HomeMy WebLinkAboutPDS-004-24Public Meeting Report
If this information is required in an alternate accessible format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131.
Report To: Planning and Development Committee
Date of Meeting: January 22, 2024 Report Number: PDS-004-24
Submitted By: Carlos Salazar, Deputy CAO, Planning and Infrastructure Services
Reviewed By: Rob Maciver, Deputy CAO/Solicitor
File Number: COPA2021-0007 and ZBA2023-0011 (PLN 41.2) Resolution#:
Report Subject: Bowmanville West Urban Centre and Major Transit Station Area
Secondary Plan
Purpose of Report:
The purpose of this report is to provide information to the public and Council. It does not
constitute, imply or request any degree of approval.
Recommendations:
1.That Report PDS-004-24 and any related communication items, be received for
information;
2.That Staff receive and consider comments from the public and Council with respect
to the proposed Official Plan Amendment (COPA2021-0007), Secondary Plan,
Streetscape Implementation Plan, and Zoning By-law Amendment (ZBA-2023-
0011);
3.That the proposed Official Plan Amendment, Secondary Plan update, Streetscape
Implementation Plan update, and Zoning By-law Amendment continue to be
reviewed and processed;
4.That Staff report back to Council with a Recommendation Report; and
5.That all interested parties listed in Report PDS-004-24 and any delegations be
advised of Council’s decision.
Municipality of Clarington Page 2
Report PDS-004-24
Report Overview
This report provides an overview of the planning process for the Bowmanville West Urban
Centre and Major Transit Station Area (MTSA) Secondary Plan, including initiation of the
update, the planning policy framework, public engagement and comments, as well as
agency comments received to date.
The Bowmanville West Urban Centre and MTSA Secondary Plan is planned to facilitate
development to support and complement the future Bowmanville GO Station. It will transform
this low-density, retail commercial shopping hub into a mixed-use, transit-oriented
community. It will feature an active public realm, a full range of retail and service spaces,
and a variety of housing types that support people at all stages of life. A connected network
of parks, greenspaces, and community spaces will serve the existing and future residents,
workers, and visitors of this compact community.
At its long-term build out, the area is expected to accommodate approximately 19,000
people and jobs within a thriving, mixed-use neighbourhood with adequate density to support
the extension of the GO train to Bowmanville.
The purpose of the statutory public meeting is to obtain comments from the public,
landowners, and commenting agencies on the proposed Secondary Plan, and draft
implementing zoning.
1. Background
1.1 Within the Official Plan, specific areas of the community benefit from more detailed
focus and consideration through Secondary Plans. Secondary Plans offer more specific
direction on how the community will grow at a neighbourhood scale. They are often
more detailed than the Official Plan and are able to account for the specific context and
character of each Secondary Plan area relating to land use, transportation, and
servicing. A Secondary Plan provides direction for private development and public
infrastructure.
1.2 A Secondary Plan provides the structure for the various components of a
neighbourhood, such as how to best provide locations for housing, mixed -use buildings,
parks, and amenities, as well as planning the mobility between them and the rest of the
community at large. Ultimately, a Secondary Plan establishes the character and identity
of the neighbourhood while promoting efficient land use and development.
1.3 The preparation of or amendment to a Secondary Plan follows the same procedures as
an Official Plan Amendment under the Planning Act. This includes the preparation of
supporting technical studies, public engagement, a statutory public meeting, and
Council adoption. The Region of Durham is currently the final app roval authority for
Secondary Plans.
Municipality of Clarington Page 3
Report PDS-004-24
1.4 The Bowmanville West Urban Centre and MTSA Secondary Plan is accompanied by
draft zoning. The draft zoning will implement the policy directions of the Secondary Plan
by outlining provisions for permitted uses and other zoning regulations such as setbacks
from property lines, building height, and parking.
2. Bowmanville West Urban Centre and Major Transit Station
Area Secondary Plan
2.1 The Bowmanville West Urban Centre and Major Transit Station Area Secondary Plan
(Bowmanville West Secondary Plan) area covers approximately 127 hectares. It is
generally located along the Durham Highway 2/King Street corridor in the west end of
Bowmanville and along a portion of Bowmanville Avenue (see Figure 1).
Figure 1: Bowmanville West Urban Centre and MTSA Secondary Plan Area and Surrounding
Context
Municipality of Clarington Page 4
Report PDS-004-24
2.2 The Secondary Plan area is located at the west end of Bowmanville’s central Highway 2
corridor. The majority of the area is within the Built-Up area of Bowmanville, with
portions of greenfield land in the northwest and southwest areas of the Plan boundary.
2.3 The context surrounding the Plan area is primarily low-density neighbourhoods
comprised of single-detached, semi-detached and townhouses. North of the Secondary
Plan area is the Brookhill Secondary Plan area which envisions a medium density
neighbourhood with a mix of uses. Further to the east of the Secondary Plan a rea is
Downtown Bowmanville (Bowmanville East Urban Centre Secondary Plan) which has a
mix of residential, commercial, and institutional uses.
Existing Bowmanville West Secondary Plan
2.4 The Bowmanville West Secondary Plan, originally approved by the Ontario Municipal
Board in 1993 and updated in 2006 contains Clarington’s largest retail shopping area.
When the Secondary Plan was originally developed, Bowmanville West was planned to
accommodate big-box format shopping that would serve residents from across th e
Municipality. This was intended to complement the smaller-scale, pedestrian-oriented
shopping experiences in downtown Bowmanville.
2.5 Today, Bowmanville West generally adheres to the original vision, containing a mix of
large and small box commercial developments. It also includes medium-density
residential development, large institutional uses (Garnet B. Rickard Complex and
Clarington Central Secondary School), and two churches.
2.6 Since 2006, the area has anticipated development at higher densities than the adjacent
residential neighbourhoods to maximize accessibility to public transit, including the
proposed Bowmanville GO Train Station.
Initiation of the Secondary Plan Update
2.7 The Clarington Official Plan was updated in June of 2017 to conform with changes to
Provincial and Regional policy. The Bowmanville West Secondary Plan must be
updated to incorporate the policy directions of the updated Clarington Official Plan. A
key change included greater focus on directing additional growth and density to urban
centres, such as the Bowmanville West Urban Centre.
2.8 The Secondary Plan must also be updated to prepare for the future extension of GO
train service to Bowmanville and the future GO Station. Through the recent update of
the Official Plan, Bowmanville West now includes an additional 13 hectares of land on
the south side of the Canadian Pacific (CP) rail line along the north side of Aspen
Springs Drive. Lands along the east side of Bowmanville Avenue were also incorporated
into the MTSA and subsequently the Secondary Plan. The expansion area includes:
The future GO Train Station;
Several existing multi-storey apartment buildings; and
A future development site adjacent to the future GO Station
Municipality of Clarington Page 5
Report PDS-004-24
Bowmanville GO Station
2.9 The Bowmanville GO Rail Station has been planned since the inception of the
Secondary Plan, and initial steps were taken to acquire the lands in 2004. The
commuter lot for GO Bus service was subsequently built on the north side of the CP
tracks. The future extension of GO Train service to Bowmanville offers an opportunity to
transform this area into a complete, transit-oriented community.
2.10 The built form surrounding the future GO Station must be designed to support the
significant investment being made to extend rail service to Bowmanville. The Secondary
Plan area is considered a MTSA within the Provincial Growth Plan and has recently
been delineated by the Region as part of Regional Official Plan Amendment 186 and
Regional Council’s adoption of its new Regional Official Plan. MTSAs must be planned
for a minimum density target of 150 residents and jobs combined per hectare to support
transit service. The Growth Plan does not permit land uses and built forms that prevent
the achievement of the minimum density targets.
2.11 Metrolinx, the Province’s Crown corporation managing transit projects in the Greater
Toronto Area, currently follows a market-driven approach to station development.
Metrolinx collaborates with private sector partners to fund and develop the station.
2.12 On December 4, 2023, the Ontario Government passed the GO Transit Station Funding
Act, 2023. The Act will provide a new funding tool to enable municipalities to raise
revenues to help design and build new GO Transit stations through the implementation
of a ‘Station Contribution Fee’ on new development in the surrounding area. The
Province is expected to provide further details and regulations about the process
required to use this voluntary tool in the coming months. This information will be needed
to understand how this tool could be used to fund the Bowmanville GO Station.
2.13 Where this new funding tool is not used, station development will continue to be
undertaken using the current market-driven approach.
3. Secondary Plan Review Process
3.1 The Municipality retained Dillon Consulting to provide the update to the Secondary Plan.
Public engagement occurred throughout the process (feedback from the public is
summarized in Section 8). The process followed three phases as described in Figure
2.
Municipality of Clarington Page 6
Report PDS-004-24
Figure 2: Project Timeline Phases Diagram
3.2 A summary table is provided in Attachment 1 – Sequences of Events that outlines
each of the steps taken throughout the Secondary Plan review process.
Phase 1 – Background Analysis
3.3 This Phase involved a review of current conditions within the Secondary Plan area and
the external factors that will influence development. The review included demographic
data, land use policies, market trends, service capacity, community and heritage
resources, transportation infrastructure, and best practices in urban design and
sustainability.
3.4 This Phase included the following consultation activities:
Public Information Centre (PIC) #1 – June 19, 2018
Online Survey – September 1-30, 2018
PIC #2 – June 26, 2019
3.5 The first PIC was held at the Garnet B. Rickard Recreation Complex. This meeting
provided the background for the project and presented the p rinciples of transit-oriented
development. It included facilitated table discussions that generated feedback on
desired building types and public spaces. There were approximately 60 attendees.
3.6 An online survey was used to gain feedback from the public on where to plan for new
buildings and amenities within the Secondary Plan. This includes items like taller
buildings, parks, and key walking and cycling routes. Nearly 200 comments were
collected.
3.7 The second PIC was held at the Seasons Retirement Community on Clarington
Boulevard. This meeting presented the f indings of the technical review. Facilitated table
discussions focused on the topics of land uses, urban design, and mobility/access.
There were approximately 42 attendees.
Municipality of Clarington Page 7
Report PDS-004-24
Phase 2 – Evaluate Development Opportunities
3.8 Using insights from Phase 1, a concept plan for the Secondary Plan area was created.
This plan incorporated Provincial and Regional policies for higher density growth in the
area while also reflecting local priorities. This preliminary land use plan was
accompanied by a public realm improvement plan.
3.9 Public consultation in this phase was held virtually due to the COVID-19 pandemic. It
included:
PIC #3 – October 1, 2020
Online Survey – October 1-16, 2020
3.10 The third PIC presented the land use and building heights plan and a public realm
improvements plan. The meeting concluded with an online survey. The survey was
available to be completed during the PIC, and also in the days following the PIC for the
broader public. There were 96 attendees.
3.11 The survey allowed respondents to comment on various aspects of the proposed plan
using an interactive mapping interface. It generated nearly 100 comments tied to
specific areas of the land use plan.
3.12 Background documents developed during Phases 1 and 2 continue to be available on
the Bowmanville West Secondary Plan project webpage.
Phase 3 – Develop Planning Policies
3.13 The final phase of the project involves the preparation of a draft Secondary Plan,
implementing Zoning By-law, and updated Streetscape Implementation Plan.
Comments from agencies and the public were used to inform the draft documents
presented at the Statutory Public Meeting.
3.14 Phase 3 public consultation to date was held virtually and included:
PIC #4 – September 23, 2021
PIC #5 – March 8, 2023
3.15 The fourth PIC presented the key directions and updated concept plans for the
proposed land uses, building heights, and public realm improvements. Feedback from
this session was used to refine the concepts and design elements of the Secondary
Plan. A total of 83 participants attended the event virtually.
3.16 The fifth PIC was held to refresh the public on the project’s purpose and background. It
involved a presentation and Q&A panel. Approximately 166 participants attended the
meeting, about two thirds of whom were attending a session on this Secondary Plan for
the first time.
3.17 The Statutory Public Meeting provides the opportunity for the public to formally
comment on the draft Official Plan Amendment, Secondary Plan, accompanying zoning,
Municipality of Clarington Page 8
Report PDS-004-24
and Streetscape Implementation Plan. Any comments received verbally at the public
meeting or in writing to staff will be outlined in the Recommendation Report.
3.18 The final step in Phase 3 will be to bring the revised Secondary Plan documents to
Council for recommendation and adoption. A Recommendation Report is expected to be
presented in the first half of 2024.
Statutory Public Meeting Notice
3.19 Notice of the Statutory Public Meeting for the Bowmanville West Secondary Plan update
was provided in accordance with the Planning Act. A Notice of Statutory Public Meeting
was mailed to approximately 2900 residents and businesses located inside and within
300 metres of the Secondary Plan area during the week of December 18, 2023. The
Notice was also sent by email to the Region of Durham, the Ministry of Municipal Affairs
and Housing, and all other commenting agencies.
3.20 The Notice stated the Secondary Plan and supporting materials (draft Official Plan
Amendment, draft Secondary Plan, draft zoning, and draft Streetscape Implementation
Plan) would be available on the project webpage by January 2, 2024, in accordance
with the requirements of the Planning Act. All draft and supporting documents were
posted to the project webpage by December 22, 2023.
3.21 Due to the loss of one of the local newspapers (Clarington This Week), Staff used
Canada Post’s bulk mail delivery service, to provide Notice of this Statutory Public
Meeting to all businesses and apartment building dwellers who live in or within 300
metres of the Secondary Plan area. With this addition, a total of 3,856 residents,
landowners, and businesses received notice of this meeting.
3.22 Other methods to promote the Public Meeting included an advertisement in the Orono
Times, screen ads in community centres, news releases on the Clarington website, and
social media posts.
3.23 In addition to receiving a Notice of Public Meeting, external agencies and internal
departments have been requested to provide their comments regarding the Draft
Secondary Plan and the draft zoning. Comments from external agencies, internal
department, and the public will assist staff in preparing the final draft of the Secondary
Plan and Zoning By-law that will be presented as part of a future recommendation
report.
3.24 The draft Official Plan Amendment (Attachment 2) will amend the Clarington Official
Plan to update the Bowmanville West Secondary Plan (Attachment 3) and its
Streetscape Implementation Plan (Attachment 4)
3.25 The draft implementing Zoning (Attachment 5) accompanies the draft Secondary Plan
and will amend Clarington’s Zoning By-law 84-63 to implement the policies of the
Secondary Plan.
Municipality of Clarington Page 9
Report PDS-004-24
The Secondary Plan update will enable Bowmanville West’s transition to Clarington’s
first transit oriented neighbourhood
3.26 Bowmanville West will offer a diverse mix of high-density housing options supported by
a mix of vibrant, street-oriented commercial uses and amenities. As a Major Transit
Station Area (MTSA), it is planned to accommodate the highest densities and widest
varieties of uses in Bowmanville, including residential, mixed-use, commercial, and
institutional uses. The area is planned to encourage a range of travel options in and
around the Bowmanville GO Station including walking, cycling, public transportation,
and driving.
3.27 Specifically, the Secondary Plan area is planned to achieve a minimum density target of
150 people and jobs per hectare by final build-out. The expectation is that the build-out
of the Secondary Plan will take place over multiple decades, well beyond the timeline of
the current Clarington Official Plan.
3.28 The objectives for the Bowmanville West Secondary Plan are to:
Provide a planning framework that will support the establishment of a GO Station
in Bowmanville West;
Create opportunities for high density, compact, transit supportive development;
Plan for a sufficient amount of high-quality, public spaces to support the number of
people expected to live and work in the area;
Provide affordable housing;
Be a model of sustainable design;
Promote excellence in urban design; and
Create a walkable neighbourhood that accommodates people of all ages, abilities,
and interests.
3.29 The policy framework of the draft Bowmanville W est Secondary Plan is built around the
following components:
Land Use Plan - Schedule A
3.30 The draft Land Use Plan identifies where certain uses will be permitted based on the
land use designations detailed in the Secondary Plan. Land use designations also
include detailed policies relating to the height and built forms that are appropriate in
different locations within the Plan area.
3.31 The Secondary Plan’s urban design policies and accompanying regulations are
intended to mitigate and manage impacts related to the increased heights and densities
in the area in order to create an active and inviting street-level experience.
Municipality of Clarington Page 10
Report PDS-004-24
Figure 3: Land Use Plan – Schedule A
Public Realm Improvement Plan – Schedule B:
3.32 During the previous update to the Bowmanville West Secondary Plan in 2006, a
Streetscape Implementation Plan was prepared. This document gave direction to the
design of the public streets and sidewalks in the Secondary Plan area. While the
implementation of this Plan is still ongoing, much of this work can already be enjoyed
along Durham Highway 2 and Clarington Boulevard.
3.33 The updated Public Realm Improvement Plan identifies opportunities for continuous
improvements such as the following:
Streetscape improvements to support active transportation, pedestrian comfort,
and wayfinding along key corridors in the Secondary Plan area;
New parks to provide a range of areas for passive and active recreation across
the community as it grows;
Gateways that serve as points of arrival or transition to the neighbourhood,
create a sense of place, and foster a cohesive identity for Bowmanville West; and
Pedestrian safety improvements, which could include signalized crosswalks,
traffic calming measures, and improvements to support greater accessibility for
all users.
Municipality of Clarington Page 11
Report PDS-004-24
3.34 The locations for these improvements were developed with feedback from the
community through the PICs and online mapping surveys.
Mobility Network – Schedule C1
3.35 To complement Map J3 of the Official Plan, the Mobility Network schedule identifies
Future Local Roads within three of the existing commercial developments. These roads
currently serve as private access roads through these developments.
3.36 Previous planning for Bowmanville West identified that these roads should come into
public ownership once intensification occurred on these sites. The conditions for
transfer of ownership were detailed in private agreements known as the Principles of
Understanding which were registered on title. The intent of this arrangement was to
upgrade the private roads to public roads once redevelopment began to introduce
residential and mixed-use buildings into these sites.
3.37 In conjunction with the future local roads, the Mobility Network schedule identifies
Future Linear Parks to be constructed adjacent to the local roads. The future local
roads and the future linear parks will break the large blocks into smaller, pedestrian-
centric spaces that provide increased green space and crea te attractive, walkable
environments that promote active transportation in what is currently a car-dominant
space.
Active Transportation Network – Schedule C2
3.38 The Active Transportation Network Schedule identifies existing, planned, and potential
cycling improvements and pedestrian safety improvements within Bowmanville West
Secondary Plan area. Locations of future linear parks/pedestrian boulevards are also
identified.
