centretown community design plan, chapter 4 (draft)

8/4/2019 Centretown Community Design Plan, Chapter 4 (Draft)

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7.0Implementation:

Delivering Change

6.0Building

Centretown:

Built Form

5.0Greening

Centretown:

Parks & Open Space

4.0Moving Around

Centretown:

Mobility

3.0Centretown

Tomorrow:

The Vision

1.0The Study

2.0Centretown

Today:

Analysis

4.0 MOVING AROUND CENTRETOWN


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A good balance between walking, cycling, public transit and vehicular trac is essential

to meet the needs o sustainability and create a sae, high quality public realm or all

users. In Centretown today, this balance between users could be improved signicantly.

Today, much o Centretown is characterized by a dense mixture o land uses in a highly

urbanized environment. As a compact, urban community built around a traditional

street grid, Centretown osters a high degree o pedestrian, cycling and transit use.

However, much o the transportation network is currently ocused on supporting the

movement o cars between Ottawas downtown core, located north o the community

and Highway 417, located to the south.

Due to Centretowns location between the downtown and the highway system, it is

generally accepted that vehicular trac levels through Centretown will remain high with

some areas experiencing congestion, particularly at peak times. Given the built-out

nature o Centretowns road network, the majority o mobility initiatives presented in

this chapter ocus on improvements to non-automobile travel to create a better balance

between users, including:

> Pedestrians

> Bicycles

> Transit Users

> Vehicles

Downtown Ottawa Mobility Overlay Study

The City o Ottawa is undertaking a Downtown Ottawa Mobility

Overlay (DOMO) to capitalize on the opportunities presented by

the implementation o the LRT and to examine transportation

issues within the downtown not addressed by their recent

Transportation Master Plan. These include such issues such as th

reallocation o road space, implementation o the Citys new rapi

transit network and the conversion o one-way streets back to tw

way operation.

Some o the mobility recommendations presented in this

Community Design Plan will require urther analysis to understan

the potential impacts on both the local and the broader

transportation network. The Mobility Overlay Study is best suited

to test and assess these recommendations rom a technical

perspective.

To scope the steps required to implement the mobility

recommendations presented in this section, the ollowing

technical issues should be addressed:

Implementationofroaddietingonnorth-southarterials

to accommodate expansion o pedestrian, cycling and

transit acilities.

Implicationsofadditionalcalmingandcrossingsalong

arterials to improve community connections.

Expansionofcyclenetworkwithon-streetbicyclelanesas

identied in the Ottawa Cycling Plan.

Implicationsoftwo-wayconversionondowntowntrac

operations, including access to the highway system.

Requirementsforimprovementstothequalityofon-street

transit acilities (stops, laybys, shelters, seating, lighting, etc.)

The Community Design Plan establishes the urban design

objectives and community priorities to inorm the DOMO as it

addresses the urban design and transportation planning issues in

Downtown Ottawa.

4.0 Mobility


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Successul streets are about much more than vehicular movement; they need to act as shared public spaces that are beautiul, comortable and

multi-unction al. In the most successul neighbour hoods, streets are community meeting places, addresses or real estate, locations or caes and

public art and thoroughares or walking and cycling.

Centretown needs to recognize the importan ce o its streets as places and not as simply arteria l roads or moving cars quickly. With the goal o

creating a better balanced movement network, this section presents recommendations to help transorm Centretowns roads into more multi-

unctional neighbourho od streets. Improvements are aimed at increasing pedestrian saety, improving the quality o the pedestrian and cycling

experiences and creating a more pleasant streetscape and public realm.

It should be noted that some recommendations will require a change to trac operations (conversion rom one-way to two-way operations) and

the re-allocation o road space to support pedestrian, cycling and transit. Such changes would have impacts on trac operations, including possible

decreases in intersection service levels, increases in congestion and cut-through trac along local streets and adverse impacts on access to and

rom the highway system.

