortunities /Potential
. The Farewell and Black Creek Valleys are strong natural
assets that can be emphasized through preservation of
view corridors, streetscaping, signage, and trail connections
to become Courtice's "green link" or "breath of fresh air"
community theme or image.
. Existing residential properties are currently changing to
business/personal service uses. This indicates a transition
towards more commercial activity, implying that mixed use
development in the near term could be supported.
. The large and contiguous parcels of the Courtice West
Shopping District plazas on the north side of Highway
2 have potential for a comprehensive mixed use
redevelopment in the long term.
. Some other larger parcels along the Corridor present good
potential for higher density development.
Challenges /Issues
. The edges of the Creek Valleys create shallow parcels with
extensive development limits, which restricts the ability to
build higher density development.
. Current individual single ownership patterns result in
sites that are too limited in area and configuration to
accommodate higher density development.
. Many Corridor parcels abut low density, stable residential
areas. Transitioning of building height, screening of parking
areas and other measures will be necessary.
. The location of the service stations at the south and
north corners of Townline Road and Highway 2 create
a challenging context to create an attractive municipal
gateway. Private participation for landscape/gateway
development may be necessary and phasing out these
automative uses may need to be considered.
. The transition and redevelopment of the Courtice
West Shopping District to a mixed use, more urban and
pedestrian oriented area will be challenging. Planning
policy should facilitate consolidation of parcels on the south
side to encourage such a transition.
. The streetscape and pedestrian environment along the
entire length of the Corridor is unattractive, inconsistent
and not pedestrian friendly. A comprehensive streetscape
concept that can be implemented in stages to connect the
Corridor should be considered.
Courtice Main Street Study Issues Review Paper -January 26, 2010
8.4 Community Infrastructure and Services
Servicing and transit along the Corridor is insufficient to support new
development, intensification and community expectations.
Oaoortunities /Potential
. Studies for the proposed Courtice Trunk Sanitary Sewer
and other Regional Secondary Sanitary Sewer projects
are underway and, and pending the timing of their
implementation be catalysts for future development.
. Durham Region has indicated that transit service will
be increased along Highway 2; it is designated as a
Transit and Cycling Spine and Durham Region anticipates
transit improvements, as well as a 3m multi-use path to
accomodate cycling.
. There are multiple intersections along Highway 2. These
locations could be beautified with signage, planters and
lighting to improve Courtice's image and utilized as a means
to slow traffic.
. New Regional policies (ROPA 128) to intensify the
Corridors and Centres may provide the needed impetus
to bring servicing to the area, which is needed to support
development and intensification.
. The 407 East Link Transitway and Commuter Parking Lot will
require transit supportive densities.
. The proposed GO Rail Transit stop in the employment lands
south of the Study Area will have a positive impact on
drawing development to the Courtice Employment Lands,
which will in time, benefit the Study Area.
Challenges /Issues
. Traffic volumes are high and vehicles travel at high speeds
(60 and 70 km/h), creating an unfriendly environment for
pedestrians and cyclists. Traffic speeds should be reduced.
. The lack of sanitary services will limit future development.
Existing service does not have the capacity to accommodate
moderate redevelopment /intensification of adjacent sites,
should those sites connect to the existing services.
. Servicing will most likely be required to be funded by
private development, which may be seen as a disincentive.
Future consultation with the Region is required.
. In the short term, the 407 East Link Transitway and
Commuter Parking Lot may increase the number of drivers
to the Courtice Area, thereby reducing local transit usage.
Courtice Main Street Study Issues Review Paper -January 26, 2010
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9.0 Urban Design Framework -Emerging Principles
Below are possible vision directions and preliminary planning and
urban design principles for the next stage of the Study, the preparation
of a Master Development Plan, Public Consultation and Secondary
Plan. Please refer to Map D -Urban Design Framework.
9.1 Establishing a Vision
. Balance ROPA 128 density and built form targets with
compatible and attractive built form that creates
meaningful, functional places for Courtice with a distinctive
community image.
. Create a plan and policies that encourage new development
but ensure that new development fulfill policy objectives
for intensification, such as range of housing type and
densities, pedestrian oriented and transit-supportive
development.
. Define distinctive public realm places -gateways,
streetscapes and open spaces-that create both distinct
places and visual and physical connections across the
Corridor.
. Encourage integration and cooperation between the
Municipality and the Region to achieve mutual goals and
support needs for infrastructure.
. Inspire an image or theme for Courtice, such as
"Clarington's Green Link".
9.2 Development Principles For Consideration
. Work with the Region to ensure that the sanitary services
are provided along Highway 2. A commitment to services
is of the utmost importance in order for the Municipality
to realistically address ROPA 128's Urban Structure and
density recommendations.
. Plan for the long term, with densities and built form that
will be serviced by municipal infrastructure.
. Define distinct precincts or neighbourhoods along the
Corridor with built form and public realm policies that
identify and link these areas, to create a contiguous
Courtice Main Street.
. Design for built form that can be realistically achieved on
existing sites, both in terms of physical constraints and
market viability.