4. Policy Directions of Interest
4.1 The Bowmanville GO Station presents an exciting evolution of this area into a transit-
oriented community, enabling Bowmanville West to become a mixed-use
neighbourhood that meets the needs of its residents within a walkable and inviting
public realm.
4.2 The policies of the draft Secondary Plan have been designed to proactively plan for this
significant transit investment, but also minimize impacts to the surrounding established
neighbourhoods. To achieve this balance, policies have considered built form, shadows
and tall buildings, the public realm and multi-modal access, urban design, responsible
phasing of development, housing diversity, and the economic effects on surrounding
communities.
Built form is planned to be transit-supportive with high and medium density mixed use
and residential apartment buildings
4.3 The built form in the Secondary Plan has been planned to create transit-supportive
densities that will complement the future GO Station.
Municipality of Clarington Page 12
Report PDS-004-24
4.4 As illustrated on the proposed Land Use Plan (Figure 3) the highest densities and
tallest buildings, ranging from12 to 18 storeys are provided for at and surrounding the
future GO Station, with the next highest densities, allowing for 6 to 12 storey buildings,
directed to properties along Durham Highway 2/King Street West.
4.5 Medium density buildings between 4 and 6 storeys are planned for the remainder of the
Secondary Plan area, which serves as a transition to the existing lower density
neighbourhoods outside of the Secondary Plan area.
Shadow and Tall Buildings policies have been incorporated to appropriately minimize
and mitigate shadow impacts
4.6 The higher densities planned for this area are necessary to create a complete
community within the Bowmanville West MTSA, but policies on tall buildings and
shadow policies have been designed to mitigate any impacts on the surrounding
neighbourhood. The height and massing of buildings are required to be designed to
reduce shadow impacts on surrounding streets and parks.
4.7 Based on feedback received from the public to date, further assessment of shadow
impacts has been undertaken. The draft Secondary Plan includes policies that limit
building height to 14 storeys along the west side of Bowmanville Avenue, between
Highway 2 and Aspen Springs Drive, subject to a sun and shadow analysis
demonstrating the development is able to achieve the sun/shadow requirements
required by the policies of the Plan.
4.8 New development must also transition to surrounding neighbourhoods appropriately
though measures such as step backs, setbacks, landscape buffers, and boulevards.
The maximum heights in the Plan may be reduced if needed to ensure appropriate
transition to adjacent low density uses.
The Secondary Plan will facilitate an engaging public realm and multi-modal
transportation and access
4.9 The existing Bowmanville West Secondary Plan provides for parkland throughout the
area. In addition to the existing parkland, the updated Secondary Plan has planned for
linear parks along several roads. This will create more opportunities for interactions with
green spaces. Additionally, private developments will be required to contribute to
parkland requirements and provide green space within their properties to accommodate
the needs of residents.
4.10 Increased green space and other public realm improvements will invite and facilitate
active transportation. The area is also planned for transit-supportive densities that make
better transit service viable. While these policies will reduce the need for parking, the
Plan requires that adequate parking is provided and will be integrated in an attractive
manner. Policies also ensure the area is ready for the transition to electric vehicles by
requiring that a minimum of 20 percent of parking spaces be built with the ability to
become charging spots.
Municipality of Clarington Page 13
Report PDS-004-24
Urban Design policies emphasize sustainability and safety
4.11 Urban design policies in the Secondary Plan will make Bowmanville West a destination
within the community that will support a safe and active streetscape as an interface to a
thriving commercial district.
4.12 Gateways to the neighbourhood will be designed to create a sense of place through
wayfinding, lighting, landscaping to increase permeability, and will be enhanced with
public art. Accessible rest spaces and seating will contribute to an active streetscape
and provide a comfortable environment. Building facades will feature glazing to create
transparency and a connection between businesses and the pedestrian realm.
The Secondary Plan recognizes the importance of the arrival of GO Train service to
support the planned high density, transit-oriented development
4.13 The future development of Bowmanville West is based on the expectation that it will be
anchored by a GO Train Station. The presence of this major transportation hub will
stimulate travel into and out of Bowmanville West. The arrival of GO Train service to
Bowmanville is a catalyst for higher density development within the Bowmanville West
MTSA and will support the provision of active transportation as well as improved local
transit service.
4.14 The built form proposed for Bowmanville West is intended to complement a major
transportation hub anchored by the future GO Train Station and is not designed to
match the current Bowmanville West context.
4.15 In recognition of the GO Train station and service as an integral component of the
MTSA and the development of a transit-oriented neighbourhood, development within the
Plan Area will be limited until there is greater certainty around the timing of the
extension of GO Train service to Bowmanville, and the model by which the Station will
be developed. As such, the draft Secondary Plan includes phasing policies and direction
for the use of a Holding (H) symbol in the implementing zoning.
4.16 There are currently sites within the Bowmanville West Secondary Plan area that have
existing zoning permission to construct 10-12 storeys in height. The heights and
densities proposed in the updated Secondary Plan will be implemented (e.g. lifting of
the Holding (H) Symbol to be eligible for building permit) once funding to deliver the GO
Transit Station has been secured, to the satisfaction of the Deputy CAO, Planning and
Infrastructure Services, in collaboration with the Region of Durham. Until that time, a
Holding Symbol will be placed on all new zoning permissions.
4.17 The recently enacted GO Transit Station Funding Act may impact how best to
coordinate the development of the GO Station with the development of housing. As
more details on the GO Transit Station Funding Act are released, the Municipality will
explore the use of this tool. Updates to the proposed phasing policies in draft
Bowmanville West Secondary Plan may be appropriate to ensure the GO Station and
surrounding development is able to mutually support once another once additional
information and regulations relating to this tool are available from the Province .
Municipality of Clarington Page 14
Report PDS-004-24
The Secondary Plan promotes housing diversity and supports the development of
affordable housing units
4.18 Through its Clarington Official Plan, Council supports the provision of a variety of
housing types, tenures, and costs for people of all ages, abilities, and income groups.
The Bowmanville West Secondary Plan area is planned to create a diverse range of
housing options that complements but is not necessarily the same as the options
available within the surrounding neighbourhoods. The housing types will provide options
for those whose housing needs are different from traditional low-density housing.
4.19 The Secondary Plan will also raise funds towards affordable housing in Clarington in
accordance with the affordable housing directions of the Official Plan and Clarington’s
Affordable Housing Toolkit. Policies have been included to require applicants to provide
$2,500 per unit to the Municipality to be used for affordable housing initiatives.
Existing commercial business restrictions are proposed to be removed from the
updated Secondary Plan
4.20 The current Bowmanville West Secondary Plan contains restrictive policies to
complement and avoid adverse impacts on Downtown Bowmanville resulting from the
development of the Bowmanville West large format commercial area. The development
of the updated Secondary Plan carefully considered the intent and effect of these
policies, which have been removed from the updated Plan based on the conclusion that
the community has evolved past their need.
5. Conformity with Provincial Legislation
Planning Act
5.1 The Planning Act is Provincial legislation that sets out the framework and rules for land
use planning in Ontario. Section 2 of the Planning Act outlines matters of Provincial
Interest, including the orderly development of safe and healthy communities;
sustainable development that supports public transit; public spaces that are high quality,
safe, accessible attractive and vibrant; and appropriate location s of growth and
development. This Secondary Plan has been designed to align with these matters of
Provincial interest. It plans for efficient use of land to create a thriving and attractive
community.
Provincial Policy Statement, 2020
5.2 The Provincial Policy Statement (PPS) lays out the Province’s overarching direction on
matters related to land use planning. It directs municipalities to plan for intensification
and a mix of uses to use resources efficiently. The PPS promotes transit-supportive
densities and a diverse range of housing opportunities within settlement areas. It
promotes the development of strong communities that are healthy, livable, and safe.
Secondary Plans must be consistent with the PPS.
Municipality of Clarington Page 15
Report PDS-004-24
5.3 Bowmanville West is planned to be consistent with the PPS through its intensification
policies and design for a complete, transit-oriented neighbourhood. The Secondary Plan
will create a resilient neighbourhood that facilitates active transportation, diverse
housing options, and healthy lifestyles.
A Place to Grow: Growth Plan for the Greater Golder Horseshoe, 2020
5.4 A Place to Grow: Growth Plan for the Greater Golden Horseshoe (Growth Plan) defines
MTSAs as the area surrounding higher order transit. The area is typically 500 to 800
metres surrounding the transit stop (representing approximately a 10-minute walk). The
Growth Plan prioritizes intensification and increased densities in MTSAs. MTSAs on
priority transit corridors served by GO Transit rail must be planned for a minimum
density of 150 people and jobs per hectare. The Growth Plan allows municipalities to
delineate boundaries and identify minimum density targets for MTSAs that are not
currently on a priority transit corridor.
5.5 The Bowmanville West Secondary Plan has been developed to conform to the Growth
Plan’s vision for MTSAs. This includes meeting the intensification requirements,
planning for a mixed of uses, and integrating local transit services and active
transportation options. These policies support the Province’s investment of expanded
GO train service.
6. Conformity with Official Plans
Durham Region Official Plan
6.1 The Durham Region Official Plan (ROP) guides growth and change within the Region. It
sets out a framework for managing growth in an orderly fashion and creating healthy
and complete, sustainable communities. The Region is currently in the process of
updating the ROP to conform to the 2020 Growth Plan, however, the new ROP is not
yet in force. The recommended ROP was adopted by Regional Council on May 17,
2023. It is currently awaiting approval by the Minister of Municipal Affairs and Housing
under Sections 17 and 26 of the Planning Act.
6.2 Both the current and new ROP outline the Bowmanville West Secondary Plan area as a
“Protected Major Transit Station Area” (PMTSA) as defined in the Growth Plan. The
draft Secondary Plan conforms with the policies related to PMTSAs in both the current
and new ROP. This includes policies like planning for a minimum of 150 people and
jobs per hectare, enhancing the pedestrian realm and providing cycling infrastructure,
and permissions in the land use plan for a range of uses including residential, office,
institutional, and commercial.
6.3 The draft Secondary Plan also conforms with the ROP’s policies that will transition the
neighbourhood away from auto-centric uses towards other forms of travel. It includes
urban design principles that will support the development of a high-quality public and
private realm that encourages active streetscapes and good quality of life.
Municipality of Clarington Page 16
Report PDS-004-24
Clarington Official Plan
6.4 The Clarington Official Plan (OP) provides a vision for future growth and development of
the Municipality to the year 2031. The current OP focuses on the principles of
sustainable development, healthy communities, and growth management.
6.5 Specifically, the Secondary Plan area is designated as a “Transportation Hub”
immediately surrounding the GO Station lands, and “Urban Centre” in the OP.
6.6 The Transportation Hub designation is intended to create mixed-use, higher density
neighbourhoods that support the timely extension of the Lakeshore East GO Line and
develop into one of the primary commercial centres in Clarington. These areas are to be
improved with a pedestrian focus and a high-quality public realm. They shall provide
diverse uses to suit the needs of local residents and the broader Clarington community.
6.7 Urban Centres are intended to be developed as the main concentrations of activity as
the focal point of culture, art, entertainment and civic gathering to foster a sense of local
identity. Bowmanville West Urban Centre is intended to be developed as a centre of
regional significance, and shall be comprehensively developed to provide the highest
level of retail and service uses, and residential and mixed use developments to achieve
higher, transit-supportive densities.
6.8 The Bowmanville West Secondary Plan aligns with this vision for Transportation Hubs
and Urban Centres. This Secondary Plan promotes the highest density in the
Municipality and has thoughtfully envisioned a public realm and mix of uses that will
create an attractive and inviting neighbourhood that will serve the needs of Clarington
residents.
6.9 The Secondary Plan aligns with specific priorities of the OP, including:
Managing our growth;
Creating vibrant and sustainable urban spaces;
Encouraging housing diversity;
Growing a prosperous community; and
Livable Neighbourhoods.
6.10 Envisioning a compact, mixed-use, transit-supportive urban node, the Secondary Plan
has been developed to achieve the OP goals. Intensification policies have been
developed that respect surrounding neighbourhoods while also providing new and
diverse forms of housing. Urban design and sustainability policies focus on creating
accessible spaces for all ages and abilities and include environment-first principles. The
resulting public realm will attract new businesses and create a sense of place for the
neighbourhood.
Municipality of Clarington Page 17
Report PDS-004-24
7. Public Comments
7.1 As stated in Section 3, the Bowmanville West Secondary Plan was drafted with
extensive public consultation in addition to the Statutory Public Meeting. Public
comments and feedback were collected throughout the Secondary Plan process
through in-person and virtual events, and online surveys. Comments received to date
were considered as the Plan was developed and refined.
7.2 Public comments provided insight into specific needs in the community, appropriate
places for the highest density developments, and key areas of interest surrounding the
future GO Station. Subsections 7.3 through 7.7 provide a brief summary of the public
comments received to date.
Public comments generally support a mix of uses and intensification that is directed to
appropriate locations and comes with supportive infrastructure and services
7.3 Overall, public comments generally support mixed-use development in this area over
time, however, suggest that tall buildings should be directed to major corridors and
closer to the future GO Station.
7.4 Significant concerns were raised about adequate parking and management of noise and
traffic to limit impacts on adjacent neighbourhoods. Transitions between taller buildings
and existing homes was cited as a key strategy to minimize negative impacts.
7.5 Some public comments received requested lower height limits adjacent to existing low
density residential neighbourhoods, while other comments requested higher densities
and height ranges within the Secondary Plan Area.
7.6 There was support among the comments received for diverse housing options and the
provision of affordable housing in the area. Other uses the public envisioned for the
area include recreational facilities and personal services.
Placemaking and Urban Design are important to ensuring Bowmanville West has
sufficient parkland and gathering spaces as the neighbourhood grows and evolves
7.7 Public comments generally sought to preserve the existing green spaces and create a
range of different types of gathering spaces. Barrier-free access and design for people
with disabilities is key.
Access to the GO Station should be convenient for all types of users
7.8 Comments received to date indicated that a connected network of walking and cycling
facilities should be provided.
7.9 Comments also requested traffic calming along residential streets, where appropriate,
and pedestrian crossing improvements should be implemented along new major
intersections.
Municipality of Clarington Page 18
Report PDS-004-24
Comments on the Draft Secondary Plan and supporting documents
7.10 Public comments received on the draft documents presented at the Statutory Public
Meeting will be considered as staff refine the final draft documents before they are
recommended to Council for adoption.
8. Agency and Departmental Comments
8.1 Early draft documents including the Secondary Plan, Schedules, and implementing
Zoning By-law were provided to commenting agencies in late September. Agen cies
were given six weeks to comment on the draft documents so that their comments could
be incorporated into the documents ahead of the Statutory Public Meeting.
8.2 Comments were received from the Region of Durham, Central Lake Ontario
Conservation Authority, Ministry of Transportation, Metrolinx, and Kawartha Pine Ridge
District School Board. These comments generally support the underlying principles of
the Secondary Plan, but refine the details related to sustainability, growth management,
and effective infrastructure development.
Durham Region
8.3 Comments from Durham Region primarily focused on meeting and exceeding minimum
density targets. Minimum density targets for each land use type are suggested and a
land use budget is requested to ensure the overall density targets will be achieved.
Higher density of up to 179 people and jobs per hectare could be supported according
to the Region’s Housing Intensification Study (2021). Additional work related to
transportation and servicing is requested to confirm the required infrastructure. Minor
comments related to specific policies were also provided.
Central Lake Ontario Conservation Authority (CLOCA)
8.4 CLOCA provided regulatory mapping for the area surrounding the Secondary Plan
which outlined natural hazards and constraints. CLOCA advised the Municipality to
create a constraints map that illustrates feature limits and their corresponding
Vegetation Protection Zones. Policies that support increased soil volumes and low-
impact development were recommended. CLOCA suggested a Master Drainage Plan
may be appropriate.
Other Agencies
8.5 Comments were also received from Metrolinx, the Ministry of Transportation Ontario,
and Kawartha Pine Ridge District School Board. Comments were minor and generally
confirmed the direction of the updated Secondary Plan.
9. Development Interest
9.1 In anticipation of the future GO Train extension, a number of developers have already
expressed interest in constructing higher density buildings within Bowmanville West.
Municipality of Clarington Page 19
Report PDS-004-24
9.2 In addition to the recent approvals and active development applications, Staff have also
had discussions with several property owners and developers in Bowmanville W est who
are awaiting the outcome of the Secondary Plan. While these applications may not
result in imminent construction, they reflect market interest to develop in conjunction
with the future GO Station.
9.3 Development interest is a crucial piece needed to support the significant investment of
bringing GO Transit services to Bowmanville. As well, transit is a key draw for
development, and is needed to ensure that the neighbourhood can functio n efficiently
with increased density. Therefore, the phasing policies included in the Secondary Plan
play an important role to achieving the long-term vision for Bowmanville West.
10. Conformity with Clarington Strategic Plan
10.1 The preparation of the Bowmanville West Secondary Plan directly contributes to several
priorities and actions within the 2024-2027 Clarington Strategic Plan.
10.2 Priority C.1.2 is “Be an active partner in the development of GO Train stations and
improved Regional transit connectivity.” This report describes how the Municipality is
planning for multimodal access to the GO Station and development densities that are
transit supportive. Planning for this MTSA is a key step towards realizing this this
priority. As well, throughout the Secondary Plan process, the Municipality has worked
with Durham Region Transit and Durham Region Planning to plan for enhanced
connections.
10.3 Under priority G.2.1 in the Strategic Plan, “Update and complete identified Secondary
Plans” is a listed action. By presenting this draft update to the Bowmanville West
Secondary Plan, we are reaching an important milestone in the project process. Staff
will use the comments and direction from the Statutory Public Meeting to bring forward a
revised Secondary Plan and recommendation report to complete the Secondary Plan
update.
10.4 Priority L.4 of the Strategic Plan calls for engaged and informed residents. Throughout
the Secondary Plan process, there have been numerous engagement opportunities for
public participation. The robust consultation process is described in Section 3. The
public has been actively engaged throughout the process as Staff communicated how
the Secondary Plan will responsibly address growth. Input from the community has
formed the base of the draft Secondary Plan.
11. Financial Considerations
11.1 The Bowmanville West Secondary Plan is funded by the Municipality. Funds were
originally approved as part of the 2017 budget process.
12. Concurrence
12.1 This report has been reviewed by the Deputy CAO/Treasurer who concurs with the
recommendations.