4.1.1 Two-Way Conversion

The use o Centretowns arterial streets as a high-volume, high-speed ramping system or the Queensway contributes to the creation o unsae and

unpleasant condition s. Th e current one-way system is oriented to serve the needs o Ottawas commuters and is designed to move as many cars aspossible through Centretown or peak-hour commuting. Converting these arterial roads rom one-way to two-way woul d help to normalize the

street by slowing trac, creating a greater choice o routes, improving waynding, creating a more inviting address or residential and commercial

investment and improving saety or pedestrians and cyclists.

The conversion o arterials to two-way streets is based upon the theory that the operation o streets should be maximized or use throughout the

day, rather than or relatively short period o time each morning and aternoon. A street owing very quickly during morning and aternoon rush

hour periods, which is the case in Centretown, oten means an under-utilized street or the remainder o the day.

It is recommended that the City consider a phased programme o two-way conversions o Centretowns major arterials. Phase 1 would be

undertaken as a priority and involve Metcale Street. Part o this phase could include the removal o Metcale Street rom the East Lawn o the

Museum o Nature and the restoration o the street grid around this important community park space. Phas e 2 could be OConnor Street. Future

phases could include Kent Street and Lyon Street. Any conversions will need to include a technical review o the highway ramping systems, which

should be undertaken as part o the Downtown Mobility Overlay Study (see sidebar).

It may be appropriate to implement a pilot project or conversion to two-way operation as a basis or impact monitoring and design assessment.

I this is the case, the section o Metcale Street rom McLeod north to Wellington should be a priority candidate. Thi s section o road has relatively

low trac volumes compared to other major one-way streets in the downtown, and it can be converted without afecting the connection to the

Queensway ramp system. It also provides a very attractive approach to and increases accessibility to the Museum o Nature and has signicant

residential development along its length.

Phase 1 Two Way Conversion: Metcale

Future Phases Two Way Conversion: OConnor, Kent and Lyon

Metcalfe

OConnor

Kent

Lyon

4.1 The Street Network


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Suggested strategies include:

Pursueprovisionofcyclinginfrastructure(parking,lockers/showers)aspartofthedevelopmentapproval

process or new developments proposed in the Centretown area.

Ensureappropriatecyclinginfrastructureisprovidedaspartofmajorroadwayreconstructionprojects,in

accordance with approved City design guidelines.

IdentifyspeciclocalimprovementstothecyclingnetworkforimplementationaspartoftheCityson-

going Capital Works Program.

MonitoropportunitiestoprovidecyclingimprovementsaspartoftheimplementationoftheOttawaCycling Plan.

Streetswhichprovideforcyclingconnectionsacrossbarriers(e.g.RideauCanal,theQueensway),ortothe

Laurier Avenue segregated bicycle lane, should be priorities or improved cycling links.

MetcalfeStreetshouldbeconsideredapriorityforcyclingfacilities.

WorkwiththeNCCtoprovidebike-sharestationsatkeylocationsintheCentretown,suchastheMuseum

o Nature, Ottawa City Hall, Jack Purcell Community Centre, and along Bank and Elgin streets.

The City o Ottawa has in place a robust 20 year cycling plan laid out in its Ottawa Cycling Plan (OCP).

Approved in 2007, the OCP is a long-term two-phased strategy. The rst phase is a ten-year implementation

plan that includes network inrastructure, program initiatives and associated costs. This ten-year plan

complements the Citys Capital Works Plan, Transportation Mas ter Plan and Ocial Plan. The second phase

is presented as longer-term planning initiatives, subject to on-going review and revision.

The expansion o the cycling network throughout Centretown is identied in the Ottawa Cycle Plan as a

Phase 1 implementation priority, including a signicant number o new cycle routes:

BankStreet

OConnorStreet

MetcalfeStreet

ElginStreet

CartierStreet

SomersetStreet

In 2011 the City o Ottawa implemented segregated bicycle lanes on Laurier Avenue between Bronson

Avenue and Elgin Street. To leverage investment in this inrastructure and increase its utility or cyclists,

improvements to the cycling network within the Centretown area should ocus on connections to the

Laurier Avenue bicycle lanes, as well as improved connections across cycling barriers (the Queensway and

Rideau Canal) and to the NCC pathway network.