. Encourage the immediate /short term redevelopment
of signature sites that can accommodate the higher
densities and mixed uses to signal the transition towards
intensification and mixed use development.
Courtice Main Street Study Issues Review Paper -January 26, 2010
. Encourage the redevelopment of the commercial plazas in
the Courtice West Shopping District to higher intensity and
mixed uses.
. Partner with developers to protect for and provide rear
access for Highway 2 properties off of existing local roads
through the construction of internal street / laneway
networks. Ensure that these connections remain public and
are not used as a service lane.
. Plan for the relocation or redevelopment ofauto-oriented
sites in the long term. Recognize that existing uses may
remain in the near term; propose interim streetscape
beautification measures that could be implemented to
enhance the image of existing sites and integrate them with
a new Courtice image.
. Through policy and zoning, limit the re-construction of
sites in their current, low intensity uses. Facilitate land
assembly in order to achieve minimum parcel sizes that can
accommodate a range of higher densities and FSIs.
. Establish the east part of Courtice Main Street as a focal
area for transit and transit-oriented development.
. Create new zoning that is flexible and simplified. Pre-zone
to encourage development.
Encourage the future creation of a public realm strategy/
theme for intersections, gateways and streetscaping.
Partner with the Region so that implementation and
maintenance can be achieved. Stage this work to initiate
the process of redevelopment to deliver confidence,
commitment and establish the expectation of quality to
developers and the community.
Where appropriate and in consultation with Regional
Transportation staff and requirements, propose more local
street access points as frequent signalized intersections,
to slow traffic, support transit and pedestrian movement
and create opportunities for community signage and
landscaping to create a sense of "arrival" and community
identity. Collaborate with the Region on establishing
locations and intersection features.
Courtice Main Street Study Issues Review Paper -January 26, 2010
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10.0 NEXT STEPS
This Issues Review Paper represents the conclusion of the first stage of
the Courtice Main Street Study. Building on the issues and principles
presented in Section 9, the next stage of the study will look at each block
in a greater level of detail to determine the highest and best use for
building locations, access to Highway 2 and streetscape opportunities.
Exploring development patterns for specific areas along the Corridor
will be the subject of the Stakeholder Workshop, scheduled for
February 2010.
A Master Development Plan will be created which will take into
consideration the outcome of the workshop. Policy will be developed
to guide how development can meet higher density, urban design and
built form standards. Completion of the project is anticipated for June
2010.
Courtice Main Street Study Issues Review Paper -January 26, 2010
APPENDIX 1
Definitions and Terms
Courtice Main Street Study Issues Review Paper -January 26, 2010
DEFINITIONS and TERMS
(as per Provincial and Regional definitions, except where otherwise noted)
GENERAL TERMS
BUILT-UP AREA:
All the lands within the built boundary.
BUILT BOUNDARY:
The limits of the developed urban area as identified on the Urban Structure map of ROPA 128.
GREENFIELD:
All undeveloped lands within a designated Urban Area that are not within the built-up area.
GREYFIELD:
A previously developed property that is not contaminated. They are usually but not exclusively former
commercial properties that may be underutilized, derelict or vacant.
INTENSIFICATION:
The development of a property, site or area at a higher density than currently exists through: redevelopment; the
development of vacant and/pr underutilized lots within previously developed areas; infill development; or, the
expansion or conversion of existing buildings.
MIXED USE:
An appropriate combination of multiple uses, inside a single structure or place within a neighbourhood, where a
variety of different living activities (live, work, shop, and play) are in close proximity, or walking distance, to most
residents (source: Urban Land Institute, http://ncppp.org/resources/papers/surprenant development.pdf)
TRANSIT -SUPPORTIVE
Compact, mixed use development that has a high level of employment and residential densities to support
frequent transit service.
Courtice Main Street Study Issues Review Paper -January 26, 2010
DENSITY AND FLOOR SPACE INDEX DISCUSSION
DEFINITIONS
GROSS DENSITY: (ROPA 128 definition)
A means of measuring the ratio of people, jobs or units to a broad land area. For the purposes of this Plan (ROPA
128) the measurement excludes significant natural heritage features and major infrastructure.
NET DENSITY: (ROPA 128 definition)
A means of measuring the ration of people, jobs or units to the developable parcel level. For the purposes of this
Plan (ROPA 128) approximately 45% of the gross land area has been used to calculate the net density.
FLOOR SPACE INDEX (FSI):
The ratio of gross floor area of a building to its respective lot area. For example, a lot with an area of 10,000
sq.m. would support a building of 25,000 sq.m. or more, based on an FSI of 2.5 (ratio of 2.5 to 1).
NET-TO-GROSS:
The ratio of a parcel that is developed, related to its total site area.
COVERAGE:
How much of a site is permitted to be covered by a building's total floor area. For example, 100% coverage
means that a development can have the same area as the site. If a site has an area of 10,000 sq.m., then the
development can have a total floor area of 10,000 sq.m. Regarding FSI, 100% coverage of a site also equals an FSI
of 1.0.