Municipality of Clarington Page 20
Report PDS-004-24
13. Conclusion
13.1 The purpose of this report is to (i) present the draft updated Bowmanville West
Secondary Plan, and supporting documents at the Statutory Public Meeting, and (ii)
provide an overview of the planning process, including initiation of the Plan update, the
policy framework, public engagement, and comments, as well as agency comments
received to date.
13.2 After extensive consultation with agencies, stakeholders and the public, the draft
Bowmanville West Secondary Plan and accompanying zoning have been prepared and
released for Council, agency, and public review. Following this Public Meeting, the draft
documents will be further revised, as appropriate, based on the comments received.
13.3 Staff will continue to process and prepare a subsequent Recommendation Report. A
final version of the Secondary Plan, Streetscape Implementation Plan, and
implementing Zoning By-law will be presented to Council for adoption at a future
meeting.
13.4 Once adopted, the Official Plan Amendment will be forwarded to the Region of Durham
for approval. Part of the Region of Durham review includes circulation of the
Amendment to agencies and the Province for their comments. The Region will issue a
Notice of Decision regarding the Amendment, and the 20-day appeal period will
commence. If there are no appeals to the Region’s Decision on OPA, it will come into
force and effect. The noted OPA approval authority and process may be subject to
change as new and amended provincial legislation continues to come into effect.
Staff Contact: Sylvia Jennings, Planner I, 905-623-3379 ext. 2335 or sjennings@clarington.net;
Sarah Allin, Principal Planner, 905-623-3379 ext. 2419 or sallin@clarington.net; Lisa Backus,
Manager of Community Planning, 905-623-3379 ext. 2419 or lbackus@clarington.net.
Attachments:
Attachment 1 – Sequence of Events
Attachment 2 – Draft Clarington Official Plan Amendment
Attachment 3 – Draft Bowmanville West Urban Centre and MTSA Secondary Plan
Attachment 4 – Draft Streetscape Implementation Plan
Attachment 5 – Draft Zoning
Attachment 6 – Summary of Background Reports
Interested Parties:
List of Interested Parties available from Department.
Bowmanville West Secondary Plan Events Summary
Date Events Reports
October 2, 2017
Updates through Public Meeting Report and Staff
Presentation
Council authorization to initiate
PSD-072-17
October 19, 2017 E-update
Project Webpage
March 5, 2018 Award Contract to Dillon Consulting
April 5, 2018 Steering Committee Meeting #1
Phase 1
June 4, 2018 General Updates for Secondary Plans PSD-052-18
June 6, 2018
Notice of Public Information Centre sent to all
landowners
within 120 m of the Secondary Plan Area.
Notice was sent by mail and/or e-mail to Mayor
and Members
of Council, Department Heads, the Region, the
MMAH and the
Project Steering Committee
E-update, Municipal social media
Project Webpage update
June 19, 2018 Public Information Centre #1
November 16,
2018 High School Engagement
June 26, 2019 Public Information Centre #2
Phase 2
July 23, 2020 Steering Committee Meeting #2
August 27, 2020
Notice of Public Information Centre sent to all
landowners.
within 120 m of the Secondary Plan Area.
Notice was sent by mail and/or e-mail to Mayor
and Members
of Council, Department Heads, the Region, the
MMAH and the
Project Steering Committee
E-update, Municipal social media
Project Webpage update
October 1, 2020 Virtual Public Information Centre #3
PIC
Summary
Report
February 1, 2021 Public Feedback Summary PDS-008-21
February 24, 2021 Steering Committee Meeting #3
July 20, 2021 Steering Committee Meeting #4
September 23,
2021 Public Information Centre #4
March 8, 2023 Public Information Centre #5
September 27,
2023
Draft documents shared with commenting
agencies for initial feedback including Secondary
Plan, Secondary Plan Schedules, Implementing
Zoning and Zoning Schedule
December 20,
2023
Notice of Statutory Public Meeting mailed to
owners and residents within 300 metres of the
Plan area
December 20,
2023 & January 9,
2023
Notice of Statutory Public Meeting posted in Orono
Times
December 22,
2023
Draft materials available on project webpage
including Official Plan Amendment, Secondary
Plan, Secondary Plan Schedules, Implementing
Zoning and Zoning Schedule
December 22,
2023
Interested Parties notified of draft documents
available on project webpage for public comment
by January 31, 2023
January 17, 2023 Staff Report and Public Meeting presentation
available
January 22, 2024 Statutory Public Meeting
Amendment No. XXX
To the Clarington Official Plan
Purpose: The purpose of this Amendment is to include the updated
Bowmanville West Major Transit Station Area Secondary Plan in the
Clarington Official Plan. This Secondary Plan will facilitate the
development of a sustainable, livable and inclusive community in
Bowmanville West.
Key to this Secondary Plan area is the function of Bowmanville West
as a core commercial and retail area in Clarington, and the anchoring
of planned mixed use development around the Bowmanville GO
Transit Station. The Secondary Plan area will feature a mix, location
and intensity of uses that encourage walkability and support improved
access to housing and commercial destinations throughout the
community. Walking, cycling and transit are all provided for
throughout.
Location: The Secondary Plan Area is located in central Clarington around the
Bowmanville GO Station, and is approximately 126 hectares in size.
This Amendment will repeal and replace the existing Bowmanville
West Town Centre Secondary Plan with the new Bowmanville West
Major Transit Station Area Secondary Plan, covering a similar area
to the previous plan with the addition of some parcels along the east
side of Bowmanville Avenue.
Basis: Clarington Council authorized the preparation of a new Secondary
Plan for Bowmanville West in 2018. The Secondary Plan is intended
to provide guidance for transforming Bowmanville West from a low-
density, retail commercial shopping hub into a compact, mixed use,
transit-supportive urban node. The node will provide compact
complete community elements such a range of medium and high
density housing options, full range of retail and service commercial
uses to support people living and working in the area, along with a
connected network of parks and greenspaces and other community
elements. The Plan has been prepared to conform to a variety of
provincial policies and plans, including the Provincial Policy
Statement, the Growth Plan for the Greater Golden Horseshoe and
the Region of Durham’s Official Plan (as applicable).
The process to prepare the Plan for Bowmanville West involved
three main phases of work, including four rounds of public
engagement:
$WWDFKPHQWWR
5HSRUW3'6
Phase 1: My Bowmanville West included a background review of
existing conditions, opportunities and constraints, identifying the
key areas of focus for the Plan. This phase included two public
information centre events and on-line engagement:
Public Information Centre 1: June 19, 2018
Public Information Centre 2: June 26, 2019
Online Survey #1: September 5 to October 5, 2018
Phase 2: A Vision for Bowmanville West entailed a review of best
practices for development around GO Transit Stations, as well
as virtual consultations through a public information centre and
online survey to shape the vision for the Secondary Plan and
analysis of redevelopment opportunities. Concept plans for land
use, building heights and public realm improvement were
developed during this phase of work.
Public Information Centre 3: October 1, 2020
Online Survey #2: October 2 to October 19, 2020
Phase 3: A Plan for Bowmanville West was the final phase in the
program to develop the Secondary Plan. This phase included
two virtual public information centres and an online survey to
confirm directions and key priorities for the Secondary Plan, as
well as a draft 3D model to conceptually visualize full build out
conditions based on the Secondary Plan policies and the
development of a Zoning By-law.
Public Information Centre 4: September 23, 2021
Online Survey #3: October 1 to October 17, 2021
Public Information Centre 5: March 8, 2023
Actual Amendment:
1.Policy 4.3.5 is amended as follows:
“4.3.5 The Priority Intensification Areas have been identified as the
primary locations to accommodate growth and the greatest mix of uses,
heights and densities. Priority Intensification Areas include:
Urban and Village Centres;
Regional and Local Corridors;
Courtice Transportation Hub;
Bowmanville Transportation Hubs Major Transit Station Areas;
and
Port Darlington and Port of Newcastle Waterfront Places.”
2.Tables 4-2 and 4-3 are amended as follows:
T able 4-2 Durham Region Long Term Targets
General Locational
Criteria
Minimum Gross
Density (Units
Per Gross Hectare) Floor Space Index
Urban Centres 75 2.5
Village Centre 30 1.0
Regional Corridors 60 2.5
Local Corridors 30 2.0
Courtice Transportation
Hub
75 2.0
Bowmanville West
Transportation Hubs
Major Transit Station
Area
75 2.5
Port Darlington and Port of
Newcastle Waterfront Places 60 2.0
T able 4-3 Summary of Urban Structure Typologies
General
Locational
Criteria
Minimu
m Net
Density
(Units
Per Net
Hectare)
Standard
Minimum and
Maximum
Height
(storeys)
Predominant Residential Built
Form and Mix
Includes: Mixed use buildings,
apartments, townhouses
Regional
Corridors
85 3-12
Low Rise: 3-4 storeys (40%)
Mid Rise: 5-6 storeys (40%)
High Rise: 7-12 storeys (20%)
Includes: Mixed use buildings,
apartments
Local Corridors 40 2-6
Low Rise: 2-4 storeys (80%)
Mid Rise: 5-6 storeys (20%)
Includes: Mixed use buildings,
apartments, townhouses
Courtice and
Bowmanville
Transportation
Hubs
200 5-no
maximum
Mid Rise: 5-8 storeys (20%)
High Rise: min. 8 storeys (80%)
Includes: Mixed use buildings,
apartments
Bowmanville West
Major Transit
Station Area 200 4-18 Mid Rise: 4-12 storeys (80%)
High Rise: 12-18 storeys (20%)
Includes: Mixed use buildings,
apartments
Port Darlington
and Port of
Newcastle
Waterfront Places
40 2-12
Ground Related: 2-3 storeys (40%)
Low Rise: 2-4 storeys (20%)
Mid Rise: 5-8 storeys (20%)
High Rise 9-12 storeys (20%)
Includes: Apartments, townhouses,
semi -detached dwellings, detached
dwellings
Edge of
neighbourhoods
and adjacent to
arterial roads
19 1-3
Ground Related: 1-3 storeys (100%)
Includes: Limited apartments,
townhouses, semi-detached dwellings,
detached dwellings
Internal to
neighbourhood 13 1-3
Ground Related: 1-3 storeys (100%)
Includes: limited townhouses, semi-
detached dwellings, detached
dwellings
3.Policy 10.3.1 is amended as follows:
“10.3.1 Urban and Village Centres, Neighbourhood Centres, Gateway
Commercial Centres, Regional and Local Corridors and Transportation
Hubs and Major Transit Station Areas are shown on Map A and B.”
4.Policy 10.8 is amended as follows:
“10.8 Transportation Hubs and Major Transit Station Areas
10.8.1 Transportation Hubs and Major Transit Station Areas are identified on
Map A. Transportation Hubs and Major Transit Station Areas shall provide for
a mix of uses at higher densities, which are complementary in terms of scale,
design and context and designed to support transit services.
10.8.2 The Bowmanville Transportation Hubs Major Transit Station Area is
located within the Bowmanville West Town Regional Urban Centre. The
Bowmanville West Urban Centre and Major Transit Station Area Town Centre
Secondary Plan Area policies are complementary and supportive of the
Bowmanville GO Transit station and collectively create the type of
development intended by section 10.8.1.”
5.Policy 19.4.3 is amended as follows:
19.4.3 “a) Implement the approved eastern extension of GO Rail service to
the Courtice Transportation Hub and the Bowmanville Transportation Hubs
Major Transit Station Area by 2024, recognizing that GO Rail service is critical
to achieving many of the land use objectives of Provincial Plans and the
Durham Regional Official Plan and this Plan;”
6.Policy 19.4.4 is amended as follows:
19.4.4 “a) Direct higher density development and economic activity around
the Transportation Hub and Major Transit Station Area, along or near the
Regional Transit Spine, and along Regional and Local Corridors;”
7.The following exhibits identify the changes to the following schedules
to the Official Plan to replace the term ‘Transportation Hub’ in the
legend with the term ‘Major Transit Station Area’:
Exhibit 1: Map A3 Land Use – Bowmanville Urban Area
Exhibit 2: Map B Urban Structure
Exhibit 3: Map J3 Transportation Network Roads and Transit
–Bowmanville Urban Area
Part Six, Section 3 “General Policies for Secondary Plans” is hereby
amended as follows:
“3. Secondary Plans have been prepared for the following areas:
Bowmanville East Town Centre;
Bowmanville West Town Urban Centre Major Transit Station Area;
Courtice Main Street;
Newcastle Village Main Central Area;
Port Darlington Neighbourhood;
South-West Courtice;
Clarington Energy Business Park;
Brookhill Neighbourhood;
Clarington Technology Business Park; and
Foster Northwest
Southeast Courtice
.”
Existing Part 6, SECONDARY PLANS, is hereby amended by deleting the
Bowmanville West Town Centre Secondary Plan in its entirety and
replacing it with the Bowmanville West Major Transit Station Area
Secondary Plan as shown in the attached Exhibit 4.
Exhibit 4
BOWMANVILLE WEST
MAJOR TRANSIT
STATION AREA
SECONDARY PLAN
MUNICIPALITY OF CLARINGTON
JANUARY 2024
$WWDFKPHQWWR
5HSRUW3'6
Bowmanville West Major Transit Station Area Secondary Plan
ii
Page intentionally left blank.
Bowmanville West Major Transit Station Area Secondary Plan
iii
1 INTRODUCTION .................................................................................................................1
1.1 Background...................................................................................................................1
1.2 Basis for the Plan ..........................................................................................................1
1.3 How to Read this Secondary Plan .................................................................................2
2 VISION AND OBJECTIVES .................................................................................................4
2.1 Vision for the Bowmanville West ...................................................................................4
2.2 Overall Planning Objectives ..........................................................................................4
3 LAND USE POLICIES..........................................................................................................5
3.1 Land Use Planning Objectives ......................................................................................5
3.2 General Policies ............................................................................................................5
3.3 Mixe d Use High Density – Transit Station Site ..............................................................7
3.4 Mixed Use High Density ................................................................................................8
3.5 Residential High Density ...............................................................................................8
3.6 Residential Medium Density ..........................................................................................9
3.7 Parks and Community Facilities ....................................................................................9
4 URBAN DESIGN AND SUSTAINABILITY POLICIES.........................................................12
4.1 Urban Design Objectives ............................................................................................12
4.2 Public Realm Improvement Plan .................................................................................12
4.3 Private Realm Design Guidelines ................................................................................16
4.4 Sustainability and Green Design .................................................................................21
5 MOBILITY AND TRANSPORTATION INFRASTRUCTURE POLICIES .............................23
5.1 Mobility Objectives ......................................................................................................23
5.2 General Mobility Policies .............................................................................................23
6 IMPLEMENTATION ...........................................................................................................28
6.1 General Implementation ..............................................................................................28
7 INTERPRETATION ............................................................................................................30
7.1 General Interpretation .................................................................................................30
APPENDIX A: POLICY ILLUSTRATION ...................................................................................... i
Bowmanville West Major Transit Station Area Secondary Plan
iv
LIST OF SCHEDULES
Schedule A: Land Use Plan
Schedule B: Public Realm Improvement Plan
Schedule C-1: Mobility Network
Schedule C-2: Active Transportation Network
Bowmanville West Major Transit Station Area Secondary Plan
1
1 INTRODUCTION
1.1 Background
The Bowmanville West Major Transit Station Area is located in the southeast region of the
Municipality of Clarington within Durham Region. The Secondary Plan Area is approximately
126 hectares in size. The Bowmanville West Major Transit Station Area (hereafter referred to as
Bowmanville West) is one of Clarington’s key intensification areas and its largest retail shopping
area.
The area was established in the early 1990s. The intent of the area was to expand and
complement the existing retail shopping area from the Bowmanville East Urban Centre
(Bowmanville Mall) through the Downtown to Bowmanville West. The three commercial areas
have different commercial functions; Bowmanville West has big-box format stores; Downtown
has small scale and pedestrian-oriented stores; Bowmanville East has an enclosed shopping
mall.
The Secondary Plan was first approved in 1993 and last updated in 2006. The original vision in
1993 for Bowmanville West has primarily been implemented with adherence to the original
guiding principles of creating a well-connected area with a mix of large and small box
commercial developments and high quality of architecture and design. The original Plan also
acknowledged future, long-term opportunities to redevelop single-purpose, large-box
commercial buildings into smaller blocks with mixed-use formats. Subsequently, the Secondary
Plan was updated in 2006 to include a more expansive vision. The Plan provided direction to
promote opportunities for transit-supportive densities and a broader range of uses.
The current Secondary Plan update was prompted by the updated Clarington Official Plan and
the initial promise of GO Transit rail service extension to Bowmanville. The extension of GO
Transit rail service will provide new opportunities for a broader range of housing types, complete
community development and improve Clarington’s connectivity to other areas in Durham,
Toronto and the Greater Golden Horseshoe. The entire Bowmanville West Secondary Plan area
is designated as a Protected Major Transit Station Area (PMTSA), with the future Bowmanville
GO Transit Station located within the Secondary Plan area.
1.2 Basis for the Plan
Clarington Council authorized the preparation of a new Secondary Plan for Bowmanville West in
2018. The Secondary Plan is intended to provide guidance for transforming Bowmanville West
from a low-density, retail commercial shopping hub into a compact, mixed use, transit-
supportive urban node. The node will provide compact complete community elements such a
range of medium and high density housing options, full range of retail and service commercial
uses to support people living and working in the area, along with a connected network of parks
and greenspaces and other community elements. The Plan has been prepared to be consistent
with a variety of provincial policies and plans, including the Provincial Policy Statement, the
Growth Plan for the Greater Golden Horseshoe and the Region of Durham’s Official Plan.
The process to prepare the Plan for Bowmanville West involved three main phases of work,
including four rounds of public engagement:
Bowmanville West Major Transit Station Area Secondary Plan
2
Phase 1: My Bowmanville West included a background review of existing conditions,
opportunities and constraints, identifying the key areas of focus for the Plan. This phase
included two public information centre events and on-line engagement:
o Public Information Centre 1: June 19, 2018
o Public Information Centre 2: June 26, 2019
o Online Survey #1: September 5 to October 5, 2018
Phase 2: A Vision for Bowmanville West entailed a review of best practices for
development around GO Transit Stations, as well as virtual consultations through a
public information centre and online survey to shape the vision for the Secondary Plan
and analysis of redevelopment opportunities. Concept plans for land use, building
heights and public realm improvement were developed during this phase of work.
o Public Information Centre 3: October 1, 2020
o Online Survey #2: October 2 to October 19, 2020
Phase 3: A Plan for Bowmanville West was the final phase in the program to develop the
Secondary Plan. This phase included two virtual public information centres and an online
survey to confirm directions and key priorities for the Secondary Plan, as well as a draft
3D model to conceptually visualize full build out conditions based on the Secondary Plan
policies and the development of a Zoning By-law.
o Public Information Centre 4: September 23, 2021
o Online Survey #3: October 1 to October 17, 2021
o Public Information Centre 5: March 8, 2023
This update was undertaken to bring the Bowmanville West Urban Centre and Major Transit
Station Area Secondary Plan into conformity with the Clarington Official Plan, 2018. The
technical studies supporting the Clarington Official Plan are based upon a 2031 planning
horizon. In the event that growth within the Plan area approaches the 2031 forecast ahead of
the next five-year update to this Secondary Plan, the following comprehensive technical studies
will be undertaken for the Plan area by the Municipality:
Transportation Impact Study;
Stormwater Management Report; and
Public Space Plan.