To complete a more ully connected network, in addition to the routes proposed in the OCP, the ollowing

routes (or portions o routes) are also recommended:

GladstoneAvenue,connectingthoughtoRideauCanalandNCCmulti-usepathwaysystem

CartierStreetsouthofGladstone,connectingthoughtoRideauCanal&NCCmulti-usepathwaysystem

LaurierAvenue

LisgarStreeteastofCartier,connectingthoughtoRideauCanalandNCCmulti-usepathwaysystem

As part o any analysis regarding conversion o Metcale Street rom one-way to two-way operate, provision

o cycling acilities should be considered as priority in order to provide or dedicated cycling acilities

connecting the Glebe to Mid-Centretown, Laurier Avenue (east-west bicycle lanes) and the Central Business

District.

In addition to improved cycling links, additional bicycle parking should be provided within Centretown

to improve acilities or cyclists at key destinations such as Jack Purcell Community Centre, Minto Park,

and along Bank and Elgin streets. Iden tication o potential bike-share station locations (e.g. Museum o

Nature, City Hall, along Bank and Elgin Streets) to acilitate short, spontaneous cycling trips should also be

considered, in coordination with the NCC.

Proposed Bike Route

Existing Bike Route

City Priority Route

CDP Priority - New Route

CDP Priority - Network Connection

4.2 The Cycling Network

Proposed Cycling Network Improvements

Metcalfe

Gladstone

Lisgar

Somerset

Cartier


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The Centretown area enjoys access to a high level o local transit service.

Implementation o the Downtown Ottawa Transit Tunnel will likely not

result in signicant changes to the local transit network, which is already

oriented to provide connections with the existing rapid transit network

and major destinations in the downtown area. Servi ce requencies may

be improved on routes as ridership increases with implementation o the

Citys light rail rapid transit network. Areas adjacent to uture underground

rapid transit station entrances create additional density potential.

Increased densities generally correlate with increased transit demand and

thereore reduced headways on local bus routes.

BankStreet,SomersetStreet(westofBank)andtheCatherine/Isabella

Street corridors are identied in the Citys Transportation Master Plan as

transit priority corridors. Future transit priority measures could include

transit priority signals, queue jump lanes and other operational measures

designed to give transit vehicles priority over general trac within these

corridors.

Suggested strategies include:

Considerprovisionoftransitprioritymeasuressuchasbus

bulb-outs and additional shelters as part o uture roadway

reconstruction projects.

Considerprovisionofenhancedwaitingfacilities(shelters,

benches, trees, pedestrian scale lighting, bicycle parking, garbage

cans) at bus stops. These should not interere with pedestrian

ow/pathway.

Local improvements to transit inrastructure should be identied or

incorporation into the Citys ongoing Capital Works Program.

4.3 The Transit Network

Planned DOTT Station

DOTT Alignment

Bus Route

600m Walking Radius

Centretowns Future Transit N


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Pedestrian Priority Streets connecting to proposed transit st

Metcalfe

Somerset

Bay

Elgin

OConnor

From a pedestrian network perspective, Centretowns system is virtually

complete. However, the issue o concern is the quality o the existing

network and the pedestr ian experience on the ground. As such, the ocus

or improvement should be on enhancing the quality o the pedestrian

environment as opposed to expansion o the system.

Within the existing public rights-o-way the competing needs o

pedestrians, cyclists, transit, cars, on-street parking, goods movement

and utilities must be satised. To help address the current imbalance

betweenvehiclesandpedestrians/cyclists,CDPadvocatesforthere-

allocation o space to better serve the needs o non-motorized vehicles.

Through application o road diets or conversion rom one-way to two-way

operation, priority can be given to providing additional pedestrian space

along those streets identied as pedestrian priority.