FOOTPRINT:
The area of a building at the ground floor or grade level. For example, if a site is 10,000 sq.m. and a building's
footprint is 25% of the site area, then the ground floor area of that building is 2,500 sq.m. or 25% of the total site
area. If 10,000 sq.m. of floor area needs to be accommodated in a 25% footprint, then the building would be 4
storeys (4 x 2,500 = 10,000)
DISCUSSION
The discussion of FSI relates to both coverage and footprint.
Ifthe building's footprint is large, the building's total floor area can be distributed on a larger "base". Ifthe building's
footprint is smaller, then the total floor area needs to be distributed over a smaller base, thereby increasing the
number of storeys that are needed to accommodate the total floor area.
This relationship also directly impacts parking. Based on average parking requirements, if all of the required parking
for a development is to be surface parking, then usually, the building's footprint can generally only occupy about
25% of the site area.
Courtice Main Street Study Issues Review Paper -January 26, 2010
FSI = 1.0
--
1STOREY COVERS .~ --
100%OF SITE ~' 7
3
2 STOREYS COVERS ~c4
50%OF SITE ~ -~--_Eq~ ~
__-1
4 STOREYS COVERS ~
ZS%OF SITE ~--0s, ~"~---F -_,
_.-.-7
.-.
//" y
FSI = 2.5
7
2.5 STOREYS COVERS
~. 100% OF SITE
--1
5 STOREYS COVERS
50% OF SITf
10 STOREYS COVERS
25% OF SITE
Fig. FSI Diagram
At a 25% footprint, an FSI of 1.0 can be achieved with four storeys. At a 25% footprint, an FSI of 2.5 will require
ten storeys.
Therefore, if less of the site is required for surface parking, then the building footprint can be larger and the
number of storeys reduced. With a 50% building footprint an FSI of 2.5 can be accommodated in four storeys.
However, the increased floor area will require parking that cannot be accommodated fully as surface parking.
Therefore, to keep building height moderate, some underground parking is required.
Built Examples of FSI and Density
1. Aspen Heights Condominiums
Bowmanville, Ontario
FSI = 0.51
Density = 60 units/net hectare
Surface parking
2. The Towns of Liberty
Bowmanville, Ontario
FSI = 0.63
Density = 37.5 units/net hectare
Surface parking
Courtice Main Street Study Issues Review Paper -January 26, 2010
87
J
3. The Boardwalk Condominiums
Toronto, Ontario
FSI = 2.0
Density = 140 units/net hectare
Underground parking
4. Cy Elsey Building
Oshawa Ontario
FSI = 2.7
Density = 330 units/net hectare
Underground parking
5. Massey Square Condominiums and Towns
Toronto, Ontario
FSI = 3.06
Density = 240 units/net hectare
Underground parking
6. Viva Condominiums
Toronto, Ontario
FSI =3.4
Density = 360 units/net hectare
Underground parking
(source: Quadrangle Architects, The Brown
Group and The Remington Group)
Courtice Main Street Study Issues Review Paper -January 26, 2010
gg
J
Photo courtesy of Quadrangle Architects
Understanding the Terminology for this Study
For this discussion and determining how to apply the ROPA 128 densities and FSI targets to the Study Area, the
assumption is that a developable parcel equals 45% of the gross, or total land area. Therefore, to understand
the densities in terms of developable land only, the gross density targets of the Centres and Corridors need to be
translated to net densities.
Centres: 75 units per gross hectare /45% = 167 units per net hectare
Corridors: 60 units per gross hectare / 45% = 133 units per net hectare
With respect to FSI, this implies that the developable area of a lot is only 45% of the total lot area. That means that
55% of a parcel is not developed (net-to-gross ratio of 45 to 55) . This could take into consideration that a portion
of the lots at existing built up areas will not redevelop.
A more common net-to-gross ratio is that 60 to70% of the site is developed with buildings, with the remaining 40
to 30% (respectively) of the site dedicated to parking, circulation and other non-built uses (e.g. storage, setbacks).
(net-to-gross ratios of 60:40 or 70:30)
The importance of the discussion of density and FSI to the Courtice Main Street Area is to determine how the
ROPA 128 expectations can be achieved in a built form and pattern that is compatible with and reflects Courtice's
community scale and physical potential of the sites. The ROPA 128 recommendations need to be remodeled to
reflect these two issues. It is anticipated that future development would follow the more common net to-gross
ratios which would result in lower building heights. The ensuing development pattern should recommend a land
use and built form that balances maximum densities with built form that creates:
• pleasant pedestrian environments by bringing buildings to the street face, with active street fronts
(shops, entrances, display windows, seating areas)
• building heights that are achievable on sites that have constraints
• buildings that transition in height to existing low density development
• creates development that has a mix of land uses, encouraging a diversity of activity, employment
and living and use of transit
With policies that implement these principles and encourage higher densities, over the long term, the intent is that
the Study Area will eventually approach the ROPA 128 density and built form recommendations in an appropriate
manner that is compatible with the Courtice's context.
Courtice Main Street Study Issues Review Paper -January 26, 2010