1.3 How to Read this Secondary Plan
This Secondary Plan should be read in conjunction with the Clarington Official Plan and the
Durham Region Official Plan (as applicable). Policies relating to Natural Heritage System
features within the Secondary Plan area are found in the Clarington Official Plan, Section 3.4.
The Bowmanville West Zoning By-law provides additional guidance on development within the
Secondary Plan area.
This Secondary Plan is organized into seven main chapters, as follows:
1. Introduction: The Introduction provides the context in which the Plan was prepared, the
basis for its policies and the main principles which underlie the policies of the Plan.
2. Vision and Objectives: This section outlines the overall vision and planning objectives
for Bowmanville West.
Bowmanville West Major Transit Station Area Secondary Plan
3
3. Land Use Policies: The goals, objectives and policies for designated land use areas are
articulated in this section.
4. Urban Design and Sustainability Policies: This section establishes policies for public
and private realm design, as well overall climate change adaptation and mitigation and
sustainability policies for Bowmanville West.
5. Mobility and Transportation Infrastructure Policies: This section establishes policy for
the design and function of physical infrastructure and transportation services in
Bowmanville West.
6. Implementation: These policies outline procedural and implementation requirements for
the use and development of lands, and the monitoring of development to ensure
compliance with the stated objectives.
7. Interpretation: This section provides guidance on the means to interpret the policies and
Schedules contained in this Secondary Plan.
Bowmanville West Major Transit Station Area Secondary Plan
4
2 VISION AND OBJECTIVES
2.1 Vision for the Bowmanville West
Bowmanville West is Clarington’s transit-oriented community offering a diverse mix of high
density housing opportunities supported by a mix of vibrant, street-oriented commercial uses.
As a Major Transit Station Area, the area is planned to accommodate the highest densities and
widest variety of uses in Bowmanville, including residential uses, mixed -uses, institutional uses,
and commercial uses (including retail, office, and personal/professional and services). The area
facilitates multi -modal access in and around the GO Transit Station, allowing people to use a
variety of modes to connect to the GO Transit Station and also take advantage of the range of
shopping and entertainment options in the area. The area includes opportunities for affordable
housing and also features sustainable design elements promoting a vibrant and complete
community.
2.2 Overall Planning Objectives
The objectives for Bowmanville West are to:
a. Create opportunities for high density, compact, transit supportive development;
b. Provide a planning framework that will support the establishment of a GO Transit Station
in Bowmanville West;
c. Maintain the strong commercial function of the area;
d. Create a destination within the community that draws both residents and visitors alike;
e. Plan for a sufficient amount of high-quality, public spaces to support the number of
people expected to live and work in the area;
f. Provide opportunities for affordable housing; and
g. Promote excellence in urban design and sustainability.
Bowmanville West Major Transit Station Area Secondary Plan
5
3 LAND USE POLICIES
3.1 Land Use Planning Objectives
a.Provide a diverse range of medium to high density housing types and tenures.
b. Create affordable housing opportunities.
c.Integrate a mix of uses to ensure that Bowmanville West remains the commercial
centre of the community.
d.Provide a framework for transitioning existing auto-oriented uses into transit-
supportive development.
e.Ensure that there is an appropriate amount of park space to support residents
living and working in the area.
3.2 General Policies
Land Use Structure and Organization
3.2.1 The planned land uses for Bowmanville West are depicted on Schedule A of the
Secondary Plan.
3.2.2 The following land use designations apply to the lands shown on Schedule A of this
Secondary Plan:
a.Mixed Use High Density – Transit Station Area;
b.Mixed Use High Density;
c.Residential High Density;
d.Residential Medium Density;
e.Community Facilities; and,
f.Parks and Open Spaces.
3.2.3 The following uses are permitted in all land use designations in this Secondary Plan:
a.A use which is accessory to a permitted use;
b. Legally pre-existing uses, buildings and structures;
c.Public utilities, including water, wastewater, stormwater infrastructure; and,
d.Institutional uses and public facilities.
3.2.4 Minor alterations which maintain the general intent of the policies of this Secondary Plan
may occur without amendment through the development approval process in accordance
with policies 24.1.2 and 24.1.3 of the Clarington Official Plan.
Density Target
3.2.5 The Bowmanville West Secondary Plan Area is planned to achieve a minimum gross
density target of 150 people and jobs per hectare. At full built-out, the policies of
this Secondary Plan would allow for a overall gross density of approximately 180
people and jobs per hectare.
GO T ransit Station Area Policies
3.2.6 Development of the lands on Schedule A identified as Mixed Use High Density Transit
Station shall be designed to accommodate a full range of mobility connections. Lands
which are intended to accommodate the future GO Transit Station shall be designed to
accommodate transit, active transportation, pick-up / drop-off facilities.
3.2.7 Mobility network improvements including public realm, transit and active transportation
Bowmanville West Major Transit Station Area Secondary Plan
6
improvements within and around the Bowmanville GO Transit Station shall be prioritized
to support the development, redevelopment and investment in these areas.
3.2.8 Development of the Bowmanville GO Transit Station site shall be planned based on the
transit oriented development policies of this Secondary Plan.
Housing
3.2.9 The policies of this Secondary Plan complement Section 6 of the Clarington Official Plan
and are intended to facilitate the provision of a broad range and mix of housing
opportunities in appropriate locations.
3.2.10 Where appropriate, private, public, and non-profit housing developments designed to
provide housing options for seniors are encouraged, including higher density
condominium dwellings, buildings with rental units, as well as retirement and assisted
living facilities that facilitate “aging-in-place”.
3.2.11 Development within the Secondary Plan Area shall be developed in accordance with the
urban design and sustainability policies in Section 4 of this Secondary Plan.
Affordable Housing
3.2.12 Bowmanville West is planned to include a wide range of housing types and tenure types,
including market ownership and rental units, as well as affordable housing units in
accordance with the policies of the Clarington Official Plan and the Durham Region
Official Plan (as applicable).
3.2.13 Affordable housing, including community housing, supportive housing and other types of
subsidized non-market housing units, are encouraged to be integrated within
neighbourhoods and combined in developments that also provide market housing to
deliver opportunities for a range of housing tenures and prices that support diversity.
3.2.14 The Municipality will collaborate with public and no n-profit housing providers, including
but not limited to, the Region of Durham, to encourage a supply of subsidized non-market
housing units to be included within the Secondary Plan Area.
3.2.15 To support the provision of affordable housing units, the Municipality will explore other
potential incentives such as reduced application fees, grants, and loans, to encourage
the development of affordable housing units. The Municipality will also encourage the
Region (as applicable) to consider financial incentives for affordable housing.
3.2.16 The Municipality shall undertake an inclusionary zoning Municipal Assessment Report in
compliance with Provincial regulations to determine the feasibility of implementing
inclusionary zoning in the Secondary Plan area. The Municipality may update the
policies of this Secondary to implement inclusionary zoning requirements, depending
on the results of the Municipal Assessment Report. o facilitate the
development of affordable housing units within the Secondary Plan area in the
absence of inclusionary zoning, developers shall provide contribution of funds to the
Municipality for the development of affordable, public or non-profit housing in the
community.
3.2.17 The contribution of funds as provided in Section 3.2.16 will be through a contribution
agreement to be negotiated between the Municipality and the developer. The
contribution of funds shall be paid by the developer at the approval of a site plan at a
cost of $2500.00 per unit.
Bowmanville West Major Transit Station Area Secondary Plan
7
3.2.18 The Municipality may prioritize development applications that include affordable housing
units that are being funded by federal and provincial government programs, the Region
of Durham, or non-profit groups or non-profit groups.
Live/Work Units
3.2.19 The Municipality encourages Live-Work Unit opportunities for combined residential and
personal services, or office uses, where appropriate, to facilitate home-based
employment, which ensures proximity between housing and jobs and provides a mix of
uses.
3.2.20 Live-Work Unit development is subject to regulations in the Zoning by-law.
Transition for Existing Auto-Oriented Uses
3.2.21 At the time this Secondary Plan was prepared, Bowmanville West included a number of
auto-oriented uses and activities such as motor vehicle fuel bar and drive through
facilities. These uses were established as legal uses and the expectation is that a number
of these types of uses will be redeveloped into transit supportive land uses over time..
All existing auto-oriented uses where permissions have been established are considered
to be legal non-conforming uses at the date of adoption of this Secondary Plan.
3.2.22 No new auto-oriented uses such as drive-through establishments, fuel bars, car washes,
car dealerships with outdoor vehicle storage, warehouses and self -storage facilities are
permitted in the Plan Area.
Natural Hazards
3.2.23 Any new development in proximity to environmentally significant and sensitive areas and
natural heritage features shall be required to complete an Environmental Impact Study
(EIS) in accordance with the Clarington Official Plan.
3.3 Mixed Use High Density – Transit Station Site
Planned Function
3.3.1 The planned function of the Mixed Use High Density – Transit Station Site is to provide
high density, mixed-use development located on or adjacent to the future GO Transit
Station site. The lands in this designation are intended to have the greatest intensity of
use.
Permitted Uses
3.3.2 Permitted uses include a transit station and accessory uses, residential, major office, and
accessory commercial uses such as personal service, retail and restaurants, as well as
recreational and institutional uses.
3.3.3 Accessory commercial uses must be located on the ground floor.
3.3.4 The maximum floorspace for accessory commercial uses shall be no more than 3,000
square metres per building with no single unit exceeding 600 square metres. There is no
maximum floorspace limit for residential and major office uses.
Building Height
3.3.5 The minimum height shall be 12 storeys and the maximum height shall be 18 storeys in
Bowmanville West Major Transit Station Area Secondary Plan
8
accordance with urban design policies of this Secondary Plan and the Municipality’s
implementing Zoning by-law.
Phasing
3.3.6 The lands denoted with an “*” on Schedule A are planned to accommodate the future
GO Transit Station site. Development proposals for these lands shall include a phasing
plan for the full development of the site. The Municipality may apply a holding zone to a
portion or all of the site to ensure that lands are reserved for the future GO Transit Station
site.
3.3.7 The Municipality may apply a holding zone to other planned intensification sites within
the MTSA until greater certainty around the timing of GO Transit rail services and the
GO Transit Station is determined. As part of the monitoring program for the Secondary
Plan, the Municipality will include an annual report to Council on the status of GO Transit
rail service expansion.
3.3.8 In accordance Provincial legislation and regulations, the Council of Clarington may
impose a transit station charge against land to pay for costs related to the
construction of the GO Transit Station.
3.4 Mixed Use High Density
Planned Function
3.4.1 The planned function of the Mixed Use High Density designation is to provide mixed use,
high density residential uses, major office, recreational and institutional uses. Lands
designated Mixed Use High Density provide the second highest density and height limits
within the Plan Area, allowing for mixed use intensification in close proximity to the GO
Transit Station.
Permitted Uses
3.4.2 Permitted uses include residential, major office and accessory commercial uses such as
personal service, retail and restaurants, as well as recreational and institutional uses.
3.4.3 Accessory commercial uses must be located on the ground floor.
3.4.4 The maximum floorspace for accessory commercial uses shall be no more than 3,000
square metres per building with no single unit exceeding 600 square metres. There is no
maximum floorspace limit for residential and major office uses.
Building Height
3.4.5 The minimum height shall be 6 storeys and the maximum height shall be 12 storeys in
accordance with urban design policies of this Secondary Plan and the Municipality’s
implementing Zoning by-law.
3.5 Residential High Density
Planned Function
3.5.1 The planned function of the Residential High Density designation is to provide high
density residential uses.
Permitted Uses
Bowmanville West Major Transit Station Area Secondary Plan
9
3.5.2 Permitted uses include residential development. Accessory commercial uses, such as
personal service, retail and restaurants, may be permitted on the ground floor up to a
maximum of 500 square metres per building.
Building Height
3.5.3 The minimum height shall be 8 storeys and the maximum height shall be 12 storeys in
accordance with urban design policies of this Secondary Plan and the Municipality’s
implementing Zoning by-law.
3.6 Residential Medium Density
Planned Function
3.6.1 The planned function of the Medium Density designation is to provide for development
along the edges of the Secondary Plan Area, allowing for transitions in height between
taller buildings within the plan area and the surrounding, low density neighbourhoods.
Permitted Uses
3.6.2 Permitted building types within this designation include stacked townhouses and low rise
apartment buildings.
3.6.3 Live-work units would be permitted in ground related units fronting onto public roads.
Building Height
3.6.4 The minimum height shall be 4 storeys and the maximum height shall be 6 storeys in
accordance with urban design policies of this Secondary Plan and the Municipality’s
implementing Zoning by-law.
3.7 Parks and Community Facilities
General Policies
3.7.1 Parkland shall be integrated into privately and publicly owned spaces and connected
across the Secondary Plan Area as per the Public Realm Improvement Plan indicated
on Schedule A and Schedule B of this Secondary Plan .
3.7.2 The configuration of Parks is to be maintained as generally shown on Schedule B of this
Secondary Plan. The precise size and shape of Parks shall be determined at the time of
development application review and approval, in accordance with the Planning Act and
the objectives and policies of this Secondary Plan.
3.7.3 The park system shall provide a range of opportunities for gathering, seating, and active
recreational uses in alignment with the Urban Design and Sustainability policies of this
Seco ndary Plan.
3.7.4 Parks shall be bordered by public streets, other public facilities such as schools,
institutional uses, and the flanks of residential uses. Residential and commercial uses
backing onto parks shall be minimized.
3.7.5 Residential uses proposed for non-profit housing development as defined in the
Municipality’s Parkland Dedication By-law shall be exempt from park land dedication.
3.7.6 Environmental Protection Areas, associated vegetation protection zones and stormwater
management areas shall not be conveyed to satisfy parkland dedication requirements
Bowmanville West Major Transit Station Area Secondary Plan
10
under the Planning Act.
Community Parks
3.7.7 Community Parks include municipal facilities, such as libraries, fire and police stations,
and public and private schools; recreational facilities; and places of worship.
3.7.8 Lands designated on Schedule A recognize the Plan Area’s three existing Community
Parks:
a.Garnet B. Rickard Recreation Complex;
b.Fire Station 1; and,
c.Clarington Central and Intermediate Secondary School.
3.7.9 New Community Parks are permitted in all other designations, provided they are
developed in accordance with the relevant design policies of this Secondary Plan and
Section 18.6 of the Clarington Official Plan.
3.7.10 New school sites will be needed as Bowmanville West is built out. As such, the
Municipality will work with the School Board to monitor population growth and
identify appropriate locations for schools within or in proximity to the Secondary Plan
area.
3.7.11 Community Parks may be permitted as a ground floor use in any of the Mixed -Use
designations but are not required to comply with the floor area limits of the respective
designation. As part of the development review process, all publicly operated School
Boards will be given the right of first refusal to locate student-based school facilities within
the ground floor of mixed-use and residential buildings.
Neighbourhood Parks
3.7.12 Schedule A identifies the location of existing and planned future parks.
3.7.13 Neighbourhood Parks are parks of between 0.5 and 3 hectares in size and will be
designed to serve the recreational needs of the surrounding residents. They are located
in central locations to allow for good accessibility for all users. All planned school sites
shall, wherever feasible, have a Neighbourhood Park abutting them to provide areas of
shared amenity.
3.7.14 Parkettes shall be between 0.1 ha and 0.5 ha in size, and will be designed to support the
surrounding residents.
3.7.15 Pocket Parks shall be between 0.05 ha and 0.1 ha in size and will be designed to provide
needed green space throughout the neighbourhood that can be enjoyed by residents,
employees and visitors alike.
3.7.16 Park design should incorporate naturalized play features into the design including berms,
native plantings, rock, and diverse tree planting.
Privately Owned Publicly Accessible Spaces
3.7.17 In addition to the publicly owned lands which form the Parks designation, development
is encouraged to include privately owned, publicly-accessible spaces that contribute to
the sense of place in the community and the quality of the urban environment.
3.7.18 Where privately owned, publicly accessible spaces are proposed, such spaces are to be
Bowmanville West Major Transit Station Area Secondary Plan
11
located adjacent to public parks, linear parks, and/or public infrastructure to support
additional active transportation connections through the community.
3.7.19 Privately owned publicly-accessible spaces can include linear parks, public squares,
plazas, courtyards, walkways and passages, atriums, arcades, and park-like spaces.
They contribute to the urban environment by creating spaces for social interaction,
adding visual interest, improving mid-block permeability.
3.7.20 Public access to privately owned publicly-accessible spaces will be secured through
easements during the development approval process.
Future Linear Parks
3.7.21 Schedule A identifies the locations of Future Linear Parks created parallel to future local
roads.
3.7.22 Future Linear Parks will be designed to provide barrier-free connectivity through
Bowmanville West, incorporating greenspace and areas for rest and safe movement for
pedestrians and cyclists through the community, including but not limited to: enhanced
landscaping; shade opportunities (structures and/or trees); ample locations for seating;
and, public art.
3.7.23 Locations for Future Linear Parks are shown on Schedule B, and are intended to
coincide with Future Local Roads identified on Schedule C-1.
Bowmanville West Major Transit Station Area Secondary Plan
12
4 URBAN DESIGN AND SUSTAINABILITY POLICIES
4.1 Urban Design Objectives
a) Provide a long term framework for improving the public realm.
b) Encourage attractive, pedestrian oriented and transit supportive built form.
c) Provide built form guidance to ensure appropriate transitions between areas of
different development intensities and uses.
d) Design spaces that are accessible for people of all ages and abilities.
e) Prioritize sustainable design, including environment-first principles, walkability,
along with resource and energy efficiency.