As illustrated by the plan on the right, Metcale, Elgin, OConnor, Bay

and Somerset Streets should be considered pedestrian priority routes

through Centretown. The unction o a pedestrian priority street is to

connectthecommunitydirectlytoexistingand/orplannedtransithubs,

link to important employment, recreational or cultural destinations, andintegrate Centretown with adjacent neighbourhoods; Somerset provides

a connection through the heart o central Ottawa and over the Rideau

Canal via the new Corktown Footbridge; Metcale and Elgin provide

connections to adjacent neighbourhoods south o the Queensway as well

as to the Federal Realm in the north; and OConnor and Bay links directly

to the proposed LRT stations in the Business District. The priority, in

terms o strategies to address pedestrian improvements, should ocus on

enhancing the pedestrian experience along these important streets. B ank

Street should also be considered as a Pedestrian Priority Street, however,

it has been excluded due to the signicant improvements recently

completed which have made this important shopping street a model o

pedestrian comort or Ottawa.

As previously mentioned, although the pedestrian system is almost

complete in Centretown, some limited opportunities or expansion remainand should be recognized. These opportunities are ocused on integrating

Centretown with adjacent communities and amenities as opposed to

expanding the network internally. Ottawas Pedestrian Plan places a

priority on provision o pedestrian connections to multi-use pathways

along the Rideau Canal and on improvements to existing pedestrian

connections between neighbourhoods on the north and south sides o the

Queensway.

Another important component o Pedestrian Priority Streets is the

provision o saer pedestrian crossings at key intersections on Centretowns

arterial streets. The plan below highlights those intersections that would

benet rom improved pedestrian crossings. Th e ollowing characteristics

are desirable or a sae pedestrian crossing:

Advancedyieldlinestoimprovethevisibilityofcrossingpedestrians;

Installationofcurbextensionsandremovalofon-streetparkingto

improve visibility;

Pedestrian-activatedashingbeaconstowarnmotoristsofcrossing

pedestrians;

Signageandoverheadcrossingsignal

, Zebra crossings or raised trac tables

Pedestrianprioritypushbuttontoactivatecountdownsignals

Additional strategies include:

Streetsthatprovidedirectaccesstorapidtransit,and/orhave

signicant development density require better pedestrian space

and should be priorities or improved pedestrian amenities,

including paving treatments (sidewalks), seating, pedestrian

scaled lighting, planting and greening, waste disposal and weather

protection.

Pursuelocalimprovementstothepedestrianrealmaspartofthe

development approvals process or proposed new developments.

Ensurepedestrianplanninganddesignobjectivesareachievedas

part o major roadway reconstruction projects, in accordance with

approved City urban design guidelines.

Whenreconstructingstreets,reviewthepotentialapplicationofa

roaddiettoprovidemorespaceforpedestrianmovement,and

allowforcurbbulb-outsand/orreducedcornerradiitominimize

pedestrian crossing distances.

Speciclocalimprovementstothepedestrianenvironmentshouldincluded as part o the Citys on-going Capital Works Program.

Improved Pedestrian Crossing loc

4.4 Pedestrian Priority Streets


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Sae Crossings

A Place to Rest

Accessible to All

Well Lit ,Good Wayndings and Weather Protected

Clean

Connected to Transit

Pedestrian Priority Streets:

What Does this Mean?


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4.5.1 An Approach to Greening Your Streets

Roads within Centretown support mobility but are also important public spaces which dene the character o the

neighbourhood. In Centretown, there are competing objectives with respect to allocation o space within the

public right-o-way. This includes space or general trac lanes, bicycle lanes, on-street parking, sidewalks and

urban design eatures. Accommodating these diferent demands with the limited road space available requires

creative approaches to satisy these competing interests.

The ollowing are general recommendations or improving the pedestrian experience along all streets within

Centretown. Following this general approach are more specic recommendations or the various street typologies

present in Centretown.

To green Centretowns streets and improve their look and eel on the ground, the ollowing actions are

recommended:

Eliminatesurfaceparkingencroachmentintopublicroadwayrights-of-way.

Parking between the sidewalk the edge o the right-o-way should not be

allowed in any orm.

Whereverpossible,introducelandscapebueringbetweensidewalksand

any parking abutting the sidewalk.

Donotpermitfrontyardparking.

Plantstreettreeswhereverpossible.Selectspeciesthatarenon-invasive,

drought resistant and salt tolerant.

Wherepossible,plantingshouldalsooccurontracislandsandmedians.

Wherestreettreeplantingisnotpossible(suchasElginStreet),consider

planting vertically - hang owers.

Dontallowgarbagetobestoredadjacenttothesidewalk.

Requireservicingareastobescreenedfromthesidewalk.

Buerparkinglotsfromthesidewalkwithplanting.Requireenhanced

landscaping and screening as part o all temporary parking lot renewals.

Onpedestrianprioritystreets,giveadditionalprioritytopedestrianspace

within the roadway right-o-way.

4.5 Streetscape


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The plan to the right identies specic locations where the relationship

between existing surace parking and the pedestrian realm is in need

o improvements. I n many instances parking encroaches onto the

public right o way (identied in red), abuts directly against the sidewalk

(identied blue) or additional bufering or landscape improvements

(identied in yellow) would be benecial. As building permits request,

minor variances, site plan or planning applications are brought orward or

review, conditions should be imposed to eliminate the encroachment or

improve the bufering o these parking lots.

Parking encroaching onto the right o way

Parking directly abutting the sidewalk

Parking bufer in need o additional landscape improvementLocations or the removal o parking rom Centretowns public realm / ROW


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Option 1: No Road Narrowing

Elgin StreetMixed Use Commercial

Elgin Street is one o downtowns most successul and active streets, supporting a mix o quality

restaurants, caes, clubs, bistros and retail shops. Extending nort h rom the 417 to Lisgar Street, Elgin

Street continues as Conederation Bouleva rd until it terminates at the Peace Memorial. Many important

city parks and institutions ront Elgin Street, including Minto Park, St. Lukes, the Museum o Nature and

the Elgin Street Public School. Despite Elgin Streets importance as a destination or the neighbourhood

and the city as a whole, it supports very narrow sidewalks - especially on the eastern side o the street.

There are ew trees except at parks or major institutions and buildings are generally built to the property

line. Elgin Streets Main Street unction needs to be protected and strengthened.

Design Strategies:

- Elgin Street would benet rom the same quality o redesign as recently completed on Bank Street.

This includes the elimination o one of-peak parking lane to expand the public realm on both sides

o the street (evenly distributed) and introducing street tree planting opportunities (Option 1 & 2).

- Eliminating one lane o parking is the only opportunity or expanding the public realm and planting

zone. Further study o parking demand is required.

- Declutter signage and street urniture to improve the visual and pedestrian environment.

- Co-ordinated street paving, street urniture and lighting should be installed. Due to limited public

realm, wall mounted pedestrian scale lighting should be explored.

- ROW protection policy should likely be eliminated as it will never be ully implemented

- Wheninfrastructureisbeingrenewed,buryoverheadwires/utilities.

4.5.2 Targeted Streetscape Recommendations

Option 2: Roa d Narrowing / O-Peak Parking Lane

Achieving a better balance between competing users through design modications will require

compromises to be made with regard to how current systems operate. Undertak ing some o the

improvements presented below will require a change to trac operations that could potentially have

negative impacts (such as a reduction in parking or greater trac congestion). Impacts needs to be

considered in light o benets created, such as a better pedestrian experience, wider sidewalks and slowertrac movement.

Option 3:

Road Narrowing /

Permanent Parking lane with possible curb extension

Existing: Typical condition


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Bank StreetMixed Use Commercial

Bank Street is an important regional destination in Ottawa with many shops, restaurants, clubs and cultural venues.As a regional attraction and hub o activity in the city, development pressures along this corridor are likely to

remain. Bank Street has recently completed a comprehensive redesign that has transormed the street into a more

pedestrian-oriented mainstreet with wider sidewalks, quality street urniture, planting and coordinated signage.

An important part o this the reconstruction was the removal o one of-peak parking lane in avour o larger

sidewalks and street planting. Existing buildings on Bank Street are generally built to the property line.

Design Strategies:- Bank Street has recently beneted rom a high quality redesign. Thi s should be the standard that Ottawa

strives or when rebuilding its Mainstreets.

- Along Bank Street, ROW protection should be pursued on a case by case basis, the primary consideration

being to retain the street wall. In cases where a site is on the corner, or neighbouring a building th at is already

setback, the new building could apply the ROW protection standard to increase the pedestrian and planting

area.