4.2 Public Realm Improvement Plan
General Policies
4.2.1 The planned public realm improvements as depicted on Schedule B (Public Realm
Improvement Plan) are intended to enhance the attractiveness and functionality of
Bowmanville West, and include the following treatments:
a. Major streetscape improvements;
b. Minor streetscape improvements;
c. Major gateway improvements;
d. Minor gateway improvements;
e. New recreational space;
f. Potential public space improvement; and,
g. Pedestrian safety improvements.
4.2.2 All elements of the Public Realm Improvement Plan should be designed with universal
accessibility in mind, and apply the requirements of the AODA regulation for all aspects
of public space.
4.2.3 Any streetscaping or landscaping within a Regional right-of -way will require municipal
consent in accordance with Region of Durham policy where it is the approval authority,
to be agreed in the context of the primary function of Regional Roads to move traffic in a
safe and efficient way.
Streetscape Improvements
4.2.4 Streetscape improvements are intended to enhance safety, climate resiliency,
accessibility, and user experience for the non-travel portion of arterial, collector and local
roads within Bowmanville West. Two levels of streetscape improvements are identified
within the Public Realm Improvement Plan indicated on Schedule B:
a. Major streetscape improvements; and,
b. Minor streetscape improvements.
4.2.5 Streetscape improvements apply to the public land within the right-of-way.
4.2.6 Major streetscape improvements are intended to have a high level of design and
Bowmanville West Major Transit Station Area Secondary Plan
13
enhanced features for all users, including but not limited to:
a. Continuous sidewalk networks with widths and curb cuts to support
accessibility;
b. Tree plantings on both sides of the street to provide shade, wind protection,
and noise buffering for pedestrians;
c. Increased soil volumes and low impact development techniques to support
stormwater management and infiltration;
d. Improved lighting including pedestrian scale, with attention to adjacent
development to reduce light pollution;
e. Street furniture designed to provide spaces for rest particularly in proximity to
transit stops and retail areas; and,
f. Consistent plantings including hanging and at-grade to support stormwater
management.
4.2.7 Major streetscape improvements are identified for the main north -south and east-west
corridors through Bowmanville West as indicated on Schedule B, as follows:
a. Green Road between Brookhill Boulevard and Clarington Boulevard;
b. Clarington Boulevard between the northern boundary of the Secondary Plan
Area and Prince William Boulevard;
c. Bowmanville Avenue between the northern boundary of the Secondary Plan
Area and Aspen Springs Drive; and
d. Regional Highway 2/King Street West within the Secondary Plan Area.
4.2.8 Minor streetscape improvements are proposed for roadways connecting to major
corridors and providing alternate access to the Bowmanville GO Transit Station. The
level and scale of improvements is intended to transition from the Major Streetscape
routes, applying consistent design elements with a focus on, but not limited to, the
following elements:
a. Continuous sidewalk networks with widths and curb cuts to support
accessibility;
b. Tree plantings located to provide shade, wind protection, and noise buffering
for pedestrians.
4.2.9 Minor streetscape improvements are identified for the routes leading to the Bowmanville
GO Transit Station as indicated on Schedule B, as follows:
a. Prince William Boulevard between Green Road and Bowmanville Avenue;
and
b. Clarington Boulevard between Green Road and Prince William Boulevard.
Bowmanville West Major Transit Station Area Secondary Plan
14
Gateway Improvement Areas
4.2.10 Gateways are planned as the formal entranceways for Bowmanville West, to create a
sense of arrival and enhance local identity. Gateway improvements are considered on
the basis of scale, with two categories:
a.Minor Gateways; and
b.Major Gateways
4.2.11 Gateways include the intersections, adjacent lands within the right-of -way, and all
abutting lands, in line with Policy 5.3.5 and 5.4.10 of the Clarington Official Plan.
4.2.12 New development or redevelopment adjacent to a Major or Minor Gateway should be
designed to enhance the gateway through:
a.Building orientation and massing that prioritizes street frontages and
pedestrian access;
b.Façade treatments and architectural elements to create visual interest;
c.Continuity and connectivity between the public and private realms for
pedestrians;
d.Consistent landscaping within the private realm including consideration for
trees, seating, and shade structures; and
e.Other elements as appropriate.
4.2.13 Major gateway improvements are opportunities to include signage, wayfinding cues,
lighting, and landscaping that can vary seasonally. Public art should be considered for
integration along with seating and accessible spaces to rest. Adjacent redevelopment
should be designed to support the function of the gateway.
4.2.14 There are two major gateways proposed for Bowmanville West, comprising of the
intersection, right-of-way and development adjacent to:
a.King Street West and Bowmanville Avenue; and
b.Regional Highway 2 and Clarington Boulevard
4.2.15 Minor gateway improvements are intended to integrate a smaller scale of public realm
engagements, such as landscaping, public art, lighting, signage, and wayfinding cues
aligned with the and appropriately scaled way-finding cues. Adjacent redevelopment
should be designed to support the function of the gateway.
4.2.16 Two minor gateway locations have been proposed for Bowmanville West, as follows:
a.Corner of Regional Highway 2 and Green Road;
b.Corner of Bowmanville Avenue and Aspen Springs Drive; and
c.Entrance to the north section of the Bowmanville GO Transit Station, north of
the railway corridor.
Parks and Recreational Needs
4.2.17 The park space standard for Bowmanville West is based on the
Official Plan The specific amount of additional public space required may
be refined further through implementation studies
Bowmanville West Major Transit Station Area Secondary Plan
15
.
Potential Public Space Improvement
4.2.18 Bowmanville West has a limited number of existing parks, recreational and public
spaces. Part of the recommended approach for meeting the long term parks and
recreational needs of future residents is to improve and upgrade existing spaces that
service the area. The following types of potential public space improvements should be
considered for existing parks and recreational spaces in the area:
a.Improvements for accessibility and pedestrian access;
b.Enhancements to lighting, furnishing and landscaping;
c.Additional seating and spaces for people to gather in the area;
d.Multi -user connections to adjacent residential areas and roadways;
e.New amenities and/programing to serve users of all ages and abilities;
f.Planting to support stormwater management and naturalization of landscaped
areas;
g.Signage and wayfinding improvements; and,
h.Public art.
4.2.19 Two specific locations for Public Space Improvements have been identified for
Bowmanville West, as per Schedule B:
a.Community Facility lands around the Garnet B. Rickard Recreational
complex; and
b.Park space bound by Prince William Boulevard and Clarington Boulevard.
4.2.20 To ensure that there is an adequate range of parks and recreational facilities to meet the
needs of existing and future residents, the Municipality may also consider making
improvements and enhancements to other public spaces within walking distance of the
Bowmanville West Major Transit Station Area.
4.2.21 Any new publicly-accessible recreational spaces should be designed to be barrier free
and to include a mix of design elements, including but not limited to: enhanced
landscaping; shade opportunities (structures and/or trees); ample locations for seating;
and, public art.
4.2.22 New publicly-accessible recreational spaces should be located close to the street and
be connected to the pedestrian network.
4.2.23 New publicly-accessible recreational spaces should also be considered in locations that
provide connectivity to the Bowmanville GO Transit Station, and should include bike
parking and accessible pathways to support access for all users, in conjunction with the
Clarington Zoning By-law and other applicable by-laws or planning guidance.
Pedestrian Safety Improvement
4.2.24 Pedestrian safety is a key priority for Bowmanville West as the area transitions towards
more transit-supportive built form with a growing population.
4.2.25 Streetscape improvements as identified in policies 4.2.4 to 4.2.9 of this Secondary Plan
shall consider mechanisms to integrate pedestrian safety, encourage traffic calming, and
Bowmanville West Major Transit Station Area Secondary Plan
16
provide visual cues that signal the need to slow down and give priority to pedestrians
and cyclists.
4.2.26 Pedestrian safety improvements shall be designed in accordance with AODA regulations
and principles of universal accessibility, and can include measures such as lighting,
signage, daylighting, introduction of medians, bumpouts and other means, crosswalk
paving to denote pedestrian activity, etc.
Transit Supportive Design for Public Infrastructure
4.2.27 The design of new infrastructure in Bowmanville West will consider the identity of the
area as a Major Transit Station Area and identify mechanisms to support access to and
use of the Bowmanville GO Transit Station, including signage, wayfinding, lighting,
shaded or sheltered waiting areas, and design features to promote sightlines and
visibility for waiting areas.
4.2.28 New development and roadway improvements shall be designed to integrate mid-block
connections, and improve physical permeability and pedestrian or cycling access to and
from the Bowmanville GO Transit Station to key destinations within the Secondary Plan
Area and the adjacent neighbourhoods.
4.2.29 Transit stops and access points shall be designed in accordance with AODA regulations,
including with respect to design of bus stops and other transit infrastructure, and reflect
climate considerations including shelters and shading to protect from wind and sun.
4.2.30 First mile / last mile challenge refers to the challenges that commuters may face between
the transit stop and their final destination (or vice versa as the case may be). In
Bowmanville West, the design of non-roadway access routes to the Bowmanville GO
Transit Station will consider all-season requirements and accessibility for all users,
including planning for first and last mile considerations.
4.3 Private Realm Design Guidelines
Private Realm Design Guidelines
4.3.1 The private realm design guidelines in this section are to be applied during the site plan
application process, except in instances where the Municipality’s site plan approval by-
law allows for exemptions.
Site Layout, Frontages and Street Edge Design
4.3.2 Buildings shall be designed to frame the street edge, with primary building entrances
located adjacent to the public street, or via a publicly-accessible courtyard connected to
the street, that is universally accessible.
4.3.3 Deviation from the general street edge is permitted for building articulation, step-backs,
openings for plazas or other architectural treatments that are intended to improve the
overall sense of place in Bowmanville West.
4.3.4 Large sites shall include a fine grain internal street grid pattern of small blocks.
4.3.5 Blank walls are not permitted on buildings with frontage along a public right of way.
4.3.6 Parking shall be located at the rear of the site or underground.
4.3.7 Loading and service areas shall be located at the rear or the interior side of the site and
Bowmanville West Major Transit Station Area Secondary Plan
17
be adequately screened from view using fencing, landscaping.
Tall Building Guidance
4.3.8 For purposes of this Secondary Plan, tall buildings are defined as structures taller than
8 storeys.
4.3.9 Refer to Policies 3.3-3.7 of this Secondary Plan for specific guidance on building heights.
4.3.10 All tall buildings shall be designed to include a podium base and tower. The following
policies shall apply for the podium component of new or redeveloped buildings:
a.A minimum podium height of 10.5 metres (approximately 3 storeys) and a
maximum height of 20 metres (approximately 6 storeys) to maintain a human
scale;
b.A minimum 3 metre building step back to offset the tower portion of taller
buildings from the front wall of the podium base; and
c.Building entrances shall face the street and buildings shall be designed to
frame the street. For corner lots, the building shall be located at the corner to
frame both streets.
4.3.11 The following policies shall apply for the tower component of new or redeveloped
buildings:
a.Where there are no existing towers on an adjacent site, a minimum 12.5
metre setback is required for the tower portion of the building to protect for
future tower development on the adjacent site (where the adjacent site has
permissions for a building greater than 6 storeys). This will result in a
minimum separation distance between two towers of 25 metres, (excluding
balconies) to support privacy.
b.Tower design shall favour slender structures with massing not exceeding 750
square metres (excluding balconies);
c.Towers shall be designed to incorporate wind mitigation measures to reduce
tunnel impacts and support pedestrian comfort between buildings;
Sunlight and Shadows
4.3.12 The height and massing of buildings should ensure a minimum of five consecutive hours
of sunlight on the opposite side of the street at the equinoxes (March 21 and September
21).
4.3.13 Where a building is planned to be adjacent to a public space such as a park, playing field
or plaza, the height and massing of the building should ensure a minimum of five
consecutive hours of sunlight over more than 60 per cent of the public space at the spring
and fall equinoxes (approximately March 21 and September 21).
4.3.14 Light and shadow impacts should be minimized through appropriate design measures
and studies as required by the Zoning By-law.
4.3.15 Applicants may be required to submit a sunlight and shadow study demonstrating how
the policies of this Secondary Plan are to be achieved.
4.3.16 Lands which front onto the west side of Bowmanville Avenue, south of Highway 2
and north of Aspen Spring shall be no taller than 14 storeys, unless the findings of a
Bowmanville West Major Transit Station Area Secondary Plan
18
sunlight and shadow study is able to demonstrate that lands on the opposite side of the
street will be able to maintain at least five consecutive hours of sunlight at the equinoxes
(March 21 and September 21).
Building Height Transitions
4.3.17 Appropriate transitions shall be incorporated between new development and existing
areas of low density. Transitions may include:
a. Step backs,
b. setbacks,
c. landscape buffers,
d. green walls, and
e. boulevards.
4.3.18 Building transitions between low density areas and midrise and tall buildings shall be
planned to include a 7.5 metres setback from the property line plus a 45-degree angular
plane from a height of 10.5 metres above the 7.5 metre setback line to a maximum height
of 1:1 , and a minimum setback of 7.5 metres to the building face and a 45-degree angular
plane from the property line to a maximum height of 1:1 for sites deeper than 50 metres.
4.3.19 Notwithstanding the maximum height limits identified elsewhere in this Secondary Plan,
the Zoning by-law may prescribe less than the maximum heights to ensure appropriate
transitions to adjacent low density uses.
Building Entrances and Facades
4.3.20 The following policies apply to the design of building facades and frontages:
a. Retail activities and other non-residential or commercial activities within
buildings should be oriented towards the street and have direct access from
sidewalks through storefront entries to promote overlook, and enliven and
support the public street.
b. Any façade facing a public street shall be considered a primary façade. A
minimum of one pedestrian entrance shall be provided for any primary
façade. Buildings on corner lots must be designed to have primary façades
on both the front and side streets.
c. Side and rear elevations visible from the public realm shall have attractive
façade treatments using high quality materials.
d. Where ground floor commercial uses are required, the primary facades
should feature a high degree of glazing, approximately 50% to 70% of the
building wall.
e. The ground floor of new developments should have large street-facing
windows to establish a strong visual connection to the street and create a
welcoming and comfortable pedestrian environment.
4.3.21 The following policies apply to the placement and design of building entrances:
a. Where a corner lot has access to an arterial or collector road, the primary
building entrances shall be a prominent feature at the street corner.
Bowmanville West Major Transit Station Area Secondary Plan
19
a. Residential building entrances should be located and oriented to have direct
access from the street.
b. Entrances to buildings must be clearly defined with maximum visibility to
ensure ease of access directly from the street and from open spaces, and
designed to be universally accessible. Architectural treatment, and where
appropriate, landscaping, should be used to accentuate entrances.
c. All buildings must be designed to be universally accessible and must provide
an unobstructed walkway or pathway between the principal building(s) and
the street.
d. Entrances should be designed with attractive weather protection to add to the
pedestrian experience and comfort of users.
Landscaping
4.3.22 For any new high density development, private open space enhancements are required
as part of the built form design in order to contribute to the visual aesthetics and quality
of the public realm, including through one or more of the following:
a. Landscape treatments, including hardscape and soft-scape treatments, shall
be designed to edge streets , frame and soften structures, define spaces and
screen undesirable views;
b. Incorporating low impact development techniques, such as green roofs,
permeable pavers, rain gardens and bio-swales to manage stormwater on -
site.
c. Shade trees and shrubs selected with appropriate regard to their scale and
planting characteristics;
d. Plant materials grouped to frame buildings, add visual interest, fill in blank
areas, accentuate entrances, and screen service areas;
e. Deeper setbacks for a portion of development may be permitted to allow for
some variation in built form and may include the form of courtyards,
forecourts, mid-block connections, or small plazas;
f. For developments with ground floor commercial uses, patios are encouraged
to further animate the street, provided the overall setbacks are maintained
and no hindrance of access to the sidewalk or walkways results.
4.3.23 All mixed use and multiple residential buildings (e.g. townhouses and
condominium/apartment buildings) will provide at-grade open space and outdoor
amenity areas as prescribed in the Zoning by-law.
4.3.24 Where courtyards are part of new development or redevelopment, the courtyard
character will be green and well-treed with outdoor uses that promote pedestrian
circulation as well as recreational. Vehicular access and servicing areas will be
discouraged from being located within a courtyard.
Parking, Access, and Mechanical Structures
4.3.25 Bowmanville West is envisioned to be a transit supportive and walkable community, to
reduce the need for large outdoor parking lots.
4.3.26 Transit-supportive parking standards for residential and non-residential uses shall be
prescribed in the Zoning by-law to facilitate development of the BWUC and encourage
Bowmanville West Major Transit Station Area Secondary Plan
20
non -automobile travel.
4.3.27 The Municipality shall implement reduced parking standards in the Zoning by-law to
promote transit oriented development, based on a parking study and the anticipated
timing of GO Transit Station implementation.
4.3.28 Vehicular access, ramps, servicing and loading should be provided from local streets
wherever possible and should be integrated into the buildings they serve to minimize
impacts on landscaped open space.
4.3.29 Direct views of at-grade parking will be minimized. Where permitted, surface parking and
service areas must be screened to minimize views from adjoining streets or parks. The
following shall be considered in designing parking and servicing facilities:
a. Structured parking facilities should be integrated into the building design.
Solid blank walls or open structure parking are not permitted. Decorative
screens, or other suitable materials, should be used to screen views into the
parking structure.
b. Where permitted, surface parking lots shall incorporate landscaped islands
with trees to break up the pavement and provide pedestrian refuge.
c. Parking lot lighting, pedestrian pathways and other street furniture should be
used to create a comfortable, safe, and connected pedestrian environment.
d. The edges of parking facilities should receive architectural and design
treatments to be consistent with the streetscape design and complement
adjacent buildings.
e. The site planning of parking accessed from a rear laneway shall produce an
attractive and safe rear lane streetscape, providing for both vehicular and
pedestrian safety and landscape opportunities.
f. Loading, servicing and other functional elements should be integrated within
the building envelope. Where this is not possible, these elements shall not be
located adjacent to public spaces and shall be screened from view to avoid
visual impact to the public realm or surrounding residential areas.
g. Garbage and recycling facilities shall be integrated within a building envelope,
where applicable.
h. All major rooftop mechanical structures or fixtures including satellite dishes
and communications antenna shall be suitably screened and integrated with
the building, where feasible. Parapets may be utilized to accommodate such
screening.