Somerset StreetMixed Use Commercial

Somerset Street is one o the ew continuous east-west links through the downtown. This important connectlinks Chinatown, Somerset Village, the Gay Village, the Corktown Bridge, the NCC multi-use path system, the

University o Ottawa and Sandy Hill. The commercial Mainstreet section between Bank and OConnor has

benetted rom some recent investment in streetscape upgrades, but the remainder o the street is in need o

renewed investment.

Design Strategies:- To avoid creating a homogeneous streetscape and having a detrimental impact on the existing pockets o

character, any new street improvements should complement and build on the personality o the immedia

environment.

- General streetscape strategies such has elimination o parking encroachments should be pursued.

- ROW protection should be considered on a site-by-site basis, with priority or corner site. ROW protection

shouldnotdisruptcontinuousheritagecluster/streetwall.

- As sidewalk and inrastructure get upgraded, lane width reductions and planting opportunities should beexplored.

- Downtown Mobility Study should continue to study the easibility o the implementing a cycle lane.

Bank Street today Somerset east o Bank Street


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Catherine StreetMixed Use Commercial

Catherine Street operates as a one-way westbound street. Functioning more as a service road to Highway 417

than a city street, it is requently bisected by ramps that eed the highway. A section o Catherine Street between

OConnor and Elgin supports a landscaped zone located between the street and the highway. This space is residual.

Although many locations along Catherine Street support unrealized development potential, the image o the street

needs to be enhanced beore investment will come orward.

Design Strategies:

- Catherine Street is envisioned as a tree-lined street.

- To accommodate required planting, a generous setback should be implemented and the ROW protection

policy maintained

- As commercial activity evolves, introducing on street parking should be explored, particularly on the north

side.

- Trac islands at Metcale and Catherine Street would benet rom landscape improvements. Potential gateway

sites.- As development occurs, public realm should be upgraded. Public realm should be composed o:

- a generous sidewalk and a landscape setback zone between the sidewalk and the development; and

- street trees planting on the curb side, preerably in an open strip.

Museum DistrictHeritage

The Museum District captures the streets that immediately border the Museum o Nature: Argyle, Elgin, OCon

and McLeod streets. The district is an important heritage node, and the park surrounding the Museum acts as

Centretowns central park. Buildings that surround the Museum have a varied setback, rom small ront yards to

buildings located right at the property line.

Design Strategies:

- The streetscape on the portions o Elgin, OConnor, Argyle and McLeod Streets that ront onto the Museum

Nature should be diferentiated rom other streetscapes and celebrate this node as a heritage district and

Central Park or Centretown.

- Design o streets should include coordinated street paving, street urniture and pedestrian-scale lighting t

are complementary to the Museum o Natures design. Lighting posts could accommodate banners.

- Increase sidewalk width all around the park (especially along OConnor). Alternatively, the sidewalk could

bufered rom the road by a planted boulevard. This would require a coordinated approach with the Museu

- The section o Metcale Street that bisects the East Lawn should be removed i related issues can be resolv- All intersections adjacent to the park should be improved (lighting, pedestrian signals, pavement treatme

- Wheninfrastructureisbeingrenewed,considerburyingoverheadwires/utilities.

- Promote tree planting on private properties ronting the park with emphasis on trees with a large canopy.

Commercial Condition Residential Condition


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Metcale StreetCivicBoulevard/Heritage

Metcale Street is a premiere civic address in Ottawa. The street connects the Museum o Nature and the ParliamentBuildings and is ronted by countless embassies and heritage buildings, supporting a wealth o architectural

styles. The Centretown section o Metcale Street is lined with trees. Th is green setting is reinorced by the many

properties that ofer generous ront lawns acing onto the street.

Design Strategies:

- Metcale Street should be a priority consideration or two-way conversion

- The design o Metcale Street should be o the highest quality and celebrate it as Ottawas premier civic street.

This could include specially designed street paving, street urniture and pedestrian scale lighting that are

specic to Metcale.

- Public art should be encouraged along this corridor (including lighting, banners, installation s, etc) Treatment

should extend north to Wellington Street.