4.3.30 To promote sustainable forms of transportation, all development shall be required to:
a. Provide an appropriate level of bicycle parking to support increased active
transportation goals;
b. Incorporate other forms of transportation demand management measures,
such as shower and change room facilities for employees (as the case may
be), car share/bike share facilities, wayfinding/trip planning guidance, etc.;
c. Design a minimum of 20 percent of the required parking spaces to permit the
future installation of electric vehicle supply equipment.
d. Ensure that all required electric vehicle parking spaces are clearly identified
and demarcated.
Bowmanville West Major Transit Station Area Secondary Plan
21
e. For mixed use development, provide shared vehicle parking.
4.4 Sustainability and Green Design
Climate Change and Green Design Objectives
a. Demonstrate innovative practices for green building design and technology
while incorporating renewable and alternative sources of energy and district
energy systems;
b. Promote energy conservation measures with site plan and urban design;
c. Maximize potential for passive and active solar energy capture through street
alignment and building placements; and
d. Implement low impact development (LID) best practices.
General Policies
4.4.1 Sustainable development will be in accordance with Section 5.5.3 of the Clarington
Official Plan and guided by this Secondary Plan, Priority Green Development Program,
Community Benefits By-law, and other incentives, programs and policies.
4.4.2 Sustainable design developments including green building technologies and renewable
energy sources will be in accordance with Section 5.5 of the Clarington Official Plan.
4.4.3 All new development shall be accompanied by a report demonstrating how the proposed
development achieves the intent of the Sustainability and Green Design policies of this
Secondary Plan.
Green Development and Green Infrastructure
4.4.4 The Municipality expects that new development and redevelopment in Bowmanville West
will continue to raise the standard for green development and shall include:
a. Measures that help to improve local air quality, including the provision of
infrastructure to accommodate low carbon emitting vehicles, cycling and
pedestrian infrastructure and landscaping treatments that help to reduce the
urban heat island effect;
b. Measures that promote energy efficiency, renewable energy (e.g. solar
readiness, on-site renewables), district energy and building resiliency (e.g.
back-up generation);
c. Measures which protect water quality during construction, capture and
manage rainfall to improve stormwater runoff quality on site and reduce
demand for water through conservation measures (e.g. efficient fixtures and
appliances and reusing non-potable water);
d. Measures which create landscapes that support tree growth, enhance urban
forestry, include native species and support bio-diversity and include building
designs which reduce potential for bird collisions/mortality; and,
e. Measures which reduce waste and increase diversion rates and make best
use of recycled products which minimize the lifecycle impact to the
environment.
Stormwater Management
4.4.5 As Bowmanville West grows, managing the impacts of increased built up and paved
Bowmanville West Major Transit Station Area Secondary Plan
22
areas and supporting stormwater management will be critical.
4.4.6 All new development and redevelopment shall:
a. Assess stormwater management quality, quantity, erosion control and water
balance for groundwater and natural systems during the development
approval process to determine impact on the natural heritage system and
environmental features.
b. Explore low impact development techniques, such as green roofs, permeable
pavers, rain gardens and bio-swales to manage stormwater on-site.
c. Undertake stormwater management for all development on a volume control
basis, ensuring the maintenance of recharge rates, flow paths and water
quality;
d. Ensure high volume recharge areas maintain a pre-development water
balance; and
e. Utilize an adequate volume of amended topsoil in all low- and medium-
density dwellings to improve surface porosity and permeability over all turf
and landscaped areas beyond three metres of a building foundation and
beyond tree protection areas
Water Conservation
4.4.7 All new development and redevelopment should consider the following measures to
promote water conservation:
a. Utilize absorbing and filtering capacities of plants, trees and soil to protect
water quality, decrease water runoff and maintain groundwater levels;
b. Utilize drought tolerant and diverse tree and shrub species for public and
private landscaping including parks and streetscapes;
c. Promote use of porous or permeable materials for surfaces to manage
stormwater run-off and promote groundwater quality; and
d. Encourage low impact development practices including bio-swales,
innovative stormwater practices, constructed wetlands, at-source infiltration,
greywater re-use system, and alternative filtration systems such as treatment
trains and water conservation measures.
Energy Conservation
4.4.8 All new development and redevelopment should consider the following measures to
promote energy conservation:
a. Make strategic use of green roofs and cools roofs with high albedo materials
to minimize heat absorption;
b. Strategic use of deciduous trees to reduce heat island effect with shading and
evapotranspiration;
c. Promote solar capture for all seasons; and
d. Incorporate solar reflectance index of 29 minimum for light-coloured paving
materials.
Bowmanville West Major Transit Station Area Secondary Plan
23
5 MOBILITY AND TRANSPORTATION INFRASTRUCTURE POLICIES
5.1 Mobility Objectives
a. Provide a variety of mobility choices for people living and working in the area,
as well as people who are moving through the area or accessing the GO
Transit Station or other amenities in the area.
b. Plan for integrated mobility.
c. Design for universal accessibility and to accommodate accessibility
requirements for all users.
d. Improve road safety for all users.
e. Establish a connected system of complete streets that creates multiple direct
routes throughout the area.
5.2 General Mobility Policies
5.2.1 The provision of transportation infrastructure shall be consistent with Section 19 of the
Clarington Official Plan and shall have regard for the standards and key public realm
improvements identified in Section 4 of this Secondary Plan.
5.2.2 All road designs shall be consistent with Appendix C, Table C-2 of the Clarington Official
Plan and confirmed through a Traffic Impact Study submitted as part of a development
application.
5.2.3 The road network serving the Secondary Plan Area will be designed with complete
streets principles to accommodate multiple modes of travel such as motorists, transit
users, cyclists, and pedestrians. The road network will prioritize active modes of
transportation and the needs of the most vulnerable users.
5.2.4 The planned street network for Bowmanville West shall be maintained and further
extended using a street grid pattern.
5.2.5 Final route alignments and requirements for roads, trails, and other components of the
mobility system shall be designed according to detailed planning and engineering studies
at the time of applications for site plan approval or/draft plan of subdivision. This work
shall be to the satisfaction of the Municipality in consultation with other agencies having
jurisdiction.
5.2.6 Mid-block and additional connections not identified in Schedule C and Schedule C-2
may be required to support permeability across Bowmanville West, and will be
determined in collaboration with Municipality staff through the development review
process.
5.2.7 The highly connected network of streets shall be supplemented by mid-block pedestrian
connections to further enhance the pedestrian permeability of the area, the efficiency,
and variety of pedestrian routes and access to transit.
5.2.8 Streets and mid-block connections are important parts of the public realm. In addition to
serving as routes, they shall serve as public places in their own right and a venue for
community life. They shall link the BWTC together, and with other public places create a
public realm network.
5.2.9 The design of pedestrian paths, signals, and building accesses such as ramps and stairs
shall be designed to support universal accessibility and be in compliance with the AODA
Bowmanville West Major Transit Station Area Secondary Plan
24
Design of Public Spaces Standard.
5.2.10 The Planned Mobility Network identified in Schedule C-1 and Schedule C-2 of this
Secondary Plan is intended to create an interconnected multi-modal network, utilizing
common routes leading to commercial and institutional uses as well as the Bowmanville
GO Transit Station.
5.2.11 The Municipality may revise and update the Planned Mobility Network identified in
Schedule C-1 and C-2 as the needs for the area evolve over the fullness of time. The
Municipality may prepare a Transportation Study to identify any additional improvements
required to support the area’s development.
Arterial Roads
5.2.12 Bowmanville Avenue is a Type A Arterial Road and major regional transportation
corridor, and is identified as a Local Corridor in the Clarington Official Plan. Development
along Bowmanville Avenue shall be consistent with the policies of Chapter 10.6 of the
Official Plan.
5.2.13 Regional Highway 2 bisects the Secondary Plan Area and is a Type B Arterial Road, in
addition to being part of the High Frequency Transit Network. Green Road is also a Type
B Arterial Road.
5.2.14 Generally no direct access to Bowmanville Avenue will be provided for any individual
development proposal or residential land use. However, where feasible, right-in/right-out
access may be permitted. Joint access will be mandated through the use of cross-
access easements to reduce the overall number of access points along major roads.
5.2.15 Bowmanville Avenue shall have a boulevard Multi-Use Path (MUP) on the west side (for
use by pedestrians and cyclists) and a sidewalk on the east side. Additional tree plantings
and vegetated berms shall be incorporated into the road allowance or in adjacent areas.
5.2.16 Development in the Mixed Use High Density designation along Regional Highway 2 and
Green Road shall include rear lane access. No driveway access is permitted along
Regional Highway 2 or Green Road, with limited driveway access along Clarington
Boulevard.
Collector Roads and Local Roads
5.2.17 The Collector Roads subject to the policies of this Secondary Plan are Stevens Road,
Clarington Boulevard, Prince William Boulevard, Boswell Drive, Brookhill Boulevard, and
Aspen Springs Drive.
5.2.18 Collector Roads shall have cycling facilities.
5.2.19 The complete Local Road pattern is generally identified on Schedule C-1 of this
Secondary Plan. Changes to the identified Local Road pattern shall not require an
amendment to this Secondary Plan, provided that the principles of permeability and inter-
connectivity are achieved to the satisfaction of the Municipality.
5.2.20 Local Roads will have an interconnected street layout with multiple route choices to
arterial and collector roads where transit routes and commercial areas are most
commonly located, and shall be designed with universal accessibility in mind.
5.2.21 Local Roads will be designed to accommodate on-street parking and landscaping in the
Bowmanville West Major Transit Station Area Secondary Plan
25
boulevards. Sidewalks are encouraged on both sides of a Local Road.
5.2.22 The location and design requirements for Local Roads will be confirmed and
implemented through development applications.
Future Local Roads
5.2.23 Future Local Roads identified on Schedule C-1 are intended to be conveyed to the
Municipality through a development agreement.
5.2.24 The design of Future Local Roads is intended to support safe and convenient access for
all users, including pedestrians and cyclists, and will be designed to include additional
land within the right-of-way to accommodate Future Linear Parks/Pedestrian Boulevards
(where identified in Schedule A and B in this Secondary Plan).
5.2.25 The design considerations for these facilities will be guided by the policies in Section 4.2
of this Secondary Plan.
Rear Lanes
5.2.26 Public rear lanes are permitted and encouraged to support safe and attractive streets by
eliminating the need for driveways and street-facing garages.
5.2.27 Public rear lanes can provide alternative pedestrian routes through a community and
shall provide a safe environment for pedestrian and vehicle travel.
5.2.28 Public utilities may be located within public rear lanes subject to functional and design
standards established by the Municipality.
5.2.29 Rear lanes shall be designed in accordance with the road classification criteria in
Appendix C, Table C-2 of the Clarington Official Plan and include the following design
standards:
a. Lanes shall allow two-way travel and incorporate a setback on either side of
the right-of -way to the adjacent garage wall;
b. Lanes shall provide access for service and maintenance vehicles for required
uses as deemed necessary by the Municipality and may include enhanced
laneway widths and turning radii to accommodate municipal vehicles
including access for snowplows, garbage trucks and emergency vehicles
where required;
c. Laneways shall be clear of overhead obstruction and shall be free from
overhanging balconies, trees and other encroachments.
d. Lanes shall intersect with public roads;
e. No municipal services, except for local storm sewers, shall be allowed, unless
otherwise accepted by the Director of Planning and Infrastructure Services
Public Works;
f. No Region of Durham infrastructure shall be permitted;
g. Lanes should be graded to channelize snow-melt and runoff;
h. The design of lanes shall incorporate appropriate elements of low impact
design including permeable paving where sufficient drainage exists;
i. Lanes should be prioritized where development fronts onto an arterial or
collector road network;
Bowmanville West Major Transit Station Area Secondary Plan
26
j. Access for waste collection and emergency service vehicles is to be
accommodated;
k. Access to loading areas should be provided from rear lanes;
l. Appropriate lighting shall be provided to contribute to the safe function of the
roadway as well as the safe and appropriate lighting of the pedestrian realm;
and
m. Lighting should be downcast to reduce light pollution.
Public Transit
5.2.30 To facilitate the creation of a transit supportive urban structure, the following measures
shall be reflected in development proposals, including the subdivision of land:
a. Transit supportive land uses and build form that are consistent with the
policies of this Secondary Plan
b. Provision of a local road pattern and active transportation network that
provides for direct pedestrian access to future transit routes and stops;
c. Transit stops located in close proximity to activity nodes and building
entrances; and
d. Provision for transit stops and incorporation of bus-bays where appropriate
into road design requirements.
Traffic Calming
5.2.31 Traffic calming will be achieved on local roads by:
a. Encouraging pedestrian-priority streets, woonerfs, or home-zones (i.e., the
speed limit is under 15km/hr and vehicles must yield to pedestrians and
cyclists);
b. Designing streets that discourage vehicle speeding through complimentary
streetscape design, building proximity to the street, and boulevard street tree
planting;
c. Minimizing traffic lane widths; and/or
d. Minimizing the number of traffic lanes in the roadway.
Parking
5.2.32 On-street parking will be encouraged at appropriate locations on all roads, with the
exception of Type A and Type B Arterial Roads, in order to provide for anticipated parking
needs and to assist in calming traffic movement and thereby enhancing pedestrian
safety.
5.2.33 Off -street parking for all uses shall be adequate to serve the use, and shall be designed
to consider accessibility needs as well as access to transit and active transportation
routes.
5.2.34 Subject to the findings and recommendations of a future Transportation Study conducted
by the Municipality, on-street parking may be approved at certain locations for specified
times of the day to satisfy a portion of the parking requirements of adjacent non-
residential uses.
5.2.35 The Municipality may approve reduced parking standards where the Transportation
Demand Management policies (Policy 5.2.42 ) of this Secondary Plan are addressed.
Bowmanville West Major Transit Station Area Secondary Plan
27
Planned Active Transportation Network
5.2.36 Active transportation within Bowmanville West shall be consistent with the policies of
Section 18.4 of the Clarington Official Plan, and this Secondary Plan.
5.2.37 The planned active transportation network is illustrated on Schedule C-2.
5.2.38 The Streetscape Improvements indicated on Schedule B of this Secondary Plan indicate
corridors that are planned to integrate active transportation, with on- and off -street
facilities including multi-use paths, trails, sidewalks, separated cycle tracks, and on-street
bicycle lanes.
5.2.39 Adequate provision will be made in the planning, design, and development of the
Secondary Plan Area to ensure safe and efficient bicycle and pedestrian movement.
5.2.40 The active transportation network will connect to the street network and all major
destinations, including the Bowmanville GO Transit Station, recreational areas, schools,
and mixed use areas, and the surrounding neighbourhoods to provide convenient and
safe access for all users.
5.2.41 Active transportation routes will include streetscaping elements such as trees,
landscaping, and benches to support pedestrian and cyclist comfort and safety and
enhanced accessibility for all residents.
Transportation Demand Management
5.2.42 The Municipality shall require that development applications include a Transportation
Demand Management (TDM) Plan, prepared per the description in Appendix A of the
Clarington Official Plan, and to the satisfaction of Clarington as well as the Region of
Durham (where applicable). The intent of the TDM Plan shall be to implement and
promote measures to reduce the use of low-occupancy automobiles for trips and to
increase transit use, cycling and walking. Where appropriate, the Municipality may
approve reduced parking standards.
Bowmanville West Major Transit Station Area Secondary Plan
28
6 IMPLEMENTATION
6.1 General Imple mentation
Development Applications
6.1.1 Approval of development applications shall be conditional upon commitments from the
appropriate authorities and the proponents of development to the timing and funding of
the required road and transportation facilities, parks, and recreation facilities. These
works shall be provided for in the subdivision and site plan agreements. Phasing of the
development, based on the completion of the external road works, may be required by
the Municipality of Clarington.
6.1.2 Approval of development applications shall also be conditional upon commitments from
the appropriate authorities and the proponents of development to the timing and funding
of required stormwater management, sanitary sewer, and water supply facilities. These
works shall be provided for in subdivision and site plan agreements. Phasing of
development, based on the completion of external sewer and water services and flow
monitoring, may be implemented if required by the Municipality of Clarington.
6.1.3 All development within the Secondary Plan Area shall be in accordance with the Urban
Design and Sustainability policies of this Secondary Plan. Adjustments and further
refinements may be considered at the development stage through submission of an
Urban Design Brief which demonstrates how the objectives of the Urban Design and
Sustainability policies are being achieved, to the satisfaction of the Municipality.
6.1.4 The Secondary Plan recognizes that comprehensive planning requires the equitable
sharing amongst landowners of costs associated with the development of land. It is a
policy of this Secondary Plan that prior to the approval of any development application,
applicants/landowners shall have entered into appropriate cost sharing agreements
which establish the means by which the costs (including Region of Durham costs) of
developing the property are to be shared. The Municipality may also require, as a
condition of draft approval, that proof be provided to the Municipality that landowners
have met their obligations under the relevant cost sharing agreements prior to
registration of a plan of subdivision.
Studies and Application Requirements
6.1.5 Prior to the approval of development applications within parts of, or the entire, Secondary
Plan Area, studies, plans, and assessments shall be completed in accordance with
Clarington Official Plan and Durham Region Official Plan policies and requirements (as
applicable).
6.1.6 Development within the Secondary Plan Area shall be consistent with programs intended
to reduce the consumption of energy and water and to promote waste reduction. An
Energy Conservation and Sustainability Plan will be prepared by development
proponents to outline the specific commitments for sustainability.
6.1.7 Every development application, as part of complete application and updated at the time
of final approval, shall be accompanied by a policy implementation monitoring report that
shall include details regarding the following, if applicable:
a. the development application area:
Bowmanville West Major Transit Station Area Secondary Plan
29
i. Net density by land use designation;
ii. Number and type of units in conformity to policies in Section 3 of this
Secondary Plan;
iii. Total development application unit count;
iv. Estimated population;
b. For the entire Secondary Plan Area:
i. Overall density per hectare and by land use designation;
ii. Number of dwelling units by type;
iii. Number of units within the built-up area;
c. Amount/type of non-residential space and number of jobs;
d. How the application is implementing the housing policies of this Secondary
Plan;
e. Number of purpose-built accessory apartments; and
f. Number of purpose built rental units.
6.1.8 The Municipality shall make available the most up-to-date data based on proposed and
approved development in the Secondary Plan area referenced in Section 6.1.7 of this
Secondary Plan.
6.1.9 The Municipality may undertake additional detailed planning for parks, community
facilities and other public realm improvements in order to implement the Secondary Plan.
Bowmanville West Major Transit Station Area Secondary Plan
30
7 INTERPRETATION
7.1 General Interpretation
Consistency between the Secondary Plan and Other Policies of the Clarington Official Plan
7.1.1 It is intended that this Secondary Plan Area be developed in accordance with the policies
of this Secondary Plan in conjunction with the applicable policies of the Municipality of
Clarington Official Plan. Notwithstanding that intention, where there is a conflict between
the principles, objectives, and/or policies of this Secondary Plan and the Official Plan,
the principles, objectives, and/or policies of this Secondary Plan shall prevail, except in
instances where are a more up to date Official Plan policy has been implemented to
address implementation of the Official Plan or provincial conformity, or any other
applicable matter.
Interpretation
7.1.2 Inherent to this Secondary Plan is the principle of flexibility. Policies shall be subject to
interpretation without Amendment to this Secondary Plan, provided that the general
intent and structure of the Secondary Plan are maintained to the satisfaction of the
Municipality. As such, it is the intent of the Municipality to permit some flexibility in the
interpretation of the policies, regulations, and numerical requirements of this Secondary
Plan except where this Secondary Plan is explicitly intended to be prescriptive. The
Urban Design and Sustainability policies in Section 4 of this Secondary Plan provide
design principles and specific guidelines for both the public and private sectors, to assure
the quality of design and development with respect to the character, quality, and form of
development in Bowmanville West.
7.1.3 The boundaries between land use designations are to be considered approximate except
where they coincide with existing roads, rail lines, utilities, or other clearly defined
physical features. Where the general intent of this Secondary Plan is maintained, to the
satisfaction of the Municipality, minor boundary adjustments will not require an
Amendment to this Secondary Plan.
7.1.4 Development within the Secondary Plan Area will be guided by the policies of this
Secondary Plan, the Clarington Official Plan, the Zoning By-law, the Accessibility for
Ontarians with Disabilities Act, and any other applicable guidelines or regulations.
Bowmanville West Major Transit Station Area Secondary Plan
APPENDIX A: POLICY ILLUSTRATION
Figure 1-2 (Policy 4.3.1 a/b)
Tall buildings are defined as buildings with a height over 8 storeys. When carefully designed
with appropriately sized podium and tower structures, tall buildings can become defining
elements of any streetscape. The height of the podium and tower setback needs to be
adequately designed to support a pleasant pedestrian experience at streetscape level. The
podium must be designed with a minimum height of 10.5 metres (approximately 3 storeys) and
a maximum height of 20 metres (approximately 6 storeys) in order to frame the streetscape and
reinforce a human scale. Additionally, the tower portion of the building should be setback at a 3
metre minimum to ensure sunlight access to the street, space between adjacent towers and a
differentiation between tower and podium.
Figure 1 Conceptual Illustration of Podium and Tower
i
Bowmanville West Major Transit Station Area Secondary Plan
Figure 2 Conceptual Illustration of Tower Setback from Podium
ii
Bowmanville West Major Transit Station Area Secondary Plan
Figure 3 (Policy 4.3.1 a/b)
When tall buildings are constructed, they must interact favourably with existing tall buildings or
any future development in order to allow for sky views, provide for privacy and minimize the
shadow impacts of multiple tall buildings. As such, a 12.5 metre setback is required for the
tower portion of the building from adjacent property lines. (where the adjacent site has
permissions for a building greater than 6 storeys). This will allow for the required transition in
height for the tall buildings. Additionally, a minimum tower separation of 25 metres (excluding
balconies) is also required in order to provide for appropriate space between the two towers.
Finally, the tower portion of the tall buildings must be slender and appropriately massed. Thus
the tower must not exceed a massing of 750 square metres per floor (excluding balconies).
Figure 3 Conceptual Illustration of Tower Setback and Separation
iii
Bowmanville West Major Transit Station Area Secondary Plan
Figure 4 (Policy 4.3.1)
When tall or mid-rise buildings are proposed adjacent to low-density areas there must be
provisions included in height and setback in order to minimize shadows and mitigate negative
climate conditions. Therefore it is required that tall or mid-rise buildings must be planned with a
7.5 metre setback from the podium to the property line. This setback also accommodates space
for pedestrians, landscaping and at-grade usage. The planned building must also follow a 45-
degree angular plan from a height of 10.5 metres above the 7.5 metre setback line. The
maximum height must not exceed a ratio of 1:1. This provides for an appropriate gradual
transition from the property line.
Figure 4 Conceptual Illustration of a 45-Degree Angular Plane
iv
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
BOWMANVILLE WEST
MAJOR TRANSIT STATION
AREA
STREETSCAPE DESIGN GUIDELINES: UPDATE TO THE STREETSCAPE
IMPLEMENTATION PLAN (2007)
MUNICIPALITY OF CLARINGTON
i
$WWDFKPHQWWR
5HSRUW3'6
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
Page intentionally left blank.
ii
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
1 Introduction ..........................................................................................................................1
1.1 Context and Purpose ....................................................................................................1
1.2 Key Updates to the Streetscape Implementation Plan (2007) .......................................1
1.3 Existing Street Hierarchy ...............................................................................................2
2 Streetscape Vision ...............................................................................................................4
3 Streetscape Concepts ..........................................................................................................6
3.1 Arterial Road, Highway 2 ..............................................................................................6
3.2 Collector Road, Clarington Boulevard ...........................................................................7
3.3 Local Roads ..................................................................................................................8
4 Implementation ....................................................................................................................9
iii
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
1 INTRODUCTION
1.1 Context and Purpose
This Guidelines Document was developed to support implementation of the Bowmanville West
Major Transit Station Area Secondary Plan (2024), and provide more updated guidance to
replace relevant sections of the Bowmanville West Town Centre Streetscape Implementation
Plan (Brook McIlroy Inc., 2007).
The Guidelines provide concept illustrations to help demonstrate how compliance with the
Secondary Plan can be achieved, and support understanding on how accessibility, mobility, and
climate-sensitive design can be incorporated into the design and development of roadways and
connections in Bowmanville West as the area grows.
1.2 Key Updates to the Streetscape Implementation Plan (2007)
The following guidelines were developed to align with the Mobility Objectives of the Secondary
Plan:
a. Provide a variety of mobility choices for people living and working in the area,
as well as people who are moving through the area or accessing the GO
Station or other amenities in the area;
b. Provide accessibility for all road users;
c. Plan for integrated mobility;
d. Improve road safety for all users; and
e. Establish a connected system of complete streets that creates multiple direct
routes throughout the area.
The Guidelines focus on the key areas to be updated in the Streetscape Implementation Plan
(2007), including the following:
Design for a complete cycling and pedestrian network, considering the roadway function
in the design of infrastructure;
Improvements to pedestrian safety particularly at intersections, to provide greater
accessibility and comfort for all road users;
Identify additional connections through the Secondary Plan area.
1
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
1.3 Existing Street Hierarchy
The existing street network in Bowmanville West consists of a network of arterial, collector and
local roads. While there is some congestion moving through the area during peak periods, the
existing level of service for the current road network is within acceptable standards. The area is
defined by Highway 57/Bowmanville Ave running north-south as the primary Type A Arterial
Road. Type A Arterial Roads are designed to efficiently move larger volumes of traffic at
moderate to high speeds over relatively long distances. There are two bisecting Type B Arterial
Roads. These include Highway 2 and Green Road running east-west an d north -south
respectively. Type B Arterial Roads are designed to move significant volumes of traffic at
moderate speeds from one part of the municipality to the next. Collector roads running through
the area include Clarington Boulevard and Stevens Road. Collector roads are under the
jurisdiction of the Municipality and are designed to move moderate volumes of traffic over short
distances. The primary function of a collector road is to collect and distribute traffic from
surrounding neighborhoods.
2
BOWMANVILLE WEST URBAN CENTREEXISTING ROAD NETWORK
LEGEND
Type 'A' Arterial Road
Type 'B' Arterial Road
Collector Road
èéí Signalized Intersection
Existing GO Station
Future GO Station
Study Area
i#
NORTH
MAP PREPARED BY: JES / PFMDILLON CONSULTICHECKED BY: NGPJKDILLON CONSULTING
October 03, 2018
Scale 1:7,500Meters
0 125 250 500 We
st
Si
deDr
A lo n n a S t
Prince
Willi
a
m
B
vGreen
Rd
Autumn
H
ar
v
e
st
R
d Scugog S
t
R o s e rCr
Harvey Jones Av
Uptown
A
v Mar
t
in
Rd
Mur
r
a
y
Ta
bbSt
B ro o k h illB v Da
ig
l
e
Ln
Wav
e
r
l
e
y
Rd
OxleyCt AspenSpringsDr Connors
C
t
Rhonda Bv
W
e
l
d
r
i
c
k
C
r
Ha
m
m
o
n
d
S
t
Lawrence
Cr
Quinn
Dr St
r
ike
Av
Regional Highway 2 Regi
onal
Rd57
C a n d le rCt GlenRayC t
B rodieCt Stevens
R
d
Hartwell
Av
King
St
W ColemanSt Connell
Ln
Mapl
e
G
rove
Rd
Ivory Ct P r e s t o n w a y D r Hicks L n Sidney
Ln
Hovey Ln Wrenn
Bv
Munday C
t
Pet
h
i
c
k
S
t
Bax
te
r
S
t
Mar
t
i
nRd Landervi
l
l
e Ln
RegionalRd57 Dykstra Ln King St W Li
t
t
le
Av
Rustwood
S
t
R u s tw o o d St Bo
s
we
ll
Dr
Bonnycastl
e
Dr Bonny
c
a
s
t
l
e
D
r
Mccr
i
mmonCr
Padfield Dr
Pa
d
f
i
e
l
d
D
r
Bonathon
C
r
Purdy Pl
RosalynneAv
C
h
a
p
e
l
S
t
Cla
r
ing
ton
Bv
Ted Miller Cr
Te d Mille r C r
C
o
llie
r
Ln
Fry
Cr
Fry
Cr
ShadyLane Cr
RoenigkDr Doreen Cr
Do re e n C r Trewin
L
n
Trewin
L
n VailM e a d o w s C r
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
2 STREETSCAPE VISION
The streetscape vision for Bowmanville West is to create a network of green, multimodal, and
functional streets. Ultimately, complete streets in Bowmanville West should support an
enhanced multimodal experience that includes provisions and amenities for pedestrian
circulation. This can be achieved through the enhancement to the natural environment,
pedestrian amenities such as street furnishings and improved widths for pedestrian and active
transportation. Improving the pedestrian experience will promote retail activity by creating a
beautiful and functional streetscape that will allow pedestrians to easily move between sites. It is
also important to create an identity for streets in Bowmanville West. This can be achieved
through a common language of materials, plantings and street furnishings that will flow
throughout the different street types. The identity for the streetscapes of Bowmanville West
should express the existing character of the area and promote unity between different areas.
Finally, complete streets in Bowmanville West should promote safe multimodal forms of
transportation that can exist in tandem with vehicular traffic.
The planned street hierarchy for Bowmanville West includes a distribution of Type A Arterial
Roads, Type B Arterial Roads, Collector Roads and Local Roads. Highway 57/Bowmanville
Avenue running north-south will remain as the primary Type A Arterial Road running through the
area. Highway 2 and Green Road will remain classified as Type B Arterial Road. Clarington
Boulevard running north-south and Stevens Road moving east-west will remain classified as
collector road with the addition of the east-west corridor of Prince William Boulevard. Clarington
Boulevard will be extended to connect to Green Road. Stevens Road will also be extended
further west to meet Boswell Drive. Finally, there are a number of local roads proposed within
the area primarily connecting arterials to collectors which will carry lower volumes of vehicular
traffic, facilitate access to individual properties and promote walking and cycling.
4
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
3 STREETSCAPE CONCEPTS
3.1 Arterial Road, Highway 2
Highway 2 is a main east-west corridor running through Bowmanville West. Highway 2 has a
continuous landscaped median stretching from Bowmanville Avenue to Boswell Drive signifying
the arterial road as a destination. There is currently a continuous sidewalk running along the
majority of Highway 2 and provided on both sides of the street. A landscaped edge runs along
the corridor and provides some separation between the sidewalk and vehicular traffic. The road
right of way includes 6 lanes and accommodates a high volume of vehicular traffic.
Improvements to the streetscape for Highway 2 will include 4 lanes of traffic, the introduction of
a separated and raised cycle track, landscape and lighting enhancements to the boulevard,
improved landscape and planters as buffer between the street and sidewalk, and an improved
pedestrian sidewalk. Common streetscape elements are proposed including seating, transit
shelters, bicycle racks and waste receptacles. The enhanced landscape will include planters,
increased street tree coverage and stormwater management measures.The streetscape will
also enable the installation of public art, banners and other special treatment that will establish
placemaking along this main thoroughfare.
6
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
Figure 3-1 Arterial Road Cross Section: Highway 2
3.2 Collector Road, Clarington Boulevard
Clarington Boulevard is a commercial collector road running north-south through West
Bowmanville and connecting to the future GO Station. The street has a continuous sidewalk
running the entire length of the street within the study area. Sidewalks are located on both sides
of the street and are wider in more commercial areas. Clarington Boulevard has intermittent
medians running its entire length. Some of the boulevards are landscaped and include street
lamps with a distinctive style. Clarington Boulevard is classified as a collector which serves to
carry traffic from regional roads to local roads. Collectors generally have lower speeds and
lower volumes which make them accommodating for active transportation. Ideally collector
roads have infrastructure for cycling to provide safety and comfort for active transportation.
Clarington Boulevard should ultimately function to successfully emphasize movement between
destinations via a variety of travel modes. The proximity of Clarington Boulevard to the future
GO station means that any enhancement to the street should include safe and walkable
connections for pedestrians. Clarington Boulevard should provide 4 lanes for vehicular traffic, a
landscaped median with distinctive lighting, wide sidewalks for pedestrians and dedicated
cycling track with barrier as part of a larger network. Pedestrian amenities such as benches and
shelters will be enhanced where possible and establish a unified identity for the street.
7
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
Figure 3-2 Collector Road Cross Section: Clarington Boulevard
3.3 Local Roads
West Bowmanville has a number of local roads within the study area. These local roads often
include sidewalks and bicycle lanes alongside landscaped areas with street trees, transit stops,
and wayfinding signage. Local roads in West Bowmanville can be classified as those roads that
carry traffic from arterials and collectors through to individual properties. Local roads are heavily
used by pedestrians and cyclists.
Local Roads in West Bowmanville should provide enhanced vegetation, opportunities for cycling
and pedestrian movement as well as traffic calming measures. Cycling will have their own
dedicated lanes and cyclist safety and comfort will be prioritized. Curb extensions or chicanes
on local roads can provide traffic calming measures alongside opportunities for landscaping. A
dedicated parking lane should also be included. Sidewalks will provide ample space for
pedestrian comfort. Finally, improvements to landscaping will include increased street tree
canopy coverage and stormwater management opportunities.
8
Bowmanville West Major Transit Station Area: Streetscape Design Guidelines
4 IMPLEMENTATION
The implementation of the Streetscape Guidelines is intended to be undertaken as part of the
design of new development and redevelopment in Bowmanville West, including through:
Investments in the public realm, planting, and lighting;
Redevelopment of arterial and connector roads; and
Development of new local roads and boulevard connections.
The cross sections indicated are for conceptual purposes, with more specific widths and
arrangements for specific roadway components to be identified through the appropriate
Municipal Class Environmental Assessment and road engineering processes.
9
Municipality of Clarington
Draft Zoning By-Law for Bowmanville West
January 2024
2
1 DEFINITIONS
Amenity Area shall mean indoor or outdoor space on a lot that is communal and available for
use by the occupants of a building on the lot for recreational or social activities.
Major Office shall mean a Building or part thereof containing 4,000 square metres or more of
Floor Area used for one or more of the following purposes:
a) Business, Professional or Administrative Office;
b) Financial Office; or,
c) Research and Development Facility.
Higher Order Transit shall mean transit that generally operates in partially or completely
dedicated rights-of -way, outside of mixed traffic, and therefore can achieve levels of speed and
reliability greater than mixed-traffic transit. Higher order transit can include heavy rail (such as
subways and inter-city rail), light rail, and buses in dedicated rights-of -way.
Transit Station shall mean a facility which caters to higher order transit services. A transit
station includes the use of land, or buildings or structures to facilitate the efficient movement of
people to and from the facility.
2 ZONE CATEGORIES
2.1 Mixed Use Zones
2.1.1 Mixed Use Zones
This by-law distinguishes between the following zones:
a) Mixed Use High Density
b) Mixed Use High Density, Transit Station
2.1.2 Description of Permitted Uses
Primary and ancillary uses permitted in the following Mixed Use Zones are denoted by the
symbol “x” in the column.
Permitted Use Mixed Use
High
Density
Mixed Use
High
Density
Mixed Use
High
Density,
Transit
Station
Mixed Use
High
Density,
Transit
Station
Primary
Use
Ancillary
Use
Primary
Use
Ancillary
Use
Mixed Use Building x x
Major Office x x
Hotel x x
Stacked townhouse x x
Home Occupation (multi-
residential)
x x
3
Permitted Use Mixed Use
High
Density
Mixed Use
High
Density
Mixed Use
High
Density,
Transit
Station
Mixed Use
High
Density,
Transit
Station
Primary
Use
Ancillary
Use
Primary
Use
Ancillary
Use
Artisan Studio x x
Convenience Store x x
Retail Commercial
Establishment
x x
Supermarket x x
Business, Administrative or
Professional Office
x x
Easting Establishment x x
Easting Establishment, Take
Out
x x
Financial Office x x
Fitness Centre x x
Day Nursery x x
Dry cleaning Distribution Centre x x
Laundry x x
Medical or Dental Clinic x x
Printing or Publishing
Establishment
x x
School, Commercial x x
Veterinarian Clinic x x
Place of Worship x x
Place of Entertainment x x
Transit Station x
Tavern X x
4
2.1.3 Zone Regulations
The following regulations shall apply to every lot, building or structure:
Regulation Mixed Use High Density Mixed Use High Density,
Transit Station
Lot Dimensions
Minimum Lot Area 0.25 ha. 0.25 ha.