- The existing street dimensions should be retained. Continue to maintain generous setback, ront lawns and

boulevard character.

- Cycling lane should be explored but not at the expense o reducing the boulevard area. The introduction o

a cycling lane should be accomplished, i possible by replacing the of-peak parking lane with cycle lanes or

reducing existing lane widths (Option 1).

- As an alternative to option 1, transorming the of-peak parking lane as permanent parking, possibly with curb

extension) should also be explored (Option2).

- I Metcale Street is retained as one-way street, on-street cycle lanes could be introduced.

- The ROW protection policy should likely be eliminated has it will never be ully implemented

- Wheninfrastructureisbeingrenewed,considerburyingoverheadwires/utilities.

- Ultimately, the Downtown Mobility Study will conrm i a two-way conversion can occur on Metcale Street.

Existing:

Typical condition

Option 1:

Replacement o trafc lane with

bike lanes

Option 2:

Permanent parking with

possible curb extension


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OConnor StreetResidential Mixed Use

OConnor Street is a high volume south-bound trac conduit and is paired with the north-bound Metcale Street.OConnor Street carries high aternoon peak trac. Of-peak parking is provided on both sides o the street.

Sidewalk width is overall very narrow. The level and speed o trac along OConnor Street has created unpleasant

pedestrian conditions and stunted development interest. OConnor Street needs to be protected rom urther

deterioration.

Design Strategies:

- OConnor Street should be considered a candidate or two-way conversion

- ROW protection should be maintained, but will likely never be ully realized

- Explore opportunities to eliminate one lane o trac (or both two-way or one-way scenarios. Removal o

trac lane would allow or additional sidewalk and public realm improvements (including tree planting) to be

distributed to either side o OConnor (Option 1 and Option 2).

- I a lane is eliminated, one side o of peak parking will be removed.

- Ultimately, the Downtown Mobility Study will conrm i a two-way conversion can occur on OConnor Street.

- Without a lane removal, opportunities or public realm improvements are limited to improving planting on the

east side.

Existing:

Typical Condition

Option 1:

Road narrowing: west side plant-

ing strip maintained and curb

side sidewalk with wide land-

scape setback on east side

Option 2:

Road narrowing: curb side sidewalks

with wider landscape setback


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Kent StreetResidential Mixed Use

Kent Street is a high volume north-bound trac conduit, paired with south-bound Lyon Street. Kent Street carries

high morning peak trac. Sidewalk width is overall very narrow, with bump-outs and permanent parking on the

west side o the street. Like OConnor Street, Kent Street suppor ts a greater than average level o trac at peak

times. This has created hostile pedestrian conditions.

Design Strategies:

- Kent Street should be considered a candidate or two-way conversion

- ROW protection should be maintained, but will likely never be ully realized

- Tree planting should be undertaken in the bump outs that run the length o Kent Street on the west side.

- I retaining three trac lanes, the width o lanes could be reduced to no more than 3.3m each. This would

provide up to 1m o additional public realm that could be allocated to the east side o the street.

- I parking on west side is eliminated, the road could be more radically recongured and the 2.5m gained rom

removal o parking be redistribute to the public realm. This option would accommodate three lanes o trac,

of peak parking only and sidewalks up to 3.8m on both sides o Kent, allowing or tree planting (Option 1).

- Ultimately, the Downtown Mobility Study will conrm i a two-way conversion can occur on Kent Street.

Existing:Typical Condition

Option:

Removal o parking


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General ResidentialResidential

Typical residential streets in Centretown tend to run east-west. Almost all streets operate on a one way system,with on street parking on one side. Generally just over 18m wide, these narrow streets usually support a generous

setback, allowi ng or a strong tree canopy to develop. The more narrow streets, such as Gilmour, Lewis, Frank,

Waverly are narrower and support less planting.

Design Strategies:

- General streetscape strategies such has elimination o parking encroachments should be pursued across all

Residential Streets.

- As sidewalk and inrastructure get upgraded, lane width reductions and planting opportunities should be

explored.

Typical residential street Typical Centretown Residential Street Example o d esired streetscape treatment. Radio-City, Toronto

centretown community design plan, chapter 4 (draft)

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