Minimum Lot Frontage 20 metres 50 metres
Building Location
Front Yard Minimum (m) 2 metres 2 metres
Front Yard Maximum (m) 5 metres 5 metres
Side Yard Minimum (m) 3 metres 3 metres
Side Yard Minimum (m) abutting
Urban Residential Zone
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
Interior Side Yard Minimum (m) 7.5 metres 7.5 metres
Interior Side Yard Minimum (m)
abutting Urban Residential Zone
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
Rear Yard Minimum (m) 5 metres 5 metres
Rear Yard Minimum (m) abutting
Urban Residential Zone
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
Building Massing and Height
Building Height, Number of
Storeys (subject to zone
suffixes) Minimum (m)
As shown on Zoning By-
Law Map Schedule
As shown on Zoning By-
Law Map Schedule
Building Height, Number of
Storeys (subject to zone
suffixes) Maximum (m)
As shown on Zoning By-
Law Map Schedule
As shown on Zoning By-
Law Map Schedule
5
Regulation Mixed Use High Density Mixed Use High Density,
Transit Station
Minimum Height, First Storey 4.5 metres 4.5 metres
Podium Height Minimum (m) 11 metres (3 storeys) 11 metres (3 storeys)
Podium Height Maximum (m) 21 metres (6 storeys) 21 metres (6 storeys)
Minimum Length of Street
Façade - Along Highway 2
75% 75%
Minimum Length of Street
Façade - Along any other public
50% 50%
Minimum Tower Separation
Distance (m)
25 metres 25 metres
Maximum Tower Footprint (sq.
m)
750 square metres 1000 square metres
Minimum Tower Step-Back from
Podium
3 metres 3 metres
Landscaped Open Space,
Amenity Space and Common
Areas
Minimum Outdoor Amenity Area 3% of the lot area, located
at grade
5% of lot area, located at
grade
Landscaped Area Dimensions
where abutting Urban
Residential Zone
Minimum depth for
Landscape Area shall be 6
metres where abutting a
Urban Residential Zone
Minimum depth for
Landscape Area shall be 6
metres where abutting a
Urban Residential Zone
2.1.3.1 Building Height Fronting onto Bowmanville Avenue
which front onto the west side of Bowmanville Avenue, south of Highway 2
and north of Aspen Springs Drive shall be no taller than 14 storeys, unless the
findings of a sunlight and shadow study is able to demonstrate that lands on the
opposite side of the street will be able to maintain at least five consecutive hours of
sunlight at the equinoxes (March 21 and September 21).
6
2.1.4 Parking Standards
2.1.4.1 Parking Standards
Type of Development No of Parking Spaces
Minimum
No of Parking Spaces
Maximum
Stacked Townhouse 1.0 space per dwelling unit
plus 0.15 visitor spaces per
dwelling unit
space per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Mixed Use or Apartment
Building, Bachelor Unit
0.70 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
0.85 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Mixed Use or Apartment
Building, 1 Bedroom Unit
0.80 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.00 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Mixed Use or Apartment
Building, 2 Bedroom
1.00 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.20 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Mixed Use or Apartment
Building, 3 Bedroom or more
1.2 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.4 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
2.1.4.2 Reduced Rates for Affordable Housing
Where a dwelling unit qualifies as an affordable housing dwelling unit, the minimum parking
space rate and the maximum parking space rate for the dwelling unit may be reduced by 30% of
the standard minimum and maximum parking space rates for the applicable dwelling unit type.
This reduction does not apply to the visitor Parking Space per dwelling unit rates.
2.1.4.3 Car Share Spaces
The minimum parking space requirement may be reduced by up to 3 parking spaces for each
dedicated car-share parking space. The limit on the parking space reduction is calculated as the
greater of:
a) 4 x (total number of units / 60), rounded down to the nearest whole number, or
b) 1.0 parking space.
7
2.1.5 Bicycle Parking Requirements
2.1.5.1 Bicycle Parking Requirements
Type of Development Bicycle Parking Spaces,
Short Term, Minimum
Number of Spaces
Bicycle Parking Spaces,
Long Term, Minimum
Number of Spaces
Mixed Use Building, Residential
Component
In addition to any non-
residential requirements,
0.1 spaces per dwelling
unit, 2 spaces minimum
In addition to any non-
residential requirements,
0.5 spaces per dwelling
unit, 2 spaces minimum
Mixed Use Building, Retail
Component
In addition to any residential
requirements, 0.2 spaces
per 100m2, 2 spaces
minimum
In addition to any residential
requirements, 0.1 spaces
per 100m2, 2 spaces
minimum
Mixed Use Building, Day Care
Centre Component
In addition to any residential
requirements, 0.1 spaces
per 100m2, 2 spaces
minimum
In addition to any residential
requirements, 0.2 spaces
per 100m2, 2 spaces
minimum
Mixed Use Building, Restaurant
Component
In addition to any residential
requirements, 2 spaces per
100m2
In addition to any residential
requirements, 0.1 spaces
per 100m2, 2 spaces
minimum
Mixed Use Building, Office
Component
In addition to any residential
requirements, 0.13 spaces
per 100m2, 2 spaces
minimum
In addition to any residential
requirements, 0.2 spaces
per 100m2, 2 spaces
minimum
Mixed Use Building, Service
Commercial Component
In addition to any residential
requirements, 0.05 spaces
per 100m2
In addition to any residential
requirements, 0.09 spaces
per 100m2, 2 spaces
minimum
2.1.6 Additional Regulations
a) Non-residential units must be located on the first floor (ground floor) and within the
business establishment street façade when located within a Mixed-Use Building. Non-
residential units may also be permitted elsewhere in a mixed-use building provided that
the ground floor is fully zoned for non -residential uses.
2.2 Residential Zones
2.2.1 Residential Zones
This by-law distinguishes between the following zones:
a) Residential High Density
b) Residential Medium Density
8
2.2.2 Description of Permitted Uses
Primary and ancillary uses permitted in the following Residential Zones are denoted by the
symbol “x” in the column.
Permitted Use Residential
Medium
Density
Residential
Medium
Density
Residential
High
Density
Residential
High
Density
Primary
Use
Ancillary
Use
Primary
Use
Ancillary
Use
Apartment Building x x
Long Term Care Home x x
Retirement Home x x
Stacked Townhouse x x
Home Occupation (multi-
residential)
x x
Convenience Store x x
Fitness Centre x x
Day Nursery x x
Dry cleaning Distribution Centre x x
Laundry x x
2.2.3 Zone Regulations
The following regulations shall apply to every lot, building or structure:
Regulation Residential Medium
Density
Residential High Density,
Lot Dimensions
Minimum Lot Area 0.25 ha. 0.25 ha.
Minimum Lot Frontage 20 metres 50 metres
Building Location
Front Yard - Minimum (m) 2 metres 2 metres
Front Yard - Maximum (m) 5 metres 5 metres
Side Yard - Minimum (m) 7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
9
Regulation Residential Medium
Density
Residential High Density,
Interior Side Yard - Minimum (m) 7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
Rear Yard - Minimum (m)
abutting Urban Residential Zone
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
7.5 metres from the
property line plus a 45-
degree angular plane from
a height of 10.5 metres
above the 7.5 metre
setback line to a maximum
height of 1:1.
Building Massing and Height
Building Height, Number of
Storeys (subject to zone
suffixes)
As shown on Zoning By-
Law Map Schedule
As shown on Zoning By-
Law Map Schedule
Building Height, Number of
Storeys (subject to zone
suffixes) - Maximum (m)
As shown on Zoning By-
Law Map Schedule
As shown on Zoning By-
Law Map Schedule
Podium Height Minimum (m) 11 metres (3 storeys) 11 metres (3 storeys)
Podium Height Maximum (m) 21 metres (6 storeys) 21 metres (6 storeys)
Minimum Tower Separation
Distance (m)
25 metres 25 metres
Maximum Tower Footprint (sq.
m)
750 square metres 750 square metres
Minimum Tower Step-Back 3 metres 3 metres
Landscaped Open Space,
Amenity Space and Common
Areas
Minimum Outdoor Amenity Area 3% of the lot area, located
at grade
3% of the lot area, located
at grade
Landscaped Area Dimensions
where abutting Urban
Residential Zone
Minimum depth for
Landscape Area shall be 6
metres where abutting a
Urban Residential Zone
Minimum depth for
Landscape Area shall be 6
metres where abutting a
Urban Residential Zone
Minimum Landscaped Area 30% 35%
10
2.2.4 Parking Standards
2.2.4.1 Parking Standards
The following parking standards apply to all Residential Zones:
Type of Development No of Parking Spaces
Minimum
No of Parking Spaces
Maximum
Stacked Townhouse 1.0 space per dwelling unit
plus 0.15 visitor spaces per
dwelling unit
space per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Apartment Building, Bachelor
Unit
0.70 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
0.85 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Apartment Building, 1 Bedroom
Unit
0.80 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.00 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Apartment Building, 2 Bedroom 1.00 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.20 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
Apartment Building, 3 Bedroom
or more
1.2 parking spaces per
dwelling unit plus
0.15 visitor spaces per
dwelling unit
1.4 parking spaces
per dwelling unit plus
0.15 visitor spaces per
dwelling unit
2.2.4.2 Reduced Rates for Affordable Housing
Where a dwelling unit qualifies as an affordable housing dwelling unit, the minimum parking
space rate and the maximum parking space rate for the dwelling unit may be reduced by 30% of
the standard minimum and maximum parking space rates for the applicable dwelling unit type.
This reduction does not apply to the visitor Parking Space per dwelling unit rates.
2.2.5 Bicycle Parking Requirements
2.2.5.1 Bicycle Parking Requirements
Type of Development Bicycle Parking Spaces,
Short Term, Minimum
Number of Spaces
Bicycle Parking Spaces,
Long Term, Minimum
Number of Spaces
Apartment Building 0.1 spaces per dwelling
unit, 2 spaces minimum
0.5 spaces per dwelling
unit, 2 spaces minimum
11
2.2.6 Additional Regulations
a) Non-residential units must be located on the first floor (ground floor) and shall be sized
accordingly:
a. Facing Regional Highway 2 = 600 sq.m.
b. Facing Bowmanville Avenue = 300 sq.m.
c. Facing all other road frontages = 250 sq.m.
2.3 Community Use Zone
2.3.1 Description of Permitted Uses
The singular use for lands designated as a Community Use on the Zoning Schedule shall be a
public park.
2.4 Holding
Where the symbol ‘H’ following the zoning on the Zoning Schedule is identified , the ’H’ shall not
be removed until the following condition has been met:
a) Funding has been secured to deliver the GO Transit Station to the satisfaction of the
Director of Planning and Infrastructure Services, in collaboration with the Region of
Durham.
(
A v l Pu yPdrC r Munday C
t
Scugog S
t
B ro o k h illB v L n Cla
r
ing
ton
Bv
Stevens
R
d (H)
M
U-
H
D
(
4/
6)
/
C
9-
6 Bo
s
we
ll Dr (6
/12
)
/
C1
-22
(H
)
MU
-HD
K ingS tW t W K g Snit Green
Rd
Uptown
A
v n SC el ao mr enkDgoiRRegional Highway 2 Ivory Ct
Pethic Wr
S tr ik e Av
k
St 2-1R/)81/21(ST-Shady LaneBonathon
DH-UPrince
Willi
a
m
B
v M)HD (M-R/ )H(2)Bowmanvil
le
Ave
e
n
n
Bv 0 (H
)
R
-MD
(4
/6
)
/
R1
Li
t
t
le
Av
Trewin
L
n 16/0 (2Trewin
L
n -1RWaver
ley
Rd
Lawrence
Cr Cr
) 216/(DM0 C r St Maple
G
rove
Rd
woodtRusClarington
B
v -R1-)4HR(/) 2r DsgGnR a y C t elnir16/We
l
dr
i
c
k
C
P (DM0 -R1-4penpS)HRsa (/Adfi
r
e
F
r
y
Cr
Bonnyca
s
t
l
e
D
r
Rhonda Bv
Do re e n Cr
ld
D t r C a n d le rCDoreen C r Ha
m
m
o
n
d
S
t
r Ddleifdn aLPartskyDSidney
Ln
Connel
l
Ln
Baxte
r
S
t
West
S
ide
D
rLandervi
l
l
e
L
n
Rosal
Bonnycastl
e
Dr Mar
t
in
Rd
ynneAv
B rodieCt Alonna
St
Ha rve y Jone s
Zone Boundary
Study Area
i#
NORTH
LEGEND
Te d Mille r
Ted Miller Cr
Hovey Ln Hicks (H) R-MD(4/6)
A(H) R-MD (4/6) / A
(H) R-MD(4/6)
( (H) R-HD8/12) / A-13
(H) MU-HD(6/12) / C8-1 H) MU-HD(6/12) / C8-2
(H)(4/
CU CU
MU-HD6) / C9-5
CU (H)MU-HD6/12C8-1
(H) MU-HD(6/12) / C8-4
A
( ) / CU
(H) MU-HD(6/12) / C8-2
(H) MU-HD(4/6) / C9-2 (H) MU-HD(4/6) / C9-2
(H) MU-HD(6/12) / C8-3 CU
H) MU-HD
(H) R-HD(8/12) /R4-45
(H) MU-HD(4/6) / C9-3
((7/12) / C1-16
(H) MU-HD (H) MU-HD-TS
(H) MU-HD (7/12) / C1-16 (12/18) / OC
(4/6) / C9-3
(H) MU-HD6/12) / C9-1(
(H)(H) MU-HD (H)MU-HD(6/12A ) / (6/12) / (H) MU-HD (6/12)R4-29 6/12) / C1-14 / C1-14
MU-HD
(H)MU-HD12 18C9-4
(H) MU-HD-TS(12/18) / A-13
(/ / ) (H) CUMU-HD-TS(12 18
(H)MU-HD-TS12/18A-82( ) /
( CU
/ )
CU ((H) MU-HD12/18) / C1-7
(H)MU-HD-TS12 18( / )
CU (H) MU-HD(6/12) / C1-14 (H)(8/12)R4-23R-HD /
(H)MU-HD-TS12 18(
CU
/R1 ) /
(H)MU-HD-TS(12/18)
(H) R-MD (3) /R3-52
(H) R-HD(8/12) /R4-44
(H)R-MD4/6)R4-28
((H) R-MD4/6) / R1
( /
(H)R-MD (6/12R1 ) /
(H) (H)R-MD R-MD(4/6) / (4/6) /R3-55 R3-55 (H)R-MD4/6)R4-17( /
(H)R-MD (6/12) /R1-80
(H) R-MD (4/6) /R4-24
Scale 1:7,500
Meters
0 125 250 500
BOWMANVILLE WEST
SCHEDULE A, BOWMANVILLE WEST ZONING
Summary of Background Reports – Bowmanville West Secondary Plan Update
Report Key Findings
GO East
Clarington
Transportation
Hubs
(Brook McIlroy &
N. Barry Lyons
Consultants Ltd.,
September 2017)
This Transportation Hubs Study was undertaken to create a
vision for the future Courtice and Bowmanville GO Stations and
to help capitalize on these transit investments. The Study
yielded guiding principles, land use concepts, and a market
analysis.
The Study identified several areas which should be addressed
through the Secondary Plan Update including:
Multi-modal connections to the station area;
Placemaking rooted in the community and its history;
Protect and enhance natural and built heritage;
Increase green space and community areas;
Connect new and existing neighbourhoods;
Strengthen a competitive economic environment; and
Develop a strategic parking management plan.
The Study envisioned a land use concept plan with mid- and
high-rise developments, with the highest densities directed near
the future GO Station. Areas for intensification and further
provision of community amenities were identified. This vision
served as a starting point for the creation of the land use plan for
the Secondary Plan update.
NBLC was responsible for forecasting how the real estate
market is likely to change with the GO Rail Expansion. They
predict that demand for high density housing will increase in the
Secondary Plan area as more train service is provided, and as
individuals travel further from the City of Toronto in search of
affordable housing. Commercial retail and office markets are
expected to follow the growth in population. Future economic
development should focus on attracting employers that are likely
to benefit from transit (e.g. finance, technology, education, etc.).
Short term flexibility in heights should be accommodated. High
quality public realm, active transportation and strong linkages to
downtown Bowmanville will make the area more attractive to
buyers. Transition policies are needed to integrate the MTSA
with the broader character of the existing neighbourhood.
Background
Report
(Dillon Consulting
Ltd., September
2020)
The Background Report was developed to prepare for
redevelopment scenarios for the Secondary Plan area. It
reviewed:
Policy context;
Land use issues and opportunities;
Urban design and public realm;
Transportation and mobility; and
Municipal infrastructure.
Provincial and municipal policy directs more intensification for
the Secondary Plan area as an Urban Centre and future MTSA.
The Clarington Official Plan includes a density target of 75 units
per hectare which translates to a significant increase in density.
Opportunities for redevelopment, intensification and public realm
improvements were identified, with high density uses nearest to
the future GO Station and public improvements dispersed
throughout the area.
GO Transit service is an opportunity to shift current
transportation modes towards more sustainable and efficient
modes. Active transportation and convenient transit connections
should be promoted. Connectivity within and to the area needs
to be contemplated. Parking options are expected to evolve as
the area is developed. Structured and underground parking is
expected to be developed in the short term. Alternative parking
standards should be explored in the long term as mode shift is
expected with increased active transportation and transit
improvements.
The Report generally concluded that there was sufficient water
and sanitary sewer infrastructure to accommodate the
intensification that is expected by 2031, the planning horizon of
the current Clarington Official Plan. Local water and wastewater
infrastructure will be required. There appears to be no significant
stormwater management constraints as per the West Side
Creek Master Drainage Study.
The Report also summarized feedback from the first two public
information centres.
Planning
Rationale Report
This Report sets out the rationale for the concepts and policies
in the Secondary Plan. It describes how the project’s guiding
(Dillon Consulting
Ltd., November
2021)
principles were informed by public feedback and conformity with
Provincial and Regional policies. These include:
Establish a Plan focused on integrating a mix of uses and
designed to achieve transit supportive density target for
Major Transit Station Areas (minimum 150 people and
jobs per hectare).
Maintain the commercial and retail shopping function of
Bowmanville West, by expanding potential for a wide
range of uses integrated with easy access via all mobility
modes.
Provide flexibility for transitioning existing auto-oriented
uses to mixed uses and higher densities, allowing for
gradual transformation in the fullness of time.
Consider how people move in Bowmanville W prioritize
accessibility, safety, sustainability and climate change
adaptation.
Promote a range of opportunities for housing and
specifically for affordable housing, to ensure that
Bowmanville West grows into an inclusive and supportive
community for all income holders.
Bill 23
Conformity
Report
(Dillon Consulting
Ltd., June 2023
This report evaluates the draft Secondary Plan for any required
changes as a result of Bill 23. The report describes changes
related to the following issues:
Inclusionary zoning and affordable housing;
Parkland dedication;
Removal of upper tier planning authority;
Zoning for MTSAs;
Intensification;
Site plain control